{"id":1666,"date":"2023-02-16T16:00:00","date_gmt":"2023-02-16T15:00:00","guid":{"rendered":"https:\/\/blog.zhaw.ch\/metenvia\/?p=1666"},"modified":"2025-02-25T08:24:18","modified_gmt":"2025-02-25T07:24:18","slug":"aircraft-engines-idle-taxi-gaseous-emissions","status":"publish","type":"post","link":"https:\/\/blog.zhaw.ch\/metenvia\/2023\/02\/16\/aircraft-engines-idle-taxi-gaseous-emissions\/","title":{"rendered":"Aircraft engines: Idle\/taxi gaseous emissions"},"content":{"rendered":"\n<div class=\"wp-block-columns is-layout-flex wp-container-core-columns-is-layout-9d6595d7 wp-block-columns-is-layout-flex\">\n<div class=\"wp-block-column is-layout-flow wp-block-column-is-layout-flow\">\n<div class=\"wp-block-group\"><div class=\"wp-block-group__inner-container is-layout-flow wp-block-group-is-layout-flow\">\n<p class=\"has-medium-font-size\">Navigation menu<\/p>\n<\/div><\/div>\n<\/div>\n\n\n\n<div class=\"wp-block-column is-layout-flow wp-block-column-is-layout-flow\"><\/div>\n\n\n\n<div class=\"wp-block-column is-layout-flow wp-block-column-is-layout-flow\" style=\"flex-basis:35px\"><\/div>\n\n\n\n<div class=\"wp-block-column is-layout-flow wp-block-column-is-layout-flow\" style=\"flex-basis:35px\"><\/div>\n<\/div>\n\n\n<ul class=\"wp-block-categories-list wp-block-categories\">\t<li class=\"cat-item cat-item-142\"><a href=\"https:\/\/blog.zhaw.ch\/metenvia\/category\/education\/\">Education<\/a>\n<\/li>\n\t<li class=\"cat-item cat-item-139\"><a href=\"https:\/\/blog.zhaw.ch\/metenvia\/category\/emissions-air-quality\/\">Emissions &amp; Air Quality<\/a>\n<\/li>\n\t<li class=\"cat-item cat-item-141\"><a href=\"https:\/\/blog.zhaw.ch\/metenvia\/category\/infrastructure-services\/\">Infrastructure &amp; Services<\/a>\n<\/li>\n\t<li class=\"cat-item cat-item-38\"><a href=\"https:\/\/blog.zhaw.ch\/metenvia\/category\/meteorology-climate\/\">Meteorology &amp; Climate<\/a>\n<\/li>\n\t<li class=\"cat-item cat-item-138\"><a href=\"https:\/\/blog.zhaw.ch\/metenvia\/category\/news\/\">News<\/a>\n<\/li>\n\t<li class=\"cat-item cat-item-140\"><a href=\"https:\/\/blog.zhaw.ch\/metenvia\/category\/physical-chemistry-jon\/\">Physical Chemistry<\/a>\n<\/li>\n\t<li class=\"cat-item cat-item-143\"><a href=\"https:\/\/blog.zhaw.ch\/metenvia\/category\/projects\/\">Projects<\/a>\n<\/li>\n\t<li class=\"cat-item cat-item-1\"><a href=\"https:\/\/blog.zhaw.ch\/metenvia\/category\/the-team\/\">The Team<\/a>\n<\/li>\n<\/ul>\n\n\n<hr class=\"wp-block-separator has-alpha-channel-opacity\" \/>\n\n\n\n<p>The International Civil Aviation Organization (ICAO) requires that engines of maximum rated thrust greater than 26.7kN be certified for their emission performance<a id=\"_ftnref1\" href=\"#_ftn1\"><sup>[1]<\/sup><\/a>. For certification, ICAO defined four power modes in an aircraft\u2019s landing-take-off (LTO) cycle as emission test points. These modes include idle\/taxi at 7% of the maximum rated thrust (F<sub>oo<\/sub>), approach at 30% F<sub>oo<\/sub>, climb-out at 85% F<sub>oo<\/sub>, and take-off at 100% F<sub>oo<\/sub>. Engine manufacturers shall report their certification data, which are collated in an engine emission data bank (EEDB) managed by the European Union Aviation Safety Agency (EASA)<a id=\"_ftnref2\" href=\"#_ftn2\"><sup>[2]<\/sup><\/a><sup>,<a id=\"_ftnref3\" href=\"#_ftn3\">[3]<\/a><\/sup>. Several airport air quality models are based on the emission data present in the EEDB.