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AIRCRAFT MANUFACTURERS ON THEIR WAY TO THE MOST ECOLOGICAL TRANSPORT SYSTEM
AIRCRAFT MANUFACTURERS ON THEIR WAY TO THE MOST ECOLOGICAL TRANSPORT SYSTEM
AIRCRAFT MANUFACTURERS ON THEIR WAY TO THE MOST ECOLOGICAL TRANSPORT SYSTEM
AIRCRAFT MANUFACTURERS ON THEIR WAY TO THE MOST ECOLOGICAL TRANSPORT SYSTEM
THE ECOLOGICAL PRESSURE IN MODERN AIRCRAFT DESIGN or
« GREENER BY DESIGN »
THE ECOLOGICAL PRESSURE IN MODERN AIRCRAFT DESIGN THE ECOLOGICAL PRESSURE IN MODERN AIRCRAFT DESIGN oror
«« GREENER BY DESIGNGREENER BY DESIGN »»
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Direct Operating Cost
Added value
• Economics • Commonality • Performance• Comfort• Cabin flexibility• Environment• Family concept• Development Potential• Cargo capability• Infrastructure
Added value factors are decisive design criteria and amongst them environmental aspects gain more and more importance since they are subject to regulations which become increasingly stringent.
Added value factors are decisive design criteria and amongst them environmental aspects gain more and more importance since they are subject to regulations which become increasingly stringent.
Doc and Non-Doc Criteria for Aircraft Evaluation
Fig. 1
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Added Value quantification
43%
12%
10%
14%
16%
5%
0%
50%
100%
1
Performance
Comfort
EnvironmentMarketing/ Infrastructure
Commonality
Economics
Relative Value Distribution of Doc and Non-Doc FactorsRelative Value Distribution of Doc and Non-Doc Factors
Intra-European scheduled servicesIntra-European scheduled services
Relative value of criteria %
NoiseEmissionsVortex
NoiseEmissionsVortex
Range
SpeedField performanceCruise altitudeClimb performance
Cargo capacity
Relative Value per CategoryRelative Value per Category
Fig. 2
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Ecological Impact of Commercial Aviation
If we talk about impact on ecology we primarily think of noise and emissions.
Whereas noise is mainly of concern to airports and the airports’ neighbourhood (take-off, initial climb, approach and landing phases), emissions are essentially a question ofatmospherical pollution during the en-route phases.
Other aspects of environmental impact are vortex generation and increasingly safety/security issues as a result of terrorist action.
Fig. 3
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Significant Improvements
The past
Today
0
10
20
30
40
50
60
70
80
90
100
Jan-58 Jun-63 Dec-68 Jun-74 Nov-79 May-85 Nov-90 May-96 Oct-01
CERTIFICATION DATE
% o
f Com
et S
FC o
r Fue
l Bur
n
Comet 4/ AvonB707-120/JT-3
ENGINE FUEL CONSUMPTION
AIRCRAFT FUEL BURN PER SEAT
- 70 %
Entry into Service Date
Late
ral N
oise
Lev
elC
orre
cted
for A
ircra
ft Th
rust
1955 1960 1965 1970 1975 1980 1985 1990 1995 2000
2nd Generation Turbofans
Turbojets
1st Generation Turbofans
20 dB
More than 20dBimprovement
Fig. 4
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Development of Fuel Burn of Commercial Aero Engines
Fig. 5
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Emissions – reducing fuel burn
Datum
-10 %
-20 %
-30 %
-40 %
1970 1980 1990 2000
A310-300
A330
A300
A300-600
Blockfuel per seat km
year of certification
-37 %1/3 engine
2/3 airframe
Datum
-10 %
-20 %
-30 %
-40 %
1990 2000 2010 2020
A330Blockfuel per seat km
year of certification
Technology1970
Technology1980
Technology1990
• Technology vision 2020?Reduce CO2 emissions by 50%, and NOx by a factor of 5 (80%)
2.92.9 PAX / 100 kmPAX / 100 kmLL
Improved flight performance & Close cooperation with engine manufacturers
Emissions - reducing fuel burn
Fig. 6
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85
