Journal articles on the topic 'Aircraft exhaust emissions'
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1
Brown, R. C., M. R. Anderson, R. C. Miake-Lye, C. E. Kolb, A. A. Sorokin, and Y. Y. Buriko. "Aircraft exhaust sulfur emissions." Geophysical Research Letters 23, no. 24 (December 1, 1996): 3603–6. http://dx.doi.org/10.1029/96gl03339.
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Spicer, C. W., M. W. Holdren, R. M. Riggin, and T. F. Lyon. "Chemical composition and photochemical reactivity of exhaust from aircraft turbine engines." Annales Geophysicae 12, no. 10/11 (August 31, 1994): 944–55. http://dx.doi.org/10.1007/s00585-994-0944-0.
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Abstract. Assessment of the environmental impact of aircraft emissions is required by planners and policy makers. Seveal areas of concern are: 1. exposure of airport workers and urban residents to toxic chemicals emitted when the engines operate at low power (idle and taxi) on the ground; 2. contributions to urban photochemical air pollution of aircraft volatile organic and nitrogen oxides emissions from operations around airports; and 3. emissions of nitrogen oxides and particles during high-altitude operation. The environmental impact of chemicals emitted from jet aircraft turbine engines has not been firmly established due to lack of data regarding emission rates and identities of the compounds emitted. This paper describes an experimental study of two different aircraft turbine engines designed to determine detailed organic emissions, as well as emissions of inorganic gases. Emissions were measured at several engine power settings. Measurements were made of detailed organic composition from C1 through C17, CO, CO2, NO, NOx, and polycyclic aromatic hydrocarbons. Measurements were made using a multi-port sampling pro be positioned directly behind the engine in the exhaust exit plane. The emission measurements have been used to determine the organic distribution by carbon number and the distribution by compound class at each engine power level. The sum of the organic species was compared with an independent measurement of total organic carbon to assess the carbon mass balance. A portion of the exhaust was captured and irradiated in outdoor smog chambers to assess the photochemical reactivity of the emissions with respect to ozone formation. The reactivity of emissions from the two engines was apportioned by chemical compound class.
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MERKISZ, Jerzy. "On-road exhaust emission testing." Combustion Engines 146, no. 3 (November 1, 2011): 3–15. http://dx.doi.org/10.19206/ce-117086.
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The paper presents the reasons behind on-road vehicle exhaust emission testing. The latest legislation has been presented in the paper applicable in the EU as well as the research potential of the Institute of Combustion Engines and Transport of Poznan University of Technology. The presentation of the results of the on-road tests pertains to passenger vehicles, buses and non-road machinery (construction machinery, tractors) and aircraft. The comparison of the exhaust emissions from different means of transport under real traffic conditions constitutes an important trend included in the normative legislation related to exhaust emissions
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Jasinski, Remigiusz. "Mass and number analysis of particles emitted during aircraft landing." E3S Web of Conferences 44 (2018): 00057. http://dx.doi.org/10.1051/e3sconf/20184400057.
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Particles are products of burning fossil fuels and the basic mechanisms of their formation are widely known. The above issue draws more and more attention of scientists due to the negative impact of solid particles on human health and climate. The emission of particles from aircraft is considered mainly in the case of near airport operations, which results from the applicable homologation regulations. However, due to the impact of exhaust emissions on the climate, it is planned to extend the regulations on limiting exhaust gases at cruising altitudes. The measurement of exhaust emissions in real flight conditions is very difficult to perform from a technical point of view, which is why modelling the environmental effects of air operations and laboratory measurements is very important. The article presents the results of jet engine tests made on the engine dynamometer and the measurements results of particle number concentration in the air during the landing of an aircraft equipped with the same engine as on the dynamometer.
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Owen, Bethan, Julien G. Anet, Nicolas Bertier, Simon Christie, Michele Cremaschi, Stijn Dellaert, Jacinta Edebeli, et al. "Review: Particulate Matter Emissions from Aircraft." Atmosphere 13, no. 8 (August 3, 2022): 1230. http://dx.doi.org/10.3390/atmos13081230.
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The contribution of aircraft operations to ambient ultrafine particle (UFP) concentration at and around airports can be significant. This review article considers the volatile and non-volatile elements of particulate matter emissions from aircraft engines, their characteristics and quantification and identifies gaps in knowledge. The current state of the art emission inventory methods and dispersion modelling approaches are reviewed and areas for improvement and research needs are identified. Quantification of engine non-volatile particulate matter (nvPM) is improving as measured certification data for the landing and take-off cycle are becoming available. Further work is needed: to better estimate nvPM emissions during the full-flight; to estimate non-regulated (smaller) engines; and to better estimate the emissions and evolution of volatile particles (vPM) in the aircraft exhaust plume. Dispersion modelling improvements are also needed to better address vPM. As the emissions inventory data for both vPM and nvPM from aircraft sources improve, better estimates of the contribution of aircraft engine emissions to ambient particulate concentrations will be possible.
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Onasch, Timothy B., John T. Jayne, Scott Herndon, Douglas R. Worsnop, Richard C. Miake-Lye, I. Phil Mortimer, and Bruce E. Anderson. "Chemical Properties of Aircraft Engine Particulate Exhaust Emissions." Journal of Propulsion and Power 25, no. 5 (September 2009): 1121–37. http://dx.doi.org/10.2514/1.36371.
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GALANT, Marta, Paula KURZAWSKA, Marta MACIEJEWSKA, and Monika KARDACH. "Analysis of the impact of wind on fuel consumption and emissions of harmful exhaust gas compounds on the selected flight route." Combustion Engines 179, no. 4 (October 1, 2019): 93–101. http://dx.doi.org/10.19206/ce-2019-415.
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The article discusses the issue of the impact of wind force and direction on fuel consumption and the emission of harmful exhaust gases on the selected flight route. The focus was on percentage changes in fuel consumption and emissions of individual harmful exhaust gas compounds depending on the wind speed and the direction from which it interacts with the aircraft. The analysis was carried out for three different flight levels, in order to compare changes in fuel consumption and emissions also in terms of flight altitude, however the following article focuses only on one level – FL240.
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Bennett, Michael, Simon Christie, Angus Graham, and David Raper. "Lidar Observations of Aircraft Exhaust Plumes." Journal of Atmospheric and Oceanic Technology 27, no. 10 (October 1, 2010): 1638–51. http://dx.doi.org/10.1175/2010jtecha1412.1.
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Abstract A series of field campaigns has been made at British airports using a rapid-scanning lidar and other instrumentation in order to measure the dispersion of exhaust plumes from commercial aircraft. The lidar operated at a wavelength of 355 nm and was thus effectively eye safe. Analysis software for the lidar signals has been elaborated to enable the rather weak signals (typically a few tens of percent of ambient backscatter) from aircraft exhaust to be distinguished and to facilitate automatic processing of the measurements obtained. Such processing can deliver images, animations, and numerical parameterizations of the dispersing plumes. Overall, 1353 air traffic movements were monitored over two campaigns at Manchester and 439 in a single campaign at Heathrow. All modes were observed: taxiing, takeoff, rotation, climb-out, approach, and landing. Of these, the most complete dataset was that obtained for the start of the takeoff run: in this mode, the source is on full power but is still moving relatively slowly. Emissions thus remain at their most concentrated. For the same reason, this is the most important mode in respect to local air quality. Tire smoke on landing was likewise easily detected. Conversely, the lidar could only see the engine emissions from about 30% of the aircraft on approach. These data have been archived in an accessible form and are currently being used to develop improved regulatory dispersion models for airports.
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MERKISZ, Jerzy, Jarosław MARKOWSKI, and Jacek PIELECHA. "Emission tests of the AI-14RA aircraft engine under real operating conditions of PZL-104 ‘Wilga’ plane." Combustion Engines 138, no. 3 (July 1, 2009): 64–70. http://dx.doi.org/10.19206/ce-117180.
