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4.2 Cruise Efficiency and Mission NOx Assessment When lean burn combustion systems are optimized for low NOx over the ICAO LTO cycle, they can become too lean for high combustion efficiency at cruise. The requirement of any commercial engine combustion design is to meet >99.9% efficiency at cruise to minimize fuel burn. One alternative is to stage the combustor to pilot only operation at cruise, but this leads to higher NOx emissions and a more peaked exit temperature profile. As an example of the potential trades, Figure 11 compares total NOx emissions for a 500 nm mission for an A320 aircraft equipped with a LEAP engine. The first column represents the NOx emissions for a traditional rich burn combustor, the second the TAPS II combustor operating in pilot only mode for the cruise leg, and the third column is the TAPS II combustor operating fully staged (lean) for the cruise leg. The stacked bar chart has the NOx produced over the ICAO LTO cycle shown on the top and the bottom portion of each bar is the NOx produced for the mission above 3000 ft altitude (climb, cruise and descent). The plot shows that the TAPS II NOx advantage over rich burn is larger when you include the full mission rather than just the LTO cycle. It also shows that lean burn at cruise greatly reduces total NOx emissions. This would suggest that optimization of the combustor design to be fully staged at cruise will result in lower total mission NOx emissions even if LTO NOx were to increase. Figure 11 Mission NOx Comparison Page 18PDF Image | TAPS II Combustor Final Report
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