Calibration of Gas Flow Meters using Choked Flow and an Evacuated Vessel

The measurement of gas flow rates is of great importance in a wide range of modern technologies. This paper introduces a simple, yet accurate technique for in-house calibration of gas FMs (mass and volumetric) even under harsh environmental conditions such as encountered during field measurement campaigns. The method requires only readily available, low cost components: a vessel of known volume, an air pump, a pressure sensor and a metal plate orifice or a needle valve to act as a CO. The unique property of choked flow in the CO is used here for flow calibration. In the method presented here a vessel is evacuated to below the critical pressure ( \u3c 0.53 of upstream pressure) and then allowed to refill with ambient air (or some other process gas) under so-called choked flow conditions through the CO. The method presented here leverages that the flow rate upstream of the CO is not only constant but readily determined from (a) the known V VESS, (b) the measured time rate of change of the absolute pressure in the vessel and (c) the ideal gas law. This calculated flow rate can be used for calibration of FMs. The accuracy of the method depends only on the accuracy of the pressure measurement, the timer and the value of the V VESS. The flow rate computed in this way is found to be in excellent agreement (typically 1% difference) with the flow rate measured by a soap film FM (Gilibrator). As expected from theory this method is found to work for all kinds of CFRs (here: various types of metal plate orifices and needle valves were tested), gas types (here: air, Argon, and CO2) and upstream pressures (here: between 650 hPa and 1400 hPa). The accuracy of this technique (∼1%) is as good as that of standard volume displacement methods (e.g. soap film FMs) (typically 1% difference), the standard of laboratory-based flow calibrators, but less expensive and more suitable for harsh environments

Aircraft-Engine Particulate Matter Emissions from Conventional and Sustainable Aviation Fuel Combustion: Comparison of Measurement Techniques for Mass, Number, and Size

Sustainable aviation fuels (SAFs) have different compositions compared to conventional petroleum jet fuels, particularly in terms of fuel sulfur and hydrocarbon content. These differences may change the amount and physicochemical properties of volatile and non-volatile particulate matter (nvPM) emitted by aircraft engines. In this study, we evaluate whether comparable nvPM measurement techniques respond similarly to nvPM produced by three blends of SAFs compared to three conventional fuels. Multiple SAF blends and conventional (Jet A-1) jet fuels were combusted in a V2527-A5 engine, while an additional conventional fuel (JP-8) was combusted in a CFM56-2C1 engine. We evaluated nvPM mass concentration measured by three real-Time measurement techniques: photoacoustic spectroscopy, laser-induced incandescence, and the extinction-minus-scattering technique. Various commercial instruments were tested, including three laser-induced incandescence (LII) 300s, one photoacoustic extinctiometer (PAX), one micro soot sensor (MSS+), and two cavity-Attenuated phase shift PMSSA (CAPS PMSSA) instruments. Mass-based emission indices (EIm) reported by these techniques were similar, falling within 30ĝ€¯% of their geometric mean for EIm above 100ĝ€¯mg per kg fuel (approximately 10ĝ€¯μgĝ€¯PMĝ€¯m-3 at the instrument); this geometric mean was therefore used as a reference value. Additionally, two integrative measurement techniques were evaluated: filter photometry and particle size distribution (PSD) integration. The commercial instruments used were one tricolor absorption photometer (TAP), one particle soot absorption photometer (PSAP), and two scanning mobility particle sizers (SMPSs). The TAP and PSAP were operated at 5ĝ€¯% and 10ĝ€¯% of their nominal flow rates, respectively, to extend the life of their filters. These techniques are used in specific applications, such as on board research aircraft to determine particulate matter (PM) emissions at cruise. EIm reported by the alternative techniques fell within approximately 50ĝ€¯% of the mean aerosol-phase EIm. In addition, we measured PM-number-based emission indices using PSDs and condensation particle counters (CPCs). The commercial instruments used included TSI SMPSs, a Cambustion differential mobility spectrometer (DMS500), and an AVL particle counter (APC), and the data also fell within approximately 50ĝ€¯% of their geometric mean. The number-based emission indices were highly sensitive to the accuracy of the sampling-line penetration functions applied as corrections. In contrast, the EIm data were less sensitive to those corrections since a smaller volume fraction fell within the size range where corrections were substantial. A separate, dedicated experiment also showed that the operating laser fluence used in the LII 300 laser-induced incandescence instrument for aircraft-engine nvPM measurement is adequate for a range of SAF blends investigated in this study. Overall, we conclude that all tested instruments are suitable for the measurement of nvPM emissions from the combustion of SAF blends in aircraft engines

