Characterizing and Predicting nvPM Size Distributions for Aviation Emission Inventories and Environmental Impact.

Concerns about civil aviation's air quality and environmental impacts have led to recent regulations on nonvolatile particulate matter (nvPM) mass and number emissions. Although these regulations do not mandate measuring particle size distribution (PSD), understanding PSDs is vital for assessing the environmental impacts of aviation nvPM. This study introduces a comprehensive data set detailing PSD characteristics of 42 engines across 19 turbofan types, ranging from unregulated small business jets to regulated large commercial aircraft. Emission tests were independently performed by using the European and Swiss reference nvPM sampling and measurement systems with parallel PSD measurements. The geometric mean diameter (GMD) at the engine exit strongly correlated with the nvPM number-to-mass ratio (N/M) and thrust, varying from 7 to 52 nm. The engine-exit geometric standard deviation ranged from 1.7 to 2.5 (mean of 2.05). The study proposes empirical correlations to predict GMD from N/M data of emissions-certified engines. These predictions are expected to be effective for conventional rich-burn engines and might be extended to novel combustor technologies if additional data become available. The findings support the refinement of emission models and help in assessing the aviation non-CO2 climate and air quality impacts.

Corelease of Genotoxic Polycyclic Aromatic Hydrocarbons and Nanoparticles from a Commercial Aircraft Jet Engine - Dependence on Fuel and Thrust.

Jet engines are important contributors to global CO2 emissions and release enormous numbers of ultrafine particles into different layers of the atmosphere. As a result, aviation emissions are affecting atmospheric chemistry and promote contrail and cloud formation with impacts on earth's radiative balance and climate. Furthermore, the corelease of nanoparticles together with carcinogenic polycyclic aromatic hydrocarbons (PAHs) affects air quality at airports. We studied exhausts of a widely used turbofan engine (CFM56-7B26) operated at five static thrust levels (idle, 7, 30, 65, and 85%) with conventional Jet A-1 fuel and a biofuel blend composed of hydro-processed esters and fatty acids (HEFA). The particles released, the chemical composition of condensable material, and the genotoxic potential of these exhausts were studied. At ground operation, particle number emissions of 3.5 and 0.5 × 1014 particles/kg fuel were observed with highest genotoxic potentials of 41300 and 8800 ng toxicity equivalents (TEQ)/kg fuel at idle and 7% thrust, respectively. Blending jet fuel with HEFA lowered PAH and particle emissions by 7-34% and 65-67% at idle and 7% thrust, respectively, indicating that the use of paraffin-rich biofuels is an effective measure to reduce the exposure of airport personnel to nanoparticles coated with genotoxic PAHs (Trojan horse effect).

Responses of reconstituted human bronchial epithelia from normal and health-compromised donors to non-volatile particulate matter emissions from an aircraft turbofan engine.

Health effects of particulate matter (PM) from aircraft engines have not been adequately studied since controlled laboratory studies reflecting realistic conditions regarding aerosols, target tissue, particle exposure and deposited particle dose are logistically challenging. Due to the important contributions of aircraft engine emissions to air pollution, we employed a unique experimental setup to deposit exhaust particles directly from an aircraft engine onto reconstituted human bronchial epithelia (HBE) at air-liquid interface under conditions similar to in vivo airways to mimic realistic human exposure. The toxicity of non-volatile PM (nvPM) from a CFM56-7B26 aircraft engine was evaluated under realistic engine conditions by sampling and exposing HBE derived from donors of normal and compromised health status to exhaust for 1 h followed by biomarker analysis 24 h post exposure. Particle deposition varied depending on the engine thrust levels with 85% thrust producing the highest nvPM mass and number emissions with estimated surface deposition of 3.17 × 109 particles cm-2 or 337.1 ng cm-2. Transient increase in cytotoxicity was observed after exposure to nvPM in epithelia derived from a normal donor as well as a decrease in the secretion of interleukin 6 and monocyte chemotactic protein 1. Non-replicated multiple exposures of epithelia derived from a normal donor to nvPM primarily led to a pro-inflammatory response, while both cytotoxicity and oxidative stress induction remained unaffected. This raises concerns for the long-term implications of aircraft nvPM for human pulmonary health, especially in occupational settings.

Reduction of Nonvolatile Particulate Matter Emissions of a Commercial Turbofan Engine at the Ground Level from the Use of a Sustainable Aviation Fuel Blend.

