Airborne observations of aircraft aerosol emissions I: Total nonvolatile particle emission indices

Anderson, B. E.; Cofer, Wesley R.; Bagwell, Donald R.; Barrick, John; Hudgins, C. H.; Joyce, E.

doi:10.1029/98gl00063

Cited by 79 publications

(53 citation statements)

References 7 publications

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“…EI soot = 0.323 × 10 15 kg −1 and EI soot = 0.236 × 10 15 kg −1 are chosen for the A319 and A380, respectively, being representative estimates for regional and large aircraft (Eyers et al, 2004, their Döpelheuer (2002). The values are in good general agreement with the few measurements of soot emission of cruising airliners with different engines (1.8-6 × 10 14 ) (Anderson et al, 1998;Petzold et al, 1999;Schumann et al, 2002) and with the decrease of soot number emission indices for more modern engines (Petzold et al, 2005). However, the previous soot emission measurements were taken behind aircraft with low power settings.…”

Section: Atmospheric Conditions and Contrail Initializationsupporting

confidence: 76%

Aircraft type influence on contrail properties

et al. 2013

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Abstract. The investigation of the impact of aircraft parameters on contrail properties helps to better understand the climate impact from aviation. Yet, in observations, it is a challenge to separate aircraft and meteorological influences on contrail formation. During the CONCERT campaign in November 2008, contrails from 3 Airbus passenger aircraft of types A319-111, A340-311 and A380-841 were probed at cruise under similar meteorological conditions with in situ instruments on board DLR research aircraft Falcon. Within the 2 min-old contrails detected near ice saturation, we find similar effective diameters D eff (5.2-5.9 µm), but differences in particle number densities n ice (162-235 cm −3 ) and in vertical contrail extensions (120-290 m), resulting in large differences in contrail optical depths τ at 550 nm (0.25-0.94). Hence larger aircraft produce optically thicker contrails.Based on the observations, we apply the EULAG-LCM model with explicit ice microphysics and, in addition, the Contrail and Cirrus Prediction (CoCiP) model to calculate the aircraft type impact on young contrails under identical meteorological conditions. The observed increase in τ for heavier aircraft is confirmed by the models, yet for generally smaller τ . CoCiP model results suggest that the aircraft dependence of climate-relevant contrail properties persists during contrail lifetime, adding importance to aircraftdependent model initialization. We finally derive an analytical relationship between contrail, aircraft and meteorological parameters. Near ice saturation, contrail width × τ scales linearly with the fuel flow rate, as confirmed by observations. For higher relative humidity with respect to ice (RHI), the analytical relationship suggests a non-linear increase in the form (RHI-1) 2/3 . Summarized, our combined results could help to more accurately assess the climate impact from aviation using an aircraft-dependent contrail parameterization.

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Section: Atmospheric Conditions and Contrail Initializationsupporting

confidence: 76%

Aircraft type influence on contrail properties

et al. 2013

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“…A few flights were devoted to sampling of mature contrails. The T-39 carried the AFRL CIMS along with aerosol samplers and a nondispersive infrared CO2 sensor from NASA Langley Research Center [Anderson et al, 1998a[Anderson et al, , 1998c.…”

Section: Methodsmentioning

confidence: 99%

“…The visible properties of contrails change [Busen and Schumann, 1995; Gierens and Schumann, 1996], and the concentrations of volatile aerosol particles in jet engine plumes increase significantly [Anderson et al, 1998a[Anderson et al, , 1998b The only direct measurement of total sulfuric acid in exhaust plumes at cruise altitudes [Curtius et al, 1998] sets a lower limit of 0.34% on conversion. Other indirect measurements also support this lower degree of conversion, indicating that less than 2% of total fuel sulfur participates in aerosol formation [Brown et al, 1996a;Karcher et al, 1998;Yu and Turco, 1998].…”

Section: Introductionmentioning

confidence: 99%

Chemical ionization mass spectrometric measurements of SO₂ emissions from jet engines in flight and test chamber operations

