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Int. J. Environ. Res. Public Health 2011, 8 3786 International Standard and Recommended Practices for the control of fuel venting and of emissions of carbon monoxide, hydrocarbons, nitrogen oxides and smoke from aircraft engines over a prescribed landing/takeoff (LTO) cycle below 3,000 feet. While there is no regulation or standard for aircraft emissions during cruise, these LTO standards also contribute to limiting aircraft emissions during cruise. The Kyoto Protocol’s Article 2 contains the provision that industrialized countries pursue policies and measures for limitation or reduction of greenhouse gases from aviation bunker fuels. In relation to other aircraft engine emissions, IPCC has underlined the continuing uncertainties associated with the impacts of nitrogen oxides, water vapor, and sulfur while asking for further research [10]. The ICAO’s CAEP is primarily responsible for monitoring the aviation industry’s emissions and noise reduction efforts and seeking further options to mitigate the impacts of aviation on community noise, local air quality and the global atmosphere. Over the years, CAEP has set aircraft engine certification standards and phase-outs of noisy aircraft [31]. Many options for emissions mitigation have been proposed, including higher fuel taxes, emission charges, emission caps or limits, emissions trading, increased stringency of the certification standards, retrofit mandates, voluntary actions, demand management, and the possibility of no action. Although negotiations will settle the form of such policies, they all fundamentally entail considerations of the efficacy of both technological and operational strategies for system efficiency improvement and emissions reduction [3]. 3.3. Social Driver: Pubic Demand The external factors that can influence the transition arena in aviation industry present future scenarios for the commercial aviation paradigm. These are the necessity to change the aviation industry towards a more sustainable aviation paradigm and technological innovation. The necessity is a result of a global perception of the environment and is influenced by society as a whole. Technological innovation is the more immediate and tangible factor since it directly influences the industry’s technological development. It can be seen that technological innovation is not only driven from innovators but also influenced by society. The present situation represents lowest scores on both factors [13]. In order to achieve continued improvements in aircraft fuel efficiency, as well as reductions in jet engine emissions that adversely impact global climate and local air quality, there should be a stronger social pressure on the aviation sector. That is, social pressure sends a signal to governments that something is worrisome for human health and the environment. Governments then take action (either via a command-control or incentive-based mechanism) after confirming scientifically the cause of the problem as well as the solution. Currently, the social demand for low-emission aircraft is not strong enough because the general public is not well aware of the effects of aviation emissions on the global climate [32,33]. Note that in some countries (e.g., UK) the press has targeted aviation to a far greater extent than other industries, and the aviation industry in fact feels that there is far more public awareness than is warranted (aviation being only 3% of anthropogenic CO2 emissions). However, in other regions like Asia where air traffic is significantly increasing, public awareness is still very low. At the same time, the effects of aircraft engine emissions on the global atmosphere are not well understood scientifically.PDF Image | Analysis of Technological Innovation and Environmental Performance Improvement in Aviation Sector
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