In situ studies on volatile jet exhaust particle emissions: Impact of fuelsulfur content and environmental conditions on nuclei mode aerosols

In situ measurements of ultrafine aerosol particle emissions were performed at cruise altitudes behind the Deutsches Zentrum fur Luft- und Raumfahrt A TTAS research jet (Rolls-Royce/Snecma M45H M501 engines) and a B737-300 air craft (CFM International 56-3B1 engines). Measurements were made 0.15-20 s after emission as the source aircraft burned fuel with sulfur contents (FSC ) of 2.6, 56, or 118 mg kg(-1), Particle size distributions of from 3- to 6 0-nm diameter were determined by using condensation-nuclei-counters with va rying lower size detection limits. Volatile particle concentrations in the aircraft plumes strongly increased as diameter decreased toward the sizes o f large molecular clusters, illustrating that apparent particle emissions a re extremely sensitive to the smallest particle size detectable by the inst rument used. Environmental conditions and plume age alone could influence t he number of detected ultrafine (volatile) aerosols within an order of magn itude, as well, The observed volatile particle emissions decreased nonlinea rly as FSC decreased to 60 mg kg(-1), reaching minimum values of about 2 x 10(17) kg(-1) and 2 x 10(16) kg(-1) for particles >3 nm and >5 nm, respecti vely. Volatile particle emissions did not change significantly as FSCs were further reduced below 60 mg kg Volatile particle emissions did not differ significantly between the two studied engine types. In contrast, soot parti cle emissions from the modern CFM56-3B1 engines were 4-5 times less (4 x 10 (14) kg(-1)) than from the older RR M45H M501 engines (1.8 x 10(15) kg(-1)) Contrail processing has been identified as an efficient sink/quenching par ameter for ultrafine particles and reduces the remaining interstitial aeros ol by factors of 2-10 depending on particle size. These and previously publ ished data are consistent with volatile particle emissions of 2.4 x 10(17) kg(-1) independent of environmental conditions, engine type and FSCs rangin g between 2.6 and 2700 mg kg(-1). There are clear experimental indications that nonsulfate compounds (probably nonmethane hydrocarbons) begin to domin ate the volatile particle composition as FSC decreases below similar to 100 mp kg(-1).