Search Results (26)

Combustion of aviation jet fuel emits a complex mixture of pollutants linked to adverse health outcomes among airport personnel and nearby communities. While epidemiological studies showed the detrimental effects of aviation-derived air pollutants on human health, the molecular mechanisms of the interactions of these pollutants with cellular biomolecules like proteins that drive the adverse health effects remain poorly understood. In this study, we performed molecular docking simulations of 272 pollutant–protein complexes using AutoDock Vina 1.2.7 to characterize the binding strength of the pollutants with the selected proteins. We selected 34 aviation-derived pollutants that constitute three chemical categories of pollutants: volatile organic compounds (VOCs), polyaromatic hydrocarbons (PAHs), and organophosphate esters (OPEs). Each pollutant was docked to eight proteins that play critical roles in endocrine, metabolic, transport, and neurophysiological functions, where functional disruption is implicated in disease. The effect of binding of multiple pollutants was analyzed. Our results indicate that aliphatic and monoaromatic VOCs display low (<6 kcal/mol) binding affinities while PAHs and organophosphate esters exhibit strong (>7 kcal/mol) binding affinities. Furthermore, the binding strength of PAHs exhibits a positive correlation with the increasing number of aromatic rings in the pollutants, ranging from nearly 7 kcal/mol for two aromatic rings to more than 15 kcal/mol for five aromatic rings. Analysis of intermolecular interactions showed that these interactions are predominantly stabilized by hydrophobic, pi-stacking, and hydrogen bonding interactions. Simultaneous docking of multiple pollutants revealed the increased binding strength of the resulting complexes, highlighting the detrimental effect of exposure to pollutant mixtures found in ambient air near airports. We provide a priority list of pollutants that regulatory authorities can use to further develop targeted mitigation strategies to protect the vulnerable personnel and communities near airports. Full article

Sustainable aviation fuels (SAFs) are vitally important for aviation decarbonization. The laminar burning velocity (LBV), a key parameter reflecting the combustion behavior of fuel/oxidizer mixtures, serves as a fundamental metric for evaluating SAF performance. This paper systematically reviews and evaluates the LBV experiment method and the performance of traditional aviation fuel, SAFs produced via different pathways, and individual components (n-alkanes, iso-alkanes, cycloalkanes, and aromatic hydrocarbons, as well as the impacts of isomers and homologues) in aviation fuels. It is found that LBV values of different SAFs exhibit significant fluctuations, approaching or slightly deviating from those of conventional aviation fuels. Carbon number, branching degree, substituent types, and testing methods in the components all affect LBV performance. Specifically, increased branching in iso-alkanes reduces LBV, cyclohexane and benzene show higher LBV than their methylated counterparts (methylcyclohexane and toluene), and n-alkylcyclohexanes/benzenes with short (C1–C3) side chains demonstrate minimal LBV variation. Spherical flame methods yield more consistent (and generally lower) LBV values than stagnation flame techniques. These findings provide insights for optimizing SAF–conventional fuel blends and enhancing drop-in compatibility while ensuring operational safety and usability. Full article

The increasing global demand for sustainable energy solutions has intensified the need to replace fossil fuels in gas turbines, particularly in aviation and power generation where alternatives to gas turbines are currently limited. This review explores the feasibility of utilizing sustainable liquid and gaseous fuels in gas turbines by evaluating their environmental impacts, performance characteristics, and technical integration potential. The study examines a broad range of alternatives, including biofuels, hydrogen, alcohols, ethers, synthetic fuels, and biogas, focusing on their production methods, combustion behavior, and compatibility with existing turbine technology. Key findings indicate that several bio-derived and synthetic fuels can serve as viable drop-in replacements for conventional jet fuels, especially under ASTM D7566 standards. Hydrogen and other gaseous alternatives show promise for industrial applications but require significant combustion system adaptations. The study concludes that a transition to sustainable fuels in gas turbines is achievable through coordinated advancements in combustion technology, fuel infrastructure, and regulatory support, thus enabling meaningful reductions in greenhouse gas emissions and advancing global decarbonization efforts. Full article

