{"id":1984,"date":"2024-09-30T10:33:57","date_gmt":"2024-09-30T08:33:57","guid":{"rendered":"https:\/\/blog.zhaw.ch\/metenvia\/?p=1984"},"modified":"2025-05-12T07:12:17","modified_gmt":"2025-05-12T05:12:17","slug":"ageair","status":"publish","type":"post","link":"https:\/\/blog.zhaw.ch\/metenvia\/2024\/09\/30\/ageair\/","title":{"rendered":"Aircraft engine deterioration and emission performance (Ageing Aircrafts &#8211; AGEAIR)"},"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>If you have ever owned a car, you are probably familiar with the mandatory (bi-) annual emissions test, which were introduced to ensure that wear and tear on the engines do not have a negative impact on the exhaust gas quality. And even if you have never owned a car, chances are that this connection between old cars and dirty exhaust comes intuitively, thanks to numerous pop-culture references. But did you ever ask yourself if this is also a concern with aircraft engines? We sure did!<\/p>\n\n\n\n<p>In December 2023, we successfully concluded the Ageing Aircrafts II project <a href=\"https:\/\/www.zhaw.ch\/en\/engineering\/institutes-centres\/zav\/aviation-infrastructure-and-atmospheric-research\/meteorology-environment-and-aviation\/ageair\/#c134449\" target=\"_blank\" rel=\"noreferrer noopener\">(AGEAIR II)<\/a>, which investigated the effects of engine deterioration with use on the emission performance of the engines. Within the AGEAIR projects, we measured engine emissions in the SR Technics\u2019s test cell alongside engine break-in runs after maintenance had been conducted (piggyback set-up). Our set-up enabled extensive testing with minimal interruption to SR Technics\u2019s operations . During the five-year combined projects (AGEAIR I &amp; II), we measured 101 in-service engines, including CFM56 7B, -5B, -5C engines and PW4000-94\u201d and 100\u201d engines. We measured gaseous and particulate emissions (focusing on the soot particles (non-volatile particulate matter, nvPM)) using the Swiss Mobile Aircraft Emission Measurement System (<a href=\"https:\/\/www.zhaw.ch\/en\/engineering\/institutes-centres\/zav\/aviation-infrastructure-and-atmospheric-research\/meteorology-environment-and-aviation\/smartemis\/\" target=\"_blank\" rel=\"noreferrer noopener\">SMARTEMIS<\/a>). All engines were run with Jet A1 fuel.<\/p>\n\n\n\n<p>The final report of the AGEAIR projects has been published on the FOCA website. Visit this link <a href=\"https:\/\/www.bazl.admin.ch\/dam\/bazl\/de\/dokumente\/Politik\/Umwelt\/ageair2_report.pdf.download.pdf\/AGEAIR2%20public%20report%20-%20emission%20characteristics%20variability%20of%20commercial%20TF%20engines_22Dec2023.pdf\" target=\"_blank\" rel=\"noreferrer noopener\">[AGEAIR REPORT]<\/a> to read the full report. For the data analyses within this project, we worked with emission measurements dating back to 2013, when SMARTEMIS was operated under EMPA by our former colleague and emissions expert, Dr. Lukas Durdina (now at green-let).<\/p>\n\n\n\n<h4 class=\"wp-block-heading\" id=\"h-here-are-some-of-our-findings-engine-maintenance-and-nvpm-emissions\">Here are some of our findings: Engine maintenance and nvPM emissions<\/h4>\n\n\n\n<p>The piggyback tests were only possible after maintenance had been done on the engines. Maintenance improves the efficiency of the engines, which in turn can reduce the engine\u2019s emissions. However, by comparing the emissions from different engines of the same model but with different levels of maintenance (or maintenance work scopes), we get some insight on the degree to which different maintenance work scopes improve emissions. Here we present the soot (nvPM) emissions as mass and number per kg of fuel used (emission indices or EI) from CFM56 7B engines. The emissions have been corrected for losses in the sampling system. <\/p>\n\n\n\n<p>Maintenance work scopes on the engines were:<\/p>\n\n\n\n<ol class=\"wp-block-list\" style=\"list-style-type:lower-alpha\">\n<li>Repair (RE), involving the repair or replacement of damaged components in the engine;<\/li>\n\n\n\n<li>Performance improvement (EP), involving repair or replacement of some key components of the engines and limited life parts that were due for change;<\/li>\n\n\n\n<li>Overhaul (OV), involving extensive maintenance and overhaul of most components in the engine, restoring engine\u2019s exhaust gas temperature margin.