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Due to a rapid development of air transportation there is a need for the assessment of real environmental risk related to the aircraft operation. The main environmental perils are the toxic exhaust emissions. The paper presents the results of the emission tests of a small airplane engine under real operating conditions.
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Schäfer, Klaus. "Non-Intrusive measurements of aircraft and rocket exhaust emissions." Air & Space Europe 3, no. 1-2 (January 2001): 104–8. http://dx.doi.org/10.1016/s1290-0958(01)90027-9.
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Archilla, Víctor, Dévora Hormigo, María Sánchez-García, and David Raper. "AVIATOR - Assessing aViation emission Impact on local Air quality at airports: TOwards Regulation." MATEC Web of Conferences 304 (2019): 02023. http://dx.doi.org/10.1051/matecconf/201930402023.
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Emissions from aircraft have adverse effects on the air quality in and around airports, contributing to public health concerns within neighbouring communities. AVIATOR will adopt a multi-level measurement, modelling and assessment approach to develop an improved description and quantification of the relevant aircraft engine emissions, and their impact on air quality under different climatic conditions. Particulate and gaseous emissions in a test cell and on-wing from an in-service aircraft will be measured to determine pollutant plume evolution from the engine and APU exhaust. This will provide an enhanced understanding of primary emitted pollutants, specifically the nvPM and vPM (down to 10nm), and the scalability between the regulatory test cell and real environments. AVIATOR will develop and deploy a proof-of-concept low cost sensor network for monitoring UFP, PM and gaseous species across multiple airports and surrounding communities. Campaigns will be complemented by high-fidelity modelling of aircraft exhaust dynamics, microphysical and chemical processes within the plume. CFD, box, and airport air quality models will be applied, providing validated parameterisations of the relevant processes, applicable to standard dispersion modelling on the local scale. Working with the regulatory community, AVIATOR will develop improved guidance on measuring and modelling the impact of aircraft emissions, and will provide airports and regulators with tools and guidance to improve the assessment of air quality in and around airports.
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Jeong, Gijeong, and Kyubok Ahn. "One-Dimensional Analysis of Double Annular Combustor for Reducing Harmful Emissions." Energies 14, no. 13 (June 30, 2021): 3930. http://dx.doi.org/10.3390/en14133930.
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The number of aircraft flights worldwide has increased steadily since the introduction of air transportation to the public. Accordingly, environmental issues caused by the exhaust gases of aircraft engines have emerged. In particular, international organizations have crafted emission regulations since gases exhausted during takeoff and landing have been identified as the direct cause of air pollution near airports. Nitrogen oxides (NOx) produced at high combustion temperatures and carbon monoxide (CO) due to incomplete combustion affect the performance of the combustion chamber. Therefore, annular combustors comprising two annular zones have been developed to reduce the emissions of these two substances, which occur under different conditions. Parameters that should be considered when modifying a conventional single annular (SAC) to a double annular combustor (DAC) are discussed herein. In this paper, an optimization algorithm for obtaining the main design parameters of the DAC is presented to minimize NOx and CO emissions and an operation solution for reducing carbon monoxide emission is identified. A thermodynamic model of a high-bypass turbofan engine (PS-90A) is used to establish the inlet and outlet conditions of the combustor. Analysis results show that NOx emissions can be effectively reduced by adjusting the design parameters and CO emissions can be significantly decreased by partially turning off the fuel supply based on the engine cycle.
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Głowacki, Paweł, Piotr Kalina, and Michal Kawalec. "Estimating Emissions of Harmful Exhaust Components by Aircraft Engines During the Takeoff and Landing Cycle in Airport Space." Transactions on Aerospace Research 2021, no. 2 (June 1, 2021): 63–70. http://dx.doi.org/10.2478/tar-2021-0011.
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Abstract This article examines, based on the available information and authors’ self-assessments, the environmental impact of turbine engine exhaust gases effect on the environment in the airport space during engines flight phases in the landing and takeoff cycle (LTO). The attention of aviation professionals is drawn to the fact that the amount of exhaust from the turbine engine is so significant that it may adversely change the ambient air at the airport. Consequently, increased emission level of carbon monoxide (CO), hydrocarbons (HC) during engine start-up and idle may pose a threat to the health of ramp staff. Also, high emission levels of nitrogen oxides (NOx) during takeoff, climb, cruise and descent is not without importance for the environment around the airport space. The paper gives CO2, HC, CO and NOx emission estimations based on ICAO Engine Emission Data Bank and the number of passenger operations at a medium-sized airport. It also provides calculation results of aircraft CO2, HC, CO and NOx emission using average times of aircraft maneuvers taken from aircraft Flight Data Recorder (FDR) in the LTO cycle various aircraft types at the airport. The latter, based on actual maneuvering times, lead to significantly reduced estimates of toxic exhaust gas emission volumes.
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Morrel, Peter, and Cherie H. Y. Lu. "Social Costs of Aircraft Noise and Engine Emissions: Case Study of Amsterdam’s Schiphol Airport." Transportation Research Record: Journal of the Transportation Research Board 1703, no. 1 (January 2000): 31–38. http://dx.doi.org/10.3141/1703-05.
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With the increasing trend of charging for externalities and the aim of encouraging the sustainable development of the air transport industry, there is a need to evaluate the real social costs of the undesirable side effects of aircraft noise and engine emissions. The mathematical models, based on extensive literature reviews of existing externality measurements, are developed to derive the social costs of noise and engine emissions from aircraft movements in monetary terms by using Amsterdam’s Schiphol Airport as a case study. Furthermore, the results of a survey on the current noise and engine emissions charges are briefly described and compared. The hedonic price method is applied to calculate the annual social cost of aircraft noise during the landing and takeoff stages of the flight. In contrast, the direct evaluation method is applied to estimate the social cost of each engine exhaust pollutant during different flight modes. The empirical results have shown that the average social cost of noise per aircraft landing at Amsterdam’s Schiphol Airport is similar to that of emissions, assuming a 30-min cruise time to landing or after takeoff. However, the uncertainty in the estimation of social costs for emissions is higher than that for noise, mainly because of the unknown effects of the exhaust pollutants on the upper atmosphere and on the climate.
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Beier, K., and F. Schreier. "Modeling of aircraft exhaust emissions and infrared spectra for remote measurement of nitrogen oxides." Annales Geophysicae 12, no. 10/11 (August 31, 1994): 920–43. http://dx.doi.org/10.1007/s00585-994-0920-8.
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Abstract. Infrared (IR) molecular spectroscopy is proposed to perform remote measurements of NOx concentrations in the exhaust plume and wake of aircraft. The computer model NIRATAM is applied to simulate the physical and chemical properties of the exhaust plume and to generate low resolution IR spectra and synthetical thermal images of the aircraft in its natural surroundings. High-resolution IR spectra of the plume, including atmospheric absorption and emission, are simulated using the molecular line-by-line radiation model FASCODE2. Simulated IR spectra of a Boeing 747-400 at cruising altitude for different axial and radial positions in the jet region of the exhaust plume are presented. A number of spectral lines of NO can be identified that can be discriminated from lines of other exhaust gases and the natural atmospheric background in the region around 5.2 µm. These lines can be used to determine NO concentration profiles in the plume. The possibility of measuring nitrogen dioxide NO2 is also discussed briefly, although measurements turn out to be substantially less likely than those of NO. This feasibility study compiles fundamental data for the optical and radiometric design of an airborne Fourier transform spectrometer and the preparation of in-flight measurements for monitoring of aircraft pollutants.
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PAWLAK, Małgorzata, Andrzej MAJKA, Michał KUŹNIAR, and Jowita PAWLUCZY. "Emission of selected exhaust compounds in jet engines of a jet aircraft in cruise phase." Combustion Engines 173, no. 2 (May 1, 2018): 67–72. http://dx.doi.org/10.19206/ce-2018-211.
