Jet Aircraft Operations: Impact on the Air Environment

George, Ralph E.; Nevitt, John S.; Verssen, J.A.

doi:10.1080/00022470.1972.10469667

Cited by 7 publications

(7 citation statements)

References 1 publication

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“…Every second, somewhere or other, a plane touches down, with a puff of smoke from scorched tire rubber, or rises in the air, leaving a smear of black fumes dissolving in its wake.″ Since David Lodge wrote these lines in Small World in 1984, air travel has quadrupled and made the world even smaller . Already back then, due to growing awareness concerning the environmental impacts of aviation and prospects of supersonic transport, measures were put in place to get rid of the jet engine “scream” and “black fumes”. , The black smoke was not only a nuisance but a matter of safetyit reduced airport visibility . To address this issue, the International Civil Aviation Organization (ICAO) has regulated engine smoke through the smoke number (SN) …”

Section: Introductionmentioning

confidence: 99%

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

Ďurdina

Brem

Setyan

et al. 2017

Environ. Sci. Technol.

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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 × 10 - 8.7 × 10, 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.

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Section: Introductionmentioning

confidence: 99%

“…5,6 The black smoke was not only a nuisance but a matter of safetyit reduced airport visibility. 7 To address this issue, the International Civil Aviation Organization (ICAO) has regulated engine smoke through the smoke number (SN). 8 SN is determined from the reflectance of a filter paper stained by a drawn exhaust sample.…”

Section: ■ Introductionmentioning

confidence: 99%

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

Ďurdina

Brem

Setyan

et al. 2017

Environ. Sci. Technol.

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“…Regulations around the world have been limiting soot emissions since the 1970s. The International Civil Aviation Organization (ICAO) until recently limited only the 'smoke number', essentially visible black smoke from aircraft engines which caused dangerous reductions in visibility around airports (George et al, 1972).…”

Section: Introductionmentioning

confidence: 99%

“…The latter is one of the most important contributors to climate change (Bond et al, 2013) and a component of air pollution known to cause cancer, cardiovascular and respiratory diseases, and it has been correlated with various other illnesses (Niranjan and Thakur, 2017).Regulations around the world have been limiting soot emissions since the 1970s. The International Civil Aviation Organization (ICAO) until recently limited only the 'smoke number', essentially visible black smoke from aircraft engines which caused dangerous reductions in visibility around airports (George et al, 1972).Modern engines have no visible smoke but still produce invisible nanoparticles (Durdina et al, 2017). In 2020, smoke number was replaced with a limit on the mass concentration of non-volatile Particulate Matter (nvPM) and in 2023 an additional limit was placed on the number concentration of nvPM for all new engines with a rated thrust greater than 26.7 kN (ICAO, 2017).…”

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confidence: 99%

Opinion: Eliminating aircraft soot emissions

Trivanovic,

Pratsinis

2023

Preprint

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Abstract. Soot from aircraft engines deteriorates air quality around airports and can contribute to climate change primarily by influencing cloud processes and contrail formation. Simultaneously, aircraft engines emit CO2, nitrogen oxides (NOx) and other pollutants which also negatively affect human health and the environment. While urgent action is needed to reduce all pollutants, strategies to reduce one pollutant may increase another, calling for a need to decrease, for example, the uncertainty associated with soot’s contribution to net Radiative Forcing (RF) in order to design targeted policies that minimize the formation and release of all pollutants. Aircraft soot is characterized by rather small median mobility diameters, dm = 8 – 60 nm, and at high thrust, low (< 25 %) organic carbon to total carbon (OC/TC) ratios while at low thrust the OC/TC can be quite high. Computational models could aid in the design of new aircraft combustors to reduce emissions, but current models struggle to capture the soot dm, and volume fraction, fv measured experimentally. This may be in part due to oversimplification of soot’s irregular morphology in models and a still poor understanding of soot inception. Nonetheless, combustor design can significantly reduce soot emissions through extensive oxidation or near-premixed, lean combustion. For example, lean premixed prevaporized combustors significantly reduce emissions at high thrust by allowing injected fuel to fully vaporize before ignition while low temperatures from very lean jet fuel combustion limit the formation of NOx. Alternative fuels can be used alongside improved combustor technologies to reduce soot emissions. However, current policies and low supply promote the blending of alternative fuels at low ratios (~1 %) for all flights, rather than using high ratios (> 30 %) in a few flights which could meaningfully reduce soot emissions. Here, existing technologies for reducing such emissions through combustor and fuel design will be reviewed to identify strategies that eliminate them.

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“…15 Each service vehicle was assumed to be driven for 50 mi/day, and each vehicle entering HNL was assumed to be driven a distance of 1 mi/visit. Emission amounts for both of these sources were calculated by using the 1970 EPA motor vehicle emission factors for urban driving.…”

Section: Assessment Of the Emission From Ground Operationsmentioning

confidence: 99%