<\/li>\n<\/ol>\n\n\n\n<figure class=\"wp-block-image size-full\"><img loading=\"lazy\" decoding=\"async\" width=\"980\" height=\"456\" src=\"https:\/\/blog.zhaw.ch\/metenvia\/files\/2024\/09\/image.png\" alt=\"\" class=\"wp-image-1985\" srcset=\"https:\/\/blog.zhaw.ch\/metenvia\/files\/2024\/09\/image.png 980w, https:\/\/blog.zhaw.ch\/metenvia\/files\/2024\/09\/image-300x140.png 300w, https:\/\/blog.zhaw.ch\/metenvia\/files\/2024\/09\/image-768x357.png 768w\" sizes=\"auto, (max-width: 980px) 100vw, 980px\" \/><figcaption class=\"wp-element-caption\"><em>Non-volatile particulate mass emissions indices (left) and number emissions indices (right) at the engines exit plane as a function of power setting and color-mapped by the maintenance work scope performed on the engine, in comparison with the International Civil Aviation Organizations engine emissions databank (EEDB, black) reported emission indices (Eis) corrected for system losses. Thrust settings: \u226415% of maximum rated thrust (F<sub>oo<\/sub>) = idle, 15% &gt;App\u226545%, 45% &gt;non-LTO\u226570%, 70% &gt;App\u226590%, &gt;90% = T\/O.<\/em><\/figcaption><\/figure>\n\n\n\n<p>The results showed that OV\u2019d engines had significantly lower nvPM mass and number emissions compared to engines with EP or RE work scopes. This difference was significant for thrusts greater than landing approach thrust (APP, 30% of maximum rated thrust in the International Civil Aviation Organization Landing-takeoff Cycle (ICAO LTO cycle)). nvPM number was also significantly lower at idle\/taxi (idle) thrust for overhauled engines than for other work scopes.<\/p>\n\n\n\n<p>As part of the global effort to reduce aircraft emissions and environmental impact, engine manufacturers are now required to report their nvPM emissions (mass and number) for in-production engines as part of their engine emission certification process (ICAO 2019<a id=\"_ftnref1\" href=\"#_ftn1\">[1]<\/a>). These reported data are publicly available in the ICAO engine emissions databank (EEDB<a id=\"_ftnref2\" href=\"#_ftn2\">[2]<\/a>). For the certification process, engine manufacturers generally use \u201cnew\u201d engines. So, we can compare the in-service engine emissions that we measured to the reported emissions in the EEDB.<\/p>\n\n\n\n<p>Mass emissions from our measured in-service engines were higher than those reported in the EEDB at all power settings in the ICAO LTO cycle (Idle\/Taxi (idle), Approach (App), climb out (C\/O) and take-off (T\/O)). The difference was smaller at low thrusts (idle to approach), while at higher thrusts, only overhauled engines had similar emissions to the EEDB-reported emissions. For nvPM number emissions, at idle, measured in-service engine emissions were much higher than reported in the EEDB. At higher thrust settings, only the repaired engines had higher emissions than reported in the EEDB, while EP\u2019d and OV\u2019d engines had lower nvPM number emissions than in the EEDB.