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Nowadays, air transport is in an intense development phase. In order to optimize air communication and make it even more economical and environmentally friendly, attempts are made to undertake such activities as, e.g., SESAR project, which aims to develop and implement a modern ATM system. One of the parts of this project is the research on minimizing fuel consumption and emissions of pollu-tants in the engine exhausts. In the paper there is therefore presented the methodology for determining emission of those pollutants for the longest stage of the flight – the cruise phase. First, the value of the thrust required for the flight of an exemplary aircraft was deter-mined, and then the values of the engines trust and specific fuel consumption were computed. Additionally, it was necessary to determine the Emission Indexes (EI) of CO, NOx, HC and CO2 for the cruise phase, based on known such indexes for the LTO. Total emissions of these pollutants for the mission adopted to conduct research – a 1000 km long cruise – were determined. These emissions were computed for the exemplary aircraft per one kilometre, as well as per one hour of flight for various cruising altitudes and flight speeds.
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Terwoert,, Jeroen. "315c - Control of exposure to aircraft emissions at airports." Annals of Work Exposures and Health 68, Supplement_1 (June 1, 2024): 1. http://dx.doi.org/10.1093/annweh/wxae035.180.
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Abstract Workers at airports may be exposed to the exhaust of both Diesel Engine Emissions (DEE) from a wide variety of equipment, such as ground power units and tow trucks, as well as to Aircraft Engine Exhaust (AEE). Workers on the ramps where aircraft are parked, unloaded or loaded, refuelled and boarded may be particularly highly exposed. Particle number concentrations of up to several 100.000/cm3 over several hours and up to several millions/cm3 during short term peaks were measured. Effective control of exposure to AEE is a complex issue. While DEE is a formally WHO IARC-classified carcinogen, for AEE this is less clear, and specific literature is relatively scarce. This affects the extent of employers’ obligations to minimise exposure. Early investigations of the literature show that AEE contain various components that are formally classified carcinogens, in relatively low amounts. This means, that limiting the exposure as much as possible is desirable. Options for control measures include for example the use of electric powered aircraft facilities, implementation of emission-free taxiing (by electric equipment), departure procedures in which the jet stream towards ramp workers is prevented, departure procedures in which the distance between aircraft engines and ramp workers is maximized, and procedures that prevent unnecessarily long running main jet engines close to the gate. Potential divers and bottle-necks for these measures will be presented.
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Kärcher, B., and P. Fabian. "Dynamics of aircraft exhaust plumes in the jet-regime." Annales Geophysicae 12, no. 10/11 (August 31, 1994): 911–19. http://dx.doi.org/10.1007/s00585-994-0911-9.
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Abstract. A computational model describing the two-dimensional, turbulent mixing of a single jet of exhaust gas from aircraft engines with the ambient atmosphere is presented. The underlying assumptions and governing equations are examined and supplemented by a discussion of analytical solutions. As an application, the jet dynamics of a B747-400 aircraft engine in cruise and its dependence on key parameters is investigated in detail. The computer code for this dynamical model is computationally fast and can easily be coupled to complex chemical and microphysical models in order to perform comprehensive studies of atmospheric effects from aircraft exhaust emissions in the jet regime.
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Orhan, Ilkay. "Passenger aircraft emissions analysis at Ordu-Giresun International Airport, Turkey in 2017." Aircraft Engineering and Aerospace Technology 93, no. 4 (June 8, 2021): 682–89. http://dx.doi.org/10.1108/aeat-09-2020-0209.
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Purpose The purpose of this study is to present the pollutant gas produced by hydrocarbons (HC), carbon monoxide (CO) and nitrogen oxides (NOx) and the quantity of fuel burned from commercial aircraft at Ordu-Giresun International Airport, Turkey during the landing and take-off (LTO) cycles in 2017. Design/methodology/approach The flight data recorded by the General Directorate of State Airports Authority and the aircraft engine emission data from International Civil Aviation Organization (ICAO) Engine Exhaust Emission Databank were used for calculation. The aircraft and engine types used by the airlines for flight at Ordu-Giresun International Airport were determined. To evaluate the effect of taxi time on emission amounts, analysis and evaluations were made by taking different taxi times into consideration. Findings As a result of the emission analysis, the amount of fuel consumed by the aircraft were calculated as 6,551.52 t/y, and the emission amounts for CO, HC and NOx were estimated as 66.81, 4.20 and 79.97 t/y, respectively. Practical implications This study is aimed to reveal the effect and contribution of taxi time on the emitted emission at the airport during the LTO phase of the aircraft. Originality/value This study helps aviation authorities explain the importance of developing procedures that ensure the delivery of aircraft to flights in minimum time by raising awareness of the impact of taxi time on emitted emissions, and contributes to the determination of an aircraft emission inventory at Ordu-Giresun International Airport.
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Schoeberl, M. R., and G. A. Morris. "A Lagrangian simulation of supersonic and subsonic aircraft exhaust emissions." Journal of Geophysical Research: Atmospheres 105, no. D9 (May 1, 2000): 11833–39. http://dx.doi.org/10.1029/1999jd901151.
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Atasoy, Vehbi Emrah, Ahmet Esat Suzer, and Selcuk Ekici. "Environmental impact of pollutants from commercial aircrafts at Hasan Polatkan airport." Aircraft Engineering and Aerospace Technology 93, no. 3 (February 4, 2021): 417–28. http://dx.doi.org/10.1108/aeat-08-2020-0160.
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Purpose This paper aims to investigate the environmental impact of various pollutant emissions including carbon monoxide (CO), carbon dioxide (CO2), nitrogen oxide (NOx) and hydrocarbon (HC) from aircraft exhaust gases during the landing and take-off (LTO) cycles at Eskisehir Hasan Polatkan Airport, Turkey, between 2017 and 2018. Design/methodology/approach The methodology approach used to calculate the emissions from aircrafts is based on the ICAO databank and the actual data records taken from Presidency of The Republic of Turkey Directorate of Communications (DoC). Findings The maximum amount of total fuel burnt during the two years is 80.898 and 70.168 tons in 2017 and 2018, respectively, while the average fuel burnt per year from 2017 to 2018 is approximately 369.773 tons. The highest CO, CO2, NOx and HC emissions are found to be 248.3 kg in 2017, 261.380 tons, 1.708 tons and 22.15 kg, during the 2018 year, respectively. Average CO, HC, NOx and CO2 emissions amount per year are observed to be 1.392 tons, 135 kg, 6.909 tons and 1,143 tons, respectively. Considering the average of total emission amount as an environmental factor, as expected, CO2 emissions contributed the most to the total emissions while HC emissions contributed the least to the total emissions from the airport. Practical implications The study presents the approach in determining the amounts of emissions released into the interannual atmosphere and it explicitly provides researchers and policymakers how to follow emissions from commercial aircraft activities at different airports. Originality/value The value of the study lies in the transparent computation of the amounts of pollutants by providing the data directly from the first hand-DoC.
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Pawlak, Małgorzata, Andrzej Majka, Michal Kuzniar, and Jowita Pawluczy. "MODEL OF EMISSION OF EXHAUST COMPOUNDS OF JET AIRCRAFT IN CRUISE PHASE ENABLING TRAJECTORY OPTIMIZATION." Transport 35, no. 1 (March 30, 2020): 87–97. http://dx.doi.org/10.3846/transport.2020.12243.
