Evolution of Carbonaceous Aerosol and Aerosol Precursor Emissions Through a Jet Engine

Brundish, K. D.; Clague, A. R.; Wilson, Christopher W.; Miake-Lye, R. C.; Brown, Robert C.; Wormhoudt, J.; Lukachko, Stephen P.; Chobot, Anthony; Yam, C. K.; Waitz, Ian A.; Hagen, Donald E.; Schmid, Otmar; Whitefield, Philip D.

doi:10.2514/1.27502

Cited by 11 publications

(7 citation statements)

References 10 publications

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“…It is known (Brundish et al, 2007;Colket et al, 1979) that certain species or ratios (NO/NO 2 , SOx, HONO, etc.) do evolve beyond the exit plane of the combustor and through the turbine.…”

Section: Modeling Approachmentioning

confidence: 98%

“…do evolve beyond the exit plane of the combustor and through the turbine. Most species pass through the turbine nearly unchanged (Brundish et al, 2007) and such effects are most prevalent at cruise and high power. Low power engine conditions are the focus of the study, as hydrocarbon emissions are generally negligible above midrange power.…”

Section: Modeling Approachmentioning

confidence: 99%

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Fingerprint of Hydrocarbon Emissions from Gas Turbine Exhaust at Low Power

Zeppieri¹,

Colket²

2014

Combustion Science and Technology

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Measurements in exhaust plumes from a variety of gas turbine engines indicate that many hydrocarbon emissions, including aldehydes, are linearly related. Hence, HC 1 ∼ = a HC 2 , where 'a' is constant for any two HC pairs and is independent of engine type or power condition. This study explores possible causes for this 'universal' fingerprint for hydrocarbon emissions. We apply simplified analyses to idle and part power operation at which hydrocarbon emission levels are large enough to be identified and be quantitatively determined; the emission indices are on the order of 1 gram/kilogram of fuel. We consider the relations among intermediate hydrocarbon species present in laminar flame reaction zones found in freely propagating and both premixed and non-premixed opposedjet (strained) configurations. The analysis is extended to a single stirred reactor and then to a network series of reactors. Full detailed chemical kinetics and a binary surrogate mixture for jet fuel are utilized. Finally, the results are interpreted to identify probable explanations for the linearity among hydrocarbon emissions. Specifically, we conclude that this linear scaling is due to quenching of lean, premixed mixtures.

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“…It is known (Brundish et al, 2007;Colket et al, 1979) that certain species or ratios (NO/NO 2 , SOx, HONO, etc.) do evolve beyond the exit plane of the combustor and through the turbine.…”

Section: Modeling Approachmentioning

confidence: 98%

Section: Modeling Approachmentioning

confidence: 99%

Fingerprint of Hydrocarbon Emissions from Gas Turbine Exhaust at Low Power

Zeppieri¹,

Colket²

2014

Combustion Science and Technology

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“…The emission index for HNO 2 depends on engine type and engine thrust . There is some evidence that the emission indices for HNO 2 and HNO 3 may be smaller for older military-type engines (Miller et al, 2003;Brundish et al, 2007) than for more modern civil engines .…”

Section: Nitrogen Containing Speciesmentioning

confidence: 99%

“…During combustion small non-volatile carbon soot particles are formed, which are nearly spherical with typical diameters of 30-60 nm and geometric standard deviation of the size distributions of about 1.55-1.7 (Petzold et al, , 2005aPopovicheva et al, 2004;Delhaye et al, 2007). Details are engine dependent (Brundish et al, 2007;Dakhel et al, 2007). Larger agglomerates may grow up to sizes larger than 100 nm in diameter.…”