<br><\/p>\n\n\n\n<p>In addition to emissions from ground support vehicles at airports, the idle\/taxi power mode is important for air quality and exposure of ground support staff to hazardous air pollutants. As a result, research efforts have worked on assessing the real emissions on ground<sup><a id=\"_ftnref4\" href=\"#_ftn4\">[4]<\/a>,<a id=\"_ftnref5\" href=\"#_ftn5\">[5]<\/a><\/sup>. While the EEDB data reports idle\/taxi at 7% F<sub>oo<\/sub>, the actual thrusts applied at idle\/taxi is not always 7%, which may impact emissions. Airport surveys have shown that actual idle\/taxi thrust varies between 3% and 10% depending on the engine type, the number of engines in operation, and the type of maneuver the aircraft is undertaking (up to 10% for 90\u00b0 turns)<sup><a id=\"_ftnref6\" href=\"#_ftn6\">[6]<\/a>,<a id=\"_ftnref7\" href=\"#_ftn7\">[7]<\/a>,<a id=\"_ftnref8\" href=\"#_ftn8\">[8]<\/a>,<a id=\"_ftnref9\" href=\"#_ftn9\">[9]<\/a><\/sup>. And, the <a href=\"https:\/\/www.nasa.gov\/centers\/glenn\/aeronautics\/APEX.html\" target=\"_blank\" rel=\"noreferrer noopener\">APEX <\/a>measurements revealed up to twice as much\/less emissions at lower thrust settings compared to 7% F<sub>oo<\/sub><sup><a href=\"https:\/\/blog.zhaw.ch\/metenvia\/wp-admin\/post.php?post=1666&amp;action=edit#_ftn4\">[4]<\/a><\/sup>. Unfortunately, the time spent in thrusts below 7% F<sub>oo<\/sub> is largely unknown, impacting the level of certainty of results from airport air quality models<sup>7,8<\/sup>. <br><br>We performed preliminary assessment of low power emissions data collected alongside maintenance tests at SR Technics, Zurich using <a href=\"https:\/\/www.zhaw.ch\/en\/engineering\/institutes-centres\/zav\/aviation-operations\/meteorology-environment-and-aviation\/smartemis\/\" target=\"_blank\" rel=\"noreferrer noopener\">SMARTEMIS<\/a> from 2013 to 2022. SMARTEMIS is one of three reference measurement systems for engine certifications in the world and operated by ZHAW. Measurements were conducted on in-service engines returned for maintenance after the maintenance work had been done. Low power here refers to thrusts between 2% and 15% F<sub>oo<\/sub>. We corrected the emission indices (EI) to ICAO standard atmosphere at sea level (ISA): 15 \u00b0C, 1013.25 hPa.<br><br>Here, we focus on a subset of engines tested (emission indices (EI) presented as a function of fuel flow corrected to ISA) in Figure 1. EI of nitrogen oxides (NOx, EI<sub>Nox<\/sub>) varies linearly with fuel flow (Figure 1A). For the same fuel flow, measured EI<sub>Nox<\/sub> is lower than that presented in the EEDB for corresponding combustor (Figure 1A). The inverse is the case for carbon monoxide (CO, Figure 1B) and unburned hydrocarbons (UHC, Figure 1C). With CO and UHC, measured EIs are similar (CO for tech insertion engines) or higher than those reported in the EEDB for the same fuel flow. At  lower fuel flow (for thrusts lower than 7% F<sub>oo<\/sub>), EI<sub>CO <\/sub>and EI<sub>UHC<\/sub> are significantly higher than EIs at the ICAO idle\/taxi power.