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Nowadays, air transport is the most modern and the most dynamically developing branch of transport. This intensive development of air transport causes the continuous increase in emissions of pollutants, mainly greenhouse gases, leading to the deepening of the greenhouse effect, which in turn leads to irreversible global climate change. In order to optimize air communication and make it even more economical and environmentally friendly, such activities as e.g. SESAR project are undertaken. One of the parts of this project is the research on minimizing fuel consumption and emissions of pollutants in jet engine exhausts. The paper presents a developed model of emission and main pollutants (NOx, CO, HC and CO2) in the exhausts of jet engines of a passenger aircraft during a cruise phase. Applying simple optimization tools, such as e.g. the Dijkstra’s algorithm, this model was verified by the optimization of a trajectory of a jet aircraft in a cruise phase on an exemplary route in terms of minimizing emission of selected harmful compounds in jet engines exhausts. To meet the aim of the research, it was necessary to develop a computer program that determines a two-dimensional grid graph, assigns its appropriate weights to its edges and passing along these edges, determines the optimal trajectory of a given flight between two indicated start and end vertices. The developed research methodology is universal and can be applied for any jet passenger aircraft.
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Zhou, Fan, Jing Liu, Hang Zhu, Xiaodong Yang, and Yunli Fan. "A Real-Time Measurement-Modeling System for Ship Air Pollution Emission Factors." Journal of Marine Science and Engineering 10, no. 6 (May 31, 2022): 760. http://dx.doi.org/10.3390/jmse10060760.
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The lack of techniques for monitoring ship emissions all day and in all weather conditions to obtain real-time emission factor values is the main problem in understanding the characteristics of ship emissions, and there is still no perfect solution. In this study, a real-time measurement-modeling system was designed and implemented. The system was divided into three parts: (1) a portable exhaust monitoring device, which could be mounted on a drone, aircraft, patrol boat, dock, and bridge crane, as well as on the shore, to conduct all-weather and real-time online monitoring of ship emissions; (2) a monitoring information platform for ship emissions, based on a Spring + Spring MVC + MyBatis (SSM) framework and Vue front-end technology; and (3) a cloud server that received real-time ship emission measurement data and stored it after verification and analysis to calculate the pollutant gas and particulate matter emission factors. Following development, this system was used to monitor the emissions of ocean-going and inland river ships. Analysis of the acquired data showed that the system could effectively measure the emission factors of ship exhausts full-time in a variety of weather scenarios. This system can improve the efficiency of maritime law enforcement and provide technical support for promoting the construction of ship emission control areas. It can also help researchers obtain ship emission data, as well as an improved understanding of the emission characteristics of ships.
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Zhu, Xinhua, Nan Li, Yu Sun, Hongfei Zhang, Kai Wang, and Sang-Bing Tsai. "A Study on the Strategy for Departure Aircraft Pushback Control from the Perspective of Reducing Carbon Emissions." Energies 11, no. 9 (September 17, 2018): 2473. http://dx.doi.org/10.3390/en11092473.
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In order to reduce the taxiing time of departing aircraft and reduce the fuel consumption and exhaust emissions of the aircraft, Shanghai Hongqiao Airport was taken as an example to study the control strategy for aircraft departure. In this paper, the influence of the number of departure aircraft on the runway utilization rate, the takeoff rate, and the departure rate of flight departures under the conditions of airport runway capacity constraints are studied. The influence of factors, such as the number of departure aircraft, the gate position of the aircraft, and the configuration of airport arrival and departure runways, on the aircraft taxiing time for departure is analyzed. Based on a multivariate linear regression equation, a time prediction model of aircraft departure taxiing time is established. The fuel consumption and pollutant emissions of aircraft are calculated. The experimental results show that, without reducing the utilization rate of the runway and the departure rate of flights, implementing a reasonable pushback number for control of departing aircraft during busy hours can reduce the departure taxiing time of aircraft by nearly 32%, effectively reducing the fuel consumption and pollutant emissions during taxiing on the airport surface.
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Akyüz, Mehmet Kadri. "Determination of fuel consumption and pollutant emissions with the real-time engine running data of aircrafts in the taxi-out period." Aircraft Engineering and Aerospace Technology 94, no. 3 (October 22, 2021): 317–26. http://dx.doi.org/10.1108/aeat-07-2021-0192.
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Purpose The purpose of this paper is to calculate the fuel consumption and emissions of carbon monoxide (CO), nitrogen oxide (NOx) and hydrocarbons (HC) in the taxi-out period of aircraft at the International Diyarbakir Airport in 2018 and 2019. Design/methodology/approach Calculations were performed by determining the engine operating times in the taxi-out period with the flight data obtained from the airport authority. In the analyses, aircraft series and aircraft engine types were determined, and the Engine Exhaust Emission Databank of the International Civil Aviation Authority (ICAO) were used for the calculation. Findings Total fuel consumption in the taxi-out period in 2018 and 2019 was calculated as 525.64 and 463.69 tons, respectively. In 2018, HC, CO and NOx emissions caused by fuel consumption were found to be 1,109, 10,668 and 2,339 kg, respectively. In 2019, the total HC, CO and NOx emissions released to the atmosphere during the taxi-out phase are 966, 9,391 and 2,126 kg, respectively. B737 Series aircraft have the largest share in total fuel consumption and pollutant emissions. Practical implications This study explains the importance of determining fuel consumption and pollutant emissions by considering engine operating times in the taxi-out period. The study provides aviation authorities with scientific methods to follow in calculating fuel consumption and emissions from aircraft operations. Originality/value The originality of this study is the calculation of fuel consumption and pollutant emissions by determining real-time engine running times in the taxi-out period. In addition, calculations were made with real engine operating times determined in the taxi-out period using real flight data.
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Xiao, Yinli, Zhengxin Lai, Zupeng Wang, and Kefei Chen. "Predicting Lean Blowout and Emissions of Aircraft Engine Combustion Chamber Based on CRN." International Journal of Turbo & Jet-Engines 36, no. 2 (May 27, 2019): 147–56. http://dx.doi.org/10.1515/tjj-2017-0063.
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Abstract To predict the pollutant emissions and lean blowout, chemical reactor network (CRN) model is applied to the modern aircraft engine combustion chamber. In this study, the CRN which represent the major features of aerodynamics and combustion in the combustion chamber is set up based on the OpenFOAM simulation results. The boundary and the initial conditions used for the CRN derive from the operating modes of typical aircraft engine cycle. A 21 species 30 steps chemical mechanism of kerosene is employed in the CRN method. The levels of pollutant emissions are obtained under four ICAO engine power settings of idle, approach climb and take off. The lean blowout equivalent ratio is evaluated at the idle power setting. The results will be helpful to predict the aircraft engine exhaust emissions and lean blowout (LBO).
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Brown, R. C., R. C. Miake-Lye, M. R. Anderson, and C. E. Kolb. "Effect of aircraft exhaust sulfur emissions on near field plume aerosols." Geophysical Research Letters 23, no. 24 (December 1, 1996): 3607–10. http://dx.doi.org/10.1029/96gl03338.
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Miracolo, M. A., C. J. Hennigan, M. Ranjan, N. T. Nguyen, T. D. Gordon, E. M. Lipsky, A. A. Presto, N. M. Donahue, and A. L. Robinson. "Secondary aerosol formation from photochemical aging of aircraft exhaust in a smog chamber." Atmospheric Chemistry and Physics 11, no. 9 (May 5, 2011): 4135–47. http://dx.doi.org/10.5194/acp-11-4135-2011.
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Abstract. Field experiments were performed to investigate the effects of photo-oxidation on fine particle emissions from an in-use CFM56-2B gas turbine engine mounted on a KC-135 Stratotanker airframe. Emissions were sampled into a portable smog chamber from a rake inlet installed one-meter downstream of the engine exit plane of a parked and chocked aircraft. The chamber was then exposed to sunlight and/or UV lights to initiate photo-oxidation. Separate tests were performed at different engine loads (4, 7, 30, 85 %). Photo-oxidation created substantial secondary particulate matter (PM), greatly exceeding the direct PM emissions at each engine load after an hour or less of aging at typical summertime conditions. After several hours of photo-oxidation, the ratio of secondary-to-primary PM mass was on average 35 ± 4.1, 17 ± 2.5, 60 ± 2.2, and 2.7 ± 1.1 for the 4, 7, 30, and 85 % load experiments, respectively. The composition of secondary PM formed strongly depended on load. At 4 % load, secondary PM was dominated by secondary organic aerosol (SOA). At higher loads, the secondary PM was mainly secondary sulfate. A traditional SOA model that accounts for SOA formation from single-ring aromatics and other volatile organic compounds underpredicts the measured SOA formation by ~60 % at 4 % load and ~40 % at 85 % load. Large amounts of lower-volatiliy organic vapors were measured in the exhaust; they represent a significant pool of SOA precursors that are not included in traditional SOA models. These results underscore the importance of accounting for atmospheric processing when assessing the influence of aircraft emissions on ambient PM levels. Models that do not account for this processing will likely underpredict the contribution of aircraft emissions to local and regional air pollution.
