Reducing Aviation Emissions · 2013. 6. 25. · Glare - wing: composite-fuselage: composite or composite + advanced alloy est. structural weight saving » 8% « Materials Baseline

International Civil Aviation Day7 December 2005

International Civil Aviation Day7 December 2005

The Manufacturers’ PerspectiveThe Manufacturers’ Perspective

Reducing Aviation Emissions

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CONTENTS

1. Overview

2. Background on Aviation Emissions

3. Progress in Reducing Aviation Emissions

4. Design & Technology to reduce Emissions

5. The Aviation Strands of Progress

6. Reducing Fuel Burn & Emissions in Operation

7. Epilogue

3


CONTENTS

1. Overview






7. Epilogue

4


• Aeronautical Manufacturers have a vocation to develop innovative technology and design highly performing products– Permanent challenges & efforts, with prime dimension firmly

established for environmental protection

– Supported by intensive research in cooperation with the Research Community - Needs sustained research & technology funding from Industry & Governments

• Aviation industry has been able to attenuate significantly its environmental impact– Noise annoyance has been divided by four, and the balanced

approach to noise management should protect the future

– Fuel consumption per pass-km has been divided by three

– Beyond these considerable achievements, Aviation Industry targets reductions on an average basis per year of more than 1% in fuel efficiency and ≈ 0.5 dB in noise per operation

OVERVIEW OVERVIEW -- 1: Drivers & 1: Drivers & EfficiencyEfficiency

5


• Further well supported & coordinated efforts in a coherent and stable, harmonized international regulatory framework, and in a cooperative context, are key to progress efficiently

– This is happening but needs to be pursued & amplified

– ICAO plays a major « facilitator » role & provides the right forum

• Design & Technology represent only a part of the solutions: all actors have to work together to address all sources (Aircraft, airport, operations, ATM)

• A global systems approach is needed to reach optimum solutions with maximum efficiency

OVERVIEW OVERVIEW -- 2 : 2 : Way ForwardWay Forward

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CONTENTS

1. Overview






7. Epilogue

7


Typical Turbofan Engine

1) Air is sucked into the engine, which can empty a squash court in 1 second! Also the pressure is doubled through the fan.

2) 15% of the air enters the core and is compressed to 40 times atmospheric pressure.

3) 85% of the air bypasses the core and exits the engine.

4) In the combustion chamberfuel is mixed with air and burnt at temperature ≈ 1900 °K with peak ≈ 2600 °K.

5) The hot gas expands through the turbine which takes energy out to drive the fan and compressor.

7) The thrust reverser uses bypass air to slow the aircraft on landing.

6) Exhaust gas and bypass air mix through hot and cold nozzles to produce thrust.

How aviation emissions are produced

8


ð

ð

ð

ð

Combustion and other Exhaust Products

(+ SOx )

Air (N2 + O2)

ð

ððð

Fuel (CnHm+S)

CO2

H2O

CombustionProducts

Reducing fuel consumption tends to reduce all gaseous emissionsReducing fuel consumption tends to reduce all gaseous emissions

N2

O2

* non-idealcombustion

Soot - ParticulatesHC

CO

NOx

Residual Products*

9


Aircraft Engine Emission IssuesEmission Category Primary Issues

Local Air Quality(Ground Level)

Climate Change(High Altitude)

Nitrogen Oxides * (NOX) Ozone production -Health/Visibility

GHG evolution (Ozone & Methane) - äRF

Unburned Hydrocarbons* (CH4, NMHC/VOC/HAPS-[hazardous air pollutants, e.g. Benzene])

Ozone production -Health/Visibility --

Carbon Monoxide* (CO) Ozone production -Health ---

Smoke [Smoke Number (SN)*]ðSoot, Particulate

Aerosols, particle matters (PM) -Health

Contrails /Cirrus formation -äRF

Water Vapor (H2O) --- Contrails/Cirrus formation- äRF

Carbon Dioxide (CO2)--- GHG increase - äRF

* Covered by Current ICAO Regulations RF: Radiative Forcing

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Aviation & Radiative Forcing

NOx net effect?

Effect of Particles?

Overall radiative forcing vs CO2 emissions impact ? (RFI value?)

Contrails factors & effects?

Cirrus effects?

