Impact of Biofuel Blends on Black Carbon Emissions from a Gas Turbine Engine

Evaluation of methods for characterizing the fine particulate matter emissions from aircraft and other diffusion flame combustion aerosol sources

The U. S. Environmental Protection Agency in collaboration with the U. S. Air Force Arnold Engineering Development Complex conducted the VAriable Response In Aircraft nvPM Testing (VARIAnT) 3 and 4 test campaigns to compare nonvolatile particulate matter (nvPM) emissions measurements from a variety of diffusion flame combustion aerosol sources (DFCASs), including a Cummins diesel engine, a diesel powered generator, two gas turbine start carts, a J85-GE-5 turbojet engine burning multiple fuels, and a Mini-CAST soot generator. The VARIAnT research program was devised to understand reported variability in the ARP6320A sampling system nvPM measurements. The VARIAnT research program has conducted four test campaigns to date with the VARIAnT 3 and 4 campaigns devoted to: (1) assessing the response of three different black carbon mass analyzers to particles of different size, morphology, and chemical composition; (2) characterizing the particles generated by 6 different combustion sources according to morphology, effective density, and chemical composition; and (3) assessing any significant difference between black carbon as determined by the 3 mass analyzers and the total PM determined via other techniques. Results from VARIAnT 3 and 4 campaigns revealed agreement of about 20% between the Micro-Soot Sensor, the Cavity Attenuated Phase Shift (CAPS PMSSA) monitor and the thermal-optical reference method for elemental carbon (EC) mass, independent of the calibration source used. For the LII-300, the measured mass concentrations in VARIAnT 3 fall within 18% and in VARIAnT 4 fall within 27% of the reference EC mass concentration when calibrated on a combustor rig in VARIAnT 3 and on an LGT-60 start cart in VARIAnT 4, respectively. It was also found that the three mass instrument types (MSS, CAPS PMSSA, and LII-300) can exhibit different BC to reference EC ratios depending on the emission source that appear to correlate to particle geometric mean mobility diameter, morphology, or some other parameter associated with particle geometric mean diameter (GMD) with the LII-300 showing a slightly stronger apparent trend with GMD. Systematic differences in LII-300 measured mass concentrations have been reduced by calibrating with a turbine combustion as a particle source (combustor or turbine engine). With respect to the particle size measurements, the sizing instruments (TSI SMPS, TSI EEPS, and Cambustion DMS 500) were found to be in general agreement in terms of size distributions and concentrations with some exceptions. Gravimetric measurements of the total aerosol mass produced by the various DFCAs differed from the reference EC, BC and integrated particle size distribution measured aerosol masses. The measurements of particle size distributions and single particle analysis performed using the miniSPLAT indicated the presence of larger particles (≳150 nm) having more compact morphologies, higher effective density, and a composition dominated by OC and containing ash. This increased large particle fraction is also associated with higher values of single scattering albedo measured by the CAPS PMSSA instrument and higher OC measurements. These measurements indicate gas turbine engine emissions can be a more heterogeneous mix of particle types beyond the original E-31 assumption that engine exit exhaust particles are mainly composed of black carbon.

Enhancing Graphitic Carbon Precursors from Coal Pyrolysis: A Comparative Analysis of Microwave Plasma and Conventional Thermal Upgradation Methods

This study investigates and compares the efficacy of conventional thermal pyrolysis and microwave (MW) plasma pyrolysis in upgrading coal-derived precursors. Coal samples presenting a range of ranks were pyrolyzed under various reactive and nonreactive atmospheres using a pyroprobe, with the pyrolyzates analyzed by gas chromatography-mass spectrometry (GC-MS). Comparative MW plasma tests were conducted using a modified countertop MW unit, with condensed products similarly analyzed by GC-MS. A predominant coal devolatilization product-benzene was selected for analyzing the reactive MW plasma upgradation. Results demonstrate that conventional thermal pyrolysis lacks effectiveness in upgrading the precursors. To gain insight into the underlying reasons, chemical kinetic simulations were conducted. Oppositely, reactive MW plasma pyrolysis demonstrated remarkable precursor upgradation. These condensed MW plasma pyrolysis products were then subjected to a carbonization and graphitization heat-treatment with a comprehensive graphitic quality assessment conducted using X-ray diffraction and transmission electron microscopy. After graphitization, the MW plasma-upgraded precursor produced a carbon with a crystallite size several times greater than that of the initial benzene. By MW plasma processing, the poorly graphitizable benzene precursor was transformed into a highly graphitizable precursor comparable to coal tar pitch. The underlying reasons for this significant improvement were investigated by analyzing the compositional changes in the precursor under various reactive environments.