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Miracolo, M. A., C. J. Hennigan, M. Ranjan, N. T. Nguyen, T. D. Gordon, E. M. Lipsky, A. A. Presto, N. M. Donahue, and A. L. Robinson. "Secondary aerosol formation from photochemical aging of aircraft exhaust in a smog chamber." Atmospheric Chemistry and Physics Discussions 10, no. 11 (November 15, 2010): 27893–924. http://dx.doi.org/10.5194/acpd-10-27893-2010.
Full textAbstract:
Abstract. Field experiments were performed to investigate the effects of photo-oxidation on fine particle emissions from an in-use CFM56-2B gas turbine engine mounted on a KC-135 Stratotanker airframe. Emissions were sampled into a portable smog chamber from a rake inlet installed one-meter downstream of the engine exit plane of a parked and chocked aircraft. The chamber was then exposed to sunlight and/or UV lights to initiate photo-oxidation. Separate tests were performed at different engine loads (4, 7, 30, 85%). Photo-oxidation created substantial secondary particulate matter (PM), greatly exceeding the direct PM emissions at each engine load after an hour or less of aging at typical summertime conditions. After several hours of photo-oxidation, the ratio of secondary-to-primary PM mass was on average 35 ± 4.1, 17 ± 2.5, 60 ± 2.2, and 2.7 ± 1.1 times the primary PM for the 4, 7, 30, and 85% load experiments, respectively. The composition of secondary PM formed strongly depended on load. At 4% load, secondary PM was dominated by secondary organic aerosol (SOA). At higher loads, the secondary PM was mainly secondary sulfate. Predictions of an SOA model are compared to the measured SOA formation. The SOA model predicts ~40% of the SOA produced during the 4% load experiment and ~60% for the 85% load experiment. Significant emissions of low-volatility compounds present in both the vapor- and particle-phase were measured in the exhaust and represent a significant pool of SOA precursors that appear to form SOA efficiently when oxidized. These results underscore the importance of accounting for atmospheric processing when assessing the influence of aircraft emissions on ambient PM levels.
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Bradshaw, Sean. "Next Generation Aircraft Propulsion: A Pratt & Whitney Approach." AM&P Technical Articles 181, no. 2 (March 1, 2023): 12–16. http://dx.doi.org/10.31399/asm.amp.2023-02.p012.
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Abstract Aircraft engines that minimize fuel consumption and operate on sustainable aviation fuels are key to meeting the air transportation sector’s commitment to net zero CO2 emissions by 2050. This article reports on work to implement sustainable propulsion technologies, including advanced gas turbine propulsion technologies, engines that are compatible with approved sustainable aviation fuels, hybrid-electric propulsion, and hydrogen propulsion. The article also describes efforts to reduce the environmental footprint related to condensation trails (contrails) from aircraft engine exhaust plumes.
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Gawron, Bartosz, Tomasz Białecki, Anna Janicka, Maciej Zawiślak, and Aleksander Górniak. "Exhaust toxicity evaluation in a gas turbine engine fueled by aviation fuel containing synthesized hydrocarbons." Aircraft Engineering and Aerospace Technology 92, no. 1 (January 6, 2020): 60–66. http://dx.doi.org/10.1108/aeat-11-2018-0277.
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Purpose The purpose of this paper is to examine the toxicological impacts of exhaust generated during the combustion process of aviation fuel containing synthesized hydrocarbons. Design/methodology/approach Tests on aircraft turbine engines in full scale are complex and expensive. Therefore, a miniature turbojet engine was used in this paper as a source of exhaust gases. Toxicity was tested using innovative BAT–CELL Bio–Ambient Cell method, which consists of determination of real toxic impact of the exhaust gases on the human lung A549 and mouse L929 cells. The research was of a comparative nature. The engine was powered by a conventional jet fuel and a blend of conventional jet fuel with synthesized hydrocarbons. Findings The results show that the BAT–CELL method allows determination of the real exhaust toxicity during the combustion process in a turbine engine. The addition of a synthetic component to conventional jet fuel affected the reduction of toxicity of exhaust gases. It was confirmed for both tested cell lines. Originality/value In the literature related to the area of aviation, numerous publications in the field of testing the emission of exhaust gaseous components, particulates or volatile organic compounds can be found. However, there is a lack of research related to the evaluation of the real exhaust toxicity. In addition, it appears that the data given in aviation sector, mainly related to the emission levels of gaseous exhaust components (CO, Nox and HC) and particulate matters, might be insufficient. To fully describe the engine exhaust emissions, they should be supplemented with additional tests, i.e. in terms of toxicity.
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Tasca, Andrea Luca, Vittorio Cipolla, Karim Abu Salem, and Monica Puccini. "Innovative Box-Wing Aircraft: Emissions and Climate Change." Sustainability 13, no. 6 (March 16, 2021): 3282. http://dx.doi.org/10.3390/su13063282.
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The PARSIFAL project (Prandtlplane ARchitecture for the Sustainable Improvement of Future AirpLanes) aims to promote an innovative box-wing aircraft: the PrandtlPlane. Aircraft developed adopting this configuration are expected to achieve a payload capability higher than common single aisle analogues (e.g., Airbus 320 and Boeing 737 families), without any increase in the overall dimensions. We estimated the exhaust emissions from the PrandtlPlane and compared the corresponding impacts to those of a conventional reference aircraft, in terms of Global Warming Potential (GWP) and Global Temperature Potential (GTP), on two time-horizons and accounted for regional sensitivity. We considered carbon dioxide, carbonaceous and sulphate aerosols, nitrogen oxides and related ozone production, methane degradation and nitrate aerosols formation, contrails, and contrail cirrus. Overall, the introduction of the PrandtlPlane is expected to bring a considerable reduction of climate change in all the source regions considered, on both the time-horizons examined. Moreover, fuel consumption is expected to be reduced by 20%, as confirmed through high-fidelity Computational Fluid Dynamics (CFD) simulations. Sensitivity of data, models, and metrics are detailed. Impact reduction and mitigation strategies are discussed, as well as the gaps to be addressed in order to develop a comprehensive Life Cycle Assessment on aircraft emissions.
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Hendricks, Robert C., and Dennis Bushnell. "Particulate Emissions Hazards Associated with Fueling Heat Engines." International Journal of Rotating Machinery 2011 (2011): 1–10. http://dx.doi.org/10.1155/2011/415296.
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All hydrocarbon- (HC-) fueled heat engine exhaust (tailpipe) emissions (<10 to 140 nm) contribute as health hazards, including emissions from transportation vehicles (e.g., aircraft) and other HC-fueled power systems. CO2emissions are tracked and, when mapped, show outlines of major transportation routes and cities. Particulate pollution affects living tissue and is found to be detrimental to cardiovascular and respiratory systems where ultrafine particulates directly translocate to promote vascular system diseases potentially detectable as organic vapors. This paper discusses aviation emissions, fueling, and certification issues, including heat engine emissions hazards, detection at low levels and tracking of emissions, and alternate energy sources for general aviation.
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Liu, Fangzi, Minghua Hu, Wenying Lv, and Honghai Zhang. "Research on Optimization of Aircraft Climb Trajectory considering Environmental Impact." Journal of Advanced Transportation 2021 (January 30, 2021): 1–15. http://dx.doi.org/10.1155/2021/6677329.
