Academic literature on the topic 'NvPM emissions'
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Journal articles on the topic "NvPM emissions"
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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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Yuan, Ruoyang, Prem Lobo, Greg J. Smallwood, Mark P. Johnson, Matthew C. Parker, Daniel Butcher, and Adrian Spencer. "Measurement of black carbon emissions from multiple engine and source types using laser-induced incandescence: sensitivity to laser fluence." Atmospheric Measurement Techniques 15, no. 2 (January 19, 2022): 241–59. http://dx.doi.org/10.5194/amt-15-241-2022.
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Abstract. A new regulatory standard for non-volatile particulate matter (nvPM) mass-based emissions from aircraft engines has been adopted by the International Civil Aviation Organisation. One of the instruments used for the regulatory nvPM mass emissions measurements in aircraft engine certification tests is the Artium Technologies LII 300, which is based on laser-induced incandescence. The LII 300 response has been shown in some cases to vary with the type of black carbon particle measured. Hence it is important to identify a suitable black carbon emission source for instrument calibration. In this study, the relationship between the nvPM emissions produced by different engine sources and the response of the LII 300 instrument utilising the auto-compensating laser-induced incandescence (AC-LII) method was investigated. Six different sources were used, including a turboshaft helicopter engine, a diesel generator, an intermediate pressure test rig of a single-sector combustor, an auxiliary power unit gas turbine engine, a medium-sized diesel engine, and a downsized turbocharged direct-injection gasoline engine. Optimum LII 300 laser fluence levels were determined for each source and operating condition evaluated. It was found that an optimised laser fluence can be valid for real-time measurements from a variety of sources, where the mass concentration was independent of laser fluence levels covering the typical operating ranges for the various sources. However, it is important to perform laser fluence sweeps to determine the optimum fluence range as differences were observed in the laser fluence required between sources and fuels. We discuss the measurement merits, variability, and best practices in the real-time quantification of nvPM mass concentration using the LII 300 instrument and compare that with other diagnostic techniques, namely absorption-based methods such as photoacoustic spectroscopy (using a photoacoustic extinctiometer, PAX, and a micro soot sensor, MSS) and thermal-optical analysis (TOA). Particle size distributions were also measured using a scanning mobility particle sizer (SMPS). Overall, the LII 300 provides robust and consistent results when compared with the other diagnostic techniques across multiple engine sources and fuels. The results from this study will inform the development of updated calibration protocols to ensure repeatable and reproducible measurements of nvPM mass emissions from aircraft engines using the LII 300.
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Corbin, Joel C., Tobias Schripp, Bruce E. Anderson, Greg J. Smallwood, Patrick LeClercq, Ewan C. Crosbie, Steven Achterberg, et al. "Aircraft-engine particulate matter emissions from conventional and sustainable aviation fuel combustion: comparison of measurement techniques for mass, number, and size." Atmospheric Measurement Techniques 15, no. 10 (May 30, 2022): 3223–42. http://dx.doi.org/10.5194/amt-15-3223-2022.
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Abstract. Sustainable aviation fuels (SAFs) have different compositions compared to conventional petroleum jet fuels, particularly in terms of fuel sulfur and hydrocarbon content. These differences may change the amount and physicochemical properties of volatile and non-volatile particulate matter (nvPM) emitted by aircraft engines. In this study, we evaluate whether comparable nvPM measurement techniques respond similarly to nvPM produced by three blends of SAFs compared to three conventional fuels. Multiple SAF blends and conventional (Jet A-1) jet fuels were combusted in a V2527-A5 engine, while an additional conventional fuel (JP-8) was combusted in a CFM56-2C1 engine. We evaluated nvPM mass concentration measured by three real-time measurement techniques: photoacoustic spectroscopy, laser-induced incandescence, and the extinction-minus-scattering technique. Various commercial instruments were tested, including three laser-induced incandescence (LII) 300s, one photoacoustic extinctiometer (PAX), one micro soot sensor (MSS+), and two cavity-attenuated phase shift PMSSA (CAPS PMSSA) instruments. Mass-based emission indices (EIm) reported by these techniques were similar, falling within 30 % of their geometric mean for EIm above 100 mg per kg fuel (approximately 10 µg PM m−3 at the instrument); this geometric mean was therefore used as a reference value. Additionally, two integrative measurement techniques were evaluated: filter photometry and particle size distribution (PSD) integration. The commercial instruments used were one tricolor absorption photometer (TAP), one particle soot absorption photometer (PSAP), and two scanning mobility particle sizers (SMPSs). The TAP and PSAP were operated at 5 % and 10 % of their nominal flow rates, respectively, to extend the life of their filters. These techniques are used in specific applications, such as on board research aircraft to determine particulate matter (PM) emissions at cruise. EIm reported by the alternative techniques fell within approximately 50 % of the mean aerosol-phase EIm. In addition, we measured PM-number-based emission indices using PSDs and condensation particle counters (CPCs). The commercial instruments used included TSI SMPSs, a Cambustion differential mobility spectrometer (DMS500), and an AVL particle counter (APC), and the data also fell within approximately 50 % of their geometric mean. The number-based emission indices were highly sensitive to the accuracy of the sampling-line penetration functions applied as corrections. In contrast, the EIm data were less sensitive to those corrections since a smaller volume fraction fell within the size range where corrections were substantial. A separate, dedicated experiment also showed that the operating laser fluence used in the LII 300 laser-induced incandescence instrument for aircraft-engine nvPM measurement is adequate for a range of SAF blends investigated in this study. Overall, we conclude that all tested instruments are suitable for the measurement of nvPM emissions from the combustion of SAF blends in aircraft engines.
