# ( 20 pages)

CAEPSG.20082.WP.018.7.en.doc 

# COMMITTEE ON AVIATION ENVIRO NMENTAL PROTECTION (CAEP)

STEERING GROUP MEETING

Seattle, 22 to 26 September 2008

Agenda Item 7: Emissions Technical – WG3

NO X 

# STRINGENCY TECHNOLOGY RESPONSE ASSESSMENT

(Presented by Rapporteurs from WG1 and WG3)

SUMMARY

In furtherance of the CAEP/8 WG3 remit E.08.1(“Analyse the technological

response to a range of NOx stringency options up to CAEP/6 minus 20% at

OPR = 30 for application no sooner th an 2012”), this paper presents the

methodology and results of an assessment of technology responses to the

range of proposed NOx stringency options which were agreed at the SG/20071

meeting (SD/4).

These results from WG1 and WG3 were presented to the MODTF and FESG

meetings in June as input into thei r cost-effectiveness analysis of these

stringency options for CAEP/8, which will be reported separately for small

and large engines.

Action by the CAEP-SG is in paragraph 9.

1. INTRODUCTION

1.1 In furtherance of the CAEP/8 WG3 remit E.08.1(“Analyse the technological response to

a range of NOx stringency options up to CAEP/6 minus 20% at OPR = 30 for application no sooner than

2012”), WG3 had previously performed an analysis of emissions certification data for in-production

engines and recently certified engines. A range of potential options for a CAEP/8 NOx stringency

assessment was subsequently presented at the SG /20071 meeting in November last year.

1.2 During this meeting, it was agreed in SD/4 that, “ ...WG3 would assess the proposed

WG3 NOx stringency levels and implementation da tes in SG20071 WP/12 with the two additional

stringency levels in SG20071 WP/25. Lastly, the meeting added a work item to perform a cost

effectiveness analysis of these stringency options, reporting separately on the analyses for small and

large engine categories ”. International Civil Aviation Organization



# WORKING PAPER CAEP-SG/20082-WP/18

25/9/08

English only

# CAEP-SG/20082-WP/18 - 2 -

1.3 This paper summarises the WG1-WG3 analysis of the technology responses to these

stringency options and presents the results as input for the CAEP/8 cost effectiveness analysis.

2. ICAO CERTIFICATION DATABASES

2.1 Significant work has been performed in upda ting both the ICAO certification databases

(NoisedB and the Aircraft Engine Emissions Databank) so as to ensure they were fit for use in CAEP/8

policy assessments. These databases we re then linked together in order to facilitate the assessment of

potential trade-offs between noise and emissions.

2.2 Using the production status listed against entries in the ICAO certification databases, an

“In-production” Database was extrac ted containing both noise and emis sions data. This database was

used to help identify which engine types woul d respond to the CAEP/8 NOx stringency options, and

should therefore form part of the WG1-WG3 technology response assessment. It also formed part of the

ICAO “Growth and Replacement (G&R)” Database ( see SG/20081 WP/16) and identified those engine

types to be considered in the FESG CAEP/6 NOx production cut-off analysis (see SG/20081 WP/06).

3. ANALYSIS METHODOLOGY

3.1 Appendix A to this paper summarises the “Modification Status (MS)” methodology for

assessing engine technology responses to the proposed CAEP/8 NOx stringency options. It includes

Minor Changes (MS1), Scaled Proven Technology (MS2 ) and New Technology (MS3). The approach is

similar to that from CAEP/6, while avoiding the potentia l confusion between the use of the previous term

“Technology Level (TL)” with the research orientat ed “Technology Readiness Level (TRL)”. Appendix

B lists the important assumptions which underpin this analysis.

3.2 The current non-recurring cost estimates are $10M ($1-15M) for MS1, $75M ($50-

100M) for MS2 and $300M ($100-500M) for MS3. MS1 costs have remained the same as CAEP/6 TL1.

While there has been a general in crease in MS2 costs ($75M) compared to the equivalent CAEP/6 TL2

($50M), the assumptions underpinning these cost i nputs into CAEP assessments were consistent.

Additional experience gained in the PW4168, 4x58 / TALON II and the CFM56-5B, -7B / TIP projects

have led to the figure being revised upwards. Th e range of MS costs reflect the uncertainty and

variability on a project by project basis.

3.3 Due to the lack of CIS 1 

# certification data, several attempts have been made to contact CIS

representatives in order to obtain information on th ese products. Unfortunately this has not been

successful and consequently CIS products have not b een included in the techno logy response assessment.

In addition, it should be noted that some in-pr oduction engine types are not expected to respond to

proposed CAEP/8 NOx stringency options (e.g. RB211-52 4G-T). Therefore, in line with FESG market

based assumptions, if these engine types do not meet a new standard then it is assumed they will not be

produced beyond the date at which the standard becomes effective.