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Trajectory-based operation is a new technology that will be developed in the next generation of air traffic management. In order to clarify the optimization space of fuel consumption and emission impact on the environment under the specific operation limitation of air traffic management in the process of aircraft climb, an aircraft climb performance parameter optimization model considering the environmental impact is established. First, the horizontal and vertical climb models are established for the aircraft climb process, and then the optimization objectives are constructed by considering the impact of fuel consumption, exhaust emissions on air temperature, and the convenience of the flight process. Finally, the multiobjective model is solved by genetic algorithm. The B737-800 civil aviation aircraft is selected for simulation experiment to analyze the impact of speed change on the optimization target. The results show that with the change of speed, the fuel consumption and temperature rise are different, and the climb performance parameters of the aircraft are affected by the maximum RTA. By optimizing the flight parameters of the aircraft, it can effectively reduce the impact of flight on the environment and provide theoretical support for the sustainable development of civil aviation.
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Filippone, A., B. Parkes, N. Bojdo, and T. Kelly. "Prediction of aircraft engine emissions using ADS-B flight data." Aeronautical Journal 125, no. 1288 (February 11, 2021): 988–1012. http://dx.doi.org/10.1017/aer.2021.2.
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ABSTRACTReal-time flight data from the Automatic Dependent Surveillance–Broadcast (ADS-B) has been integrated, through a data interface, with a flight performance computer program to predict aviation emissions at altitude. The ADS-B, along with data from Mode-S, are then used to ‘fly’ selected long-range aircraft models (Airbus A380-841, A330-343 and A350-900) and one turboprop (ATR72). Over 2,500 flight trajectories have been processed to demonstrate the integration between databases and software systems. Emissions are calculated for altitudes greater than 3,000 feet (609m) and exclude landing and take-off cycles. This proof of concept fills a gap in the aviation emissions inventories, since it uses real-time flights and produces estimates at a very granular level. It can be used to analyse emissions of gases such as carbon dioxide ($\mathrm{CO}_2$), carbon monoxide (CO), nitrogen oxides ($\mathrm{NO}_x$) and water vapour on a specific route (city pair), for a specific aircraft, for an entire fleet, or on a seasonal basis. It is shown how $\mathrm{NO}_x$ and water vapour emissions concentrate around tropospheric altitudes only for long-range flights, and that the cruise range is the biggest discriminator in the absolute value of these and other exhaust emissions.
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Głowacki, Paweł, Piotr Kalina, and Michał Kawalec. "Comparing Methods of Calculating Aircraft Engine Emissions of Harmful Exhaust Components During the Takeoff and Landing Cycle in the Airspace of an Airport." Transactions on Aerospace Research 2022, no. 2 (June 1, 2022): 62–68. http://dx.doi.org/10.2478/tar-2022-0010.
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Abstract An airport authority needs accurate information about the actual amount of harmful emissions being generated within its airspace, to be able to take measures leading to their reduction. This article presents two methods for estimating the amount of these emissions from aircraft engines during the take off and landing cycle (LTO) in the airspace of a medium-sized airport: one based on the total amount of the aircraft annually operated in it, and a second, more precise, one for a specific airline annually operating at this airport. The conclusions stemming from the comparison of these methods can support the introduction of operational and technical procedures reducing harmful emissions in the airport airspace during LTO cycle.
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Pawlak, Małgorzata, and Michał Kuźniar. "The Effects of the Use of Algae and Jatropha Biofuels on Aircraft Engine Exhaust Emissions in Cruise Phase." Sustainability 14, no. 11 (May 25, 2022): 6488. http://dx.doi.org/10.3390/su14116488.
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Due to environmental pressure and the prevailing political and economic situation in the world, alternatives to traditional fossil fuels are being sought. The use of bio-derived fuels may reduce the emission of pollutants present in jet engine exhausts. The presented research investigates the possibility of replacing the conventional fuel, which is kerosene, with plant-derived fuels from marine algae and jatropha. During the analysis, based on the available data, the emission indices of pollutants were computed, and then, for the adopted aircraft and route, the emissions for kerosene and alternative fuels were determined. A significant reduction in the emission of most analyzed compounds (even by 40% for CO) was achieved compared to the emission for kerosene. The obtained results are discussed in the conclusion section.
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Beyersdorf, A. J., M. T. Timko, L. D. Ziemba, D. Bulzan, E. Corporan, S. C. Herndon, R. Howard, et al. "Reductions in aircraft particulate emissions due to the use of Fischer–Tropsch fuels." Atmospheric Chemistry and Physics Discussions 13, no. 6 (June 10, 2013): 15105–39. http://dx.doi.org/10.5194/acpd-13-15105-2013.
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Abstract. The use of alternative fuels for aviation is likely to increase due to concerns over fuel security, price stability and the sustainability of fuel sources. Concurrent reductions in particulate emissions from these alternative fuels are expected because of changes in fuel composition including reduced sulfur and aromatic content. The NASA Alternative Aviation Fuel Experiment (AAFEX) was conducted in January–February 2009 to investigate the effects of synthetic fuels on gas-phase and particulate emissions. Standard petroleum JP-8 fuel, pure synthetic fuels produced from natural gas and coal feedstocks using the Fischer–Tropsch (FT) process, and 50% blends of both fuels were tested in the CFM-56 engines on a DC-8 aircraft. To examine plume chemistry and particle evolution with time, samples were drawn from inlet probes positioned 1, 30, and 145 m downstream of the aircraft engines. No significant alteration to engine performance was measured when burning the alternative fuels. However, leaks in the aircraft fuel system were detected when operated with the pure FT fuels as a result of the absence of aromatic compounds in the fuel. Dramatic reductions in soot emissions were measured for both the pure FT fuels (reductions of 84% averaged over all powers) and blended fuels (64%) relative to the JP-8 baseline with the largest reductions at idle conditions. The alternative fuels also produced smaller soot (e.g. at 85% power, volume mean diameters were reduced from 78 nm for JP-8 to 51 nm for the FT fuel), which may reduce their ability to act as cloud condensation nuclei (CCN). The reductions in particulate emissions are expected for all alternative fuels with similar reductions in fuel sulfur and aromatic content regardless of the feedstock. As the plume cools downwind of the engine, nucleation-mode aerosols form. For the pure FT fuels, reductions (94% averaged over all powers) in downwind particle number emissions were similar to those measured at the exhaust plane (84%). However, the blended fuels had less of a reduction (reductions of 30–44%) than initially measured (64%). The likely explanation is that the reduced soot emissions in the blended fuel exhaust plume results in promotion of new particle formation microphysics, rather than coating on pre-existing soot particles, which is dominant in the JP-8 exhaust plume. Downwind particle volume emissions were reduced for both the pure (79 and 86% reductions) and blended FT fuels (36 and 46%) due to the large reductions in soot emissions. In addition, the alternative fuels had reduced particulate sulfate production (near-zero for FT fuels) due to decreased fuel sulfur content. To study the formation of volatile aerosols (defined as any aerosol formed as the plume ages) in more detail, tests were performed at varying ambient temperatures (−4 to 20 °C). At idle, particle number and volume emissions were reduced linearly with increasing ambient temperature, with best fit slopes corresponding to −1.2 × 106 # (kg fuel)−1 °C−1 for particle number emissions and −9.7 mm3 (kg fuel)−1 °C−1 for particle volume emissions. The temperature dependence of aerosol formation can have large effects on local air quality surrounding airports in cold regions. Aircraft produced aerosols in these regions will be much larger than levels expected based solely on measurements made directly at the engine exit plane. The majority (90% at idle) of the volatile aerosol mass formed as nucleation-mode aerosols with a smaller fraction as a soot coating. Conversion efficiencies of up to 3.8% were measured for the partitioning of gas-phase precursors (unburned hydrocarbons and SO2) to form volatile aerosols. Highest conversion efficiencies were measured at 45% power.