Aircraft engine particulate matter emissions from sustainable aviation fuels: Results from ground-based measurements during the NASA/DLR campaign ECLIF2/ND-MAX

The use of alternative jet fuels by commercial aviation has increased substantially in recent years. Beside the reduction of carbon dioxide emission, the use of sustainable aviation fuels (SAF) may have a positive impact on the reduction of particulate emissions. This study summarizes the results from a ground-based measurement activity conducted in January 2018 as part of the ECLIF2 ND-MAX campaign in Ramstein, Germany. Two fossil reference kerosenes and three different blends with the renewable fuel component HEFA-SPK (Hydroprocessed Esters and Fatty Acids Synthetic Paraffinic Kerosene) were burned in an A320 with V2527-A5 engines to investigate the effect of fuel naphthalene aromatic content and the corresponding fuel hydrogen content on nonvolatile particle number and mass emissions

A novel MMP12 locus is associated with large artery atherosclerotic stroke using a genome-wide age-at-onset informed approach.

Genome-wide association studies (GWAS) have begun to identify the common genetic component to ischaemic stroke (IS). However, IS has considerable phenotypic heterogeneity. Where clinical covariates explain a large fraction of disease risk, covariate informed designs can increase power to detect associations. As prevalence rates in IS are markedly affected by age, and younger onset cases may have higher genetic predisposition, we investigated whether an age-at-onset informed approach could detect novel associations with IS and its subtypes; cardioembolic (CE), large artery atherosclerosis (LAA) and small vessel disease (SVD) in 6,778 cases of European ancestry and 12,095 ancestry-matched controls. Regression analysis to identify SNP associations was performed on posterior liabilities after conditioning on age-at-onset and affection status. We sought further evidence of an association with LAA in 1,881 cases and 50,817 controls, and examined mRNA expression levels of the nearby genes in atherosclerotic carotid artery plaques. Secondly, we performed permutation analyses to evaluate the extent to which age-at-onset informed analysis improves significance for novel loci. We identified a novel association with an MMP12 locus in LAA (rs660599; p = 2.5×10⁻⁷), with independent replication in a second population (p = 0.0048, OR(95% CI) = 1.18(1.05-1.32); meta-analysis p = 2.6×10⁻⁸). The nearby gene, MMP12, was significantly overexpressed in carotid plaques compared to atherosclerosis-free control arteries (p = 1.2×10⁻¹⁵; fold change = 335.6). Permutation analyses demonstrated improved significance for associations when accounting for age-at-onset in all four stroke phenotypes (p<0.001). Our results show that a covariate-informed design, by adjusting for age-at-onset of stroke, can detect variants not identified by conventional GWAS

Aircraft-Engine Particulate Matter Emissions From Conventional and Sustainable Aviation Fuel Combustion: Comparison of Measurement Techniques for Mass, Number, and Size

13-C-AJFF-MST-010This is an open access article under the terms of the Creative Commons Attribution 4.0 International (CC BY 4.0) license https://creativecommons.org/licenses/by/4.0/. Please cite this article as: Corbin, J. C., Schripp, T., Anderson, B. E., Smallwood, G. J., LeClercq, P., Crosbie, E. C., Achterberg, S., Whitefield, P. D., Miake-Lye, R. C., Yu, Z., Freedman, A., Trueblood, M., Satterfield, D., Liu, W., O fwald, P., Robinson, C., Shook, M. A., Moore, R. H., and Lobo, P.: Aircraft-engine particulate matter emissions from conventional and sustainable aviation fuel combustion: comparison of measurement techniques for mass, number, and size, Atmos. Meas. Tech., 15, 3223\u20133242, https://doi.org/10.5194/amt-15-3223-2022, 2022.Sustainable aviation fuels (SAFs) have different compositions compared to conventional petroleum jet fuels, particularly in terms of fuel sulfur and hydrocarbon content. These differences may change the amount and physicochemical properties of volatile and non-volatile particulate matter (nvPM) emitted by aircraft engines. In this study, we evaluate whether comparable nvPM measurement techniques respond similarly to nvPM produced by three blends of SAFs compared to three conventional fuels. Multiple SAF blends and conventional (Jet A-1) jet fuels were combusted in a V2527-A5 engine, while an additional conventional fuel (JP-8) was combusted in a CFM56-2C1 engine