3.4 Where an engine would respond to a stringenc y change, the amount of improvement that

an MS1 change can provide has been defined as less than 5%. For MS2 and MS3 changes, the amount of

improvement may vary between engines due to differences in:

1 

# Commonwealth of Independent States (CIS ) is an alliance of 11 fo rmer Soviet Union countries including Russia and Ukraine

# CAEP-SG/20082-WP/18 - 3 -

• The current technology used in the engine. A new engine, or an engine that has had a

recent combustor design update, may have less potential for improvement than an

older engine.

• The scale and cycle of the engine. Not all t echnologies can be applied to all engines.

It may prove difficult to implement lean-staged technology in very high-pressure

ratio engines due to fuel auto ignition issues.

• The existing architecture of the engine. Some technologies might require more space

or control functionality than is available in an existing engine.

3.5 The expected NOx improvement from an MS2 modification will be relatively well

known to the manufacturer as MS2 is based on “best av ailable” technology. MS3 modifications are based

on technology that is not yet available to the manufacturer. So the manufacturer has often been forced to

propose MS3 solutions that are not fully understood. In this situation, manufactur ers use best engineering

judgement in deciding whether sufficient improvement is achieved to meet the next stringency level,

although there is no guarantee of success. In a fe w cases, the manufacturer may have a new technology at

a high TRL that is better understood and, in such a case, it may be possible to confidently predict

significant margin with an MS3 change.

3.6 In estimating the NOx benefits associated with an MS modification, it was assumed to be

halfway between the options where the MS level chang es from one to the other. For example, take the

case of an engine family that currently only meets CAEP/6, but is shown to be capable of meeting:

• 5% stringency increase at 30 OPR with an MS1 modification

• 10 and 15% stringency increase at 30 OPR with an MS2 modification

• 20% stringency increase at 30 OPR with an MS3 modification

3.7 For the 5% stringency increase, it was assume d that the NOx emissions level for the

highest thrust variant of the engine family, following the MS1 modification, provided a margin of 7.5% to

CAEP/6. For the 10% and 15% stringency increases, the NOx emissions level for the highest thrust

variant of the engine family, following the MS2 modi fication, provided a margin of 17.5% to CAEP/6.

All other engine variants in that family were assume d to have the same % delta to the highest thrust

variant as prior to the MS modification.

3.8 The MS3 process usually starts with MS2 best practice combustor technology that has

evolved and been proven in service over many years. Each of the steps below would yield relatively

small incremental improvements and would be the pr eferred “low risk, small benefit” approach to

meeting a new CAEP standard set in the short term. Since each of these steps i nvolves potential tradeoffs

with engine durability and/or operability, the manuf acturer would move carefully to meet the new

stringency without risking engine capability. This ha s been demonstrated in the V2500 Select 1 and the

GE90 PEC performance improvement packages which are currently being certified to make the engine

families compliant with CAEP/6 (see Column L notes in Appendix E).

• First, without any major changes to the combustor design philosophy, the

manufacturer will analyze and test:

# CAEP-SG/20082-WP/18 - 4 -

i) small changes in the fuel injector atomizer airflow, with a tradeoff for

smoke or lean blowout, to try to reduce NOx formation in the rich stage of

combustion;

ii) combustor cooling flow reductions, with a tradeoff for durability, to

increase air available for quenching NOx formation; and

iii) liner dilution hole patterns, with a tr adeoff with combustor exit profile and

turbine durability, to increase the mixi ng rate and rate of NOx quenching.

• Secondly, if the first stage is not successful in meeting the new stringency, the

manufacturer may analyze and test:

i) new fuel injector concepts to improve fuel air mixing, with a tradeoff for

operability; and

ii) new liner cooling approaches to redu ce the need for cooling air (e.g.

advanced tiled bulkhead and/or liners).

• The third level of change may be a reduc tion in combustion chamber volume, with a

tradeoff for relight margin, to reduce overa ll residence time for NOx formation.

• Finally, if the new stringency has not been met, then manufacturer would consider

cycle changes, such as reduced engine pressure ratio, although this option would be

rare as it would involve considerable cost and technical challenges.

3.9 Another MS3 approach, which is “high risk, large benefit” and speculative in terms of

meeting new standards in the short term, is that the manufacturer will successfully develop improved

combustor technology between now and the time that th e new level of stringency goes into effect. If an

engine is suited for that technology (e.g. combusto r envelope is large enough, control functionality is

sufficient and hot section is adaptable to changes in exit temperature profiles), it is possible that the

technology would be applied. Fo r most engine families at the present moment, there is no proven

technology to meet the highest stringency with large margins over a range of engine architectures. With

this in mind, it was assumed that all MS3 modifications followed the “low risk , small benefit” approach

in 3.8.

3.10 As such, for the 20% string ency increase option, it was assu med that the NOx emissions

level for the highest thrust variant following the MS3 modification provided a margin of 25% to CAEP/6,

unless the agreed minimum 10% improvement exceeded th is. In reality, not all engines will achieve the

same margin, however, taking into account measurement and test uncertainties, manufacturers would aim

to ensure engine families meet a certain stringency by at least 2% margin and some may have up to 8%

margin. So, on average, an assumed margin of 5% was considered appropriate.