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Lee, S. H., M. Le Dilosquer, R. Singh, S. E. Hobbs, C. Giannakopoulos, P. H. Plantevin, K. S. Law, J. A. Pyle, and M. J. Rycroft. "Implications of NOy emissions from subsonic aircraft at cruise altitude." Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering 211, no. 3 (March 1, 1997): 157–68. http://dx.doi.org/10.1243/0954410971532587.
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The exhaust emissions from civil subsonic aircraft at cruise altitude are important man-made sources that pollute the upper troposphere and the lower stratosphere (8-12 km). The formation of NO y species from NO x, both before and after the exit nozzle, have created increasing environmental concerns. Flight histories of Boeing 747-400 aircraft during the cruise stage between selected city pairs have been simulated using a computer program developed at Cranfield University. The passive distribution of NO x and HNO3 is calculated using the UGAMP three-dimensional chemical transport model. The sink of NO x, which is HNO3, is parameterized using an exponential decay process with an altitude-dependent lifetime. The model also includes transport by advection, vertical diffusion and convection. These simulations for January and July are analysed in terms of the resulting mean volume mixing ratios for both NO x and HNO3.
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Unterstrasser, S., R. Paoli, I. Sölch, C. Kühnlein, and T. Gerz. "Dimension of aircraft exhaust plumes at cruise conditions: effect of wake vortices." Atmospheric Chemistry and Physics Discussions 13, no. 11 (November 18, 2013): 30039–96. http://dx.doi.org/10.5194/acpd-13-30039-2013.
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Abstract. The dispersion of aircraft emissions during the vortex phase is studied, for the first time using a 3-D LES model with Lagrangian particle tracking. The simulations start with a fully rolled-up vortex pair of a type B747/A340 airplane and the tracer centred around the vortex cores. The tracer dilution and plume extent is studied for a variety of ambient and aircraft parameters until aircraft-induced effects have deceased. For typical upper tropospheric conditions, the impact of stratification is more dominant compared to turbulence intensity or vertical wind shear. Moreover, the sensitivity to the initial tracer distribution was found to be weak. Along the transversal direction the tracer concentrations can be well approximated by a Gaussian distribution, along the vertical a superposition of three Gaussian distributions is adequate. For the studied parameter range the vertical plume expansion ranges from 400 m to 550 m and cross-sectional area from 4.0×104 m2 to 6.0×104 m2 after six minutes. For validation, selected simulations were compared to an alternative LES model and to in-situ NO-measurements.
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Unterstrasser, S., R. Paoli, I. Sölch, C. Kühnlein, and T. Gerz. "Dimension of aircraft exhaust plumes at cruise conditions: effect of wake vortices." Atmospheric Chemistry and Physics 14, no. 5 (March 14, 2014): 2713–33. http://dx.doi.org/10.5194/acp-14-2713-2014.
Full textAbstract:
Abstract. The dispersion of aircraft emissions during the vortex phase is studied using a 3-D LES model with Lagrangian particle tracking. The simulations start with a fully rolled-up vortex pair of a type B747/A340 airplane and the tracer centred around the vortex cores. The tracer dilution and plume extent is studied for a variety of ambient and aircraft parameters until aircraft-induced effects have ceased. For typical upper tropospheric conditions, the impact of stratification is more dominant compared to turbulence intensity or vertical wind shear. Moreover, the sensitivity to the initial tracer distribution was found to be weak. Along the transverse direction, the tracer concentrations can be well approximated by a Gaussian distribution, along the vertical a superposition of three Gaussian distributions is adequate. For the studied parameter range, the vertical plume expansion ranges from 400 m to 550 m and cross-sectional area from 4.0 × 104 m2 to 6 × 104 m2 after six minutes. For validation, selected simulations were compared to an alternative LES model and to in-situ NO-measurements.
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Pouzolz, Regina, Oliver Schmitz, and Hermann Klingels. "Evaluation of the Climate Impact Reduction Potential of the Water-Enhanced Turbofan (WET) Concept." Aerospace 8, no. 3 (February 25, 2021): 59. http://dx.doi.org/10.3390/aerospace8030059.
Full textAbstract:
Aviation faces increasing pressure not only to reduce fuel burn, and; therefore, CO2 emissions, but also to provide technical solutions for an overall climate impact minimization. To combine both, a concept for the enhancement of an aircraft engine by steam injection with inflight water recovery is being developed. The so-called Water-Enhanced Turbofan (WET) concept promises a significant reduction of CO2 emissions, NOx emissions, and contrail formation. Representative missions for an A320-type aircraft using the proposed new engine were calculated. Applying a first-order one-dimensional climate assessment prospects the reduction of more than half of the Global Warming Potential over one hundred years, compared to an evolutionarily improved aero-engine. If CO2-neutrally produced sustainable aviation fuels are used, climate impact could be reduced by 93% compared to today’s aircraft. The evaluation is a first estimate of effects based on preliminary design studies and should provide a starting point for discussion in the scientific community, implying the need for research, especially on the formation mechanisms and radiation properties of potential contrails from the comparatively cold exhaust gases of the WET engine.
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Hagen, D. E., P. D. Whitefield, and H. Schlager. "Particulate emissions in the exhaust plume from commercial jet aircraft under cruise conditions." Journal of Geophysical Research: Atmospheres 101, no. D14 (August 1, 1996): 19551–57. http://dx.doi.org/10.1029/95jd03276.
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Yazar, Işıl, Yasin Şöhret, and T. Hikmet Karakoç. "ANFIS-based comparative exhaust gases emissions prediction model of a military aircraft engine." International Journal of Global Warming 12, no. 1 (2017): 116. http://dx.doi.org/10.1504/ijgw.2017.084018.
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Petzold, A., J. Hasselbach, P. Lauer, R. Baumann, K. Franke, C. Gurk, H. Schlager, and E. Weingartner. "Experimental studies on particle emissions from cruising ship, their characteristic properties, transformation and atmospheric lifetime in the marine boundary layer." Atmospheric Chemistry and Physics Discussions 7, no. 5 (October 19, 2007): 15105–54. http://dx.doi.org/10.5194/acpd-7-15105-2007.
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Abstract. Particle emissions from ship engines and their atmospheric transformation in the marine boundary layer (MBL) were investigated in engine test bed studies and in airborne measurements of expanding ship plumes. During the test rig studies, detailed aerosol microphysical and chemical properties were measured in the exhaust gas of a serial MAN B{&}W seven-cylinder four-stroke marine diesel engine under various load conditions. The emission studies were complemented by airborne aerosol transformation studies in the plume of a large container ship in the English Channel using the DLR aircraft Falcon 20 E-5. Observations from emission studies and plume studies combined with a Gaussian plume dispersion model yield a consistent picture of particle transformation processes from emission to atmospheric processing during plume expansion. Particulate matter emission indices obtained from plume measurements are 8.8±1.0×1015(kg fuel)−1 by number for non-volatile particles and 174±43 mg (kg fuel)−1 by mass for Black Carbon (BC). Values determined for test rig conditions between 85 and 110% engine load are of similar magnitude. For the total particle number including volatile compounds no emission index can be derived since the volatile aerosol fraction is subject to rapid transformation processes in the plume. Ship exhaust particles occur in the size range Dp<0.3 μm, showing a bi-modal structure. The combustion particle mode is centred at modal diameters of 0.05 μm for raw emissions to 0.10 μm at a plume age of 1 h. The smaller-sized volatile particle mode is centred at Dp≤0.02 μm. From the decay of ship exhaust particle number concentrations in an expanding plume, a maximum plume life time of approx. 24 h is estimated for a well-mixed marine boundary layer.