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Teoh, Roger, Ulrich Schumann, Edward Gryspeerdt, Marc Shapiro, Jarlath Molloy, George Koudis, Christiane Voigt, and Marc E. J. Stettler. "Aviation contrail climate effects in the North Atlantic from 2016 to 2021." Atmospheric Chemistry and Physics 22, no. 16 (August 29, 2022): 10919–35. http://dx.doi.org/10.5194/acp-22-10919-2022.
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Abstract. Around 5 % of anthropogenic radiative forcing (RF) is attributed to aviation CO2 and non-CO2 impacts. This paper quantifies aviation emissions and contrail climate forcing in the North Atlantic, one of the world's busiest air traffic corridors, over 5 years. Between 2016 and 2019, growth in CO2 (+3.13 % yr−1) and nitrogen oxide emissions (+4.5 % yr−1) outpaced increases in flight distance (+3.05 % yr−1). Over the same period, the annual mean contrail cirrus net RF (204–280 mW m−2) showed significant inter-annual variability caused by variations in meteorology. Responses to COVID-19 caused significant reductions in flight distance travelled (−66 %), CO2 emissions (−71 %) and the contrail net RF (−66 %) compared with the prior 1-year period. Around 12 % of all flights in this region cause 80 % of the annual contrail energy forcing, and the factors associated with strongly warming/cooling contrails include seasonal changes in meteorology and radiation, time of day, background cloud fields, and engine-specific non-volatile particulate matter (nvPM) emissions. Strongly warming contrails in this region are generally formed in wintertime, close to the tropopause, between 15:00 and 04:00 UTC, and above low-level clouds. The most strongly cooling contrails occur in the spring, in the upper troposphere, between 06:00 and 15:00 UTC, and without lower-level clouds. Uncertainty in the contrail cirrus net RF (216–238 mW m−2) arising from meteorology in 2019 is smaller than the inter-annual variability. The contrail RF estimates are most sensitive to the humidity fields, followed by nvPM emissions and aircraft mass assumptions. This longitudinal evaluation of aviation contrail impacts contributes a quantified understanding of inter-annual variability and informs strategies for contrail mitigation.
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Durand, Eliot, Lukas Durdina, Greg Smallwood, Mark Johnson, Curdin Spirig, Jacinta Edebeli, Manuel Roth, Benjamin Brem, Yura Sevcenco, and Andrew Crayford. "Correction for particle loss in a regulatory aviation nvPM emissions system using measured particle size." Journal of Aerosol Science 169 (March 2023): 106140. http://dx.doi.org/10.1016/j.jaerosci.2023.106140.
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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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Harper, Joseph, Eliot Durand, Philip Bowen, Daniel Pugh, Mark Johnson, and Andrew Crayford. "Influence of alternative fuel properties and combustor operating conditions on the nvPM and gaseous emissions produced by a small-scale RQL combustor." Fuel 315 (May 2022): 123045. http://dx.doi.org/10.1016/j.fuel.2021.123045.
