Aviation and the Global Atmosphere

Aviation and the Global Atmosphere
under "main" phase development (LOWNO x III) combines an RBQQ candidate pilot
injector with a premixing main zone injector. This concept might provide low NOx emissions with acceptable operational capabilities at LTO and cruise conditions of
subsonic aircraft (Zarzalis et al., 1995).
7.5.5. Future Technology Scenarios
As part of the preliminary work associated with this report, industry was asked to consider
what advances in technology might be applicable for aircraft in the year 2050. Numerous
projections were made by an expert group from the aeronautical industry (engine, airframe,
and aerospace manufacturers). The group provided their best judgments of fuel efficiency and
NO x technology scenarios for the year 2050 (ICCAIA, 1997f) to the ICAO Committee on
Aviation Environmental Protection Forecasting and Economic Support Group (FESG) for use
in Chapter 9 of this report. The assumptions for the 2050 scenarios were as follows:
● Continued demand for worldwide commercial/regional/ general aviation aircraft
● Technology advancement to be addressed for all engine sizes
● Unrestricted kerosene availability
● Development time and operational life of modern aircraft = 40-50 years
● All airworthiness requirements achievable
● Economically viable
● No impact on noise
● Possible NO x reduction scenarios.
Figure 7-25: Typical static temperature and static pressure
histories downstream of the combustor (Lukachko et al., 1998).
Chapter 9 of this report considers the conclusions of the group in conjunction with FESG traffic scenario projections. Together, these considerations take account not
only of long-term demand but also of fuel burn and emissions (see Chapter 9). The latter two depend on three factors:
● Airframe technology developments (discussed in Sections 7.2 and 7.3)
● Trends in engine design (discussed in Section 7.4)
● Combustion system development-in particular NO x reduction scenarios, based in one case on the best near-term combustor technology and in the other on
longer term NO x reduction combustor technology (discussed in Sections 7.5.3 and 7.5.4, respectively).
The benefits arising from the first item influence projections in terms of fuel efficiency alone. The other two items take into account the net effects of cycle changes and
emissions reductions strategies. Two potential long-term aircraft technology scenarios emerged from these deliberations. These scenarios are summarized in Table 7-
6.
The outcome of these deliberations is that a basis now exists for the development and ongoing monitoring of future research strategies as air transport and concern
about its environmental impact continues to grow.
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