[PPT] - EXCAVATE Bruce Anderson, Lee Thornhill, Eddie Winstead, Charles PowerPoint Presentation

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Experiment to Characterize Aircraft Volatile Aerosol and Trace-Species Emissions

EXCAVATE

Bruce Anderson, Lee Thornhill, Eddie Winstead, Charles Hudgins, Jim Plant and Sandy Branham NASA Langley Research Center

757-864-5850 b.e.anderson@larc.nasa.gov

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University of Minnesota – David Pui, Hee Siew Han Aerodyne Research – Rick Miake-Lye, Joda Wormhoudt, Hacene Boudries, Doug Worsnop, Manjula Canagaratna Air Force Lab – Tom Miller, John Ballenthin, Don Hunton, Al Viggiano AEDC – Bob Hiers, Robert Howard

U. California Irvine – Don Blake, Murray McEchern

NASA Glen – Paul Penko, Clarence Chang

Participants/Contributors

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Project Sponsors

Office of Aerospace Technology Ultra-Efficient Engine Technology Program Environmental Effects Element Chowen Wey, Manager Office of Earth Science Radiation Sciences Program Don Anderson, Manager

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Determine exhaust aerosol concentrations and

speciation as a functions of engine power and fuel composition.

Determine fraction of fuel S converted from S(IV)

to S(VI) as a function of engine power and fuel S

Determine density and speciation of exhaust

chemiions

Observe evolution of emissions as plume cools

and ages

Examine the stability/repeatability of measured

particulate emission characteristics

Project Objectives

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Emission Sources

T-38 Talon J85-GE-5A Turbojet Engines 3850 lbs thrust Boeing 757 RB-211-535E4 High Bypass, Turbofan Engines 40,100 lbs thrust

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Measurements

Species/Parameter Technique Group

Engine Parameters Aircraft Systems LaRC Fuel Sulfur Content X-ray Fluorescence LaRC Exhaust Parameters (T, P, Velocity) Pitot tubes, thermocouples LaRC Sample and Exhaust CO2 IR spectrometer LaRC Aerosol Size and Volatility (3 to 100 nm) Nano DMA UM Aerosol Size (10 to 1000 nm) DMA, OPC LaRC & GRC Black Carbon Aethelometer LaRC Nonmethane Hydrocarbons Grab Samples LaRC/UCI SO2, CO2, SO3, H2O, HONO TDL Aerodyne/GRC Aerosol Composition Mass Spectrometer Aerodyne H2SO4, HONO, HNO3, SO2 Chemical Ion Mass Spect AFRL Ion Density Gerdien Condenser AFRL Ion Composition Ion Mass Spec AFRL

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Test Facility

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Aerosol Sampling Probe

0.2 0.4 0.6 0.8 1 50 100 150 200 Dilution Ratio: 1 Dilution Ratio : 2 Dilution Ratio: 3 Dilution Ratio: 7 Particle Penetration Particle Size (nm)

600 oC

8 LPM Isokinetic Flow At 200 m/s Velocity AEDC Design UM Lab Tests

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Sampling Probes

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Sampling Probes

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Probe Stand/Instrument Sled

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Probe Stand/Instrument Sled

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Test Set-up

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Aerosol Sampling Systems

U Minn n ASA NASA LaRC LICOR – CO2 NASA LaRC Aerosol System Aerodyne Aerosol MS P 0 – 50 SLPM MFC PROBE Exhaust Stream Dry N2

Co-located Instruments in Trailer

1/4 inch St. St. 1/2 inch St. St. 20 – 30 feet Sample Pressure

PAGEMS Van

P

Pump

0 – 50 SLPM MFC 0 – 50 SLPM MFC

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Gas Sampling Systems

Inlet Probe

Pitot Tube Static Pressure

0 – 1000 torr

Delta Pressure

0 – 1000 torr Static Total

Aerodyne TDL System AFRL IMS System AFRL CIMS System PAGEMS GRC Van LICOR CO2 NASA - Trailer

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Langley Aerosol System

Inlet Dual DMA Pump HEPA

1 LPM Orifice

P HEPA Sheath Flow #2 500 torr TSI 3025 TSI 3762 TSI 3022 Pump Exhaust

0 – 10 MFM 0 – 10 MFC 0 – 10 MFC 0 – 2 MFC 0 – 2 MFC 0 – 2 MFC 0 – 10 MFM 0 – 10 MFC

Bypass Flow System Flow PMS HSLAS TSI 3760 TSI 3760 Heaters @ 300C PSAP

0 – 2 MFC

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J85-GE Performance Characteristics

50 60 70 80 90 100 200 250 300 350 400 450 500

Exhaust Gas Temperature (C) Engine Power (%)

50 60 70 80 90 100 1.6 1.8 2.0 2.2 2.4 2.6 2.8 3.0

Exhaust Fraction CO2% Engine Power (%)

