Rapid measurement of emissions from military aircraft turbine engines by downstream extractive sampling of aircraft on the ground: Results for C-130 and F-15 aircraft

Spicer, Chester W.; Holdren, Michael W.; Cowen, Kenneth A.; Joseph, Darrell W.; Satola, Jan; Goodwin, Bradley; Mayfield, Howard T.; Laskin, Alexander; Alexander, M. Lizabeth; Ortega, John; Newburn, Matt K.; Kagann, Robert H.; Hashmonay, Ram A.

doi:10.1016/j.atmosenv.2009.02.012

Cited by 23 publications

(20 citation statements)

References 14 publications

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“…Despite most attention being given to civil aviation, a number of studies have also addressed emissions from military aircraft (e.g., Spicer et al, 1984Spicer et al, , 1992Spicer et al, , 1994Sch€ afer, 1997, 1998;Gerstle et al, 1999Gerstle et al, , 2002Miller et al, 2003;Anderson et al, 2005;Brundish et al, 2007;Corporan et al, 2008;Cheng, 2009;Cowen et al, 2009;Spicer et al, 2009;Cheng et al, 2009;Cheng and Corporan, 2010). Despite the relatively high potential impact of military aircraft emissions under particular circumstances, the task of studying military emissions is very difficult.…”

Section: Military Aircraft Emissionsmentioning

confidence: 99%

Aircraft engine exhaust emissions and other airport-related contributions to ambient air pollution: A review

Masiol

Harrison

2014

Atmospheric Environment

381

255

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h i g h l i g h t sAviation is globally growing (þ5% y À1 ) mainly driven by developing countries. Airport operations cause an increase in ground-level pollution. Chemical and physical properties of the emitted gases and particles are reviewed. An overview of other additional sources within airports is provided. Future research needs on aircraft emissions are highlighted. a b s t r a c tCivil aviation is fast-growing (about þ5% every year), mainly driven by the developing economies and globalisation. Its impact on the environment is heavily debated, particularly in relation to climate forcing attributed to emissions at cruising altitudes and the noise and the deterioration of air quality at groundlevel due to airport operations. This latter environmental issue is of particular interest to the scientific community and policymakers, especially in relation to the breach of limit and target values for many air pollutants, mainly nitrogen oxides and particulate matter, near the busiest airports and the resulting consequences for public health. Despite the increased attention given to aircraft emissions at groundlevel and air pollution in the vicinity of airports, many research gaps remain. Sources relevant to air quality include not only engine exhaust and non-exhaust emissions from aircraft, but also emissions from the units providing power to the aircraft on the ground, the traffic due to the airport ground service, maintenance work, heating facilities, fugitive vapours from refuelling operations, kitchens and restaurants for passengers and operators, intermodal transportation systems, and road traffic for transporting people and goods in and out to the airport. Many of these sources have received inadequate attention, despite their high potential for impact on air quality. This review aims to summarise the state-of-the-art research on aircraft and airport emissions and attempts to synthesise the results of studies that have addressed this issue. It also aims to describe the key characteristics of pollution, the impacts upon global and local air quality and to address the future potential of research by highlighting research needs. Atmospheric Environment 95 (2014) 409e455 x Partitioning coefficient M. Masiol, R.M. Harrison / Atmospheric Environment 95 (2014) 409e455 410

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Section: Military Aircraft Emissionsmentioning

confidence: 99%

Aircraft engine exhaust emissions and other airport-related contributions to ambient air pollution: A review

Masiol

Harrison

2014

Atmospheric Environment

381

255

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“…Many studies have characterized aircraft exhaust in terms of PM number emission indices [32,33], PM mass emission indices [34,35], gas-phase emissions [36,37], or other characteristics [38]; however, only a few studies have determined the effective particle density. Onasch et al [39], using the relationship between the particle vacuum aerodynamic diameter [measured using an aerosol mass spectrometer (AMS)] and the mobility diameter [measured using a scanning mobility particle sizer (SMPS)], reported an average effective density of the soot produced by a CFM56-2-C1 turbine engine at high throttle to be approximately 1000 kg∕m 3 .…”

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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“…In ambient samples, both of these signals arise from both H 2 O/CO 2 vapor and a PM component that is likely associated with organic acids present in atmospheric aerosols. For freshly emitted aircraft exhaust, detailed gas phase analysis indicates negligible organic acid content Spicer et al 2009). For fresh exhaust samples, CO 2 levels are much higher (>1,000 ppm) and vary by as much as a factor of 2, making differentiation between exhaust CO 2 and exhaust gas PM acid groups highly uncertain.…”

Section: Pmf Modelmentioning

confidence: 99%

Composition and Sources of the Organic Particle Emissions from Aircraft Engines

Timko

Albo

Onasch

et al. 2013

Aerosol Science and Technology

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We report a positive matrix factorization (PMF) analysis of organic particulate material (PM) emissions of aircraft engine exhaust that includes data from five different aircraft engines and two different fuels (petroleum jet fuel and a Fischer-Tropsch fuel) collected over three field missions. PMF of aerosol mass spectrometer (AMS) data was used to identify six distinct factors: two lubrication oil factors, two aliphatic factors, an aromatic factor, and a siloxane factor. Of these, the lubrication oil factors and the siloxane factor were noncombustion sources. The siloxane factor was attributed to silicone tubing used in the sampling system deployed in one of the three missions included in this study, but not the other two. The two lubrication oil factors correlate with the two different lubrication oils used by the aircraft engines evaluated in this study (Mobil II and Air BP) as well as minor differences presumably due to variation in the blend stocks, temperature history, and analytical factors. Overall, the sum of the aliphatic and aromatic factors decreased with increasing power, as expected based on known trends in VOC emissions. The aliphatic #1 factor correlated with soot emissions, especially at power conditions where EI m -soot was greater than Received 26 June 2013; accepted 11 October 2013. The authors thank NASA for leading the APEX-3 and AAFEX measurement activities and for supporting our participation in AAFEX-1 (NRA # NNC07CB57C). FAA (via Missouri University of Science and Technology) supported our participation in AAFEX-2. NASA DAOF and Cleveland Hopkins Airport were gracious hosts for the field measurement campaigns. Discussions with Kathy Tacina, Chris Heath, Bruce Anderson, and Andreas Beyersdorf helped guide our analysis and discussion of our results. Scott Herndon's efforts made sure that Aerodyne's involvement in the APEX-3 and AAFEX campaigns were successful. Berk Knighton generously shared his PTR-MS benzene measurement data. Ezra Wood (APEX-3 and AAFEX) and Jon Franklin (AAFEX-2) were valuable team members who contributed to preparation, execution, and analysis efforts. John Jayne developed AMS operating procedures used in this study and advised the team during the data analysis effort.Address correspondence to Richard C. . The aliphatic factor #2 mass spectrum shared some similarities with ambient aerosol organic PM present during the tests and correlated most strongly with dilution levels, two observations that suggest that aliphatic #2 contains components found in ambient aerosol. The aromatic factor correlated with benzene emissions, especially at low power conditions were EI m -benzene was greater than 0.03 mg kg ?1 . Our results improve the current understanding of aircraft PM composition.

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Rapid measurement of emissions from military aircraft turbine engines by downstream extractive sampling of aircraft on the ground: Results for C-130 and F-15 aircraft

Cited by 23 publications

References 14 publications

Aircraft engine exhaust emissions and other airport-related contributions to ambient air pollution: A review

Aircraft engine exhaust emissions and other airport-related contributions to ambient air pollution: A review

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

Composition and Sources of the Organic Particle Emissions from Aircraft Engines

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