The effects of ambient temperature and relative humidity on particle formation in the jet regime of commercial aircrafts

Gleitsmann, G.; Zellne, R.

doi:10.1016/s1352-2310(98)00062-4

Cited by 11 publications

(3 citation statements)

References 26 publications

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“…The results of S1 and S2 were used to guide and test model studies in many follow‐up papers [ Kärcher , 1996, 1998a, 1998b; Kärcher et al , 1996b, 1998a; Brown et al , 1996b, 1997; Gleitsmann and Zellner , 1998a, 1998b, 1999; Konopka and Vogelsberger , 1997; Andronache and Chameides , 1997, 1998; Taleb et al , 1997; Lukachko et al , 1998; Yu and Turco , 1997, 1998a; Jensen et al , 1998a, 1998b; Garnier and Laverdant , 1999; Tremmel and Schumann , 1999; Zaichik et al , 2000; Starik et al , 2002]. In particular, Yu and Turco [1998a] showed that the measurements can be quantitatively reproduced to good approximation with a plume aerosol model assuming ε = 1.8%, when including enhanced coagulation by CIs in the model.…”

Section: Resultsmentioning

confidence: 99%

Influence of fuel sulfur on the composition of aircraft exhaust plumes: The experiments SULFUR 1–7

Schumann¹

2002

J.‐Geophys.‐Res.

137

121

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The series of SULFUR experiments was performed to determine the aerosol particle and contrail formation properties of aircraft exhaust plumes for different fuel sulfur contents (FSC, from 2 to 5500 μg/g), flight conditions, and aircraft (ATTAS, A310, A340, B707, B747, B737, DC8, DC10). This paper describes the experiments and summarizes the results obtained, including new results from SULFUR 7. The conversion fraction ε of fuel sulfur to sulfuric acid is measured in the range 0.34 to 4.5% for an older (Mk501) and 3.3 ± 1.8% for a modern engine (CFM56‐3B1). For low FSC, ε is considerably smaller than what is implied by the volume of volatile particles in the exhaust. For FSC ≥ 100 μg/g and ε as measured, sulfuric acid is the most important precursor of volatile aerosols formed in aircraft exhaust plumes of modern engines. The aerosol measured in the plumes of various aircraft and models suggests ε to vary between 0.5 and 10% depending on the engine and its state of operation. The number of particles emitted from various subsonic aircraft engines or formed in the exhaust plume per unit mass of burned fuel varies from 2 × 1014 to 3 × 1015 kg−1 for nonvolatile particles (mainly black carbon or soot) and is of order 2 × 1017 kg−1 for volatile particles >1.5 nm at plume ages of a few seconds. Chemiions (CIs) formed in kerosene combustion are found to be quite abundant and massive. CIs contain sulfur‐bearing molecules and organic matter. The concentration of CIs at engine exit is nearly 109 cm−3. Positive and negative CIs are found with masses partially exceeding 8500 atomic mass units. The measured number of volatile particles cannot be explained with binary homogeneous nucleation theory but is strongly related to the number of CIs. The number of ice particles in young contrails is close to the number of soot particles at low FSC and increases with increasing FSC. Changes in soot particles and FSC have little impact on the threshold temperature for contrail formation (less than 0.4 K).

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Section: Resultsmentioning

confidence: 99%

Influence of fuel sulfur on the composition of aircraft exhaust plumes: The experiments SULFUR 1–7

Schumann¹

2002

J.‐Geophys.‐Res.

137

121

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“…Modelling of the jet regime of an aircraft plume was performed using a 3-D chemical-dynamics code developed previously [10,11]. Modelling focussed on the temporal evolution of the major HO x , NO x and SO x species using kinetic and mechanistic data optimised for temperatures below 700 K as appropriate for the expanding and cooling plume within a distance of approximately 100 m behind the aircraft.…”

Section: Hes and Plume Modellingmentioning

confidence: 99%

Measurement and prediction of emissions of aerosols and gaseous precursors from gas turbine engines (PartEmis): an overview

Wilson

Petzold

Nyeki

et al. 2004

Aerospace Science and Technology

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An overview of the goals and achievements of the European PartEmis project (Measurement and prediction of emissions of aerosols and gaseous precursors from gas turbine engines) is discussed in this paper. PartEmis is focussed on the characterisation and quantification of exhaust emissions from a gas turbine engine. The engine was composed of a combustor and a unit to simulate a 3-shaft turbine section (so-called Hot End Simulator; HES). A comprehensive suite of aerosol, gas and chemi-ion measurements were conducted under different, (i) combustor and HES operating conditions, (ii) fuel sulphur and APA101 fuel additive concentrations. Aspects of volatile particle formation, growth factors of carbonaceous particles and sulphur (IV)/sulphur (VI) formation have been modelled using one-and multidimensional representations of the HES and nearfield plume, respectively. The combustor chosen in PartEmis behaves like a typical aircraft engine combustor with respect to thermodynamic data as well as to gas and particulate emissions, which suggests that the PartEmis database may be applicable to contemporary aircraft engines.