Investigation of Combustion of the Gas Turbine Engine from Kerosene and Biokerosene and Their Soot Characteristics in Diffusion Flames

Performances, emissions from the gas turbine engine, and soot formations in diffusion flames of kerosene (Jet A1) and its mixture with 5% by volume bioparaffins (known as BK-5) are reported in the present study. A Rover 1S/60 gas turbine engine was used for recording performance parameters and emissions. Soot characteristics were investigated in smoke-free coannular wick-fed diffusion flames. This study is the next step that must be performed in the certification process of a new aviation biofuel before it is tested in the aircraft. The results show that BK-5 produced a similar performance against Jet A1. Throughout the whole power range under investigation, BK-5 emitted 3.4% NOx higher than Jet A1, while Jet A1 released CO and HC at the rates that are, respectively, 1.8 and 4.5% greater than its counterpart. The soot emissions from the BK-5 and Jet A1 were comparable across the measured flame height range. The results encouraged future studies to carry out the modern engine and flight tests. The production process for bioparaffins employed in this work has been demonstrated to be viable and appropriate for tropical developing nations. The current process should also continue to be improved by eliminating high-distillation temperature components in bioparaffins.

Review: Particulate Matter Emissions from Aircraft

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.

Reactivity Model as a Tool to Compare the Combustion Process in Aviation Turbine Engines Powered by Synthetic Fuels

The paper aims to verify the thesis that the reactivity model, developed in earlier research, can be used to compare the fuels combustion processes in turbine engines, which is important for predicting the behavior of different alternative fuels in combustion process. Synthetic blending components from alcohol to jet and hydroprocessed esters and fatty acids technologies and their blends with conventional jet fuel were used in tests. The undertaken laboratory tests reveal the differences between the properties of the tested fuels. Bench tests were carried out on a test rig with a miniature turbojet engine, according to authorial methodology. For each blend, on selected points of rotational speed the carbon oxide concentration in the exhaust gases was recorded. The obtained results allowed the formulation of empirical power functions describing relations between carbon oxide concentration and fuel mass flow rate. Based on general assumptions, the reactivity model was adopted to compare the combustion processes of the different fuels in turbine engines. The directions of further research on the development of the proposed model were indicated.

Influence of Sustainable Aviation Fuels on the Formation of Contrails and Their Properties

Condensation trails and contrail cirrus are currently responsible for the largest contribution to radiative forcing in the aviation sector, yet they have lifetimes of only a few hours. Their much shorter lifetimes when compared to long-lived greenhouse gases makes them ideal for the implementation of short-term mitigation measures. The use of Sustainable Aviation Fuel (SAF) instead of regular jet fuel has been associated to a reduction in soot particle emissions, leading to a decrease in initial ice crystal numbers in contrails, but also to a possible increase in contrail frequency and contrail ice mass due to higher water vapor emissions. A computational model was used to explore the influence of the variations of soot and water vapor emissions when using SAF and SAF blends in the formation of contrails, their ensuing optical depth, and their lifespan. An increase in frequency of contrails was found in cases where regular jet fuel emissions were close to threshold conditions. Reductions in contrail lifetime of up to 76% were found for contrails with lifetimes of over 30 min, while decreases in optical depth of up to 37% were found for contrails formed in air with a relative humidity of 42% or above. This work provides a better understanding of the potential of SAF as a mitigation measure against the impact of contrails on global warming.