Volatile particles formation during PartEmis: a modelling study

Vancassel, Xavier; Sorokin, A. A.; Mirabel, Philippe; Petzold, A.; Wilson, C. W.

doi:10.5194/acp-4-439-2004

Cited by 12 publications

(7 citation statements)

References 37 publications

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“…At high FSC levels the formation of volatile condensation particles with diameters D < 10 nm is observed (PETZOLD et al, 2003c). A kinetic model was used to investigate the nucleation efficiency of the H 2 O -H 2 SO 4 binary mixture in the exhaust gas and the particle coagulation processes during the transport through the sampling system to the measurement instrumentation (VANCASSEL et al, 2004). The model confirmed that the condensation particles form at the dilutor of the sampling system.…”

Section: Microphysical Propertiesmentioning

confidence: 91%

Particle emissions from aircraft engines a survey of the European project PartEmis

Petzold¹,

Fiebig²,

Fritzsche³

et al. 2005

metz

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An overview of the goals and achievements of the European PartEmis project (Measurement and prediction of emissions of aerosols and gaseous precursors from gas turbine engines) is presented. PartEmis was focussed on the characterisation and quantification of exhaust emissions from a gas turbine engine. The engine was composed of a combustor and a unit to simulate a 3-shaft turbine section (so-called Hot End Simulator; HES). A comprehensive suite of aerosol, gas and chemi-ion measurements were conducted under different, i) combustor and HES operating conditions, ii) fuel sulphur concentrations. Measured aerosol properties were mass and number concentration, size distribution, mixing state, thermal stability of internally mixed particles, hygroscopicity, cloud condensation nuclei (CCN) activation potential, and chemical composition. Furthermore, chemi-ions, non-methane volatile organic compounds (NMVOCs) and OH were monitored. The combustor operation conditions corresponded to modern and older engine gas path temperatures at cruise altitude, with fuel sulphur contents (FSC) of 0.05, 0.41, and 1.270 g kg −1. The combustor behaved like a typical aircraft engine combustor with respect to thermodynamic data and main emissions, which suggests that the PartEmis database may be applicable to contemporary aircraft engines. The conclusions drawn from the PartEmis experiment are discussed separately for combustion particles, ultrafine particles, sulphate-containing species and chemi-ions, particle hygrioscopic growth and CCN activation, gaseous organic fraction, and emission properties.

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Section: Microphysical Propertiesmentioning

confidence: 91%

Particle emissions from aircraft engines a survey of the European project PartEmis

Petzold¹,

Fiebig²,

Fritzsche³

et al. 2005

metz

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show abstract

“…9 A number of experimental 50-52 and theoretical 53,54 studies report that the SO 2 to SO 3 conversion is between 1 and 5%. The aerosol mass spectrometer measurement provides a realistic lower bound on the SO 2 to SO 3 conversion efficiency since the mass spectrometer incompletely detects nucleation mode sulfuric acid and does not detect vapor phase sulfuric acid at all.…”

Section: Emission Indices Of Trace Gases Nonvolatile Pm Andmentioning

confidence: 98%

Particulate Emissions of Gas Turbine Engine Combustion of a Fischer−Tropsch Synthetic Fuel

Timko¹,

Yu²,

Onasch³

et al. 2010

Energy Fuels

114

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We have performed a comprehensive test of the effects of alternative fuels on the trace gas, nonvolatile particulate material (PM), and volatile PM emissions performance of a PW308 aircraft engine. The tests evaluated standard JP-8 jet fuel, a "zero sulfur" and "zero aromatic" synthetic fuel produced from a natural gas feedstock using the Fischer-Tropsch (FT) process, and a 50/50 blend of the FT fuel and JP-8. A Pratt & Whitney PW308 engine was operated under the same thrust and combustion conditions to ensure that the tests captured fuel differences, rather than engine operation differences. Emissions of trace gases, soot particles, and nucleation/growth PM were directly impacted by the sulfur and aromatic content of the fuel. FT fuel combustion greatly reduced SO 2 (>90%), gaseous hydrocarbons (40%), and NO (6-11%) content compared to JP-8 combustion. In general, combustion of the JP-8/FT fuel blend resulted in emissions intermediate to the FT and JP-8 values. FT combustion dramatically reduces soot particle number, mass, and size relative to JP-8, but increases effective soot particle density. In all cases, the drag behavior of the soot particles indicates deviations from spherical shape and effective soot particle densities are consistent with the soot particles being aggregates of primary spherules. As expected, FT combustion plumes support negligible formation of nucleation/growth mode particles (the number of nucleation growth mode particles is <20% the number of soot particles compared to >500% for sulfur containing JP-8). However, particle nucleation/growth for blended fuel combustion is enhanced relative to JP-8, despite the lower sulfur content of the FT/JP-8 fuel blend. A computational model explains the unexpected particle formation result primarily as the effect of much lower soot emissions present in blended fuel combustion exhaust compared to JP-8. Fuel composition, specifically aromatic and sulfur content, affect all aspects of emissions performance and the effect of simultaneously reducing aromatic and sulfur content can lead to surprising behavior.

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“…3. The key controlling factors for liquid particle nucleation in the exhaust as identified during combustor exhaust studies are fuel sulphur content, availability of soot surface area which acts as an additional sink for condensable gases, and the temperature drop during exhaust gas dilution and mixing Vancassel et al, 2004;Schneider et al, 2006;Vatazhin et al, 2007).…”

Section: Sulphur Speciesmentioning

confidence: 99%

Transport impacts on atmosphere and climate: Aviation

Lee

Pitari

Grewe

et al. 2010

Atmospheric Environment

Self Cite

620

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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Volatile particles formation during PartEmis: a modelling study

Cited by 12 publications

References 37 publications

Particle emissions from aircraft engines a survey of the European project PartEmis

Particle emissions from aircraft engines a survey of the European project PartEmis

Particulate Emissions of Gas Turbine Engine Combustion of a Fischer−Tropsch Synthetic Fuel

Transport impacts on atmosphere and climate: Aviation

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