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Relative Impact of Air Transport on GHG and Climate (1990-1996)

Air Transport Other Trans. ModesOther Anthropogenic Sources

on anthropogenic CO2 emissions

2%

Air Transport Other Anthrop. activities

on total radiative forcing by anthropogenic activities

3,5%

ðImproving the scientific understanding of the atmosphere and theimpact of aviation emissions is key to optimize priorities and weight factors in research, trade-offs and mitigation measuresðIndustry supports and participates in these efforts *

ððImproving the scientific understanding of the atmosphere and theImproving the scientific understanding of the atmosphere and theimpact of aviation emissions is key to optimize priorities and wimpact of aviation emissions is key to optimize priorities and weight eight factors in research, tradefactors in research, trade--offs and mitigation measuresoffs and mitigation measures

ððIndustryIndustry supports and supports and participatesparticipates in in thesethese efforts *efforts *

* « MOZAIC » project: Ex. of O3 concentrationmeasurements in the atmosphere

* « MOZAIC » project: Ex. of O3 concentrationmeasurements in the atmosphere

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CONTENTS

1. Overview






7. Epilogue

13


ð Noise annoyance was reduced by ≈ 75% (Joint Engine & Airframe Manufacturer Efforts)ð Emissions were continuously reduced (Engine)

ð Noise annoyance was reduced by ≈ 75% (Joint Engine & Airframe Manufacturer Efforts)ð Emissions were continuously reduced (Engine)

Noise

Late

ral N

oise

Lev

elC

orr

ecte

d f

or

Air

craf

t T

hru

st

2nd Generation Turbofans

Turbojets1st Generation Turbofans

20 dB

1955 1960 1965 1970 1975 1980 1985 1990 1995 2000

Entry into Service Date%

of I

CA

O S

tand

ards

0

50

100

150

Pre-81 81-91 91-present

400

450Local Air Quality

Year of Engine Certification

Hydrocarbons

Carbon monoxide

Oxides of nitrogen

Smoke

14


-30

-25

-20

-15

-10

-5

0

1988 1990 1992 1994 1996 1998 2000 2002 2004 2006

% F

uel /

RTK

ð ~ 70% Fuel Efficiency improvement up to 1990 at product levelð Continuing improvement reflected at fleet level (average > 1.5%/year)ð Driven by strong & efficient market forces, combined with inherent fast-evolving high technology & improved operational practicesð Needs sustained research & technology funding from Industry & Governments

ð ~ 70% Fuel Efficiency improvement up to 1990 at product levelð Continuing improvement reflected at fleet level (average > 1.5%/year)ð Driven by strong & efficient market forces, combined with inherent fast-evolving high technology & improved operational practicesð Needs sustained research & technology funding from Industry & Governments

Aircraft Fuel Efficiency TrendHistorical

Improvem.t (1960-1990)

~70%

Estimated

Actual

Based on IATA data

-24%

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CONTENTS

1. Overview






7. Epilogue

16


Technology & Design

Specific Technologies

Generic Technologies

Generic Design architectures

/ configurations

Specific Design Features

Product Concept &

Requirements

17


Technology & Design

SpecificTechnologies



/ configurations

Specific Design Features

Product initial

Development

« Internal » trade-offs: within technologies & within design features, with iterations vs requirements

Interdependencies & Trade-offs

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Technologies development

Technology & Design

Specific Technologies



/ configurations

Specific Design FeaturesProduct

Develop.t &Optimization

Performance

Operability

Reliability

Maintainability

Durability

Costs

Fuel Efficiency

Emissions

Noise

Comfort

Capacity

Timing

SAFETY

t1 t2

mature

Maturity level

TimeT5

T1

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CONTENTS

1. Overview






7. Epilogue

20


Multiple Paths & Opportunities to reduce Emissions

- FADEC - Enhanced Controls & Sensors

- Optimized Engine Operating Procedures

- Engine turbomachinery efficiency (swept fans & 3D aero shapes) - Optimized cycle (Intercooler, HBPR, UHBPR, Geared Turbofan, Contra-fan)

- “Intelligent” systems/ more integrated engine- Innovative/active engine systems: heat management, cooling, power transmission- Enhanced modelling capabilities (numerical)- Low emissions combustor

- Engine, Nacelle & Propulsion System• Advanced lightweight materials• Weight optimized Configuration

OperationsAerodynamic & Engine

Performance Improvements

Weight Reductions

HBPR: High Bypass Ratio UHBPR:Ultra High Bypass Ratio FADEC: Full Authority Digital Engine Control

1. Propulsion System

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OperationsAerodynamic &

Engine Performance Improvements.