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Yi, Qianying, David Janke, Lars Thormann, Guoqiang Zhang, Barbara Amon, Sabrina Hempel, Štěpán Nosek, Eberhard Hartung, and Thomas Amon. "Airflow Characteristics Downwind a Naturally Ventilated Pig Building with a Roofed Outdoor Exercise Yard and Implications on Pollutant Distribution." Applied Sciences 10, no. 14 (July 17, 2020): 4931. http://dx.doi.org/10.3390/app10144931.
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The application of naturally ventilated pig buildings (NVPBs) with outdoor exercise yards is on the rise mainly due to animal welfare considerations, while the issue of emissions from the buildings to the surrounding environment is important. Since air pollutants are mainly transported by airflow, the knowledge on the airflow characteristics downwind the building is required. The objective of this research was to investigate airflow properties downwind of a NVPB with a roofed outdoor exercise yard for roof slopes of 5°, 15°, and 25°. Air velocities downwind a 1:50 scaled NVPB model were measured using a Laser Doppler Anemometer in a large boundary layer wind tunnel. A region with reduced mean air velocities was found along the downwind side of the building with a distance up to 0.5 m (i.e., 3.8 times building height), in which the emission concentration might be high. Additional air pollutant treatment technologies applied in this region might contribute to emission mitigation effectively. Furthermore, a wake zone with air recirculation was observed in this area. A smaller roof slope (i.e., 5° slope) resulted in a higher and shorter wake zone and thus a shorter air pollutant dispersion distance.
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Graf, Nicolas, Zhoulei Li, Ken Herrmann, Alexandra Junger, Daniel Weh, Christian Peschel, Markus Schwaiger, Andreas Buck, and Tobias Dechow. "[18F]FLT Is Superior to [18F]FDG to Early Predict Response to Specific Inhibitors of NPM-ALK-Dependent Pathways In a Human ALCL Xenograft Model." Blood 116, no. 21 (November 19, 2010): 2849. http://dx.doi.org/10.1182/blood.v116.21.2849.2849.
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Abstract Abstract 2849 Purpose: The thymidine analogue [18F]fluorothymidine (FLT) has been shown to reflect proliferation of high-grade lymphoma cells both in preclinical and clinical studies. In this preclinical in vitro and in vivo study we assessed early FLT-uptake as an adequate and robust surrogate marker for response to inhibitors of Nucleophosmin-anaplastic lymphoma kinase (NPM-ALK)-dependent pathways in an anaplastic large cell lymphoma (ALCL) xenotransplant model. Methods: In vitro investigations included viability assessment (MTT assay), cell cycle analysis using propidium iodide staining and western blotting to characterize response of the ALCL cell lines SUDHL-1 and Karpas299 to treatment with heat shock protein 90 (Hsp90) inhibitor NVP-AUY922, the Phosphoinositide 3-kinase (PI3K) inhibitor BGT226 or the mammalian target of rapamycin (mTOR) inhibitor RAD001. Thymidine metabolism in severe combined immunodeficient (SCID) mice bearing SUDHL-1 or Karpas 299 lymphoma xenotransplants was assessed non-invasively prior to and early in the course of therapy (48h to 7 days) by FLT and FDG positron emission tomography (FLT-PET and FDG-PET) using a dedicated small animal PET system. Tumor-to-background ratios (TBR) of FLT-PET were compared to that of PET using the standard radiotracer [18F]fluorodeoxyglucose (FDG). Reference for tumor response was local control of the tumor measured by shifting calliper and histopathological analysis of explanted lymphomas. Results: In vitro, SUDHL-1 cells were sensitive to all three inhibitors (IC50 AUY922= 50 nM; IC50 BGT266= 10 nM; IC50 RAD001= 1 nM). These cells showed a dose-dependent induction of cell-cycle arrest in G1-phase and reduction of S-Phase after 24 to 48 hours and - to a lesser extent - increase of apoptosis. Incubation of SUDHL-1 cells with NVP-AUY922 (50 nM) for 24 hours led to a 70% reduction of ALK level and a abrogation of Akt phosphorylation as determined by western blot analysis. Likewise, no phosphorylation of Akt was detectable after incubation with BGT266 (10 nM) already after 4 hours. RAD001 (0.1-1nM, 24h) completely inhibited phosphorylation of p70 S6K. In contrast, Karpas299 cells were only sensitive to RAD001-induced cell cycle arrest, but insensitive to NVP-AUY922 and BGT266. In vivo, we