Prem Lobo - aqrc.ucdavis.edu
Transcript of Prem Lobo - aqrc.ucdavis.edu
Measurement Science and Standards
Sustainable Alternative Jet Fuels –
Development, Deployment, and Emissions Reduction
Long Beach, CA
26 February 2018
Prem Lobo
Development of Alternative Jet Fuels
Measurement Science and Standards2
Factors contributing to development of
alternative jet fuels
Growth in commercial air traffic
Uncertainty of fuel costs
Enhancing the security of energy supply
Environmental benefits
Alternative jet fuels must be compatible
with existing aircraft engines and fuel
handling and storage infrastructure to be
considered “drop in” fuels
Source: U.S. Energy Information Administration
Development of Alternative Jet Fuels
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Petroleum-based fuel Biofuel
Source: CAAFI
Aviation industry’s strategy for reducing emissions
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Source: www.atag.org
Carbon-neutral growth cannot be
achieved without the use of biofuels
Alternative Jet Fuels – Commercial flights
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More than 2500 commercial flights worldwide
powered by various blends of alternative fuel
with conventional Jet A/Jet A-1
Source: Lufthansa
Lufthansa burnFAIR project
JFK Green Lane Program
Source: SkyNRG
United purchased up to 15 million gallons of
sustainable aviation biofuel from AltAir over a
three-year period with option to purchase more
30% biofuel blended with 70% conventional fuel
Source: United
ASTM D4054 Approval Process
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For an alternative fuel to
become approved for use as
either a neat or blended fuel,
it must undergo rigorous
assessment outlined in
ASTM D4054
Standard Practice for Qualification
and Approval of New Aviation
Turbine Fuels and Fuel Additives
Alternative Jet Fuels approved for use in Commercial Aviation
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Specifications for aviation turbine fuels are established by ASTM and the UK MOD
ASTM D7566 (Standard Specification for Aviation Turbine Fuel Containing Synthesized Hydrocarbons)
Annex Approved Details
A1 September
2009
Fischer-Tropsch Hydroprocessed Synthesized Paraffinic Kerosene (SPK) (up to a 50/50 blend with conventional jet fuel)
A2 July
2011
Synthesized Paraffinic Kerosene from Hydroprocessed Esters and Fatty Acids(up to a 50/50 blend of biomass based components with conventional jet fuel)
A3 June
2014
Synthesized Iso-paraffins (SIP) from Hydroprocessed Fermented Sugars (up to a 10% blend of renewable SIP fuel with conventional jet fuel)
A4 November
2015
Synthesized Kerosene with Aromatics derived by alkylation of light aromatics from non-
petroleum sources (FT Synthesized Paraffinic Kerosene plus Aromatics (SPK/A))
A5 April
2016
Alcohol-To-Jet Synthetic Paraffinic Kerosene (ATJ-SPK) (up to a 30% blend with conventional jet fuel)
Regulatory Standards for Aircraft Emissions
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The International Civil Aviation Organization (ICAO) develops regulatory standards for emissions from aircraft engines in terms of
Nitrogen oxides (NOx)
Carbon monoxide (CO)
Unburnt Hydrocarbons (UHC)
Smoke Number (plume visibility)
ICAO Council’s Committee on Aviation Environmental Protection (CAEP) has developed two new standards for aircraft emissions
Carbon dioxide (CO2)
Non-volatile Particulate Matter (nvPM)
Aircraft Engine Emissions – Local air quality
Measurement Science and Standards11
B707
B787
The Landing and Take-off (LTO) cycle is intended to simulate aircraft engine operations that affect local air quality aircraft operations below 3000 feet (915 m) altitude
Aircraft engine emission certification data for NOx, CO, UHC, and smoke are recorded in the ICAO Engine Emissions Databank
Source: European Aviation Environmental Report 2016
Environmental Impacts of Aviation
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Source: Lee et al., 2009, Atmos. Environ., 43, 3520–3537
Emissions from aviation contribute to the Radiative
Forcing (RF) of climate
CO2, NOx, aerosols and their precursors (soot and
sulphate)
Increased cloudiness in the form of persistent linear
contrails and induced-cirrus cloudiness
Aircraft Engine PM Emissions
Aircraft Engine PM emissions
from aircraft engines are
typically presented as the
number or mass of PM
per kg of fuel burned,
or number- and mass-based
emission indices
EIn: number-based emission
index (#/kg fuel burned)
EIm: mass-based emission index
(mg/kg fuel burned)
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Source: Whitefield, P.D. et al., 2008, ACRP Report 9, Transportation Research Board, Washington, D.C.
Aircraft Engine Emission Measurements
Measurements of aircraft main engine and APU emissions
On-wing and in test stands
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nvPM Emissions of an in-production aircraft engine
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Brem et al., 2015, Environ. Sci. Technol., 49, 13149-13157
Investigated the nvPM emissions of an
in-production turbofan engine using
the standardized measurement system
Varied aromatic content from 17.8% to
23.6% by injecting two aromatic solvents
in the engine fuel supply line
Naphthalenes depleted Solvesso 150ND
Solvesso 150
nvPM number and mass EIs were best
correlated with fuel hydrogen content
nvPM Emissions with Synthesized Aromatic Kerosene (SAK)
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Lobo et al., 2018, in prep.
SPKs alone do not make a fit-for-purpose jet fuel – aromatics are required to meet “drop-in” density and materials compatibility needs
Not all aromatics are the same
Shell and Virent have developed Synthesized Aromatic Kerosene (SAK)
Bio-derived feedstocks
100% aromatic 95% mono-aromatics
5% naphthenic-aromatics
Contains no naphthalenes Strong correlation with fuel hydrogen content
Thank you !
Dr. Prem Lobo
Team Leader, Black Carbon Metrology
phone: 613-993-7433
e-mail: [email protected]
web: www.nrc-cnrc.gc.ca
Measurement Science and Standards