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“…The reason is that these surfaces may play an important role in some of the reactive trace gas modifications encountered in large-scale perturbations of atmospheric chemical composition. Ice surfaces occur among polar stratospheric clouds (PSCs) at temperatures below the lower stratospheric frost point, − in the form of cirrus clouds , as well as condensation trails (contrails) of jet aircraft, , both at temperatures in the regime 190−220 K as appropriate to the upper troposphere/lower stratosphere , …”

Section: Introductionmentioning

confidence: 99%

Acetone Adsorption on Ice Surfaces in the Temperature Range T = 190−220 K: Evidence for Aging Effects Due to Crystallographic Changes of the Adsorption Sites

2006

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The rate and thermodynamics of the adsorption of acetone on ice surfaces have been studied in the temperature range T = 190-220 K using a coated-wall flow tube reactor (CWFT) coupled with QMS detection. Ice films of 75 +/- 25 microm thickness were prepared by coating the reactor using a calibrated flow of water vapor. The rate coefficients for adsorption and desorption as well as adsorption isotherms have been derived from temporal profiles of the gas phase concentration at the exit of the flow reactor together with a kinetic model that has recently been developed in our group to simulate reversible adsorption in CWFTs (Behr, P.; Terziyski, A.; Zellner, R. Z. Phys. Chem. 2004, 218, 1307-1327). It is found that acetone adsorption is entirely reversible; the adsorption capacity, however, depends on temperature and decreases with the age of the ice film. The aging effect is most pronounced at low acetone gas-phase concentrations (< or = 2.0 x 10(11) molecules/cm(3)) and at low temperatures. Under these conditions, acetone is initially adsorbed with a high rate and high surface coverage that, upon aging, both become lower. This effect is explained by the existence of initially two adsorption sites (1) and (2), which differ in nature and number density and for which the relative fractions change with time. Using two-site dynamic modeling, the rate coefficients for adsorption (k(ads)) and desorption (k(des)) as well as the Langmuir constant (K(L)) and the maximum number of adsorption sites (c(s,max)), as obtained for the adsorption of acetone on sites of types (1) and (2) in the respective temperature range, are k(ads)(1) = 3.8 x 10(-14) T(0.5) cm(3) s(-1), k(des)(1) = 4.0 x 10(11) exp(-5773/T) s(-1), K(L) (1) = 6.3 x 10(-25) exp(5893/T) cm(3), c(s,max)(1) < or = 10(14) cm(-2) and k(ads)(2) = 2.9 x 10(-15) T(0.5) cm(3) s(-1), k(des)(2) = 1.5 x 10(7) exp(-3488/T) s(-1), K(L)(2) = 5.0 x 10(-22) exp(3849/T) cm(3), c(s,max)(2) = 6.0 x 10(14) cm(-2), respectively. On the basis of these results, the adsorption of acetone on aged ice occurs exclusively on sites of type (2). Among the possible explanations for the time-dependent two-site adsorption behavior, i.e., crystallographic differences, molecular or engraved microstructures, or a mixture of the two, we tentatively accept the former, i.e., that the two adsorption sites correspond to cubic (1, I(c)) and hexagonal (2, I(h)) sites. The temporal change of I(c) to I(h) and, hence, the time constants of aging are consistent with independent information in the literature on these phase changes.

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The effects of ambient temperature and relative humidity on particle formation in the jet regime of commercial aircrafts

Cited by 11 publications

References 26 publications

Influence of fuel sulfur on the composition of aircraft exhaust plumes: The experiments SULFUR 1–7

Influence of fuel sulfur on the composition of aircraft exhaust plumes: The experiments SULFUR 1–7

Measurement and prediction of emissions of aerosols and gaseous precursors from gas turbine engines (PartEmis): an overview

Acetone Adsorption on Ice Surfaces in the Temperature Range T = 190−220 K: Evidence for Aging Effects Due to Crystallographic Changes of the Adsorption Sites

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