4. ANALYSIS RESULTS

4.1 Appendices C and D summarise the technology responses of the “In-production” large

and small engine families for each of the proposed CAEP/8 NOx stringency options. Appendices E and F

provide a more detailed perspective with margins to the new proposed limits and, for modelling purposes,

the improved NOx emissions performance following the application of the relevant MS modification.

# CAEP-SG/20082-WP/18 - 5 -

5. MS3 FUEL BURN TRADE-OFF PENALTY

5.1 One of the Appendix B assumptions which unde rpins this assessment is that engine

technology responses will be focused on combustor m odifications, and associated modifications required

to accommodate this. It does not envisage add itional engine performance improvements, which

manufacturers would usually try to incorporate at th e same time. Including these additional technology

responses would require further assumptions on bene fits and costs which may off-set each other and

therefore not affect the overall ranking of the policy options.

5.2 WG3 recognised that, associated with this assu mption, there was the potential for a fuel

burn penalty. The CAEP/6 fuel burn penalty of 2% was based on a similar assumption and Dual Annular

Combustor (DAC) technical data, however this technolog y is not expected to be used in responses to a

CAEP/8 standard. As such, a fuel burn penalty range of 0% to 0.5% was agreed for MS3 modifications.

6. MS3 NOISE TRADE-OFF PENALTY

6.1 In line with the CAEP terms of reference, WG1 reviewed the likelihood of noise tradeoffs associated with the engine technology responses to new NOx standards. It was agreed by WG1 that a

noise penalty was only likely to occur if an MS3 modification contained cycle changes. As mentioned in

the fourth point of paragraph 3.8, this option was c onsidered rare with a 5-10% probability of a cycle

change forming part of a MS3 technology response.

6.2 WG1 finally agreed that two possible scenario s may occur, with no preferred option, and

that both should be analysed by MODTF and FESG. These included:

• Firstly, 10% of the engines which include MS3 modifications would incur a noise

penalty of 0.5dB at each of the three measurement points. Additional costs,

associated with this noise increase would have to be taken into account in this case.

• Secondly, that no noise penalty is expected even for the MS3 engines that require a

cycle change. However, for these engines, which comprise 10% of the MS3 engines,

estimates would need to be made for add itional costs that manufacturers may incur in

order to eliminate the noise penalty caused by the cycle change.

6.3 In terms of both fuel burn and noise trade-off penalties, it is worth noting that MS3

modifications only apply to the two highest NOx stringency options for large engines and that there are

no MS3 modifications associated with small engine families.

7. FESG COORDINATION

7.1 Following a request from FESG, WG1-WG3 will continue to provide support on the

issue of recurring costs associated with the t echnology responses (e.g. production, maintenance,

interchangeability).

8. FUTURE NOx IMPROVEMENTS

8.1 Based on the CAEP7 LTTG NOx review, ther e is an expectation that significant

improvements in NOx technology will be available by 2016.

# CAEP-SG/20082-WP/18 - 6 -

8.2 Progress towards those goals will be monitored within CAEP and could be considerable.

As such, WG3 felt that if the rate of technology development meets the Mid- Term Technology Goals,

there may be justification to review the Annex 16 Volu me II NOx standards once again. This would be in

line with the CAEP approach to continuously review existing certification standards and to consider

setting future standards on a short term basis.

9. ACTION BY THE CAEP-SG

9.1 The CAEP-SG is invited to:

a) note, and provide comment, on the technology response assessment of the CAEP/8

NOx stringency options;

b) note that the results have been passed to MODTF and FESG as input for the CAEP/8

cost effectiveness analysis; and

c) note that WG1-WG3 continue to support FESG on the issue of recurring costs

associated with the technology responses.

— — — — — — — —

# APPENDIX A

MODIFICATION STATUS (MS) METHODOLOGY FOR ASSESSING

TECHNOLOGY RESPONSES TO NOX STRINGENCY OPTIONS

1. INTRODUCTION

This methodology covers the situation when an engi ne family fails a NOx stringency option and then

suggests the different categories that may be used to fix any in-production engine failing a new CAEP8

NOx regulation. The paper follows previous practice used at CAEP/6 but uses up to date assumptions

based on numerous programmes of the nature described.

It is important to recognize that this paper discusses the changes that would be applied to in-production

engines and hence the changes are constrained by the e ngine architecture. It is therefore assumed that any

cycle performance changes will either not exist or be very minor. Any such changes would be

commercially sensitive. It is also assumed therefore that more significant chang es are more likely to have

adverse impacts on engine performan ce in terms of fuel burn and noise, as any programme to recover

such aspects would result in signi ficant other non-recurring costs.

