Aviation Policy and Strategy International Engine nvpm Standard Update

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1 Federal Office of Civil Aviation FOCA Aviation Policy and Strategy International Engine nvpm Standard Update ForumAE, Amsterdam, 15th April 2016, Theo Rindlisbacher

2 Outline CAEP Structure CAEP/10 nvpm Standard CAEP/11 nvpm LTO based Standard Supporting Measurement Campaigns Theo Rindlisbacher 2

3 CAEP Structure Theo Rindlisbacher 3

4 CAEP/10 nvpm Standard (1/3) (Approximately) equivalent to existing Smoke Number Standard, using the maximum nvpm mass concentration measured with the nvpm measurement system Regulatory limit line for maximum nvpm mass concentration was derived from Smoke Number limit line No new stringency, plume visibility criteria Importantly: The Standard includes reporting of certified values with health (and potentially climate) relevance: nvpm mass and nvpm number EIs for the 4 LTO points Maximum nvpm EI mass Maximum nvpm EI number Theo Rindlisbacher 4

5 [Graph: FAA] CAEP/10 nvpm Standard (2/3) Regulatory Limit Line for maximum nvpm mass concentration (corrected for thermophoretic loss): Theo Rindlisbacher 5

6 CAEP/10 nvpm Standard (3/3) CAEP/10 (February 2016) agreed to the new nvpm Standard. Final adoption expected by ICAO Council in about one year. Applicability of the Standard: All turbofan engines > 26.7 kn rated thrust, which are in production from 1st January 2020 and later. ICAO Annex 16 Volume II will contain: A new Chapter 4, describing the standard, the regulatory limit based on visibilty and the reporting requirements A new Appendix 7 describing the standardised nvpm measurement system with all requirements A new Part IV, decribing particle loss correction for emissions modelling Theo Rindlisbacher 6

7 Benefits of the CAEP/10 Standard Reporting of certified health and climate relevant LTO nvpm mass and number EIs for all in-production engines of > 26.7 kn rated thrust Sets the stage for health and potential climate relevant nvpm standards Prepares for the removal of the Smoke Number standard for engines of rated thrust > 26.7 kn Requires the use of a standardised nvpm measurement system. The system in principle is designed for use with existing probe/rake systems and simultaneous operations with gaseous emission measurement system for existing NOx, CO, HC emission certification. Comparison of engine technology and engine types for nvpm emissions Theo Rindlisbacher 7

8 CAEP/10 Particle Loss Correction Particle loss correction factors are not for certification of engines but for modeling engine exit plane emissions Additional elements to Annex 16 Volume II for reporting of loss correction factors: Part IV: Non-volatile Particulate Matter Assessment for Inventory and Modeling Purposes Appendix 8: Procedures for Estimating nvpm System Loss Corrections Tools developed by SAE-E31, standardised tool by July 2016 Theo Rindlisbacher 8

9 Outlook to CAEP/11 (February 2019) Theo Rindlisbacher 9

10 CAEP/11 LTO Based nvpm Mass and Number Standard PMTG tasked with full standard setting process for CAEP/11 Develop metric system (existing LTO anticipated) Develop stringency options Develop technology response Conduct cost effectiveness analyses Determine LTO-based nvpm mass and number regulatory levels WG3/PMTG MF3 MDG and FESG Tools: nvpm Values database (nvpmvdb) Growth & Replacement database nvpm Calculation Method description (all in-production engines, cruise emissions) Theo Rindlisbacher 10

11 CAEP/11 LTO Based nvpm Mass and Number Standard Requires data from 24 (23) representative engines by February 2017 (Currently done: 10) Refine and finalise potential corrections for ambient conditions, Finalise fuel aromatics content correction and Develop statistics for determining characteristic values as defined in ICAO Annex 16 Vol. II (combination of measurement uncertainty and engine to engine variability) Refine steps to replace Smoke Number standard based on CAEP/10 nvpm standard Theo Rindlisbacher 11

12 FORUM AE INPUT AND COORDINATION NEEDED Supporting Measurement Campaigns Ambient Effects: Combustor Rig Tests Results from MERMOSE study NASA Glenn, August 2016 (Lean Burn Combustor) GE Altitude Test Cell Q3-Q (RQL Combustor) Fuel Effects: Empa (Swiss Research Institute) correction method published, under review by PMTG MEASURE, additional sensitivity study envisaged by Empa using Swiss PM Test Site Engine to Engine: 7 Models with multiple engine tests of engines in new state likely to happen at manufacturer sites (At least one repeat per model, currently not sufficient number of repeats identified). Theo Rindlisbacher 12

13 Thank you - Discussion Theo Rindlisbacher 13