Weight Reductions

- High temperature Alloys in efficient engine technology and low NOx combustors

- Composites

- Advanced light Alloys (Ti, Al-Li, Mg), New Hybrid Alloys

- Innovative, smart materials

Ti: Titanium Al-Li: Aluminium-Lithium

2. Materials

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Operations Aerodynamic & Engine Performance ImprovementsWeight Reductions

- Systems Modelling

- Systems Simulation & Virtual Testing

- Adaptive flight path to reduce emissions (future)

- Engine, Wing, HLD, HTP, Winglets, Fuselage

- Engine/nacelle/pylon integration

- Flow control

- New unconventionalconfigurations & concepts(future)

- Multi-disciplinary Design methods -Virtual Engineering

-Aero-elasticity (load alleviation & control)

- Structural optimization, integration & new concepts

-Smart, morphing structures, nanotechnologies (future)

- Wing, fuselage, empennage, landing gear, pylon innovative features


3. Structure, Aero & Systems Design & Methods

HLD

: Hig

h Li

ft D

evic

es

HTP

: Hor

izon

tal T

ail P

lane

23


EBW: Electron Beam Welding LBW: Laser Beam Welding FSW: Friction Stir Welding




Weight Reductions

- Welding Processes (drag reduction)

- Welding processes (EBW, LBW, FSW)

- Innovative structures & processes

4. Manufacturing Processes

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IMA: Integrated Modular Avionics




Weight Reductions

- Advanced Cockpit, Flight Management & Navigation Systems

-Optimized Energy & Electric Power management (generation / distribution)

- Advanced flight controls, more electronic systems: optimized control surface deflections, level & trajectory control

- Fly by Wire

- Optimized, integrated & simpler electrical & mechanical systems, less components

- IMA

- Fuel transfer/load alleviation

5. Aircraft Systems

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ATM: Air Traffic Management




Weight Reductions

- Optimized ground & flight, Maintenance procedures

- ATM

Several procedures optimize operations based on Aircraft & Engine performance

Some procedures are linked with minimizing TOW

6. Operating Procedures

AirflowAirflow

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• Design range: ≈ +130 nm

• Fuel burn: ≈ - 2.5% (500 nm mission)≈ - 3.5% (1,500 nm)

• NOx Emissions: ≈ - 4.6% (1,500 nm)• Payload at fixed range: ≈ + 6,000 lb at fuel capacity limit

≈ + 1,000 lb at maximum takeoff weight• Takeoff noise: ≈ - 0.5 to - 1.0 EPNdB at cutback

Example of Aerodynamics Performance ImprovementWinglets

The improvement depends on the individual mission

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Examples of Structural Weight Reductions Composite + Advanced Materials

1990 (10-12% *)

2005 (20-25%*)

* Percentage of composites in

structural weight

2010 (40-50%*)

CFRP (Carbon)

GFRP (Glass)QFRP (Quartz)

MetalGlare

- wing: composite- fuselage: composite or composite + advanced alloy

est. structural weight saving ≈ 8%

« Materials Baseline »

est. structural weight saving ≈ 12%

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Examples of Combustor Technologies

Rich-Quench-Lean

Combustor:

Reduced NOx& HC

Emissions

Lean Premixing

Combustor:

Reduced NOxand Smoke Emissions

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CONTENTS

1. Overview






7. Epilogue

30


Reducing Fuel Burn in Operation• The Scope

– Manufacturers minimize fuel burn in the full aircraft life cycle: design, manufacturing, transport, ground & flight operations, maintenance, refurbishment, end-of-life

– All operational and maintenance procedures are subject to recommendations for potential fuel consumption reduction, well disseminated by the Manufacturers & ICAO

– Current technologies are used to minimize fuel consumption in aircraft operation & induced airport activities

– On-going research activities address the joint development of operational procedures & technologies

• The Way Forward– Extend Cooperation with all Stakeholders: Authorities, Manufacturers,

Research Centers, ANSP’s, Airports, Operators, Pilots– Develop Synergies between Aircraft & Infrastructures / Ground

Systems Technologies / Operations

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Reducing Fuel Burn in OperationDissemination of Best Practices

• Operating Procedures optimizing each phase of flight to minimize fuel consumption

– Ground running and taxiing

– Take-Off & Climb

– Cruise

– Descent, Holding & Approach

• Maintenance procedures to minimize Engine (SFC) or Aircraft performance (drag, weight) deterioration & restore it

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Reducing Aviation EmissionsReducing Fuel Burn in OperationAirports - Prospects for the future

•Powered Gear / Electric Taxi

• Gate Power Supply (Electric or Alternate fuel GSE)