2. MINOR CHANGE (MS1)

The MS1 designation covers a range of possible minor changes to existing engines, including but not

limited to:

• Change to cooling flows in and around the combustor

• Change to control laws and engine control system

• Change or reclassification of engine performance

• Additional engine testing and re-certification of emissions

In all cases, it was assumed that there would be no s ubstantive material change to the engine combustor

hardware or operating costs. The typical NOx reduction with such a change would be of the order of 1-

5%.

Given the diverse nature of these solutions, the work c ontent and hence cost is difficult to estimate. While

one would expect that costs in this category would be of a minimum nature, based on what appears to be

minor changes, costs in fact will not be insignifi cant and vary over a wide range based on the actual

certification requirements. Running additional engine t esting may appear to be the least expensive, but in

fact costs could be significantly higher than antic ipated. Typically, manufacturers do not have spare

production configuration engines to do these tests. Fu rther, using production engines targeted for delivery

to customers may not be possible because of schedule lim itations, and what limits can be put on testing

prior to delivery to customers. Thus, it may be n ecessary to “build” specific engines for the sole purpose

of emissions certification testing. This could run several millions of dollars. Even if engines are

available, test cell costs will be high as a result of test cell charges, manpower costs, specific CAEP-SG/20082-WP/A

Appendix A

# CAEP-SG/20082-WP/A

Appendix A 

# A-2

instrumentation requirements and certification doc umentation costs. Changes to cooling, while

apparently a “simple” change, may require the development of new materials and significant levels of

testing in both combustor rigs and full-up engines. Likewise, changes to control software will require

flight-testing which again is very costly. Reclassi fication of engine performan ce requiring the validation

of revised rotating hardware, which requires significan t levels of ground testing and flight testing is

probably the most expensive in this class of changes. Considering all of the requirements, total costs for

changes falling in the MS1 category could range from $1-15M.

One example of an MS1 modification was the perf ormance improvement program completed for the

CFM56-5C family that then allowed it to meet the CA EP6 regulation. Note that in this example, the

primary purpose of the program was to improve fuel efficiency.

For cost analyses, the range of $1-15M could be used for sensitivity studies or a Monte Carlo cost

analysis. If a single typical value is needed for cost analysis, ICCAIA recommends an estimated cost of

$10M be used.

3. SCALED PROVEN TECHNOLOGY (MS2)

This response is defined as where an engine manuf acturer applies its best-proven, TRL9, combustion

technology (e.g. GE LEC, RR Phase 5, P&W TALON II), certified in at least one other engine family

with comparable scale and OPR, into another engi ne type which would otherwise fail the proposed

standard. Such solutions have been used to co mply with previous CAEP NOx standards (e.g. the

installation of the Phase 5 combustor into the RB211- 535E4, the installation of the TALON II combustor

into the PW4168 and PW4x58 and the Technology Inserti on combustors recently fitted to the CFM56-5B

and CFM56-7B engine families. These changes gave significant reductions in emissions greater than 20%

of CAEP/6, however it must be recognized that th ese combustors replaced older technology combustors,

and now nearly all in-production engi nes use manufacturers’ best practice).

The MS2 solution would require substantial modeling, a nd design work. In addition, significant levels of

testing in combustion rigs and modified developm ent engines (ground testing including cyclic running)

will be required. Flight-testing of a set of producti on-standard engines and all the associated certification

authority paperwork will also need to be comple ted. Another significant consideration when one

discusses the installation of scaled proven technology into other engine models is the inevitable impact it

will have on other engine modules in order to acceptthe improved combustors. For example, highpressure engine cases may need to be re-designed. Ro tating and/or static turbine hardware may also need

to be re-designed to accept changes in combustor exit temperature profiles or pattern factors. Fuel system

changes may be required which will impact engine externals and in turn could impact the nacelle

configuration and loft lines further escalating co sts and required validation testing. New production

tooling and assembly line training/accreditation will also be required, and increased activity is typically

needed after the change is intro duced to cover customer questions and new issues that come up with

respect to operation in the field, repair procedures, et c. The effort and resulting cost of a MS2 change are

known to manufacturers from the above examples, and therefore can be predicted by the manufacturers.

Note that in most cases several engine models within a family can be treated using one solution, and so

the cost of a solution is counted only once per family . The cost of these programmes is expected to be

between $50-100M. If a single value is needed for cost analysis, ICCAIA recommends a value of $75M.

# A-3 CAEP-SG/20082-WP/A

Appendix A



# The improvements such a change could produce will be greater than MS1 but will very much depend on

the engine family such a change is applied to and the combustion technology already used on the engine

family. Manufacturers will suggest what percentage re duction in emissions this will produce on an engine

family by engine family basis but a lower bound of improvement has been agreed as 6% so the change

will bring at least 6%+ improvement in emissions.