This study aims to investigate the structural, spectroscopic, and electronic properties of the synthetic missile fuel exo- and endo-tetrahydrodicyclopentadiene (THDCPD, JP-10) using density functional theory (DFT). It is to understand the dominance of the liquid exo-isomer (96%) of the jet fuel from the subtle differences between the isomers. The present DFT calculations reveal that the exo-isomer is 15.51 kJ/mol more stable than the endo-isomer, attributed to the flipping of the triangular ΔC8-C10-C9 ring in its norbornane skeleton. Calculated nuclear magnetic resonance (¹³C-NMR) and infrared (IR) spectra, validated by experimental data, reveal larger chemical shifts for junction carbons (C1/C2 and C3/C4) due to reduced electron shielding and show distinct vibrational patterns. Charge analysis indicates that all carbon atoms are negatively charged except for the C1/C2 carbons which are positively charged in both isomers. While overall IR spectra of the isomers appear similar, bands near 3000 cm⁻¹ correspond to distinctly different vibrational modes. The exo-isomer’s electronic structure features a more delocalized HOMO and a larger HOMO-LUMO gap (7.63 eV) than the endo-isomer (7.37 eV). All such differences contribute to the properties of exo-THDCPD and, therefore, why the exo-isomer dominates JP-10 fuel. Full article

In the last five years, the use of hydrogen as an energy carrier has received rising attention because it can be used in internal combustion and jet engines, and it can even generate electricity in fuel cells. The scope of this work was to critically review the methods of H₂ production from renewable and non-renewable sources, with a focus on bio-H₂ production from the perennial grass giant reed (Arundo donax L.) due to its outstanding biomass yield. This lignocellulosic biomass appears as a promising feedstock for bio-H₂ production, with a higher yield in dark fermentation than photo-fermentation (217 vs. 87 mL H₂ g⁻¹ volatile solids on average). The H₂ production can reach 202 m³ Mg⁻¹ of giant reed dry matter. Assuming the average giant reed dry biomass yield (30.3 Mg ha⁻¹ y⁻¹), the attainable H₂ yield could be 6060 m³ ha⁻¹ y⁻¹. A synthetic but comprehensive review of methods of H₂ production from non-renewable sources is first presented, and then a more detailed analysis of renewable sources is discussed with emphasis on giant reed. Perspectives and challenges of bio-H₂ production, including storage and transportation, are also discussed. Full article

Drop-in fuels for aviation gas-turbine engines have been introduced recently to mitigate global warming. Despite their similarity to the fossil fuel Jet A-1, their combustion in traditional combustors should be thoroughly analyzed to maintain engine health and low emissions. The paper introduces criteria for assessing the impact of the chemical composition of fuels on combustion in the DEGN 380 turbofan. Based on previous emission-test results, the power functions of carbon monoxide and its emission index were adopted as the model of combustion. Based on the general notation of chemical reactions leading to the production of CO in combustion, the regression coefficients were given a physical meaning by linking them with the parameters of the kinetic equations, i.e., the reaction rate constant of CO and CO₂ formation expressed as exponential functions of combustor outlet temperature and the concentration of O₂ in the exhaust gas, as well as stoichiometric combustion reactions. The obtained empirical functions show that, in the entire range of engine operating parameters, synthetic components affect the values of the rate constants of CO and CO₂ formation. It can be explained by the change in activation energy determined for all chain-of-combustion reactions. The activation energy for the CO formation chain changes in the range between 8.5 kJ/mol for A0 and 24.7 kJ/mol for A30, while for the CO₂ formation chain between 29.8 kJ/mol for A0 and 30.8 kJ/mol for A30. The reactivity coefficient lnα_iCOA_COD_CO changes between 2.29 for A0 and 6.44 for A30, while lnα_iCO2A_CO2D_CO2 changes between 7.90 for A0 and 8.08 for A30. Full article

Future aviation concepts should be both CO₂-neutral and without other emissions. One approach to reaching both targets is based on sustainably produced synthetic liquid fuels, which may allow very clean, lean premixed prevaporized (LPP) combustion. For that, fuels are needed with much longer ignition delay times and a lower flashback propensity than current jet fuels. We describe an experimental setup to investigate the flashback stability of liquid fuels in a multi-fuel burner. In this work, the measurement procedure and the determination of the experimentally obtained accuracy are in focus with regard to prevaporized and preheated iso-propanol/air flames in an equivalence ratio range of 0.85 to 1.05 involving three preheating levels (573, 673, and 773 K). As the determination of the accurate unburnt gas temperature just ahead of the flame is of strong importance for flashback but not directly possible, a model is implemented to determine it from the measurable quantities. Even with this indirect method, and also regarding the hysteresis of the experimental preheating temperature, it is found that the relevant quantities, namely, measured temperatures, mass flows, and values derived from them, can be determined with accuracy in the range below 1.7%. Full article