• Electrically powered PCA systems

• Gate Refuelling

• Airport Layout

• Airport Taxi management

• Operational towing

• Other Aircraft-related: Aircraft De-Icing, Tank Farm, Engine Test Stands, …

• Other Airport Stationary Sources

• Airport Ground Vehicles

• Airport Access & Road Traffic

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CONTENTS

1. Overview






7. Epilogue

34


• Participate actively in elaborating a broad, global & long-term vision and apply it to programmes, products, investments & partnerships

• Work to meet ambitious environmental-related targets addressing climate change, community noise, local air quality & trade-offs

Manufacturers and Environmental Protection

Aerodynamics

Improvement

ðReduce CO2 by 50% per passenger kilometre

ðReduce Perceived Noise to one half of current average levelsðReduce NOx emissions by 80%ðMinimise the impact of industries on the global environment

è Similar Vision in the US

Example of EU Vision 2020 for Environment

CO2 reduction

ATM 5-10%

Aircraft 20-25%

Engine 15-20%

Total 50%

ENGINE 15-20% ATM 5-10%AIRCRAFT 20-25%

Potential for fast broad-based

solutions to betaken into account!

Potential Potential for for fast fast broadbroad--basedbased

solutions to solutions to bebetakentaken into accountinto account!!

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• Participate actively in elaborating a broad, global & long-term vision and apply it to programmes, products, investments & partnerships

• Work to meet ambitious environmental-related targets addressing climate change, community noise, local air quality & trade-offs

• Support research for better understanding of environmental impacts & benefits

• Participate in extensive research programmes to foster environmental advances for aviation (optimized combined scenarios)

• Ensure that environmental advances get continuously introduced into design & operating practices, and into products, balancing early introduction of mature technologies & long development & life cycles

• Expand cooperation, coordination and synergies at all levels with all actors involved in all relevant domains (using the ICAO platform)

Manufacturers and Environmental Protection

Manufacturers despite facing multiple challenges are resolutely engaged in tackling environmental issues; they only hold some of the keys, but

they are willing to work with others in order to best address these issues

Manufacturers despite facing multiple challenges are resolutely Manufacturers despite facing multiple challenges are resolutely engaged engaged in tackling environmental issues; they only hold some of the keyin tackling environmental issues; they only hold some of the keys, but s, but

they are willing to work with others in order to best address ththey are willing to work with others in order to best address these issuesese issues

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• To maximize the benefits from the large investments in developing emission (and noise) reduction technologies, it is essential for all stakeholders to work together on the multiple,interdependent factors involved, in a global system approach

• This implies a permanent productive dialogue and a high level of cooperation between all stakeholders

• Technology will not be enough - All possible cost-effective means to improve the environmental situation should be explored, including operating procedures, land use management, airport infrastructure and equipment, ground systems and ATM

Systems Approach to Environment

Technology Cannot Be Considered in IsolationTechnology Cannot Be Considered in IsolationTechnology Cannot Be Considered in Isolation

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Systems Systems Approach Approach

to to EmissionsEmissions

Emissions Technology in a global system perspective

Emissions Reduction at Source

(TM)

Flight & GroundOperating

Procedures(TM)

ATM - ATC (ANSPs)*(TN+TA+TM)

Airport Infrastructure & Equipment

(TA+TN)EconomicFactors &

Instruments(ETS-VA)*

Field where Manufacturers are

active

Field where Manufacturers are

active

Technologies invoved:TM: AircraftTN: ATMTA: Airport

Cost-Benefit Analysis

Scientific knowledge

* ETS: Emissions Trading Scheme - VA:Voluntary Agreement - ANSP: Air Navigation Service Provider

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• Provides an international forum for sharing and consolidating data, visions & prospects

• Provides & best uses resources to develop & maintain international policies, standards, databases, tools, models, practices & guidelines

• Brings together all stakeholders to balance their needs

• Brings together scientific and engineering resources to help finding & optimizing the environmental solutions, taking into account interdependencies and trade-offs

• Facilitates safe, coordinated, harmonized, efficient and consistent approaches & processes

ICAO/CAEP is a Unique Framework

Provides Global Coordination for a Global IndustryProvides Global Coordination for a Global IndustryProvides Global Coordination for a Global Industry

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EfficientSolutions

In Conclusion,…

Broad Vision

Cost-efficiencyPriorities

Balanced Systems

Approaches

Knowledge-Models-Scenarios-Technology-Design-OperationsATM-Airports Land use/Infrastructures/Equipment/Access

Highdedicated

Investments& Resources

SynergiesCooperation

ICAOICAO

All Actors All Fields

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Thank You

Documents

Reducing Aviation Emissions · 2013. 6. 25. · Glare - wing: composite-fuselage: composite or composite + advanced alloy est. structural weight saving » 8% « Materials Baseline