4. NEW TECHNOLOGY APPLYING COMBUSTOR FROM

RESEARCH PROGRAMMES (MS3)

When a manufacturer has no proven technology that can be scaled to provide a solution then it is clear

that some technology acquisition activity is required ahead of the validation activities described for scaled

proven technology. Where one or more manufacturers have proven, as evidenced by certification data

(TRL8), to possess the necessary tec hnology, the acquisition of technology by the other manufacturers to

catch up is judged to carry a medium risk; all research activity carries the risk of not delivering the

desired goals and scaling best practice combustors to smaller or larger engine sizes often needs extra

research work as well.

In fact, the technology that affects the emissions me tric (Dp/Foo) goes well beyond the combustor. The

emissions values are reported relative to sea level sta tic engine operation, while engines are typically

designed considering takeoff, climb and cruise operati on, all of which occur at flight Mach numbers

above 0. The most obvious engine characteristic th at can affect Dp/Foo is bypass ratio. At sea level

static conditions, an engine with high bypass ratio will produce more thrust (Foo) than a comparable

engine with lower bypass ratio, so Dp/Foo will be reduced for a given combustor technology. The

engines might be equivalent at elevated Mach numbe r where the drag due to the larger fan and nacelle

tend to reduce the net thrust of the engine system. Engine architecture, component characteristics or even

details of design philosophy might also affect the relationship between thrust and Mach number. For

competitive products, these effects are not usually larg e, but might affect Dp/Foo by up to 10%. This

means that for two competing engines having the same combustor technology, one could have 5% margin

to CAEP/6 and the other could have 15% margin. In most cases, if there is 10% difference in two

competing products, it is probably not even possible to pinpoint how much of a gap is in combustor

technology, as opposed to engine architecture or co mponent design without knowing proprietary details

of the engine architecture and component performance.

A typical path to reduce NOx emissions without ch anging to a totally new combustor concept would

normally start with improvements to the design of the existing combustor fuel injectors, cooling and air

mixing features (possibly including combustor pressure drop). Such a change would go beyond the

manufacturer’s available technology, so the minimum cost would be comparable to the top of the MS2

range.

If analysis and rig testing shows that changes to th e existing combustion structure are not sufficient, the

next step might be to reduce combustion volume (trading off air start margin and possibly carbon

monoxide emissions, with a small impa ct on combustion efficiency). This would add to the program cost

because additional iterative engine tests at altitude c onditions might be needed. If these more significant

combustor changes are not sufficient, there might be no option other than to look at a more significant

change in the engine – for example, a higher flow fan for increased bypass ratio , at significantly higher

program cost.

# CAEP-SG/20082-WP/A

Appendix A 

# A-4

As described above, quantifying the costs and ti mescales of technology acquisition programmes is

difficult – no two programmes face the same goals or obstacles, the reporting of costs is not transparent

and the differences between laboratory demonstrations and in-service technology can be several years and

more than $100M. These factors make it difficult to de rive a single cost for one manufacturer to catch-up

with the industry leaders. At best, a MS3 deve lopment program would be equivalent to a MS2

development program with the addition of some applied research for technology acquisition and

potentially extended cyclic testing to prove the durabilit y that is required for ETOPS. For example, if the

changes are confined to improvements in fuel inj ector, cooling and mixing features it might be necessary

to conduct several iterations on the typical MS2 analys is, design, component test and engine verification

tests before a successful design has been identified that is capable of meeting all airworthiness and

emissions requirements. That would be the lower limit, in this case. The upper limit on cost of a MS3

program was selected to approximate the maximum amount that a manufacturer would be willing to

invest, where the alternative would be to drop production of an engine type.

This designation also relates to past, present and fu ture research programmes. Quantifying the costs and

timescales of such programmes is difficult but it is indicative to consider the costs of similar programmes

undertaken in the recent past:

a) NASA contributed ~ $300m per year th rough the “Advanced Subsonic Transport

Program” (AST) (1994-1999) and “High Sp eed Research” programmes addressing

noise and emissions and funding continued through UEET. Industrial partners also

contributed similar levels of funds, which took some technology as far as the TRL

(technology readiness level) 6 stage. The basis for the TALON II and LEC

technologies emerged from this research , but both required significant further

development and validation by Pra tt & Whitney and GE, respectively.

b) The EU ANTLE and CLEAN demonstrator programmes have spent over $100

million taking advanced combustion tec hnology and demonstrating them in an

experimental engine environment.

c) The “Luftfahrtforschung” LUFO/E3E programme in Germany invested 48.6 MEUR

on staged combustion development at Rolls-Royce Deutschland:

• E3E III (2004-2007) 5.3 MEUR (gross)

• E3E II (1999-2003) 12.5 MEUR (gross)

• E3E I (1994-1998) 30.8 MEUR (gross)

•

The gross funds include an industry contribution of ~60%.

Each of the above programmes has required matching r esources on the part of the manufacturers (often on

a one-to-one basis), and the programmes have typically only progressed to TRL 4 to 6. The costs of more

expensive TRL 7-9 tasks are typically borne by the manufacturers alone.

