CAEP Combustion Technology Review Process and CAEP NOx Goals

Paul Madden 2nd July 2014Engine Emissions Expert

CAEP Combustion Technology Review P d CAEP NO G lProcess and CAEP NOx Goals Introduction

Engine and Combustor Characteristics LAQ and Climate Change NOx Drivers LAQ and Climate Change NOx Drivers

Engine Emissions Regulations CAEP NOx Technology Goals Conclusions from the Last Combustion Conclusions from the Last Combustion

Technology Review Q ti Questions

Airplane Design is a Balance Among Various Objectivesj

Maintainability

Payload

Cruis

Altitu se

ude

Emissions are mostly dictated by the engine design so this is the focus of emissions regulations.g

Trent 800Air is sucked into the engine. This Engine can empty a squash court in

85% of the air bypasses the core and exits the engine.

empty a squash court in 1 second! Also the pressure is doubled through the fan.through the fan.

15% of the air enters the core and is compressed to 40 times atmospheric pressure.

In the combustion chamber fuel is mixed with air and burnt at about 1900K with peak temperatures around 2600K.

Aircraft Gas Turbine Combustion System Requirements Integrity and reliability W 1 Turbojet Integrity and reliability Exit temperature distribution

Turbine integrity

W.1 Turbojet(1942)

Flame stability Relight at altitude E i i Emissions Pressure loss - fuel consumption High combustion efficiency Combustor High combustion efficiency Ground starting

Including hot and cold days Weight, cost and length

Emissions are only one of a number of requirements

Local Air Quality NO2 is regulated in Europe (limit 40microg/m3)

Air Quality concern due to health impactsAir Quality concern due to health impacts

NOx from engines is mostly NO with some NO2 but in the atmosphere all NO oxidises to NO2atmosphere all NO oxidises to NO2

Ozone is regulated in North America

Ozone is a concern due to asthma etc

NOx is an ozone pre‐cursor and so is HCp

Particulate matter under 10/2.5 microns are regulated

All engine PM is under 0.1micron but is a growing area of concern.

Emissions Legislation –ICAO Landing-Take-Off (LTO) - CycleICAO Landing-Take-Off (LTO) - Cycle

UHCCONOj

FjndexEmissionsItimeflowfuelFjD

x

iii

iP

,,

/))((/)(4

1

Evolution of Emissions with the RR Rich Burn SystemSmoke UHC / CO

0% 25% 50% 75% 100% 0% 25% 50% 75% 100%

Idle Approach Climb MTO Idle Approach Climb MTO

0% 25% 50% 75% 100% 0% 25% 50% 75% 100%

NOxCO/HC peak at idle.

Smoke typically peaks at highSmoke typically peaks at high power on conventional combustors.

Idle Approach Climb MTO

0% 25% 50% 75% 100% NOx peaks at high power.

Typical Emissions from an Aero Engine at C iCruise

Emission From 1 Kg fuel Kerosene(C12H23.4)

CO2

H2O

3160 g

1290 gAi 2

NOX

SO

g

< 15 g

< 0 8 g

Air

SOX

CO

< 0.8 g

< 0.6 gCommittee on Aviation Environmental Protection

Hydrocarbons

Particulates

< 0.01 g

< 0.05 g

(CAEP) has not set any cruise emissions regulations: It has been shown that LTO

Air lotsbeen shown that LTO improvements result in cruise improvements.

Significant Progress in Emissions ReductionICAO 86 was a production cut-off.

140

thru

st)

ICAO 1986

CAEP 2

pCAEP 2 new types 1996 production cut-off 2000.CAEP 4 new types 2004.CAEP 6 new types 2008 production cut-off 2013.CAEP 8 new types 2014

100

120

ass/

unit

t

CAEP 2CAEP 4CAEP 6

CAEP 2CAEP 8 new types 2014.

60

80

eris

tic (m

a

CAEP 8

40

60

x ch

arac

te

Future combustors

0

20NO

x

010 15 20 25 30 35 40 45 50

Overall Pressure Ratio

Recent Engine Certification DataFor New Advance Combustors

Summary

100

110CAEP/2CAEP/4

Chart from 1st NOx Goals Review

80

90

100

- g/k

N

CAEP/4

CAEP/6March 2006

60

70

ract

eris

tic) -

40

50

oo N

Ox (

cha

10

20

30

Dp/

Fo

016 20 24 28 32 36 40 44

oo - Engine Overall Pressure Ratio

Recent / Near-Term Engine Data

100

110CAEP/2CAEP/4

(Square): below 89 kN engine (Triangle) : above 89 kN enginePurple : Recent engine data

80

90

100

-g/k

N

CAEP/4

CAEP/6Orange : Near‐term projections

CAEP/8

60

70

ract

eris

tic) -

30

40

50

oo N

Ox

(cha Mid-Term Goal

2016 (45% ± 2.5%)