Section: Particles -Non-volatilementioning

confidence: 99%

Transport impacts on atmosphere and climate: Aviation

Lee

Pitari

Grewe

et al. 2010

Atmospheric Environment

622

474

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a b s t r a c tAviation alters the composition of the atmosphere globally and can thus drive climate change and ozone depletion. The last major international assessment of these impacts was made by the Intergovernmental Panel on Climate Change (IPCC) in 1999. Here, a comprehensive updated assessment of aviation is provided. Scientific advances since the 1999 assessment have reduced key uncertainties, sharpening the quantitative evaluation, yet the basic conclusions remain the same. The climate impact of aviation is driven by long-term impacts from CO 2 emissions and shorter-term impacts from non-CO 2 emissions and effects, which include the emissions of water vapour, particles and nitrogen oxides (NO x ). The presentday radiative forcing from aviation (2005) is estimated to be 55 mW m À2 (excluding cirrus cloud enhancement), which represents some 3.5% (range 1.3-10%, 90% likelihood range) of current anthropogenic forcing, or 78 mW m À2 including cirrus cloud enhancement, representing 4.9% of current forcing (range 2-14%, 90% likelihood range). According to two SRES-compatible scenarios, future forcings may increase by factors of 3-4 over 2000 levels, in 2050. The effects of aviation emissions of CO 2 on global mean surface temperature last for many hundreds of years (in common with other sources), whilst its non-CO 2 effects on temperature last for decades. Much progress has been made in the last ten years on characterizing emissions, although major uncertainties remain over the nature of particles. Emissions of NO x result in production of ozone, a climate warming gas, and the reduction of ambient methane (a cooling effect) although the overall balance is warming, based upon current understanding. These NO x emissions from current subsonic aviation do not appear to deplete stratospheric ozone. Despite the progress made on modelling aviation's impacts on tropospheric chemistry, there remains a significant spread in model results. The knowledge of aviation's impacts on cloudiness has also improved: a limited number of studies have demonstrated an increase in cirrus cloud attributable to aviation although the magnitude varies: however, these trend analyses may be impacted by satellite artefacts. The effect of aviation particles on clouds (with and without contrails) may give rise to either a positive forcing or a negative forcing: the modelling and the underlying processes are highly uncertain, although the overall effect of contrails and enhanced cloudiness is considered to be a positive forcing and could be substantial, compared with other effects. The debate over quantification of aviation impacts has also progressed towards studying potential mitigation and the technological and atmospheric tradeoffs. Current studies are still relatively immature and more work is required to determine optimal technological development paths, which is an aspect that atmospheric science has much to contribute. In terms of alternative fuels, liquid hydrogen represents a possibility and may reduce some of aviation's impacts on clim...

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“…Mass-mobility relationships can be used to determine characteristics of particle morphology [20] or to calculate mass distributions from mobility size distributions [21,22]. Previous studies of gas turbine engine exhaust aerosol, based on the measurement of particle mobility size distributions, have assumed that the particles were solid spheres that have unit density [23][24][25][26][27][28] or the bulk density of carbon (1500-1900 kg∕m 3 ) [29][30][31] to determine mass distributions. These assumptions are questionable, as the particles are expected to be nonspherical and follow a fractal-like relationship, causing the effective density to be a function of the particle size.…”

Section: Introductionmentioning

confidence: 99%

Effective Density and Mass-Mobility Exponent of Aircraft Turbine Particulate Matter

Johnson¹,

Olfert²,

Symonds

et al. 2015

Journal of Propulsion and Power

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A centrifugal particle mass analyzer and a modified differential mobility spectrometer were used to measure the mass and mobility of particulate matter emitted by CFM56-5B4/2P, CFM56-7B26/3, and PW4000-100 gas turbine engine sources. The mass-mobility exponent of the particulate matter from the CFM56-5B4/2P engine ranged from 2.68 to 2.82, whereas the effective particle densities varied from 600 to 1250 kg∕m 3 , depending on the static engine thrust and sampling methodology used. The effective particle densities from the CFM56-7B26/3 and PW4000-100 engines also fell within this range. The sample was conditioned with or without a catalytic stripper and with or without dilution, which caused the effective density to change, indicating the presence of condensed semivolatile material on the particles. Variability of the determined effective densities across different engine thrusts, based on the scattering about the line of best fit, was lowest for the diluted samples and highest for the undiluted sample without a catalytic stripper. This variability indicates that the relative amount of semivolatile material produced was engine thrust dependent. It was found that the nonvolatile particulate matter, effective particle density (in kilograms per cubic meter) of the CFM56-5B4/2P engine at relative thrusts below 30% could be approximated using the particle mobility diameter (d me in meters) with 11.92d 2.76−3 me . Nomenclature C = mass-mobility scaling component D m = mass-mobility exponent d me = particle mobility diameter k = mass-mobility prefactor M = suspended particle mass concentration m = particle mass n = particle number concentration

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Evolution of Carbonaceous Aerosol and Aerosol Precursor Emissions Through a Jet Engine

Cited by 11 publications

References 10 publications

Fingerprint of Hydrocarbon Emissions from Gas Turbine Exhaust at Low Power

Fingerprint of Hydrocarbon Emissions from Gas Turbine Exhaust at Low Power

Transport impacts on atmosphere and climate: Aviation

Effective Density and Mass-Mobility Exponent of Aircraft Turbine Particulate Matter

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