If emissions requirements cannot be met with availa ble combustor technology, the cost to make more

extensive engine changes could be several hundred milli on dollars. If this is the case, rather than make

the engine cycle change, the manufacturer might choose the option to use new combustor technologies

# A-5 CAEP-SG/20082-WP/A

Appendix A



# that are not yet at TRL 8. These technologies w ill typically be the GE TAPS combustor, the P&W

TALON X combustor and the RR lean burn combustor. These combustors are typically at TRL5-7 and

hence actually do not meet the criteria for stringenc y considerations. However, ICCAIA have included

this category to complete the cost/benefit analys is. The total costs of these technology acquisition

programmes will ultimately be similar over the life of the whole acquisition programmes and trying to

attribute a current TRL for each technology is part of the LTTG review process. For ICCAIA to decide

which programme is more advanced and which costs the least is clearly not possible. Therefore the total

costs for the MS3 category have been estimated to be between $100-500M, with a typical value of $300M

and no further disaggregating is proposed.

The emissions improvement of this category will be greater than MS2 and the improvement will depend

on the technology proposed for the improvement and the engine and combustor performance it is

replacing. The manufacturers who may apply this to meet stringency will suggest the NOx improvement

on an engine family by engine family basis. ICCA IA has judged that for the investment this category

would have to give at least a 10% NOx improvement.

A MS3 category change will also require more lead-tim e to bring the technology into production. While

a lead-time of three to four years might be sufficient to implement a MS1 or MS2 category product,

several additional years will typically be needed for a manufacturer to acquire the required technology for

MS3. This needs to be considered in setti ng the implementation date for a new standard.

The manufacturers are naturally not able to discuss th e detail of their research programmes in the public

domain, but it is known that while all the engine manufacturers have been assessing advanced concepts

such as staged combustion technologies for many years, only the CFM56 DAC engine has entered

service. However, there have been trade-off i ssues associated with the DAC. Specifically, for CAEP/6

analysis, a fuel burn penalty of 2% was assumed for advanced technologies, based on DAC experience. It

should be noted that DAC technology is not offered for in-production engines.

The goal of advanced combustor technology programs is to achieve emissions reductions with no increase

in fuel consumption. However, past experience in aviation and other industries that use gas turbines (such

as power generation) indicates that technologies to re duce NOx emissions (e.g. catalytic clean up or water

injection) almost always result in a small increas e in fuel consumption. Most advanced low NOx

technologies, but not all, use staged combustion system s that require an increased number of combustor,

fuel system and control parts, so it is reasonable to expect a potential small increase in fuel consumption

when a combustor modification is considered in isol ation with no other perfo rmance enhancements. For

these future advanced combustion te chnologies the fuel burn penalty is expected to be between 0 and

0.5%. A value of 0.25% fuel burn pena lty could be assumed for these technologies.

5. FAMILY APPROACH

The engine family approach is to be applied to the analysis such that when one engine of a family is

affected, the fix to that engine would apply to a ll the family. This gives one non-recurring cost for a

family (manufacturers aiming to minimize costs), but it also means that emissions benefits are increased

because smaller stringency increases actually can affect ma ny engine models within a family even though

only the higher thrust versions might be the only models affected. The benefits to the family are obviously

greater because the fix is applied to all the family.

# CAEP-SG/20082-WP/A

Appendix A 

# A-6

6. POSSIBILITY OF NON-COMPLIANCE

In cases where sales of an engine family are very lo w or a new engine is being developed to replace a

current one in the near future, the manufacturer might judge that it is not cost effective to respond to an

increase in stringency. For example, non-compliant engines for the Boeing 757 aircraft family were

considered in the CAEP/6 cycle, but the aircraft we nt out of production before CAEP/6 standard went

into effect, so the engines were not affected.

There might also be engine families with recent combustor designs where implementation of a MS3

technology would only reduce NOx emissions by a few percent. In such a case, the manufacturer might

judge that rather than developing evolutionary techno logy to improve emissions by a few percent, it is

more effective to invest available resources to deve lop more revolutionary te chnology that will have a

chance of providing substantially greater reductions, even though it might not be ready for introduction

into the product before the ne w standard becomes effective.

Decisions on whether and when these revolutionary e ngines would comply with a new standard will

sometimes depend on future market conditions and futu re status of technological development that are

impossible to predict. FESG and MODTF should consid er whether and how to address such cases in their

modelling studies.

7. NOISE IMPACT

As stated in the introduction, the assumption is that there is no change in engine thrust and any cycle

changes will be especially small. Therefore, the 0dB noise impact shown for MS1 and MS2 is based on

the fact that no thrust or significant cycl e changes are envisaged for these categories.