Hunton¹,

Ballenthin²,

Borghetti³

et al. 2000

J. Geophys. Res.

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Abstract. We report the results of two measurements of the concentrations and emission indices of gas-phase sulfur dioxide (EI(SO,-)) in the exhaust of an F100-200E turbofan engine. The broad goals of both experiments were to obtain exhaust sulfur speciation and aerosol properties as a function of fuel sulfur content. In the first campaign, an In all experiments the measured EI(SO2) was consistent with essentially all of the fuel sulfur appearing as gas-phase SO2 in the exhaust. However, accurate determination of S(IV) to S(VI) conversion was hampered by inconsistencies in the assays of total fuel sulfur content. IntroductionSulfur in the fuels burned by jet aircraft is the source of several gas-phase and aerosol species emitted in engine exhaust plumes, including SO2, SO3, H2SO 4, sulfate aerosols, and activated soot particles. These species contribute to the impact of the civil and military air fleets on upper troposphere/ lower-stratosphere chemistry, aerosol loading, contrail and cloud formation, radiation balance, and ozone concentration

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“…[285][286][287][288] Visible smoke emissions from aircraft engines were first regulated by the 1970 Clean Air Act. The engine manufactures retrofitted jet aircraft with smokeless combustors by 1978, 289 and there is little published research on soot emissions from gas turbines from the late 1970s until the mid-1990s.…”

Section: Aircraft Turbinesmentioning

confidence: 99%

Combustion Aerosols: Factors Governing Their Size and Composition and Implications to Human Health

Lighty

Veranth

Sarofim

2000

Journal of the Air & Waste Management Association

1,022

600

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Particulate matter (PM) emissions from stationary combustion sources burning coal, fuel oil, biomass, and waste, and PM from internal combustion (IC) engines burning gasoline and diesel, are a significant source of primary particles smaller than 2.5 µm (PM 2.5 ) in urban areas. Combustion-generated particles are generally smaller than geologically produced dust and have unique chemical composition and morphology. The fundamental processes affecting formation of combustion PM and the emission characteristics of important applications are reviewed. Particles containing transition metals, ultrafine particles, and soot are emphasized because these types of particles have been studied extensively, and their emissions are controlled by the fuel composition and the oxidant-temperature-mixing history from the flame to the stack. There is a need for better integration of the combustion, air pollution control, atmospheric chemistry, and inhalation health research communities. Epidemiology has demonstrated that susceptible individuals are being harmed by ambient PM. Particle surface area, number of ultrafine particles, bioavailable transition metals, polycyclic aromatic hydrocarbons (PAH), and other particle-bound organic compounds are suspected to be more important than particle mass in determining the effects of air pollution. Time-and size-resolved PM measurements are needed for testing mechanistic toxicological hypotheses, for characterizing the relationship between combustion operating conditions and transient emissions, and for source apportionment studies to develop air quality plans. Citations are provided to more specialized reviews, and the concluding comments make suggestions for further research.

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Airborne observations of aircraft aerosol emissions I: Total nonvolatile particle emission indices

Cited by 79 publications

References 7 publications

Aircraft type influence on contrail properties

Aircraft type influence on contrail properties

Chemical ionization mass spectrometric measurements of SO₂ emissions from jet engines in flight and test chamber operations

Combustion Aerosols: Factors Governing Their Size and Composition and Implications to Human Health

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Airborne observations of aircraft aerosol emissions I: Total nonvolatile particle emission indices

Cited by 79 publications

References 7 publications

Aircraft type influence on contrail properties

Aircraft type influence on contrail properties

Chemical ionization mass spectrometric measurements of SO2 emissions from jet engines in flight and test chamber operations

Combustion Aerosols: Factors Governing Their Size and Composition and Implications to Human Health

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Chemical ionization mass spectrometric measurements of SO₂ emissions from jet engines in flight and test chamber operations