performed FLT- and FDG-PET scans to monitor inhibition of tumor growth in the course of therapy with NVP-AUY922. Tumor volume in treated animals bearing SUDHL-1 lymphomas showed modest increase within the first week (median increase= + 25%, range -30% to + 80%, n=8) as opposed to a 3.8-fold increase in untreated control animals. After 14 days a clear reduction of tumor mass could be observed (median= - 25%, range -40% to + 30%, n=4). Median TBR of FLT-PET decreased significantly to 40% compared to baseline as earlier as 5 days after initiation of therapy (range 32–67%, n=8, p=0,008). In contrast, the pattern of TBR in FDG-PET did not show any clear tendency (median TBR 79%, range 36%-161%, n=8, p=0,73). We then investigated the ability of FLT-PET to differentiate between sensitive and resistant lymphoma cells. Therefore, mice bearing Karpas299 lymphomas were treated with NVP-AUY922 (resistant in vitro) or RAD001 (sensitive in vitro). According to our in vitro results, no effect was seen during treatment with NVP-AUY299 as indicated by about 3-fold tumor growth on day 7 and increase of median TBR in FLT-PET to 162% (range 106–177%, p=0,008, n=8) on day 2. In contrast, mice receiving RAD001 showed a deceleration of tumor development with doubling of tumor volume within the first week (range -20% to + 320%, n=10) that remained fairly constant over the following weeks. FLT-PET imaging indicated a slight increase of TBR correctly reflecting tumor growth kinetics (median=126%, range 60–129%, no p-value). A larger cohort is currently investigated as well as histopathological analysis of explanted lymphomas. The updated data will be presented at the meeting. Conclusion: In contrast to FDG-PET, FLT-PET is able to predict response to specific inhibitors early in the course of the therapy using a anaplastic large cell lymphoma xenograft model and is able to distinguish between sensitive and resistant lymphoma cells. Disclosures: No relevant conflicts of interest to declare.
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Porporato, Silvia, Mattia Bartoli, Alessandro Piovano, Nicolò Pianta, Alberto Tagliaferro, Giuseppe Antonio Elia, Riccardo Ruffo, and Claudio Gerbaldi. "Repurposing Face Masks after Use: From Wastes to Anode Materials for Na-Ion Batteries." Batteries 8, no. 10 (October 14, 2022): 183. http://dx.doi.org/10.3390/batteries8100183.
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Nowadays, face masks play an essential role in limiting coronavirus diffusion. However, their disposable nature represents a relevant environmental issue. In this work, we propose the utilization of two types of disposed (waste) face masks to prepare hard carbons (biochar) by pyrolytic conversion in mild conditions. Moreover, we evaluated the application of the produced hard carbons as anode materials in Na-ion batteries. Pristine face masks were firstly analyzed through infrared spectroscopy and thermogravimetric analysis. The pyrolysis of both mask types resulted in highly disordered carbons, as revealed by field-emission scanning electron microscopy and Raman spectroscopy, with a very low specific surface area. Anodes prepared with these carbons were tested in laboratory-scale Na-metal cells through electrochemical impedance spectroscopy, cyclic voltammetry and galvanostatic cycling, displaying an acceptable specific capacity along a wide range of current regimes, with a good coulombic efficiency (>98% over at least 750 cycles). As a proof of concept, the anodes were also used to assemble a Na-ion cell in combination with a Na3V2(PO4)2F3 (NVPF) cathode and tested towards galvanostatic cycling, with an initial capacity of almost 120 mAhg−1 (decreasing at about 47 mAhg−1 after 50 cycles). Even though further optimization is required for a real application, the achieved electrochemical performances represent a preliminary confirmation of the possibility of repurposing disposable face masks into higher-value materials for Na-ion batteries.
Conference papers on the topic "NvPM emissions"
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Ahrens, Denise, Yoann Méry, Adrien Guénard, and Richard C. Miake-Lye. "A New Approach to Estimate Particulate Matter Emissions From Ground Certification Data: The nvPM Mission Emissions Estimation Methodology (MEEM)." In ASME Turbo Expo 2022: Turbomachinery Technical Conference and Exposition. American Society of Mechanical Engineers, 2022. http://dx.doi.org/10.1115/gt2022-81277.