50 60 70 80 90 100 100 200 300 400 500

Exhaust Velocity (m/s) Engine Power (%)

50 60 70 80 90 100 0.0 0.2 0.4 0.6 0.8 1.0

Mach Number Engine Power (%)

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J85-GE Aerosol Emissions

50 60 70 80 90 100 1E15 1E16

J85-GE Aerosol Emissions 25 m 10 m 1 m Aerosol Number EI (#/kg) Engine Power (%)

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50 60 70 80 90 100 50 100 150 200 250 300 350 400 450 500

1 m 10 m J85-GE Black Carbon Emissions Black Carbon EI (mg/kg) % Engine Power

J85-GE Aerosol Emissions

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J85-GE Emissions

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Impact of Dilution on EI Engine Power

Sample CO2 3200 ppm 1600 ppm 800 ppm 50 60 70 80 90 100 5 10 15 20 25 (X 1.E15)

J85-GE Emissions

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RB-211 Test Sequence

5000 10000 15000 20000 25000 30000 0.9 1.0 1.1 1.2 1.3 1.4 1.5 1.6

Probe at 10 m Probe at 1 m 810 ppmS 1820 ppmS 1050 ppmS RB-211 Engine Test Sequence 26-27 January 2003 Engine Pressure Ratio 1-Second Averaged Data Points

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RB-211 Aerosol Sampling Sequence

11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 1.0 1.1 1.2 1.3 1.4 1.5

25 meter Probe 1 meter Probe

January 26, 1820 ppmS fuel RB211 Test Sequence

Engine Pressure Ratio Universal Time

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RB-211 Performance Characteristics

1.0 1.1 1.2 1.3 1.4 1.5 50 100 150 200 250 300 350 400

B757 Emissions Exhaust Velocity 1 m Behind Exit Plain (m/s) Engine Pressure Ratio

1.0 1.1 1.2 1.3 1.4 1.5 300 350 400 450 500 550 600 650

B757 Emissions Exhaust Gas Temperature (C) Engine Pressure Ratio

1.0 1.1 1.2 1.3 1.4 1.5 2 4 6 8 10

B757 Emissions Fuel Flow Rate (lbs/hr) Engine Pressure Ratio

1.0 1.1 1.2 1.3 1.4 1.5 1.5 2.0 2.5 3.0 3.5 4.0

B757 Emissions Exhaust CO2 @ 1m (%) Engine Pressure Ratio

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RB-211 Performance Characteristics

5 10 15 20 25 30 35 40 1000 10000

43:1 25:1 RB-211 Plume Dilution EPR Delta CO2 (ppmv) Sampling Distance (m) 1.03 1.15 1.30 1.40

6:1 10:1

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1.0 1.1 1.2 1.3 1.4 1.5 0.00 0.05 0.10 0.15 0.20 0.25 0.30 0.35

RB-211 Gas Phase Emissions 10 m 1 m HONO Emmision Index (g/kg) Engine Pressure Ratio

RB-211 Emissions

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RB-211 Aerosol Emissions

16:30 16:45 17:00 17:15 17:30 17:45 1E14 1E15 1E16 1E17

Start Engine RB-211 Emissions; 1820 ppmS, Run#1 25 m 1 m 1.03 1.5 1.4 1.30 1.15 EPR=1.03 Aerosol Number EI (#/kg) Universal Time

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RB-211 Aerosol Emissions

16:30 16:45 17:00 17:15 17:30 17:45 10 100 1000

RB-211 Emissions; 1820 ppmS, Run#1 1 m 25 m 1.03 1.5 1.4 1.3 1.15 EPR=1.03 Aerosol Mass EI (mg/kg) Universal Time

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RB-211 Aerosol Emissions

1.0 1.1 1.2 1.3 1.4 1.5 0.1 1 10

35 m 25 m 10 m 1 m RB211 Aerosol Emissions 1820 ppmS Fuel Aerosol Number EI x E15/kg Engine Pressure Ratio

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RB-211 Aerosol Emissions

1.0 1.1 1.2 1.3 1.4 1.5

20

20 40 60 80 100 120 140 160

25 m 1 m RB211 Black Carbon Emissions Black Carbon EI (mg/kg) Engine Pressure Ratio

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RB-211 Aerosol Emissions

1.0 1.1 1.2 1.3 1.4 1.5 10 100 1000

Aerosol Emissions - 1820 ppms 35 m 25 m 10 m 1 m Mass EI (mg/m3) Engine Pressure Ratio

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RB-211 Aerosol Emissions

5 10 15 20 25 30 35 40 50 100 150 200 250

1050 ppmS 1820 ppmS RB211 Aerosol Emissions 1.30 Engine Pressure Ratio Aerosol Mass EI (mg/kg) Sampling Distance (m)

