Preliminary Investigation into Thermal Degradation Behavior of Mobil Jet Oil II

Andress, J. R.; Overfelt, Ruel A.

doi:10.2514/6.2011-5110

Cited by 4 publications

(3 citation statements)

References 7 publications

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“…Oil burning system was built to simulate the real air. The chamber is made of a bell jar, a aluminum board, tubes, heating device, and weighing device (13). A pump and the automatic TCP sampling system were used to absorb air sample from the chamber for further detection.…”

Section: Oil Buringmentioning

confidence: 99%

Portable Electrochemical Sensor for Detection of Tricresyl-Phosphate

et al. 2011

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Tricresyl-phosphate, a toxic organophosphate, is added widely in jet engine oil, acting as a flame retardant and a plasticizer. On an aircraft where the air is circulated, TCP may enter the cabin and be a hazard to the health of passengers, if oil leakage occurs. Current analytical techniques to detect TCP such as GC-MS, HPLC, and TLC have disadvantages of complex and expensive instrument, trained operators needed. A new portable and easy operating analytical device is needed. In this work, we are describing a hand-held analytical device, for real-time detection of TCP in air. Chemical degradation was carried out in order to get electrochemically active chemical, the cresol. The analytical device is observed to detect cresol in high sensitivity, wide linear range, and high selectivity. The detection limit of TCP is 4 ppb in an air sample.

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Section: Oil Buringmentioning

confidence: 99%

Portable Electrochemical Sensor for Detection of Tricresyl-Phosphate

et al. 2011

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“…1,2 Possible air contaminants inside the airline cabin include carbon monoxide (CO), ozone, excessive amounts of carbon dioxide, and perhaps tricresyl phosphate (TCP), which is an anti-wear additive used in aircraft engine oil. 3 The Federal Aviation Administration (FAA) has regulatory standards regarding maximum acceptable limits of some of these compounds onboard commercial aircraft; however, there are currently no laws that require sensors onboard to monitor the overall air quality or the amount of specific contaminants. 4 CO is one of the specific contaminants of interest onboard commercial aircraft.…”

Section: Introductionmentioning

confidence: 99%

“…Nomenclature C CO (t) = concentration of carbon monoxide inside the sensor evaluation chamber at time, t (ppm) C FTIR (t) = concentration of carbon monoxide inside the FTIR gas analysis chamber at time, t (ppm) CO = carbon monoxide C s (mg/m 3 ) = Source carbon monoxide concentration (mg CO/m 3 ) C s (ppm) = Source carbon monoxide concentration (ppm CO) FAA = Federal Aviation Administration F i = flow rate of carbon monoxide test gas entering the sensor evaluation system (cm 3 /min) F leak = leak rate of room air into the sensor evaluation system (cm 3 /min) F o = flow rate of the gas mixture leaving the sensor evaluation system (cm 3 …”

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confidence: 99%

Overview of Commercial Electrochemical Carbon Monoxide Sensors for Aircraft Applications

Andress

McCall

Overfelt

et al. 2012

42nd International Conference on Environmental Systems

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In most commercial airliners, the air that is used to pressurize the cabin and provide safe, breathable air to the passengers comes through the bleed-air system which draws compressed air from the engines of the aircraft. However, contamination of this air supply from gases like carbon monoxide (CO) is a potential problem which might compromise the safety of the passengers and crew; therefore, the Federal Aviation Administration has set a maximum allowable concentration of CO gas in the cabin. There are ongoing efforts to find reliable sensors that are capable of accurately measuring the amounts of CO onboard aircraft. In this study, a total of ten commercially available, electrochemical CO sensors and sensor packages have been selected for testing in an environmentally sealed chamber where the total pressure and CO gas concentration could be controlled. The sensors were evaluated at total pressures of 101.3 kPa (1 atm), 87.5 kPa (4000 feet altitude equivalent), and 75.3 kPa (8000 feet altitude equivalent) which are a selection of the pressures typically encountered during the various stages of commercial airline flight. In addition, the effect of molecular oxygen on the sensors' performance was evaluated. The concentrations of CO used in this study ranged from 18 to 250 ppm CO and were supplied from pre-mixed tanks with the balance of the gas being nitrogen. The concentration of the CO inside the sensor chamber was monitored by a Perkin-Elmer Spectrum GX Fourier Transform Infrared spectrometer (FTIR). A review of the performance of the commercial CO sensors in this environment is presented.Nomenclature C CO (t) = concentration of carbon monoxide inside the sensor evaluation chamber at time, t (ppm) C FTIR (t) = concentration of carbon monoxide inside the FTIR gas analysis chamber at time, t (ppm) CO = carbon monoxide C s (mg/m 3 ) = Source carbon monoxide concentration (mg CO/m 3 ) C s (ppm) = Source carbon monoxide concentration (ppm CO) FAA = Federal Aviation Administration F i = flow rate of carbon monoxide test gas entering the sensor evaluation system (cm 3 /min) F leak = leak rate of room air into the sensor evaluation system (cm 3 /min) F o = flow rate of the gas mixture leaving the sensor evaluation system (cm 3 /min) FTIR = Fourier Transform Infrared spectrometer/spectroscopy M = molar mass of carbon monoxide (28.0101 g/mol) P = atmospheric pressure (101.3 kPa) PPM = parts per million P sys = pressure inside the sensor evaluation system (kPa) R = universal gas constant (8.3145 m 3 ·Pa/K·mol) SCCM = standard cubic centimeter per minute 2 TCP = tricresyl phosphate T = room temperature (293 K) t = duration of carbon monoxide test gas flow into the sensor evaluation system (min) Vol chamber = Volume of the sensor evaluation chamber (cm 3 ) Vol FTIR = Volume of the FTIR gas analysis chamber (cm 3 )

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