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2. Reduce cruise NOx emissions to less than 9 g/Kg fuel at all cruise conditions. Cruise NOx can affect climate, and may also affect air quality far from the flight path. Therefore, GE will concentrate on reducing cruise NOx levels in conjunction with reducing LTO values. 3. Reduce solid carbon particulate matter (PM) to 90% below potential CAEP limit. Currently, secondary PM is thought to account for most of aviation’s health impact. However, with improved control of NOx emissions through improved combustor design and SOx emissions with reduced fuel sulfur content, the health impact of solid particulate is likely to become even more important. In theory, formation of soot should be reduced by orders of magnitude with lean-burn combustion. This benefit has not been well documented because lean-burn combustion systems have not been widely available for aircraft, but there is anecdotal evidence that solid carbon PM will be on the order of ambient concentrations during engine operation in the lean-burn mode. 4. Scale the TAPS combustion system down to smaller core flow engines to support narrow-body and regional jet designs. The GEnx TAPS meets the emission reduction requirements of the next generation of long range wide-body aircraft, but this does not solve the emissions problem. The shorter-range single aisle aircraft fleet emits almost as much NOx as the wide-bodies, so it is important to transition TAPS technology across the spectrum of commercial engines. The TAPS II development program plan is summarized in Figure 1. Page 5PDF Image | TAPS II Combustor Final Report
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