For MS3 it is already known that the advanced technology DAC engine produced more noise than a

similar SAC engine. It is also possible that some of the MS3 solutions involve minor changes to cycle

conditions which may have an adverse noise impact. However the probability that this would occur is

considered rare (approx. 10%). It has been agr eed that two possible scenarios may occur, with no

preferred option, and that both should be analysed by MODTF and FESG. These include:

• Firstly, 10% of the engines which include MS3 Mods. would incur a noise penalty of

0.5dB at each of the three measurement point s. Additional costs, associated with this

noise increase would have to be taken into account in this case.

• Secondly, that no noise penalty is expected even for the MS3 engines that require a cycle

change. However, for these engines, which co mprise 10% of the MS3 engines, estimates

would need to be made for additional costs that manufacturers may incur in order to

eliminate the noise penalty caused by the cycle change.

# A-7 CAEP-SG/20082-WP/A

Appendix A



# 8. SUMMARY

Modification

Status Level Title NOx

Improvement

(%) Noise Impact

(dB) Fuel Burn

Impact (%) Cost

Estimate

($M)

MS1 Minor Change 1-5% 0 0 10

(1-15)

MS2 Scaled Proven

Technology Min. 6% 0 0 75

(50-100)

MS3 Combustor Technology

from Research

Programmes Min. 10% 0.5dB per

cert. point for

10% of

engines 0 – 0.5% 300

(100-500)

— — — — — — — —

# APPENDIX B

ASSUMPTIONS IN ASSESSING TE CHNOLOGY RESPONSES TO NOX

STRINGENCY OPTIONS

Various simplifying assumptions have been taken in performing the NOx stringency technology response

assessment. These underpinning assumptions are:

i) Engine technology response focused on combustor

Technology responses will be focused on combusto r modifications, and associated modifications

required physically to accommodate these com bustor modifications (e.g. engine casings).

Technology responses will not include additiona l engine performance improvements, which

manufacturers would usually try to incorporate at the same time, for instance, to redress any

deterioration in fuel burn or noise which the com bustor modifications might create. Therefore,

the group recognized that, associated with this assu mption, there was the potential for a fuel burn

and noise impact.

The group agreed not to include the additional t echnology responses as they would require further

assumptions on benefits and costs which, in the ev ent they off-set each other, may not affect the

overall ranking of the policy options. Fuel burn and noise improvements may be greater if the

additional engine performance modifications we re incorporated without the NOx combustor

technology.

The CAEP/6 fuel burn penalty of 2% was based on a similar assumption and Dual Annular

Combustor (DAC) technical data, but this technology is not expected to be used in responses to a

CAEP/8 standard. As such, an MS3 fuel burn pe nalty range of 0% to 0.5% was agreed by FESG

and WG3, although the commercial unaccepta bility of increased fuel burn was noted.

ii) Constant %NOx reduction across the thrust curve

Combustor modifications are assumed to provide the same % improvements in engine NOx

performance at all the four emissions certifi cation thrust settings of 100, 85, 30 and 7%.

iii) No change in aircraft performance

Any changes in aircraft performance charact eristics are assumed to be negligible.

iv) MS categories applicable to all engines types

Aircraft types covered in the CAEP/8 assessments range from large wide bodies to business jets.

It is assumed that the proposed MS categories are equally applicable to all of these aircraft types

in terms benefits and costs.

v) No PM technology response

The technology response assessment only consider s affects on the source emissions of NOx, CO2

and noise. WG3 does not have sufficient confiden ce to assess the affects on aircraft engine PM

emissions and, as such, it does not form part of this analysis.

vi) Engine technology response is only deve loped to meet a stringency increase CAEP-SG/20082-WP/B

Appendix B

# CAEP-SG/20082-WP/B

Appendix B 

# B-2

Engine combustion technology will remain at its cu rrent state, that is, current engines will have

the same NOx characteristics in 2020 as they do today unless they are changed to meet a

stringency option. As a result, costs and benefits values reflect the effects of the stringency

options alone.

vii) Static aircraft mission and payload

In order to preserve aircraft value and maximu m operational utility, known engine technologies

developed to meet stringency options should not compromise aircraft mission and payload.

viii) Technology changes applied across engine family

Production and in-development e ngine models, having a common build standard, will be grouped

into engine families. If any engine model within a given engine family fails a given stringency

option, then all the engine models within the fa mily will receive the same level of technology

insertion. This assumption is based on the n eed for fleet commonality amongst engines of

differing thrust levels using the same combusto r design to minimize manufacturer and operator

costs, and has been demonstrated in practice.

ix) Market-driven non-compliant engine production cut-off

It is assumed that a market-driven production cut-off of non-compliant engines occurs on the date

a CAEP/8 stringency option becomes effective. At that point, only previously compliant engines

and those that have been made compliant are produced. Those in-production engines which are

currently non-compliant with CAEP/6 will be considered on a case by case basis to see whether

there is sufficient justification for them to respond to a CAEP/8 stringency option.

