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3.3 Emissions Policies and Trends Reducing aircraft engine NOx emissions over the ICAO LTO cycle has long been a priority for the International Civil Aviation Organization’s (ICAO) Committee on Aviation Environmental Protection (CAEP). CAEP first established standards for emissions of NOx, HC, CO, and smoke in 1986.7 Since that time, the standard for allowable NOx emissions has been reduced four times. At the most recent CAEP meeting in February 2010, the nominal NOx emission standard was reduced to less than 50% of the original standard. For the first time, reduction of climb and cruise NOx was given as a strong consideration in setting the stringency of the standard. The US Environmental Protection Agency (EPA) intends to adopt the new standard (CAEP/8) starting in 2014, and will also initiate mandatory emissions reporting for all engines sold to US airlines. 1 In Europe, there has been a trend for airports to implement landing charges based on the amount of LTO NOx that an aircraft emits. The European Civil Aviation Conference (ECAC) has developed a standard methodology for NOx charging, ECAC Recommendation 27/4. Additionally, as part of the European Emissions Trading Scheme that focuses mainly on CO2 emissions and climate change, there has been a proposal to require aircraft to buy additional credits to account for the impact of NOx, PM and other non CO2 emissions. For now, this action is on hold, awaiting development of better scientific understanding of NOx impacts on climate. 1 In light of the importance of high altitude NOx emissions on climate and health, CAEP is revisiting means to reduce NOx emissions at climb and cruise conditions. CAEP has also sponsored reviews of progress in NOx reduction technology, and has set a nominal goal of 45% reduction relative to CAEP6 NOx standards by 2016. 1 CAEP is also working with the SAE E-31 Aircraft Exhaust Emissions Measurement Committee to develop a certification procedure for a future non- volatile PM emissions standard. Both mass of PM emissions and particle size will be measured. 1 The potential for future increased requirement stringency and local landing fees in addition to local air quality and climate concerns are driving the development of the TAPS II combustion system. 3.4 Baseline Design The baseline combustor used for comparison to the CLEEN TAPS II is the CFM56-5B3/3. The CFM56 engine family is the most popular engine in the field today with over 22,000 engines produced. More than 520 airlines, charter operators, militaries and leasing companies use the CFM engine. 8 It is on both Boeing and Airbus Narrow-body aircraft (737 and A320 families). The -5B3 is the Page 8PDF Image | TAPS II Combustor Final Report
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