Nonvolatile particulate matter (nvPM) emissions from aircraft turbine engines deteriorate air quality and contribute to climate change. These emissions can be reduced using sustainable aviation fuels (SAFs). Here, we investigate the effects of a 32% SAF blend with fossil fuel on particle size distributions and nvPM emission indices of a widely used turbofan engine. The experiments were conducted in a test cell using a standardized sampling and measurement system. The geometric mean diameter (GMD) increased with thrust from ∼8 nm at idle to ∼40 nm at take-off, and the geometric standard deviation (GSD) was in the range of 1.74-2.01. The SAF blend reduced the GMD and GSD at each test point. The nvPM emission indices were reduced most markedly at idle by 70% in terms of nvPM mass and 60% in terms of nvPM number. The relative reduction of nvPM emissions decreased with the increasing thrust. The SAF blend reduced the nvPM emissions from the standardized landing and take-off cycle by 20% in terms of nvPM mass and 25% in terms of nvPM number. This work will help develop standardized models of fuel composition effects on nvPM emissions and evaluate the impacts of SAF on air quality and climate.

Nonvolatile Particulate Matter Emissions of a Business Jet Measured at Ground Level and Estimated for Cruising Altitudes.

Business aviation is a relatively small but steadily growing and little investigated emission source. Regarding emissions, aircraft turbine engines rated at and below 26.7 kN thrust are certified only for visible smoke and are excluded from the nonvolatile particulate matter (nvPM) standard. Here, we report nvPM emission characteristics of a widely used small turbofan engine determined in a ground test of a Dassault Falcon 900EX business jet. These are the first reported nvPM emissions of a small in-production turbofan engine determined with a standardized measurement system used for emissions certification of large turbofan engines. The ground-level measurements together with a detailed engine performance model were used to predict emissions at cruising altitudes. The measured nvPM emission characteristics strongly depended on engine thrust. The geometric mean diameter increased from 17 nm at idle to 45 nm at take-off. The nvPM emission indices peaked at low thrust levels (7 and 40% take-off thrust in terms of nvPM number and mass, respectively). A comparison with a commercial airliner shows that a business jet may produce higher nvPM emissions from flight missions as well as from landing and take-off operations. This study will aid the development of emission inventories for small aircraft turbine engines and future emission standards.

Non-volatile particle emissions from aircraft turbine engines at ground-idle induce oxidative stress in bronchial cells.

Aircraft emissions contribute to local and global air pollution. Health effects of particulate matter (PM) from aircraft engines are largely unknown, since controlled cell exposures at relevant conditions are challenging. We examined the toxicity of non-volatile PM (nvPM) emissions from a CFM56-7B26 turbofan, the world's most used aircraft turbine using an unprecedented exposure setup. We combined direct turbine-exhaust sampling under realistic engine operating conditions and the Nano-Aerosol Chamber for In vitro Toxicity to deposit particles onto air-liquid-interface cultures of human bronchial epithelial cells (BEAS-2B) at physiological conditions. We evaluated acute cellular responses after 1-h exposures to diluted exhaust from conventional or alternative fuel combustion. We show that single, short-term exposures to nvPM impair bronchial epithelial cells, and PM from conventional fuel at ground-idle conditions is the most hazardous. Electron microscopy of soot reveals varying reactivity matching the observed cellular responses. Stronger responses at lower mass concentrations suggest that additional metrics are necessary to evaluate health risks of this increasingly important emission source.

Characterization of Gas-Phase Organics Using Proton Transfer Reaction Time-of-Flight Mass Spectrometry: Aircraft Turbine Engines.

Nonmethane organic gas emissions (NMOGs) from in-service aircraft turbine engines were investigated using a proton transfer reaction time-of-flight mass spectrometer (PTR-ToF-MS) at an engine test facility at Zurich Airport, Switzerland. Experiments consisted of 60 exhaust samples for seven engine types (used in commercial aviation) from two manufacturers at thrust levels ranging from idle to takeoff. Emission indices (EIs) for more than 200 NMOGs were quantified, and the functional group fractions (including acids, carbonyls, aromatics, and aliphatics) were calculated to characterize the exhaust chemical composition at different engine operation modes. Total NMOG emissions were highest at idling with an average EI of 7.8 g/kg fuel and were a factor of ∼40 lower at takeoff thrust. The relative contribution of pure hydrocarbons (particularly aromatics and aliphatics) of the engine exhaust decreased with increasing thrust while the fraction of oxidized compounds, for example, acids and carbonyls increased. Exhaust chemical composition at idle was also affected by engine technology. Older engines emitted a higher fraction of nonoxidized NMOGs compared to newer ones. Idling conditions dominated ground level organic gas emissions. Based on the EI determined here, we estimate that reducing idle emissions could substantially improve air quality near airports.

Assessment of Particle Pollution from Jetliners: from Smoke Visibility to Nanoparticle Counting.