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Petzold, A., J. Hasselbach, P. Lauer, R. Baumann, K. Franke, C. Gurk, H. Schlager, and E. Weingartner. "Experimental studies on particle emissions from cruising ship, their characteristic properties, transformation and atmospheric lifetime in the marine boundary layer." Atmospheric Chemistry and Physics 8, no. 9 (May 6, 2008): 2387–403. http://dx.doi.org/10.5194/acp-8-2387-2008.
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Abstract. Particle emissions from ship engines and their atmospheric transformation in the marine boundary layer (MBL) were investigated in engine test bed studies and in airborne measurements of expanding ship plumes. During the test rig studies, detailed aerosol microphysical and chemical properties were measured in the exhaust gas of a serial MAN B&W seven-cylinder four-stroke marine diesel engine under various load conditions. The emission studies were complemented by airborne aerosol transformation studies in the plume of a large container ship in the English Channel using the DLR aircraft Falcon 20 E-5. Observations from emission studies and plume studies combined with a Gaussian plume dispersion model yield a consistent picture of particle transformation processes from emission to atmospheric processing during plume expansion. Particulate matter emission indices obtained from plume measurements are 8.8±1.0×1015(kg fuel)−1 by number for non-volatile particles and 174±43 mg (kg fuel)−1 by mass for Black Carbon (BC). Values determined for test rig conditions between 85 and 110% engine load are of similar magnitude. For the total particle number including volatile compounds no emission index can be derived since the volatile aerosol fraction is subject to rapid transformation processes in the plume. Ship exhaust particles occur in the size range Dp<0.3 μm, showing a bi-modal structure. The combustion particle mode is centred at modal diameters of 0.05 μm for raw emissions to 0.10 μm at a plume age of 1 h. The smaller-sized volatile particle mode is centred at Dp≤0.02 μm. From the decay of ship exhaust particle number concentrations in an expanding plume, a maximum plume life time of approx. 24 h is estimated for a well-mixed marine boundary layer.
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Beyersdorf, A. J., M. T. Timko, L. D. Ziemba, D. Bulzan, E. Corporan, S. C. Herndon, R. Howard, et al. "Reductions in aircraft particulate emissions due to the use of Fischer–Tropsch fuels." Atmospheric Chemistry and Physics 14, no. 1 (January 2, 2014): 11–23. http://dx.doi.org/10.5194/acp-14-11-2014.
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Abstract. The use of alternative fuels for aviation is likely to increase due to concerns over fuel security, price stability, and the sustainability of fuel sources. Concurrent reductions in particulate emissions from these alternative fuels are expected because of changes in fuel composition including reduced sulfur and aromatic content. The NASA Alternative Aviation Fuel Experiment (AAFEX) was conducted in January–February 2009 to investigate the effects of synthetic fuels on gas-phase and particulate emissions. Standard petroleum JP-8 fuel, pure synthetic fuels produced from natural gas and coal feedstocks using the Fischer–Tropsch (FT) process, and 50% blends of both fuels were tested in the CFM-56 engines on a DC-8 aircraft. To examine plume chemistry and particle evolution with time, samples were drawn from inlet probes positioned 1, 30, and 145 m downstream of the aircraft engines. No significant alteration to engine performance was measured when burning the alternative fuels. However, leaks in the aircraft fuel system were detected when operated with the pure FT fuels as a result of the absence of aromatic compounds in the fuel. Dramatic reductions in soot emissions were measured for both the pure FT fuels (reductions in mass of 86% averaged over all powers) and blended fuels (66%) relative to the JP-8 baseline with the largest reductions at idle conditions. At 7% power, this corresponds to a reduction from 7.6 mg kg−1 for JP-8 to 1.2 mg kg−1 for the natural gas FT fuel. At full power, soot emissions were reduced from 103 to 24 mg kg−1 (JP-8 and natural gas FT, respectively). The alternative fuels also produced smaller soot (e.g., at 85% power, volume mean diameters were reduced from 78 nm for JP-8 to 51 nm for the natural gas FT fuel), which may reduce their ability to act as cloud condensation nuclei (CCN). The reductions in particulate emissions are expected for all alternative fuels with similar reductions in fuel sulfur and aromatic content regardless of the feedstock. As the plume cools downwind of the engine, nucleation-mode aerosols form. For the pure FT fuels, reductions (94% averaged over all powers) in downwind particle number emissions were similar to those measured at the exhaust plane (84%). However, the blended fuels had less of a reduction (reductions of 30–44%) than initially measured (64%). The likely explanation is that the reduced soot emissions in the blended fuel exhaust plume results in promotion of new particle formation microphysics, rather than coating on pre-existing soot particles, which is dominant in the JP-8 exhaust plume. Downwind particle volume emissions were reduced for both the pure (79 and 86% reductions) and blended FT fuels (36 and 46%) due to the large reductions in soot emissions. In addition, the alternative fuels had reduced particulate sulfate production (near zero for FT fuels) due to decreased fuel sulfur content. To study the formation of volatile aerosols (defined as any aerosol formed as the plume ages) in more detail, tests were performed at varying ambient temperatures (−4 to 20 °C). At idle, particle number and volume emissions were reduced linearly with increasing ambient temperature, with best fit slopes corresponding to −8 × 1014 particles (kg fuel)−1 °C−1 for particle number emissions and −10 mm3 (kg fuel)−1 °C−1 for particle volume emissions. The temperature dependency of aerosol formation can have large effects on local air quality surrounding airports in cold regions. Aircraft-produced aerosols in these regions will be much larger than levels expected based solely on measurements made directly at the engine exit plane. The majority (90% at idle) of the volatile aerosol mass formed as nucleation-mode aerosols, with a smaller fraction as a soot coating. Conversion efficiencies of up to 2.8% were measured for the partitioning of gas-phase precursors (unburned hydrocarbons and SO2) to form volatile aerosols. Highest conversion efficiencies were measured at 45% power.
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Trueblood, Max B., Prem Lobo, Donald E. Hagen, Steven C. Achterberg, Wenyan Liu, and Philip D. Whitefield. "Application of a hygroscopicity tandem differential mobility analyzer for characterizing PM emissions in exhaust plumes from an aircraft engine burning conventional and alternative fuels." Atmospheric Chemistry and Physics 18, no. 23 (December 3, 2018): 17029–45. http://dx.doi.org/10.5194/acp-18-17029-2018.
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Abstract. In the last several decades, significant efforts have been directed toward better understanding the gaseous and particulate matter (PM) emissions from aircraft gas turbine engines. However, limited information is available on the hygroscopic properties of aircraft engine PM emissions which play an important role in the water absorption, airborne lifetime, obscuring effect, and detrimental health effects of these particles. This paper reports the description and detailed lab-based performance evaluation of a robust hygroscopicity tandem differential mobility analyzer (HTDMA) in terms of hygroscopic properties such as growth factor (GF) and the hygroscopicity parameter (κ). The HTDMA system was subsequently deployed during the Alternative Aviation Fuel EXperiment (AAFEX) II field campaign to measure the hygroscopic properties of aircraft engine PM emissions in the exhaust plumes from a CFM56-2C1 engine burning several types of fuels. The fuels used were conventional JP-8, tallow-based hydroprocessed esters and fatty acids (HEFA), Fischer–Tropsch, a blend of HEFA and JP-8, and Fischer–Tropsch doped with tetrahydrothiophene (an organosulfur compound). It was observed that GF and κ increased with fuel sulfur content and engine thrust condition, and decreased with increasing dry particle diameter. The highest GF and κ values were found in the smallest particles, typically those with diameters of 10 nm.
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Schäfer, Klaus, Jörg Heland, Dave H. Lister, Chris W. Wilson, Roger J. Howes, Robert S. Falk, Erwin Lindermeir, et al. "Nonintrusive optical measurements of aircraft engine exhaust emissions and comparison with standard intrusive techniques." Applied Optics 39, no. 3 (January 20, 2000): 441. http://dx.doi.org/10.1364/ao.39.000441.
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