5 10 15 20 25 30 35 40 0.1 1 10

1050 ppmS 1820 ppmS RB211 Aerosol Emissions 1.30 Engine Pressure Ratio Aerosol Number EI x E15/kg Sampling Distance (m)

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600 400 200 10

2 3 4 5 6 7 8 9

100

2 3 4 5 6 7 8 9

1000 Aerodynamic Diameter (nm) 60 40 20 Sulphate µg m-3

35m

4000 3000 2000 1000 Organics µg m

3

10

2 3 4 5 6 7 8 9

100

2 3 4 5 6 7 8 9

1000 300 250 200 150 100 50

25m

600 400 200 Organics µg m-3 10

2 3 4 5 6 7 8 9

100

2 3 4 5 6 7 8 9

1000 300 250 200 150 100 50

1m

500 400 300 200 100 10

2 3 4 5 6 7 8 9

100

2 3 4 5 6 7 8 9

1000 50 40 30 20 10 Sulphate µg m

3

10 m

600 400 200 10

2 3 4 5 6 7 8 9

100

2 3 4 5 6 7 8 9

1000 Aerodynamic Diameter (nm) 60 40 20 Sulphate µg m-3

35m

4000 3000 2000 1000 Organics µg m

3

10

2 3 4 5 6 7 8 9

100

2 3 4 5 6 7 8 9

1000 300 250 200 150 100 50

25m

600 400 200 Organics µg m-3 10

2 3 4 5 6 7 8 9

100

2 3 4 5 6 7 8 9

1000 300 250 200 150 100 50

1m

500 400 300 200 100 10

2 3 4 5 6 7 8 9

100

2 3 4 5 6 7 8 9

1000 50 40 30 20 10 Sulphate µg m

3

10 m

Figure 8: Variation of aerodynamic diameter of sulfate (red) and organics (green) as a function of probe distance and measured for engine power of 1.4 EPR.

RB-211 Aerosol Emissions

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15x10

3

10 5 EI Sulfate (g/kg Fuel) 1.5 1.4 1.3 1.2 1.1 810 ppm 1050 ppm 1820 ppm 80x10

3

60 40 20 EI Organics (g /kg Fuel) 1.5 1.4 1.3 1.2 1.1 Engine power (EPR) 810 ppm 1050 ppm 1820 ppm Figure 9: Emission indices versus engine power. Error bars indicated experimental variability

RB-211 Aerosol Emissions

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14x10

3

12 10 8 6 4 2 EI Sulfate (G/Kg Fuel)

35 30 25 20 15 10 5 810 ppm 1050 ppm 1820 ppm

0.10 0.08 0.06 0.04 0.02 0.00 EI Organics (g/Kg Fuel) 35 30 25 20 15 10 5 Probe distance (m) 810 ppm 1050 ppm 1820 ppm Figure 10: Emission indices versus probe distance. Error bars indicated experiment variability

RB-211 Aerosol Emissions

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10 100 10 100 1000 10000 100000

RB-211 Aerosol Emissions 11 9 7 5 3 1 minute after start dN/dLog(Dp) Diameter (nm)

RB-211 Aerosol Emissions

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Bkgnd Stable Operation Transient 1 Transient 2 2000 4000 6000 8000 10000 12000 14000

Ethane

Ethane (pptv) Condition

Bkgnd Stable Operation Transient 1 Transient 2 1000 10000 100000

Ethene

Ethene (pptv) Condition

Bkgnd Stable Operation Transient 1 Transient 2 2000 4000 6000 8000 10000

Benzene

Benzene (pptv) Condition

Bkgnd Stable Operation Transient 1 Transient 2 1000 10000 100000

Ethyne

Ethyne (pptv) Condition

RB-211 Aerosol Emissions

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Summary of Results

Both aircraft emit high concentrations of organic aerosols at low power

settings.

Observed aerosol size distributions were highly dependent upon the

sample dilution ratio

Higher than expected levels of HONO were observed in the B757

exhaust

Chemion densities were consistent with values that are presently being

used in microphysical models

Total particle emission indices were typically a factor of 10 higher at 25

to 35 meters than at 1 meter downstream of the exhaust plane, indicating that significant numbers of new particles form within the exhaust plume as it cools and dilutes.

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Summary of Results

Emission indices for sulfate aerosols were directly dependent on the

fuel sulfur concentration and typically represented ~0.3% fraction of the total sulfur budget.

The concentration of sulfate aerosol increased considerably as

sampling took place progressively further downstream of the exhaust plane, suggesting that sulfate particles form and undergo rapid growth within aircraft exhaust plumes.

Aerosol concentrations and characteristics take several minutes to

reach equilibrium values after changes in engine power. This was particularly notable when the engines were reduced from high to low power, a situation that would be found during the aircraft landing

cycle. In this case, the engines produced high concentrations of large
rganic aerosol particles for several minutes after power was reduced

from a cruise setting to idle.

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