Application of Ligninolytic Enzymes in the Production of Biofuels from Cotton Wastes

The application of ligninolytic fungi and enzymes is an option to overcome the issues related with the production of biofuels using cotton wastes. In this dissertation, the ligninolytic fungus and enzymes were evaluated as pretreatment for the biochemical conversion of Cotton Gin Trash (CGT) in ethanol and as a treatment for the transformation of cotton wastes biochar in other substances. In biochemical conversion, seven combinations of three pretreatments (ultrasonication, liquid hot water and ligninolytic enzymes) were evaluated on CGT. The best results were achieved by the sequential combination of ultrasonication, hot water, and ligninolytic enzymes with an improvement of 10% in ethanol yield. To improve these results, alkaline-ultrasonication was evaluated. Additionally, Fourier Transform Infrared (FT-IR) and principal component analysis (PCA) were employed as fast methodology to identify structural differences in the biomass. The combination of ultrasonication-alkali hydrolysis, hot liquid water, and ligninolytic enzymes using 15% of NaOH improved 35% ethanol yield compared with the original treatment. Additionally, FT-IR and PCA identified modifications in the biomass structure after different types of pretreatments and conditions. In thermal conversion, this study evaluated the biodepolymerization of cotton wastes biochar using chemical and biological treatments. The chemical depolymerization evaluated three chemical agents (KMnO4, H2SO4, and NaOH), with three concentrations and two environmental conditions. The sulfuric acid treatments performed the largest transformations of the biochar solid phase; whereas, the KMnO4 treatments achieved the largest depolymerizations. The compounds released into the liquid phase were correlated with fulvic and humic acids and silicon compounds. The biological depolymerization utilized four ligninolytic fungi Phanerochaete chrysosporium, Ceriporiopsis subvermispora, Postia placenta, and Bjerkandera adusta. The greatest depolymerization was obtained by C. subvermispora. The depolymerization kinetics of C. subvermispora evidenced the production of laccase and manganese peroxidase and a correlation between depolymerization and production of ligninolytic enzymes. The modifications obtained in the liquid and solid phases showed the production of humic and fulvic acids from the cultures with C. subvermispora. The results of this research are the initial steps for the development of new processes using the ligninolytic fungus and their enzymes for the production of biofuels from cotton wastes

Application of a Hygroscopicity Tandem Differential Mobility Analyzer for Characterizing PM Emissions in Exhaust Plumes from an Aircraft Engine Burning Conventional and Alternative Fuels

In the last several decades, significant efforts have been directed toward better understanding the gaseous and particulate matter (PM) emissions from aircraft gas turbine engines. However, limited information is available on the hygroscopic properties of aircraft engine PM emissions which play an important role in the water absorption, airborne lifetime, obscuring effect, and detrimental health effects of these particles. This paper reports the description and detailed labbased performance evaluation of a robust hygroscopicity tandem differential mobility analyzer (HTDMA) in terms of hygroscopic properties such as growth factor (GF) and the hygroscopicity parameter (κ). The HTDMA system was subsequently deployed during the Alternative Aviation Fuel EXperiment (AAFEX) II field campaign to measure the hygroscopic properties of aircraft engine PM emissions in the exhaust plumes from a CFM56-2C1 engine burning several types of fuels. The fuels used were conventional JP-8, tallow-based hydroprocessed esters and fatty acids (HEFA), Fischer-Tropsch, a blend of HEFA and JP-8, and Fischer- Tropsch doped with tetrahydrothiophene (an organosulfur compound). It was observed that GF and κ increased with fuel sulfur content and engine thrust condition, and decreased with increasing dry particle diameter. The highest GF and κ values were found in the smallest particles, typically those with diameters of 10 nm

