Increasing aviation activities have heightened concerns about particulate emissions from aircraft engines. Current ICAO standards mainly focus on large civil turbofan engines, leaving a gap in the research on PN emissions from small aircraft engines. This study examined the PN emission characteristics of micro-turbojet engines, including the morphology, PN, and size distribution under different load conditions, compared with a micro-piston engine. The results showed that the nvPM from micro-turbojet engines was larger and more complex than typical aviation soot, likely due to reduced combustion efficiency and incomplete fuel combustion. Micro-turbojet engines exhibited fewer fluctuations in their emission index number (EIn) and emission index mass (EIm) at lower speeds. The geometric mean diameter (GMD) of particles was inversely correlated with thrust, while the geometric standard deviation (GSD) slightly increased with thrust. Quantitative comparisons indicated that PN emissions from micro-turbojet engines were higher, with EIn values ranging from 2.0 to 3.3 × 10¹⁶/kg fuel compared with 1.2 to 1.5 × 10¹⁶/kg fuel for micro-piston engines. EIm values for micro-turbojet engines ranged from 8 to 40 mg/kg fuel, while micro-piston engines had slightly higher values due to better carbonization. These findings validated the measurement methodology used to accurately assess PN emissions under low-thrust conditions in micro-turbojet engines. These results provide crucial insights and support for the future monitoring and regulation of PN emissions across all thrust conditions in small aircraft engines.

Aviation soot constitutes a significant threat to human well-being, underscoring the critical importance of accurate measurements. The condensation particle counter (CPC) is the primary instrument for quantifying aviation soot, with detection efficiency being a crucial parameter. The properties of small particles and the symmetry of their growth pathways are closely related to the detection efficiency of the CPC. In laboratory environments, sodium chloride is conventionally utilized to calibrate the CPC’s detection efficiency. However, aviation soot exhibits distinctive morphological characteristics compared to the calibration particles, leading to detection efficiencies obtained from calibration particles that may not be applicable to aviation soot. To address this issue, a quantitative study was performed to explore the detection efficiency deviations between aviation soot and calibration particles. The experiment initially utilized a differential mobility analyzer to size select the two types of polydisperse particles into monodisperse particles. Subsequently, measurements of the separated particles were performed using the TSI Corporation’s aerosol electrometer and a rigorously validated CPC (BH-CPC). These allowed for determining the detection efficiency deviation in the BH-CPC for the two types of particles at different particle sizes. Furthermore, the influence of the operating temperature of the BH-CPC on this detection efficiency deviation was investigated. The experimental results indicate a significant detection efficiency deviation between aviation soot and sodium chloride. In the range of 10–40 nm, the absolute detection efficiency deviation can reach a maximum of 0.15, and the relative deviation can reach a maximum of 0.75. And this detection efficiency deviation can be reduced by establishing a relevant relationship between the detection efficiency of the operating temperature and the calibration temperature. Compared to the saturated segment calibration temperature of 50 °C, the aviation soot detection efficiency is closer to the sodium chloride detection efficiency at the calibration temperature of 50 °C when the saturated segment operates at a temperature of 45 °C. These studies provide crucial theoretical guidance for enhancing the precision of aviation soot emission detection and establish a foundation for future research in monitoring and controlling soot emissions within the aviation sector.

The application of jet fuel in gas turbines and diesel engines adheres to the Army’s single-fuel forward policy, streamlining supply chains. To ensure precise engine combustion numerical studies, surrogate fuels and mechanisms should faithfully replicate real fuel properties and combustion traits. In this work, a new four-component jet fuel surrogate containing 39.05% n-dodecane/21.79% isocetane/11.49% decalin/27.67% toluene by mole fraction is formulated based on a property optimizer. The new-formulated fuel surrogate can satisfactorily emulate the chemical and physical properties of real jet fuel, including cetane number (CN), threshold sooting index (TSI), molecular weight (MW), lower heating value (LHV), the ratio of hydrogen and carbon (H/C), liquid density, viscosity, and surface tension. Furthermore, a reduced and robust kinetic chemical mechanism (containing 124 species and 590 reactions) that could be directly employed in practical engine combustion simulations has also been developed for the proposed surrogate jet fuel. The mechanism is validated through comprehensive experimental data, including ignition delay time (IDT) determined in shock tubes and rapid compression machines (RCMs), species mole fractions measured in premixed flames and jet stirred reactors (JSRs), and laminar flame speeds. Generally, the property deviations of the jet fuel surrogate are less than 2% except for MW (10.73%), viscosity (5.88%), and surface tension (8.71%). The comparison results between the predictions and measurements are in good agreement, indicating that the current kinetic mechanism is capable of reflecting the oxidation process of real jet fuel. The current mechanism can accurately capture variations in the ignition delay time in the negative temperature coefficient (NTC) region as well. In the future, the proposed surrogate jet fuel could be applied in practical engine computational fluid dynamic (CFD) simulations.