Aviation is a substantial and a fast growing emissions source. Besides greenhouse gases, aircraft engines emit black carbon (BC), a climate forcer and air pollutant. Aviation BC emissions have been regulated and estimated through exhaust smoke visibility (smoke number). Their impacts are poorly understood because emission inventories lack representative data. Here, we measured BC mass and number-based emissions of the most popular airliner's engines according to a new emission standard. We used a calibrated engine performance model to determine the emissions on the ground, at cruise altitude, and over entire flight missions. Compared to previous estimates, we found up to a factor of 4 less BC mass emitted from the standardized landing and takeoff cycle and up to a factor of 40 less during taxiing. However, the taxi phase accounted for up to 30% of the total BC number emissions. Depending on the fuel composition and flight distance, the mass and number-based emission indices (/kg fuel burned) were 6.2-14.7 mg and 2.8 × 1014 - 8.7 × 1014, respectively. The BC mass emissions per passenger-km were similar to gasoline vehicles, but the number-based emissions were relatively higher, comparable to old diesel vehicles. This study provides representative data for models and will lead to more accurate assessments of environmental impacts of aviation.

Effects of Fuel Aromatic Content on Nonvolatile Particulate Emissions of an In-Production Aircraft Gas Turbine.

Aircraft engines emit particulate matter (PM) that affects the air quality in the vicinity of airports and contributes to climate change. Nonvolatile PM (nvPM) emissions from aircraft turbine engines depend on fuel aromatic content, which varies globally by several percent. It is uncertain how this variability will affect future nvPM emission regulations and emission inventories. Here, we present black carbon (BC) mass and nvPM number emission indices (EIs) as a function of fuel aromatic content and thrust for an in-production aircraft gas turbine engine. The aromatics content was varied from 17.8% (v/v) in the neat fuel (Jet A-1) to up to 23.6% (v/v) by injecting two aromatic solvents into the engine fuel supply line. Fuel normalized BC mass and nvPM number EIs increased by up to 60% with increasing fuel aromatics content and decreasing engine thrust. The EIs also increased when fuel naphthalenes were changed from 0.78% (v/v) to 1.18% (v/v) while keeping the total aromatics constant. The EIs correlated best with fuel hydrogen mass content, leading to a simple model that could be used for correcting fuel effects in emission inventories and in future aircraft engine nvPM emission standards.

Electron microscopic study of soot particulate matter emissions from aircraft turbine engines.

The microscopic characteristics of soot particulate matter (PM) in gas turbine exhaust are critical for an accurate assessment of the potential impacts of the aviation industry on the environment and human health. The morphology and internal structure of soot particles emitted from a CFM 56-7B26/3 turbofan engine were analyzed in an electron microscopic study, down to the nanoscale, for ∼ 100%, ∼ 65%, and ∼ 7% static engine thrust as a proxy for takeoff, cruising, and taxiing, respectively. Sampling was performed directly on transmission electron microscopy (TEM) grids with a state-of-the-art sampling system designed for nonvolatile particulate matter. The electron microscopy results reveal that ∼ 100% thrust produces the highest amount of soot, the highest soot particle volume, and the largest and most crystalline primary soot particles with the lowest oxidative reactivity. The opposite is the case for soot produced during taxiing, where primary soot particles are smallest and most reactive and the soot amount and volume are lowest. The microscopic characteristics of cruising condition soot resemble the ones of the ∼ 100% thrust conditions, but they are more moderate. Real time online measurements of number and mass concentration show also a clear correlation with engine thrust level, comparable with the TEM study. The results of the present work, in particular the small size of primary soot particles present in the exhaust (modes of 24, 20, and 13 nm in diameter for ∼ 100%, ∼ 65% and ∼ 7% engine thrust, respectively) could be a concern for human health and the environment and merit further study. This work further emphasizes the significance of the detailed morphological characteristics of soot for assessing environmental impacts.

Household light makes global heat: high black carbon emissions from kerosene wick lamps.

Kerosene-fueled wick lamps used in millions of developing-country households are a significant but overlooked source of black carbon (BC) emissions. We present new laboratory and field measurements showing that 7-9% of kerosene consumed by widely used simple wick lamps is converted to carbonaceous particulate matter that is nearly pure BC. These high emission factors increase previous BC emission estimates from kerosene by 20-fold, to 270 Gg/year (90% uncertainty bounds: 110, 590 Gg/year). Aerosol climate forcing on atmosphere and snow from this source is estimated at 22 mW/m² (8, 48 mW/m²), or 7% of BC forcing by all other energy-related sources. Kerosene lamps have affordable alternatives that pose few clear adoption barriers and would provide immediate benefit to user welfare. The net effect on climate is definitively positive forcing as coemitted organic carbon is low. No other major BC source has such readily available alternatives, definitive climate forcing effects, and cobenefits. Replacement of kerosene-fueled wick lamps deserves strong consideration for programs that target short-lived climate forcers.