Determination of the emissions from an aircraft auxiliary power unit (APU) during the Alternative Aviation Fuel Experiment (AAFEX)

Kinsey, John S.; Timko, Michaël T.; Herndon, S. C.; Wood, Ezra C.; Yu, Zhenong; Miake-Lye, Richard C.; Lobo, Prem; Whitefield, Philip D.; Hagen, Donald E.; Wey, Changlie; Anderson, B. E.; Beyersdorf, A. J.; Hudgins, C. H.; Thornhill, K. L.; Winstead, Edward L.; Howard, Robert B.; Bulzan, Daniel L.; Tacina, Kathleen M.; Knighton, W. B.

doi:10.1080/10473289.2012.655884

Cited by 54 publications

(37 citation statements)

References 18 publications

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“…For all other load points, TA-Luft may be used as a reference and the measured emission values are within or slightly above the limit . In comparison to CO emission indices found in literature the measured values are well within the accepted range and are between the values published by the ICAO [7] and Kinsey et al [4].…”

Section: Carbon Monoxidesupporting

confidence: 88%

“…For the definition of the P ov , see Eqn. (4). Note that the bleed air mass flow is directed into different piping, so the exhaust gas mass flow does not contain the bleed air, with exception of the minimal bleed air waste mass flow (ṁ BCV ).…”

Section: Thermodynamic Properties Mass Flowsmentioning

confidence: 99%

“…As airports attempt to mitigate pollutants more research has been conducted on the topic of exhaust gas emissions. Kinsey et al [4] determined the exhaust gas emissions of a Honeywell GTCP85-98CK APU using both JP-8 and a coal-derived Fischer Tropsch fuel (FT-2). However, both fuels are not commonly used in civil aviation.…”

Section: Introductionmentioning

confidence: 99%

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Experimental Investigation of Cycle Properties, Noise, and Air Pollutant Emissions of an APS3200 Auxiliary Power Unit

Siebel

Zanger

Huber

et al. 2018

Journal of Engineering for Gas Turbines and Power

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Auxiliary power unit (APU) operators face increasingly stricter airport requirements concerning exhaust gas and noise emission levels. To simultaneously reduce exhaust gas and noise emissions and to satisfy the increasing demand of electric power on board, optimization of the current technology is necessary. Prior to any possible demonstration of optimization potential, detailed data of thermodynamic properties and emissions have to be determined. Therefore, the investigations presented in this paper were conducted at a full-scale APU of an operational aircraft. A Pratt & Whitney APS3200, commonly installed in the Airbus A320 aircraft family, was used for measurements of the reference data. In order to describe the APS3200, the full spectrum of feasible power load and bleed air mass flow combinations were adjusted during the study. Their effect on different thermodynamic and performance properties, such as exhaust gas temperature, pressure as well as electric and overall efficiency is described. Furthermore, the mass flows of the inlet air, exhaust gas and fuel input were determined. Additionally, the work reports the exhaust gas emissions regarding the species CO 2 , CO and NOx as a function of load point. Moreover the acoustic noise emissions are presented and discussed. With the provided data the paper serves as a database for validating numerical simulations and provides a baseline for current APU technology.

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Section: Carbon Monoxidesupporting

confidence: 88%

Section: Thermodynamic Properties Mass Flowsmentioning

confidence: 99%

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Experimental Investigation of Cycle Properties, Noise, and Air Pollutant Emissions of an APS3200 Auxiliary Power Unit

Siebel

Zanger

Huber

et al. 2018

Journal of Engineering for Gas Turbines and Power

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“…Mass-mobility relationships can be used to determine characteristics of particle morphology [20] or to calculate mass distributions from mobility size distributions [21,22]. Previous studies of gas turbine engine exhaust aerosol, based on the measurement of particle mobility size distributions, have assumed that the particles were solid spheres that have unit density [23][24][25][26][27][28] or the bulk density of carbon (1500-1900 kg∕m 3 ) [29][30][31] to determine mass distributions. These assumptions are questionable, as the particles are expected to be nonspherical and follow a fractal-like relationship, causing the effective density to be a function of the particle size.…”

Section: Introductionmentioning

confidence: 99%

Effective Density and Mass-Mobility Exponent of Aircraft Turbine Particulate Matter

Johnson¹,

Olfert²,

Symonds

et al. 2015

Journal of Propulsion and Power

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A centrifugal particle mass analyzer and a modified differential mobility spectrometer were used to measure the mass and mobility of particulate matter emitted by CFM56-5B4/2P, CFM56-7B26/3, and PW4000-100 gas turbine engine sources. The mass-mobility exponent of the particulate matter from the CFM56-5B4/2P engine ranged from 2.68 to 2.82, whereas the effective particle densities varied from 600 to 1250 kg∕m 3 , depending on the static engine thrust and sampling methodology used. The effective particle densities from the CFM56-7B26/3 and PW4000-100 engines also fell within this range. The sample was conditioned with or without a catalytic stripper and with or without dilution, which caused the effective density to change, indicating the presence of condensed semivolatile material on the particles. Variability of the determined effective densities across different engine thrusts, based on the scattering about the line of best fit, was lowest for the diluted samples and highest for the undiluted sample without a catalytic stripper. This variability indicates that the relative amount of semivolatile material produced was engine thrust dependent. It was found that the nonvolatile particulate matter, effective particle density (in kilograms per cubic meter) of the CFM56-5B4/2P engine at relative thrusts below 30% could be approximated using the particle mobility diameter (d me in meters) with 11.92d 2.76−3 me . Nomenclature C = mass-mobility scaling component D m = mass-mobility exponent d me = particle mobility diameter k = mass-mobility prefactor M = suspended particle mass concentration m = particle mass n = particle number concentration

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“…For example, Wilson et al [12] reported on a reduction by up to 12%, for a FT-or a HEFA-fuel, as well as for fatty acid methyl esters (FAME). A reduction in NO x levels was also found in the AAFEX test campaigns, in particular, at high power settings, for CtL and GtL fuels [50][51][52][53].…”

Section: No X Emissionsmentioning

confidence: 93%

About the emissions of alternative jet fuels

2016

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In the last years, several alternative aviation jet fuels have been approved as a response to worldwide concerns on adverse environmental effects of greenhouse gas emissions. However, comprehensive emissions studies are not part of the approval process. When burning a jet fuel, the exhaust gases are a mixture of gaseous specious including aromatics and non-gaseous species, particles, and soot. In addition, these species may affect the growth and lifetime of contrails known to be of influence on the climate due to their radiative forcing. Within this context, the use of synthetic aviation fuels may offer several advantages, going beyond reduced CO 2 emissions. These issues were addressed by studying the combustion of synthetic jet fuels taking into account their individual composition. An overview of what is known on their emission pattern was presented. Mostly, the same general trends were reported for the emissions of interest, for the fuels considered and at the power settings selected, with no adverse emissions effects. In particular, less soot particle emissions were reported, in mass and in number concentration, for GtL, HEFA, and farnesane. Moreover, a strong link between the amount and type of aromatics content of a jet fuel and soot emissions was observed.

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Determination of the emissions from an aircraft auxiliary power unit (APU) during the Alternative Aviation Fuel Experiment (AAFEX)

Cited by 54 publications

References 18 publications

Experimental Investigation of Cycle Properties, Noise, and Air Pollutant Emissions of an APS3200 Auxiliary Power Unit

Experimental Investigation of Cycle Properties, Noise, and Air Pollutant Emissions of an APS3200 Auxiliary Power Unit

Effective Density and Mass-Mobility Exponent of Aircraft Turbine Particulate Matter

About the emissions of alternative jet fuels

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