90
95
100
105
110
10 100 1000
MTOW (Tons)
EPN
L
APPROACH
FLYOVER 4 ENGINES
FLYOVER 3 ENGINES
FLYOVER 2 ENGINES
SIDELINE
ICAO Annex 16 Chapter 3 / FAR 36 Stage 3Noise limits
747-400
Noise Certification Requirement
A380-800/900
Fig. 7
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Main CAEP/5 outcome: certification standard stringency
10 EPNdB cumulative margin vs Chapter 3 limits
No exceedance allowed at any point, cumulative margin greater than 2 EPNdB at any two points
Applicable by 1 January 2006 to certification of new types (new or derivative a/c)
Not intended to be used for any new operational restrictions such as phase out
Noise Certification Requirement
Chapter 4
Fig. 8
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• Initial Airports assumed for A380 Airline Operations and Alternates:
6 in Europe: LHR , STN, LGW, MAN, CDG,FRA, 6 in Asia: DOH, SIN, HKG, BKK, NRT, KIX, 11 in North America: JFK, EWR, LAX, SFO, MIA, ANC,
IND, MCO, MEM, ORD, YUL1 in Australia: SYD
• Noise ConstraintsNoise Abatement ProcedureNoise monitoring systemNoise level limitsOperating restriction Noise surcharge
A380 Priority Airports analysed concerning Noise Constraints
Fig. 9
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Airport rules: Examples
• Quota Count System (London and recently Madrid) Each aircraft movement is allocated to specific QC categories (for departure and arrival) depending on certification levels:
– Departure: (Sideline + Flyover)/2– Arrival: Approach certification level - 9EPNdB
Total number of QC’s per season is limited -> a noisy aircraft movement can be replaced by 2 of the next quieter classFrom 2002 on, QC4 night movements will be bannedAll B747 departures are QC4 or higher
Big challenge for A3XX, which is 30 to 50% larger.
QC 0.5 QC 1 QC 2 QC 4 QC 8 QC 1686,9 89,9 95,9 98,9 101,9 EPNdB92,9
Fig. 10
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Noise reduction (London Depart.)
QC8
QC4
QC2
98.9 EPNdB
95.9 EPNdB
Airframe commitment
Engine commitment
Status 15
Status 15 + NIP
A3XX A3XX-F MTOW
Fig. 11
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Aircraft noise: A complex mix of different sources
51%
2%3%19%
21%4%
29%
17%
52%
0%0%2%
Jet Turb Comb Fan fwd Fan rwd Airframe
Long-Range 4 engines, BPR8
•Take-off: Jet & Fan
•Approach: Airframe & Fan
Fig. 12
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88
90
92
94
96
98
100
102
104
106
108
Sideline Flyover Approach Londondeparture
Londonarrival
Cumulativevs Stage 3
Nom
inal
noi
se le
vel (
EPN
dB)
-22
-20
-18
-16
-14
-12
-10
-8
-6
-4
-2
0
Cum
ulat
ive
vs s
tage
3 (E
PNdB
)Stage 3
Stage 3Stage 3
QC2 upper limit
QC1 upper limit
Stage 4
A380-800 560 t MTOW 386 t MLWTrent 900 70k AET
747-400 PAX
747-400 PAX
QC4 upper limit
Objective
A380-800 / Trent 900 Nominal Noise Status
Significantly quieterFig. 13
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Airbus introducing new noise reduction technologies
80
82
84
86
88
90
92
94
96
98
A340-300 A340-600 A380-800technical target
EPNdB 275t
London QC2 limit
+90t
365t
+285t
560t
Departure noise
Fig. 14
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Noise footprint reduction
A320-200&
B727-200 hushkit
Ronald Reagan National Airport
75 dBA T/O area
Fig. 15
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CO2 emissions
The emissions of carbon dioxide by aircraft represent only2-3 % of the total amount of man-made emissions
22--3 %3 %
Source : Academie des Sciences
Fig. 16
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Global warming
• The increase of concentration of many gases (Co2,H2O,
NOX, CH4,…) contribute to the Green House effect, i.e.
global warming.
