Opinion: Eliminating aircraft soot emissions

Abstract. Soot from aircraft engines deteriorates air quality around airports and can contribute to climate change primarily by influencing cloud processes and contrail formation. Simultaneously, aircraft engines emit carbon dioxide (CO2), nitrogen oxides (NOx), and other pollutants which also negatively affect human health and the environment. While urgent action is needed to reduce all pollutants, strategies to reduce one pollutant may increase another, calling for a need to decrease, for example, the uncertainty associated with soot's contribution to net radiative forcing (RF) in order to design targeted policies that minimize the formation and release of all pollutants. Aircraft soot is characterized by rather small median mobility diameters, dm=8–60 nm, and at high thrust, low ( 75 %). Computational models could aid in the design of new aircraft combustors to reduce emissions, but current models struggle to capture the soot, dm, and volume fraction, fv, measured experimentally. This may partly be due to the oversimplification of soot's irregular morphology in models and a still poor understanding of soot inception. Nonetheless, combustor design can significantly reduce soot emissions through extensive oxidation or lean, near-premixed combustion. For example, lean, premixed prevaporized combustors significantly reduce emissions at high thrust by allowing injected fuel to fully vaporize before ignition, while low temperatures from very lean jet fuel combustion limit the formation of NOx. Alternative fuels can be used alongside improved combustor technologies to reduce soot emissions. However, current policies and low supply promote the blending of alternative fuels at low ratios (∼ 1 %) for all flights, rather than using high ratios (> 30 %) in a few flights which could meaningfully reduce soot emissions. Here, existing technologies for reducing such emissions through combustor and fuel design will be reviewed to identify strategies that eliminate them.