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The effects of altitude and fuel composition on gaseous and particle emissions from a turbojet engine were investigated as part of the National Jet Fuels Combustion Program (NJFCP) effort. Two conventional petroleum based jet fuels (a “nominal” and a “worst-case” jet fuel) and two test fuels with unique characteristics were selected for this study. The “worst-case” conventional jet fuel with high flash point and viscosity resulted in reduced combustion efficiency supported by the reduced CO2 emissions and corresponding increased CO and THC emissions. In addition, increased particle number (PN), particle mass (PM), and black carbon (BC) emissions were observed. Operating the engine on a bimodal fuel, composed of heavily branched C12 and C16 iso-paraffinic hydrocarbons with an extremely low cetane number did not significantly impact the engine performance or gaseous emissions but significantly reduced PN, PM, and BC emissions when compared to other fuels. The higher aromatic content and lower hydrogen content in the C-5 fuel were observed to increase PN, PM, and BC emissions. It is also evident that the type of aromatic hydrocarbons has a large impact on BC emissions. Reduction in combustion efficiency resulted in reduced CO2 emissions and increased CO and THC emissions from this engine with increasing altitudes. PN emissions were moderately influenced by altitude but PM and BC emissions were significantly reduced with increasing altitude. The reduced BC emissions with increasing altitude could be a result of reduced combustion temperature which lowered the rate of pyrolysis for BC formation, which is supported by the NOx reduction trend.
Alternative fuels for aviation are now a reality. These fuels not only reduce reliance on conventional petroleum-based fuels as the primary propulsion source, but also offer promise for environmental sustainability. While these alternative fuels meet the aviation fuels standards and their overall properties resemble those of the conventional fuel, they are expected to demonstrate different exhaust emissions characteristics because of the inherent variations in their chemical composition resulting from the variations involved in the processing of these fuels. This paper presents the results of back-to-back comparison of emissions characterization tests that were performed using three alternative aviation fuels in a GE CF-700-2D-2 engine core. The fuels used were an unblended synthetic kerosene fuel with aromatics (SKA), an unblended Fischer–Tropsch (FT) synthetic paraffinic kerosene (SPK) and a semisynthetic 50–50 blend of Jet A-1 and hydroprocessed SPK. Results indicate that while there is little dissimilarity in the gaseous emissions profiles from these alternative fuels, there is however a significant difference in the particulate matter emissions from these fuels. These differences are primarily attributed to the variations in the aromatic and hydrogen contents in the fuels with some contributions from the hydrogen-to-carbon ratio of the fuels.
For the past decade, the aviation industry has been adopting sustainable aviation fuels (SAF) for use in aircraft to reduce the impact of aviation on climate change. Also, some nations look to SAF as an option for energy security for their military fleets. Understanding the critical impact of alternative fuel sources on hardware will provide the gas turbine industry with strategic options in sustainability and maintainability of the existing and new fleets. The alternative fuels with high hydrogen/carbon ratio (H/C) (such as synthetic paraffinic kerosenes (SPK)) could produce more water vapour content than the conventional jet fuels upon combustion, and this increased water vapour level could exert a significant impact over the long-term durability on hot section components such as the substrate blades, oxidation resistant coatings, thermal barrier coatings (TBCs), environmental barrier coatings (EBCs), resulting in an accelerated degradation of the turbine components. The possible detrimental effect of high-temperature water vapour on degradation and lifespan of hot section components was examined. Examples were specifically given on degradation and spallation of thermally grown oxides (TGO), formation of non-protective oxides and ceramics topcoats in TBCs. Results show that water vapour can lead to volatilization of TGO (Al2O3), and is responsible for the formation of non-protective oxides in both Pt-modified β-NiAl and MCrAlY coatings, leading to their early spallation. However, water vapour does not appear to directly affect the ceramic topcoat of the TBC. For EBCs coated on SiC-based substrates, the substrate recession via silica (TGO) volatilization was reviewed. These EBCs were observed undergoing degradation in highly hostile environments, e.g., constantly operating under high temperatures, pressures, and velocities condition in the presence of water vapour steam. The review intends to provide a perspective of high-temperature water vapour effect on the EBCs’ topcoat properties such as durability, degradation, crack nucleation and crack growth, and possible guidance for mitigating these degradation effects.
Alternative fuels for aviation are now a reality. These fuels not only reduce reliance on conventional petroleum-based fuels as the primary propulsion source, but also offer promise for environmental sustainability. While these alternative fuels meet the aviation fuels standards and their overall properties resemble those of the conventional fuel, they are expected to demonstrate different exhaust emissions characteristics because of the inherent variations in their chemical composition resulting from the variations involved in the processing of these fuels. This paper presents the results of back-to-back comparison of emissions characterization tests that were performed using three alternative aviation fuels in a GE CF-700-2D-2 engine core. The fuels used were an unblended synthetic kerosene fuel with aromatics (SKA), an unblended Fischer Tropsch synthetic paraffinic kerosene (SPK) and a semi-synthetic 50-50 blend of Jet A-1 and hydroprocessed SPK. Results indicate that while there is little dissimilarity in the gaseous emissions profiles from these alternative fuels, there is however a significant difference in the particulate matter emissions from these fuels. These differences are primarily attributed to the variations in the aromatic and hydrogen contents in the fuels with some contributions from the hydrogen-to-carbon ratio of the fuels.
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