Calibration of gas flow meters using choked flow and an evacuated vessel

The measurement of gas flow rates is of great importance in a wide range of modern technologies. This paper introduces a simple, yet accurate technique for in-house calibration of gas FMs (mass and volumetric) even under harsh environmental conditions such as encountered during field measurement campaigns. The method requires only readily available, low cost components: a vessel of known volume, an air pump, a pressure sensor and a metal plate orifice or a needle valve to act as a CO. The unique property of choked flow in the CO is used here for flow calibration. In the method presented here a vessel is evacuated to below the critical pressure (<0.53 of upstream pressure) and then allowed to refill with ambient air (or some other process gas) under so-called choked flow conditions through the CO. The method presented here leverages that the flow rate upstream of the CO is not only constant but readily determined from (a) the known V (VESS), (b) the measured time rate of change of the absolute pressure in the vessel and (c) the ideal gas law. This calculated flow rate can be used for calibration of FMs. The accuracy of the method depends only on the accuracy of the pressure measurement, the timer and the value of the V (VESS). The flow rate computed in this way is found to be in excellent agreement (typically 1% difference) with the flow rate measured by a soap film FM (Gilibrator). As expected from theory this method is found to work for all kinds of CFRs (here: various types of metal plate orifices and needle valves were tested), gas types (here: air, Argon, and CO2) and upstream pressures (here: between 650 hPa and 1400 hPa). The accuracy of this technique (similar to 1%) is as good as that of standard volume displacement methods (e.g. soap film FMs) (typically 1% difference), the standard of laboratory-based flow calibrators, but less expensive and more suitable for harsh environments

Aircraft-Engine Particulate Matter Emissions from Conventional and Sustainable Aviation Fuel Combustion: Comparison of Measurement Techniques for Mass, Number, and Size

Sustainable aviation fuels (SAFs) have different compositions compared to conventional petroleum jet fuels, particularly in terms of fuel sulfur and hydrocarbon content. These differences may change the amount and physicochemical properties of volatile and non-volatile particulate matter (nvPM) emitted by aircraft engines. In this study, we evaluate whether comparable nvPM measurement techniques respond similarly to nvPM produced by three blends of SAFs compared to three conventional fuels. Multiple SAF blends and conventional (Jet A-1) jet fuels were combusted in a V2527-A5 engine, while an additional conventional fuel (JP-8) was combusted in a CFM56-2C1 engine.We evaluated nvPM mass concentration measured by three real-time measurement techniques: photoacoustic spectroscopy, laser-induced incandescence, and the extinction-minus-scattering technique. Various commercial instruments were tested, including three laser-induced incandescence (LII) 300s, one photoacoustic extinctiometer (PAX), one micro soot sensor (MSS+), and two cavity-attenuated phase shift PMSSA (CAPS PMSSA) instruments. Mass-based emission indices (EIm) reported by these techniques were similar, falling within 30 % of their geometric mean for EIm above 100 mg per kg fuel (approximately 10 µg PM m-3 at the instrument); this geometric mean was therefore used as a reference value. Additionally, two integrative measurement techniques were evaluated: filter photometry and particle size distribution (PSD) integration. The commercial instruments used were one tricolor absorption photometer (TAP), one particle soot absorption photometer (PSAP), and two scanning mobility particle sizers (SMPSs). The TAP and PSAP were operated at 5 % and 10 % of their nominal flow rates, respectively, to extend the life of their filters. These techniques are used in specific applications, such as on board research aircraft to determine particulate matter (PM) emissions at cruise. EIm reported by the alternative techniques fell within approximately 50 % of the mean aerosol-phase EIm.In addition, we measured PM-number-based emission indices using PSDs and condensation particle counters (CPCs). The commercial instruments used included TSI SMPSs, a Cambustion differential mobility spectrometer (DMS500), and an AVL particle counter (APC), and the data also fell within approximately 50 % of their geometric mean. The number-based emission indices were highly sensitive to the accuracy of the sampling-line penetration functions applied as corrections. In contrast, the EIm data were less sensitive to those corrections since a smaller volume fraction fell within the size range where corrections were substantial. A separate, dedicated experiment also showed that the operating laser fluence used in the LII 300 laser-induced incandescence instrument for aircraft-engine nvPM measurement is adequate for a range of SAF blends investigated in this study. Overall, we conclude that all tested instruments are suitable for the measurement of nvPM emissions from the combustion of SAF blends in aircraft engines