• CO2 is by far the main contributor through its large quantity
and its long residence time in the atmosphere.
• Green House effects have resulted in:
a) A temperature increase of 0,5 to 0,6 degrees in the last century *
b) A sea level increase of 15 to 20 cm in the last century*
* Source : EPA - US Environmental Protection Agency
Fig. 17
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GP7200 Engine Emissions Summary
GP7200 Family Emissions Summary85% Confidence
0
20
40
60
80
100
HC CO Nox SMOKE
70K76.5K81.5K
Emissions Component
% M
argi
n to
CA
EP
4
Fig. 18
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0
20
40
60
80
100
120
140
10 15 20 25 30 35 40 45 50
Overall Pressure Ratio
NO
x ch
arac
teris
tic D
p/Fo
o
CAEP 2 - New Types 1996- All Production 2000
Phase 2
Phase 5
BRR Phase 5
Other ConventionalOther Staged RB211-524H
RB211-524GRB211-535E4B
RB211-535E4
BR710
Trent 892
PW4090
PW4084D
-535E4/E4BLow NOx
RB211-524H-T
Trent 772
GE90-94BGE90-85B
PW2040
CFM56-5B2/2
CAEP4- New Types 2004
CFM56-5B6/2
CF6-80AE3007
Trent 895
PW4*58TALON II Combustor
BR715
PW4168
PW4*58
PW4168 TALON II
PW4098TALON
Phase 5 tiled
Trent 556
Trent 875
Other
CAEE 2- All Production 1986
V2533
V2522
CFM56-5C4
CAEP 6- New Types 2008
CFM56-7
Trent 970 one and three engines
Trent 977 oneand three engines
Tay 611-8C
Engine Nox Emissions
Source Rolls-RoyceFig. 19
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Organisation of MOZAIC programme
Since the beginning of this project, other scientists have rejoined the group for atmospheric modelling and impact studies
Partners of MOZAIC projectAirbus Activities via MOZAIC
Fig. 20
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MOZAIC project
Measurement of OZone by Airbus In-service airCraft
Idea launched by Airbus Industry in 1990 studying with European Commission in 1992
European Research Programme 1993 - 2003
Objectives of the programme
Automatic measurement of physical parameters and chemical compounds in the atmosphere during the whole flight of commercial aircraft
Development of databases on the characteristics of the atmosphere at flight levels of the aircraft
Utilisation of databases to improve the geographical and temporal simulation of the atmosphere by models
Utilisation of models to study the potential impact of aircraft on the atmosphere (ozone layer variations, greenhouse effect variations)
Fig. 21
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Distribution of MOZAIC Flights % of flight in main directions (Aug. 1994 - Dec. 2000)
Fig. 22
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The compromise for minimising A380 noise
0
50
100
150
200
250
0 1000 2000 3000 4000 5000 6000 7000 8000 9000
Range (nm)
Blo
ck fu
el (1
,000
kg)
0.0%
1.0%
2.0%
3.0%
4.0%
5.0%
Del
ta b
lock
fuel
due
to N
.I.P.
(%)
Pre N.I.P.
Post N.I.P.
Noise Improvement Package~ 2% fuel consumption increase~ 2% fuel consumption increase
Reduced noise at the expense of performance!An aviation first
Fig. 23
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Conclusions
To design and develop a successful commercial transport aircraft, many criteria have to be taken into account and well balanced (Safety is and will remain paramount and cannot be compromised)
Ecological requirements have gained more and more importance and will continue to do so in the future. Recent examples show that stringent environmental requirements may force the manufacturersto accept certain drawbacks in economy.
Especially with regard to emissions not all phenomena are fully understood and therefore research is crucial to make further progress.
Airbus is fully committed to designing and producing environmentally friendly aircraft and will give maximum support to the ongoing research efforts.
Fig. 24
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Thank you…
…for your attention.
Thank you…
…for your interest.