Long-Term Goal2026 (60% ± 5%)

10

20

30

Dp/

F 2026 (60% ± 5%)

016 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46

oo - Engine Overall Pressure Ratio

Recent/Near Term Engine Certification DataSummary for CAEP/8y

100

110CAEP/2CAEP/4

Blue = New cert. data prior 2006 ReviewGreen = New cert. data prior 2009 ReviewOrange = Projected new cert. data prior to

80

90

100

- g/k

N

CAEP/4

CAEP/6

g j p2009 Review

60

70

arac

teris

tic)

RR Phase 5

30

40

50

oo N

Ox (

cha

Mid-Term Goal2016 (45% ± 2.5%)

Long-Term Goal2026 (60% ± 5%)

Potential Cruise Optimization

Potential Growth

Transition?

10

20

30

Dp/

F 2026 (60% ± 5%)

GenX TAPS TRL 7

P&W TALON X RR Lean Burn TRL 6<5% of orders for low thrust engines

Evolution after Step

016 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46

oo - Engine Overall Pressure Ratio

Projected to TRL8enginesafter Step

Change

Recent Small Engine Cert. Summary

Manufacturer Engine OPR Thrust, kN• Smaller engines (<89kN thrust) show classic trade Rolls-Royce TAY611-8C 16 61.6

Snecma SaM146-1517 21.9 69.0Rolls-Royce AE3007A2 20.2 42.2GE CF34 10E7 25 5 77 4

thrust) show classic trade between CO and NOx• All manufacturers fall on  GE CF34-10E7 25.5 77.4

Honeywell HF7000 22 30.62Rolls-Royce BR725 25 72.1

All manufacturers fall onsimilar technology line• NOx margins include 

70

80

90

100CAEP /6 thrust alleviation• Re‐consideration of the goals may be appropriate

40

50

60

70

CO

HC

goals may be appropriate for smaller aircraft engines (regional and business jets) 

10

20

30NOX

Smoke

( g j )at the next IE review.

•Thrust alleviation.0

WG3_6_IP5

NOx Technology Themesgy• Great Progress has been achieved on midterm goals for larger aircraft

engines (narrow body and twin aisle) RQL d L B h b th d t t 2016 bilit– RQL and Lean Burn approaches both demonstrate 2016 capability at high TRL

– Both concepts show promise to meet 2026 goals• Re-consideration of the goals may be appropriate for smaller aircraft

engines (regional and business jets) at the next IE review.– Current engines approaching CO/NOx limitg pp g– No thrust alleviation considered for small engines within the CAEP

goals.– Advanced concepts don’t scale wellAdvanced concepts don t scale well– Weight/cost/efficiency trades are different for small engines

• Government/industry partnerships are working successfully (ACARE, CLEEN NASA N+1 N+2)CLEEN, NASA N+1, N+2)

• Cruise NOx was considered during the review and it may be appropriate to look at this in more detail in the future. Better scientific

d t di f i t i d d fi tunderstanding of impacts is needed first.WG3_6_WP4

Development of Aviation Emissions Regulations for Large Engines

Any Questions?Any Questions?

Aircraft Gas Turbine Exhaust EmissionsICAO Recommended Limits

Smoke (Number) Limit = 83.6 (Foo)-0.274 (Note thrust links to engine diameter and hence path length and visibility)

Hydrocarbons (DP/Foo) = 19.6g/KN (Reported as CH4)

Carbon Monoxide (Dp/Foo) = 118.0g/KN

Oxides of nitrogen ICAO 1986 40 +2( (Dp/Foo) (as NO2) CAEP 2 32 +1.6(CAEP 4 19 + 1 6( 7 + 2(CAEP 4 19 + 1.6( 7 + 2(CAEP 6 16.72+1.408(,-1.04+2(CAEP 8 7.88+1.408( -9.88+2 (

(<30 OPR) (>30 OPR)(<30 OPR) (>30 OPR)Foo - Rated maximum thrust as ISA SLS (kN)

oo - Engine pressure ratio at rated maximum thrustgDp - Total mass of pollutants emitted during the LTO cycle (g)Smoke - Measured using the SAE filter paper technique

Combustion Technologies for Civil Aerospace

Rich Burn Technology

• Non premixed combustion

• Single fuel stagingS g e ue stag g

• Rich primary zone for stability

• Lean quench zone for minimised NOx 

• Best in class rich burn combustor in serviceBest in class rich burn combustor in service

Lean Burn Technology

Premixed combustion

d d ll d f ll ( l d Individually staged fuelling (pilot and main)

Rich pilot for low power stability

L i f i i i d NO Lean main zone for minimised NOx