A Primer: Aircraft Emissions & Environmental Impact
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1 A Primer: Aircraft Emissions & Environmental Impact Alan Epstein Vice President Technology & Environment Aviation and the Environment Washington, DC, March 2008
2 Impact of Aviation on The Environment ~40,000 ft (12-17 km) Stratosphere: NO x Ozone Layer Change Halogens Troposphere: ~3,000 ft (1000m) CO 2 NO x H 2 O Particulates Ground Level: NO x O 3 Particulates Climate Change Local Air Quality Noise
3 Engine Efficiency Vs. Combustor Technology Fuel Air Combustor
4 Engine Efficiency Vs. Combustor Technology Fuel Set By Engine Efficiency Carbon Dioxide - CO 2 Water Vapor - H 2 O Air Combustor
5 Engine Efficiency Vs. Combustor Technology Fuel Set By Engine Efficiency Carbon Dioxide - CO 2 Water Vapor - H 2 O Air Combustor Combustion Products Set By Combustor Technology Nitrogen Oxides NO x Carbon Monoxide CO Unburned Hydrocarbons UHC Smoke
6 Engine Efficiency Vs. Combustor Technology Fuel Set By Engine Efficiency Carbon Dioxide - CO 2 Water Vapor - H 2 O Air Combustor Two Paths to Emission Reduction Reduce emissions per kg of fuel Reduce absolute amount of fuel Combustion Products Set By Combustor Technology Nitrogen Oxides NO x Carbon Monoxide CO Unburned Hydrocarbons UHC Smoke
7 Improving Combustors to Reduce Emissions Combustor Requirements Local Air Quality & Global Warming Emissions Stability SAFETY Endurance Altitude Re-light and Starting
8 Science Behind Low NO x Technology NO x Up With Temperature and Time Mixing & Lean Fuel Rich Combustion Combustion 200 Lean Rich NO x (EI) 100 Time 4 ms 1 ms Rich Quick Quench Lean (RQL) Combustor Design EI Emission Index, grams NO x per kg of fuel ms Equivalence Ratio ~ Fuel/Air
9 Science Behind Low NO x Technology NO x Up With Temperature and Time Mixing & Lean Fuel Rich Combustion Combustion 200 Lean Rich NO x (EI) 100 Time 4 ms 1 ms Rich Quick Quench Lean (RQL) Combustor Design EI Emission Index, grams NO x per kg of fuel 0 Max Allowed 0.3 ms Equivalence Ratio ~ Fuel/Air
10 Science Behind Low NO x Technology NO x Up With Temperature and Time Mixing & Lean Fuel Rich Combustion Combustion 200 Lean Rich NO x (EI) 100 Too Lean to Burn Time 4 ms 1 ms Rich Quick Quench Lean (RQL) Combustor Design EI Emission Index, grams NO x per kg of fuel 0 Max Allowed 0.3 ms Equivalence Ratio ~ Fuel/Air
11 Science Behind Low NO x Technology NO x Up With Temperature and Time Mixing & Lean Fuel Rich Combustion Combustion 200 Lean Rich Rich Quick Quench Lean (RQL) Combustor Design NO x (EI) EI Emission Index, grams NO x per kg of fuel Too Lean to Burn Engine Average Time 4 ms 1 ms Max Allowed 0.3 ms Equivalence Ratio ~ Fuel/Air
12 History of Regulated Emissions Reduction 600 % of CAEP2 limit HC CO NOx pre Year of Engine Certification
13 NO x Reductions Continue to be Mandated Cannot compromise CO, UHC, and Smoke % ICAO CAEP/2 NO x Standard Original Standard Conventional TALON I TALON II PW4090 CAEP/2 PW4098 PW4168 TALON X CAEP/4 PW6000 CAEP/6 CAEP: Committee on Aviation Environmental Protection
14 Reducing Fuel Burn to Reduce Emissions Thermal and Propulsive Efficiency Set Fuel Burn (SFC)
15 NO x -CO 2 Engine Design Trade Improving Thermal Efficiency Can Increase NO x Specific Fuel Consumption SFC (lb/lb-hr) SFC Improving Engine performance Improving Combustor Technology NO X Emissions Index EI (grams NOx/kg fuel) Overall Compressor Pressure Ratio (Thermal Efficiency)
16 NO x -CO 2 Engine Design Trade Improving Thermal Efficiency Can Increase NO x Specific Fuel Consumption SFC (lb/lb-hr) SFC Improving Engine performance Improving Combustor Technology NO X Emissions Index EI (grams NOx/kg fuel) Overall Compressor Pressure Ratio (Thermal Efficiency)
17 NO x -CO 2 Engine Design Trade Improving Thermal Efficiency Can Increase NO x Specific Fuel Consumption SFC (lb/lb-hr) SFC Improving Engine performance Improving Combustor Technology NO X Emissions Index EI (grams NOx/kg fuel) Overall Compressor Pressure Ratio (Thermal Efficiency)
18 Evolution in By-Pass Ratio & Efficiency TURBOJET B707 (JT3C) TURBOFAN Low by-pass B (JT3D), B727 (JT8D) Lower fuel consumption so - Lower CO 2 - Lower NO x TURBOFAN High by-pass - B747 (JT9D) B777 (PW4084) Ultra high by-pass
19 History of PAX Class Air Transport DC-3 Boeing 377 Stratocruiser Electra ATR 72 CRJ1000 Entry into Service MTOGW (lbs) 25, , ,000 49,600 91,800 Fuel Capacity (gals) Passengers Wing Span (ft) Cruise Altitude (ft) Cruise/Max Speed (KCAS) Range (NM) , cruise , / , / , / , / Fuel Efficiency (seat-st.mi / US gal) Engine Pratt & Whitney Twin Wasps Pratt & Whitney Wasp Major Allison 501-D13 Turboprop PW127 Turboprop CF-34 Turbofan Diameter (in.) Takeoff Power 138 prop 1200 HP 199 prop 3500 HP 162 prop 3750 HP 155 prop 2475 HP 46 fan 13,600 lbf
20 Summary of Aircraft Emissions Primer Aircraft engines have unique requirements Safety, weight, life in addition to low emissions Regulated emissions Smoke, HC, CO are well in hand NOX will stay a challenge as rules tighten & efficiency up Climate change concerns may add new constraints CO 2 is a concern H 2 0 may be a player if contrails important
21 This document is the property of United Technologies Corporation (UTC). You may not possess, use, copy, or disclose this document or any information in it, for any purpose, including without limitation to design, manufacture, or repair parts, or to obtain FAA or other government approval to do so, without UTC s express written permission. Neither receipt nor possession of this document alone, from any source, constitutes such permission. Possession, use, copying, or disclosure by anyone without UTC s express permission is not authorized and may result in criminal and/or civil liability.
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