<br><br>These observations are similar to those of the APEX measurement series<sup><a href=\"#_ftn4\">[4]<\/a><\/sup>, reiterating the concerns of higher exposure than airport air quality models may predict using EEDB data alone for CO and UHC. At lower fuel flows, the EEDB based models may overestimate NOx emissions. <\/p>\n\n\n\n<p><\/p>\n\n\n\n<figure class=\"wp-block-image size-large is-resized\"><img loading=\"lazy\" decoding=\"async\" width=\"515\" height=\"1024\" src=\"https:\/\/blog.zhaw.ch\/metenvia\/files\/2023\/02\/lowpowerlong_updated-515x1024.png\" alt=\"\" class=\"wp-image-1677\" style=\"width:615px;height:1223px\" srcset=\"https:\/\/blog.zhaw.ch\/metenvia\/files\/2023\/02\/lowpowerlong_updated-515x1024.png 515w, https:\/\/blog.zhaw.ch\/metenvia\/files\/2023\/02\/lowpowerlong_updated-151x300.png 151w, https:\/\/blog.zhaw.ch\/metenvia\/files\/2023\/02\/lowpowerlong_updated-768x1528.png 768w, https:\/\/blog.zhaw.ch\/metenvia\/files\/2023\/02\/lowpowerlong_updated-772x1536.png 772w, https:\/\/blog.zhaw.ch\/metenvia\/files\/2023\/02\/lowpowerlong_updated-1029x2048.png 1029w, https:\/\/blog.zhaw.ch\/metenvia\/files\/2023\/02\/lowpowerlong_updated.png 1244w\" sizes=\"auto, (max-width: 515px) 100vw, 515px\" \/><figcaption class=\"wp-element-caption\">Figure 1. Low power gaseous emissions as a function fuel flow corrected to international standard atmosphere: nitrogen oxide (NOx), carbon monoxide (CO), and unburned hydrocarbons (UHC) of engines measured alongside maintenance tests at SR Technics Zurich and corrected to the ICAO standard atmosphere at sea level (ISA; blue, dark blue) and styled by combustor type, and idle\/taxi emissions reported in the engine emissions database (EEDB, styled by the engine combustor). Of the measured data, EI<sub>NOx <\/sub>and EI<sub>CO<\/sub> are differentiated by the instruments for NOx and CO measurements: blue refers to measurements by Horiba 250 multi-gas analyser, and dark blue \u2013 NOx measured by Ecophysics CLD NOx analyser, and CO measured by Thermo Fischer CO analyser.<\/figcaption><\/figure>\n\n\n\n<hr class=\"wp-block-separator has-alpha-channel-opacity\" \/>\n\n\n\n<p><a id=\"_ftn1\" href=\"#_ftnref1\">[1]<\/a> ICAO, <em>ICAO&nbsp;Annex 16 International standards and recommended practices &#8211; Environmental Protection<\/em>. <em>Volume II &#8211; Aircraft Engine Emissions 4th Edition<\/em>, <strong>2017<\/strong>.<br><a id=\"_ftn2\" href=\"#_ftnref2\">[2]<\/a> ICAO, &#8220;ICAO Engine Exhaust Emissions Data bank&#8221;, can be found under https:\/\/www.easa.europa.eu\/domains\/environment\/icao-aircraft-engine-emissions-databank, <strong>2020<\/strong>.<br><a id=\"_ftn3\" href=\"#_ftnref3\">[3]<\/a> Switzerland and a few other non-EU countries are also members of EASA.<br><a id=\"_ftn4\" href=\"#_ftnref4\">[4]<\/a> Changlie Wey, Chowen C. Wey, <em>Gaseous emissions acquired during the Aircraft Particle Emission Experiment (APEX) series<\/em>, <strong>2007<\/strong>.<br><a id=\"_ftn5\" href=\"#_ftnref5\">[5]<\/a> H. R. Jonsdottir, M. Delaval, Z. Leni, A. Keller, B. T. Brem, F. Siegerist, D. Sch\u00f6nenberger, L. Durdina, M. Elser, H. Burtscher et al., <em>Communications biology, <\/em>DOI 10.1038\/s42003-019-0332-7.<br><a id=\"_ftn6\" href=\"#_ftnref6\">[6]<\/a> Kevin M. Morris, <em>PSDH_Technical_Reports_BA<\/em>, <strong>2006<\/strong>.<br><a id=\"_ftn7\" href=\"#_ftnref7\">[7]<\/a> G. Sch\u00fcrmann, K. Sch\u00e4fer, C. Jahn, H. Hoffmann, M. Bauerfeind, E. Fleuti, B. Rappengl\u00fcck, <em>Atmospheric Environment, <\/em>DOI 10.1016\/j.atmosenv.2006.07.030.