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Abstract Estimating non-volatile Particulate Matter (nvPM) — or black carbon — emissions during an aircraft mission is extremely challenging because of the lack of reliable data in flight. For this reason, a detailed study has been undertaken to estimate in-flight emissions from data measured on the ground during engine certification. Aircraft engine emissions certification is based on the “Landing and Take-Off” (LTO) cycle developed by the Committee on Aviation Environmental Protection (CAEP) of the International Civil Aviation Organization (ICAO). It represents operations below 3000ft. The aim of this regulation is to control and reduce pollutant emissions in the vicinity of the airport. Carbon monoxide (CO), unburnt hydrocarbon (UHC), and Nitrogen oxides (NOx) have been regulated using the LTO cycle by different international standards for four decades. New certification standards on nvPM have been introduced recently. The first one, put in place in CAEP10, regulates the peak nvPM mass concentration. It has been in effect since 2020. The second set established in CAEP11 regulates the nvPM mass and number emissions on the LTO cycle and it becomes effective in 2023. With these regulations, manufacturers are now reporting nvPM emissions data publicly. All emissions data of in-production engines, and some legacy engines, are available in the engine emissions data bank (EEDB), downloadable from the European Union Aviation Safety Agency (EASA) website [1]. Methodologies have been proposed to estimate emissions at altitude and calculate total mission emissions for NOx, i.e. the “Boeing Fuel Flow Method” [2] or the “DLR Döpelheuer and Lecht” [3–5] methodology, which are only relying on these publicly available data from the EEDB. In the following, a new methodology for estimating nvPM emissions at altitude is proposed. The methodology was developed and validated in the framework of the CAEP technical working groups. It comprises four dedicated steps. In the present article, the different steps are explained and validation data is provided as applicable. Examples of in-production engines are analyzed, discussed, and compared against the full methodology using proprietary engine performance and emissions certification data. Following the proposed methodology, total nvPM mass and number mission emissions can be estimated and used for emissions inventories and evaluation of climate impacts.
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Kraft, Gerhard E., Fabrice Giuliani, Lukas Pfefferkorn, Nina Paulitsch, and Lukas Andracher. "Heat Resistant Probe Combining Optic and Acoustic Sensors for Advanced Combustion Monitoring Including Detection of Flame Instabilities." In ASME Turbo Expo 2017: Turbomachinery Technical Conference and Exposition. American Society of Mechanical Engineers, 2017. http://dx.doi.org/10.1115/gt2017-63626.
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Jet engines have remained almost entirely mechanical machines for fail-safe reasons, despite the increasing sophistication of modern gas turbines. However, the trend goes toward more electronic devices for a better operation monitoring. This is the late approach called system of systems in aeronautics. New regulations such as the ICAO/CAEP/10 nvPM Standard set limitations on soot emissions. CO reduction is also an issue. One possible strategy toward more efficient combustion and less pollutant emissions is an advanced management of the safety margins. This is combined with an obligation to reduce operation costs. Therefore new measurement techniques are required for precision combustion monitoring during operation. The specific data requested covers the success of ignition, the margin before the lean-blow-out limit, the effective burner load conditions and the stability of combustion. Many optical measurement techniques are available for advanced combustion diagnostics (Warnatz et al 2001). Their main features are precision and non-intrusivity. However, if these techniques are commonly used in a combustion laboratory or on a test-bench, no application had a breakthrough so far on a flying system. The implementation of optical devices in the aggressive environment of a combustor is challenging. Some critical details are for instance the need for a permanently transparent optical interface or the thermal protection of the sensitive parts. In the scope of the project “emotion” subsidised by the FFG, a heat resistant probe combining optic and acoustic sensors was developed for this purpose. This probe will make advanced combustion monitoring possible. It will comply with the above mentioned rules or constraints. It could be mounted on the pressure casing with a view on the liner. It will monitor the presence or absence of a flame, it will report on the ignition success or failure, it will compare the observed flame power to the expected load, and detect the presence of a combustion instability. In this paper, several sensors are considered. Three different circuits for optical light intensity measurement are assessed. A combined optical-acoustic sensor arrangement called the Rayleigh-Criterion probe is introduced. This most promising configuration is tested and validated on an atmospheric combustion test rig. The presented results support the further development of this probe, first for use on test benches where this technology can achieve maturity, then towards deployment first in power gas turbines and eventually in aeroengines.
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Okai, Keiichi, Hitoshi Fujiwara, Mitsumasa Makida, and Kazuo Shimodaira. "The effect of the fuel change from petroleum kerosene to HEFA alternative jet fuel on the number of nvPM emission of an RQL gas turbine combustor." In AIAA Scitech 2019 Forum. Reston, Virginia: American Institute of Aeronautics and Astronautics, 2019. http://dx.doi.org/10.2514/6.2019-1772.
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