The improved delayed detached Eddy simulation (IDDES) approach used in the part I of this investigation to study the self-ignition and combustion of hydrogen jets in a high-speed transverse flow of hot vitiated air in a duct is extended in the following directions: (i) the wall boundary conditions are modified to take into account the optical windows employed in the experiments; (ii) the detailed chemical kinetic model with 19 reactions is used; (iii) a nonlinear turbulence model is implemented in the code to capture the secondary flows in the duct corners; (iv) the wall roughness model is adapted; (v) the synthetic turbulence generator is imposed upstream of the fuel injection. As a result of improving the mathematical and physical problem statements, a good agreement between the simulation and the experimental database obtained at the LAERTE workbench (ONERA) is achieved. Full article

Aerodynamic drag reduction is required with new stringent constraints on pollutant emissions and fuel efficiency of ground vehicles. In this context, active flow control is a promising approach to achieve this target. This study focuses on applying different flow control strategies on the square-back Ahmed model to reduce aerodynamic drag. A steady blowing jet, a synthetic jet and an unsteady jet are located at the back edges of the model as flow control devices. A numerical study based on the 3D WMLES simulation was performed to evaluate the drag reduction capabilities of these devices at different operating conditions. The results showed that a maximum aerodynamic drag reduction of 26.51% was achieved when using a steady blowing jet, and 17.27% with an unsteady jet. In contrast, the effect of the synthetic jet on the aerodynamic drag of the model is solely at high control frequencies. Full article

The aviation sector is facing a massive change in terms of replacing the currently used fossil jet fuels (Jet A, JP5, etc.) with non-fossil jet fuels from sustainable feedstocks. This involves several challenges and, among them, we have the fundamental issue of current jet engines being developed for the existing fossil jet fuels. To facilitate such a transformation, we need to investigate the sensitivity of jet engines to other fuels, having a wider range of thermophysical specifications. The combustion process is particularly important and difficult to characterize with respect to fuel characteristics. In this study, we examine premixed and pre-vaporized combustion of dodecane, Jet A, and a synthetic test fuel, C1, based on the alcohol-to-jet (ATJ) certified pathway behind an equilateral bluff-body flameholder, spray combustion of Jet A and C1 in a laboratory combustor, and spray combustion of Jet A and C1 in a single-sector model of a helicopter engine by means of numerical simulations. A finite rate chemistry (FRC) large eddy simulation (LES) approach is adopted and used together with small comprehensive reaction mechanisms of around 300 reversible reactions. Comparison with experimental data is performed for the bluff-body flameholder and laboratory combustor configurations. Good agreement is generally observed, and small to marginal differences in combustion behavior are observed between the different fuels. Full article

This article reviews a study of the impact of synthetic biocomponents on the operational properties of aviation turbine engine fuels. The objective of the research was to simulate the functioning of aircraft fuel supply systems during the popularization of synthetic components and to provide a preliminary study of the impact of particles of various synthetic components on processes within aviation turbine engine fuel systems—particularly the aviation turbine engine combustion system. The authors produced Jet A-1 fuel blends with two selected synthetic components A and B, accepted as per the ASTM D4054 procedure. The concentrations of each of the components were selected to simulate fuel compositions in an aircraft tank that could result from supplying fuel with different synthetic components. Such blends were studied using selected laboratory tests, lubricity using the BOCLE rig and an engine test using the MiniJetRig stand. The parameters of the following power functions were adopted as criteria for a comparison of the combustion process involving fuels of various chemical structure: CO = am_fⁿ and (T_3max − T₂)/(T_3min − T₂) = a₁₁m_fⁿ¹, where CO—carbon monoxide content in exhaust gas; T_3max—maximum combustion chamber temperature; T_3min—minimum combustion chamber temperature; T₂—temperature upstream the combustion chamber; m_f—fuel mass flow rate. The test results for blends containing both synthetic components A and B were compared with change trends of similar parameters in fuels containing single synthetic components. Hard-to-predict and hard-to-define trend line deviations for the blends of both components A and B were observed. The obtained research results indicated a need to study the miscibility of fuels containing various synthetic components and to improve miscibility research methodologies. Full article