<br><a id=\"_ftn8\" href=\"#_ftnref8\">[8]<\/a> Airport Cooperative Research Program, Transportation Research Board, National Academies of Sciences, Engineering, and Medicine, DOI 10.17226\/14168.<br><a id=\"_ftn9\" href=\"#_ftnref9\">[9]<\/a> O. Zaporozhets, K. Synylo, <em>IJSA, <\/em>DOI 10.1504\/IJSA.2017.10005971.<\/p>\n<div class=\"pt-sm\">Schlagw\u00f6rter: <a href=\"http:\/\/blog.zhaw.ch\/metenvia\/tag\/airport-air-quality\/\">airport air quality<\/a>, <a href=\"http:\/\/blog.zhaw.ch\/metenvia\/tag\/aviation-emissions\/\">aviation emissions<\/a>, <a href=\"http:\/\/blog.zhaw.ch\/metenvia\/tag\/aviation-gaseous-emission\/\">aviation gaseous emission<\/a>, <a href=\"http:\/\/blog.zhaw.ch\/metenvia\/tag\/low-power-emissions\/\">low power emissions<\/a><br><\/div>","protected":false},"excerpt":{"rendered":"<p>The International Civil Aviation Organization (ICAO) requires that engines of maximum rated thrust greater than 26.7kN be certified for their emission performance[1]. For certification, ICAO defined four power modes in an aircraft\u2019s landing-take-off (LTO) cycle as emission test points. These modes include idle\/taxi at 7% of the maximum rated thrust (Foo), approach at 30% Foo, [&hellip;]<\/p>\n","protected":false},"author":512,"featured_media":0,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"ngg_post_thumbnail":0,"footnotes":""},"categories":[139],"tags":[104,60,106,103],"features":[],"class_list":["post-1666","post","type-post","status-publish","format-standard","hentry","category-emissions-air-quality","tag-airport-air-quality","tag-aviation-emissions","tag-aviation-gaseous-emission","tag-low-power-emissions"],"yoast_head":"<!-- This site is optimized with the Yoast SEO Premium plugin v27.2 (Yoast SEO v27.2) - https:\/\/yoast.com\/product\/yoast-seo-premium-wordpress\/ -->\n<title>Aircraft engines: Idle\/taxi gaseous emissions - Meteorology and Environment in Aviation<\/title>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/blog.zhaw.ch\/metenvia\/2023\/02\/16\/aircraft-engines-idle-taxi-gaseous-emissions\/\" \/>\n<meta property=\"og:locale\" content=\"en_GB\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"Aircraft engines: Idle\/taxi gaseous emissions\" \/>\n<meta property=\"og:description\" content=\"The International Civil Aviation Organization (ICAO) requires that engines of maximum rated thrust greater than 26.7kN be certified for their emission performance[1]. For certification, ICAO defined four power modes in an aircraft\u2019s landing-take-off (LTO) cycle as emission test points. These modes include idle\/taxi at 7% of the maximum rated thrust (Foo), approach at 30% Foo, [&hellip;]\" \/>\n<meta property=\"og:url\" content=\"https:\/\/blog.zhaw.ch\/metenvia\/2023\/02\/16\/aircraft-engines-idle-taxi-gaseous-emissions\/\" \/>\n<meta property=\"og:site_name\" content=\"Meteorology and Environment in Aviation\" \/>\n<meta property=\"article:published_time\" content=\"2023-02-16T15:00:00+00:00\" \/>\n<meta property=\"article:modified_time\" content=\"2025-02-25T07:24:18+00:00\" \/>\n<meta property=\"og:image\" content=\"https:\/\/blog.zhaw.ch\/metenvia\/files\/2023\/02\/lowpowerlong_updated-515x1024.png\" \/>\n<meta name=\"author\" content=\"J. Edebeli\" \/>\n<meta name=\"twitter:card\" content=\"summary_large_image\" \/>\n<meta name=\"twitter:label1\" content=\"Written by\" \/>\n\t<meta name=\"twitter:data1\" content=\"J. 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