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\" id=\"h-implications\">Implications<\/h2>\n\n\n\n<p>Our observations show that just like car engines, engine wear with use leads to lower quality exhausts. Also, emissions reported in the EEDB, which are used for estimating aviation&#8217;s impact on air quality, may not be accurate. Our results show that wear in in-service engines leads to lower performance than the &#8220;new&#8221; engines in the EEDB. This deterioration can however be reversed or reduced through maintenance. This is good news, with benefits to the environment and health of airport staff and neighboring communities, as well as to the airlines as reduced emissions implies higher engine efficiency. Therefore, airlines and engine owners looking to reduce their nvPM emissions and improve engine efficiency could target their maintenance schedule. <\/p>\n\n\n\n<p>A follow-up question from this insight is: what steps in the maintenance profile are most relevant for reducing emissions?<\/p>\n\n\n\n<h2 class=\"wp-block-heading\" id=\"h-acknowledgements\">Acknowledgements<\/h2>\n\n\n\n<p>BAZL for funding the projects; SR Technics; our former colleagues and backbone of the AGEAIR project: Dr Julien Anet, Dr Lukas Durdina, Curdin Spirig; collaborators during the AGEAIR projects &#8211; PSI, ETH Zurich, Cardiff University<\/p>\n\n\n\n<hr class=\"wp-block-separator has-alpha-channel-opacity\" \/>\n\n\n\n<p><a href=\"#_ftnref1\" id=\"_ftn1\">[1]<\/a> International Civil Aivation Organization, <em>2019 Environmental Report<\/em>. <em>Aviation and Environment<\/em>, <strong>2019<\/strong>.<\/p>\n\n\n\n<p><a href=\"#_ftnref2\" id=\"_ftn2\">[2]<\/a> <em>ICAO&nbsp;Aircraft Engine Emissions Databank v30<\/em>, <strong>2024<\/strong>.<\/p>\n\n\n\n<p><br><a id=\"_msocom_1\"><\/a><\/p>\n\n\n\n<p><\/p>\n<div class=\"pt-sm\">Schlagw\u00f6rter: <a href=\"http:\/\/blog.zhaw.ch\/metenvia\/tag\/ageing-aircrafts\/\">ageing aircrafts<\/a>, <a href=\"http:\/\/blog.zhaw.ch\/metenvia\/tag\/aircraft-emisions\/\">aircraft emisions<\/a>, <a href=\"http:\/\/blog.zhaw.ch\/metenvia\/tag\/aircraft-emission-performance\/\">aircraft emission performance<\/a>, <a href=\"http:\/\/blog.zhaw.ch\/metenvia\/tag\/aircraft-engine-deterioration\/\">aircraft engine deterioration<\/a>, <a href=\"http:\/\/blog.zhaw.ch\/metenvia\/tag\/aircraft-engine-emissions\/\">aircraft engine emissions<\/a>, <a href=\"http:\/\/blog.zhaw.ch\/metenvia\/tag\/aviation\/\">aviation<\/a>, <a href=\"http:\/\/blog.zhaw.ch\/metenvia\/tag\/aviation-emissions\/\">aviation emissions<\/a>, <a href=\"http:\/\/blog.zhaw.ch\/metenvia\/tag\/emission-measurements\/\">emission measurements<\/a>, <a href=\"http:\/\/blog.zhaw.ch\/metenvia\/tag\/nvpm-emissions\/\">nvPM emissions<\/a><br><\/div>","protected":false},"excerpt":{"rendered":"<p>If you have ever owned a car, you are probably familiar with the mandatory (bi-) annual emissions test, which were introduced to ensure that wear and tear on the engines do not have a negative impact on the exhaust gas quality. And even if you have never owned a car, chances are that this connection [&hellip;]<\/p>\n","protected":false},"author":512,"featured_media":2162,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"ngg_post_thumbnail":0,"footnotes":""},"categories":[139,138],"tags":[127,128,131,130,129,21,60,50,132],"features":[],"class_list":["post-1984","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-emissions-air-quality","category-news","tag-ageing-aircrafts","tag-aircraft-emisions","tag-aircraft-emission-performance","tag-aircraft-engine-deterioration","tag-aircraft-engine-emissions","tag-aviation","tag-aviation-emissions","tag-emission-measurements","tag-nvpm-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 engine deterioration and emission performance (Ageing Aircrafts - AGEAIR) - 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\/2024\/09\/30\/ageair\/\" \/>\n<meta property=\"og:locale\" content=\"en_GB\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"Aircraft engine deterioration and emission performance (Ageing Aircrafts - AGEAIR)\" \/>\n<meta property=\"og:description\" content=\"If you have ever owned a car, you are probably familiar with the mandatory (bi-) annual emissions test, which were introduced to ensure that wear and tear on the engines do not have a negative impact on the exhaust gas quality. 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