The potential of bio-electro-jet fuel (BEJF) production with integration into an existing biomass-based combined heat and power (CHP) facility was investigated. The BEJF is produced via Fischer–Tropsch (F–T) synthesis from biogenic CO₂ and H₂ obtained by water electrolysis. Techno-economic (TEA)- and life. cycle (LCA)- assessments were performed to evaluate the production cost and environmental impact of the BEJF production route. The BEJF mass fraction reached 40% of the total F–T crude produced. A reduction of 78% in heating demands was achieved through energy integration, leading to an increase in the thermal efficiency by up to 39%, based on the F–T crude. The total production cost of BEJF was in the range of EUR 1.6–2.5/liter (EUR 169–250/MWh). The GWP of the BEJF was estimated to be 19 g CO₂-eq per MJ BEJF. The reduction potential in GWP in contrast to the fossil jet baseline fuel varied from 44% to more than 86%. The findings of this study underline the potential of BEJF as a resource-efficient, cost-effective, and environmentally benign alternative for the aviation sector. The outcome is expected to be applicable to different geographical locations or industrial networks when the identified influencing factors are met. Full article

Due to routine maintenance of aircraft on the concrete pavement at army airbases, a large part of the pavement surface is often found saturated with different hydrocarbon-based oil, fuel, and fluid. In addition, the pavement concrete is subjected to the aircraft’s exhaust temperature during operation. This study examined the resistance ability of 3 different cementitious materials: (i) epoxy, (ii) fly ash (FA) based geopolymer with various alkali to fly ash (AL/FA) ratios and (iii) Portland cement (PC) mortar under a simulated airfield circumstance. The mortar specimens were repetitively exposed to a mixture of synthetic engine oil, hydraulic fluids, jet fuel and elevated temperatures (175 °C) for 5 months simultaneously. During the exposures, geopolymer and PC mortar both suffered saponification. The degree of saponification of geopolymer samples is found to be highly reliant on the AL/FA ratios. On the contrary, the epoxy mortar was found to be resistant to saponification. It was also found that the PC mortar developed numerous thermal cracks but epoxy and geopolymer did not experience any visual thermal cracks under the same conditions. Full article

This paper refers to the study of biofuel as an alternative power source for turbine aviation engines. Blends of Jet A-1 fuel and synthesized hydrocarbons from Hydrotreated Esters and Fatty Acids (HEFA) technology at different proportions, such as 25%, 50% and 75%, were used for tests. All the test results were compared with the neat Jet A-1 fuel. A miniature GTM series turbojet engine was used in the test rig studies. During the tests conducted at a specific rotational speed, selected engine operating parameters as well as the emission of volatile organic compounds were measured. In terms of engine performance, no significant differences were found between the test fuels. The results of volatile organic compound emissions indicate that among the most toxic compounds the highest concentrations were obtained for benzene. The addition of the HEFA synthetic component and increasing its proportion in the blend resulted in the obtained concentration values for benzene showing a decreasing trend. The plotted utility profile indicates that the most optimal blend, i.e., the least toxic, is the blend with the share (v/v) of 62.5% of Jet A-1 fuel and 37.5% of HEFA component. Full article

The paper aims to verify the thesis that the reactivity model, developed in earlier research, can be used to compare the fuels combustion processes in turbine engines, which is important for predicting the behavior of different alternative fuels in combustion process. Synthetic blending components from alcohol to jet and hydroprocessed esters and fatty acids technologies and their blends with conventional jet fuel were used in tests. The undertaken laboratory tests reveal the differences between the properties of the tested fuels. Bench tests were carried out on a test rig with a miniature turbojet engine, according to authorial methodology. For each blend, on selected points of rotational speed the carbon oxide concentration in the exhaust gases was recorded. The obtained results allowed the formulation of empirical power functions describing relations between carbon oxide concentration and fuel mass flow rate. Based on general assumptions, the reactivity model was adopted to compare the combustion processes of the different fuels in turbine engines. The directions of further research on the development of the proposed model were indicated. Full article