— — — — — — — —APPENDIX CAPPENDIX 3 - CAEP/8 LARGE ENGINE NOxSTRINGENCY TECHNOLOGY RESPONSE SUMMARYEngine Family CAEP 6Option 1 CAEP6-5% Slope 2Option 2 CAEP6-10% Slope 2.2Option 3 CAEP6-10% Slope 2Option 4 CAEP6-15% Slope 2.2Option 5 CAEP6-15% Slope 2Option 6 CAEP6-20% Slope 2.2CF6-80C2OK OK OK OK OK OKMS1CF6-80E2OKMS2 MS2 MS2 MS2 MS2 MS2CFM56-5BOK OK OK OK OK OK OKCFM56-5COKMS2 MS2 MS2 MS2 MS2 MS2CFM56-7BOK OK OK OK OK OK OKGE90-115BOK OK OKMS1 MS1 MS3 MS3GE90-94B (PEC)OK OK OKMS1 MS1 MS3 MS3GP7200OK OK OK OK OKMS1 MS1PW4090No response No response No response No response No response No response No responsePW4168 FloatwallNo response No response No response No response No response No response No responsePW4168 TALON IIOK OK OK OK OK OKMS3PW4X62MS1MS2 MS2 MS2 MS2 MS2 MS3PW6120AOK OK OK OK OK OKMS3RB211-524G/H-TOK OK OK No Response No Response No Response No ResponseTrent 500OK OK OK OKMS1 MS2 MS3Trent 700OK OK OKMS2 MS2 MS3 MS3Trent 800OK OK No Response No Response No Response No Response No ResponseTrent 900OK OK OK OK OK OK OKV2500OKMS2 MS2 MS2 MS2 MS2 MS3Total Engine Families19 17 16 15 15 15 15OK 13 12 8 7 6 3MS1 0 0 2 3 1 2MS2 4 4 5 5 5 2MS3 0 0 0 0 3 8— — — — — — — —CAEP-SG/20082-WP/CAppendix CCAEP-SG/20082-WP/CAppendix CC-2APPENDIX DAPPENDIX D – CAEP/8 SMALL ENGINE NOx STRINGENCY TECHNOLOGY RESPONSE SUMMARYEngine Family CAEP 6Option 1CAEP/6 - 5% (26.7)CAEP/6 - 5% (89)Option 2CAEP/6 - 5% (26.7)CAEP/6 - 15% (89)Option 3CAEP/6 - 10% (26.7)CAEP/6 - 10% (89)Option 4CAEP/6 - 10% (26.7)CAEP/6 - 20% (89)Option 5CAEP/6 - 15% (26.7)CAEP/6 - 15% (89)Option 6CAEP/6 - 15% (26.7)CAEP/6 - 20% (89)Option 7CAEP/6 - 20% (26.7)CAEP/6 - 20% (89)AE3007A1EOK OK OK OK OK OK OK OKAE3007C / C1OK OK OK OK OK OK OKMS1AS907-1-1AMS1MS1 MS1 MS1 MS1 MS2 MS2 MS2BR710-A2-20OK OK OK OKMS1 MS1 MS2 MS2BR710-C4-11OK OK OK OK OK OKMS2 MS2BR725OK OK OK OK OK OK OK OKTay 611-8CMS1No Response No Response No Response No Response No Response No Response No ResponseCF34-3OK OK OK OK OK OK OK OKCF34-8OK OK OK OK OK OK OK OKCF34-10OK OK OK OKMS1OKMS1 MS1CFM56-7BOK OK OK OK OK OK OK OKPW306AOK OKMS2 MS2 MS2 MS2 MS2 MS2PW307AOK OK OK OK OK OK OK OKPW308COK OK OK OK OK OK OK OKTotal Engine Families14 13 13 13 13 13 13 13OK 12 11 11 9 10 8 7MS1 1 1 1 3 1 1 2MS2 0 1 1 1 2 4 4MS3 0 0 0 0 0 0 0— — — — — — — —CAEP-SG/20082-WP/DAppendix D"In-production"largeenginetypeswithcurrentairframeapplicationinNoisedBCAEP/8NOxstringencyoptions1(-5%and2forOPR>30)2(-10%and2.2forOPR>30)3(-10%and2forOPR>30)4(-15%and2.2forOPR>30)5(-15%and2forOPR>30)6(-20%and2.2forOPR>30)EEDUIDEEDEngineEEDCombustorEEDPREEDFooKNEEDNOxCharac.LevelCAEP/6NOxLimitEED%toCAEP/6LimitEnginefamilyno.EstimatedEEDNOxCharac.LevelEstimatedEED%toCAEP/6LimitRespondtoCAEP/8NOxstandard?Option1NOxlimit%toOption1NOxlimitMSMod.(1,2or3)RevisedEEDNOxCharac.LevelRevised%toOption1NOxlimitCommentsOption2NOxlimit%toOption2NOxlimitMSMod.(1,2or3)RevisedEEDNOxCharac.LevelRevised%toOption2NOxlimitCommentsOption3NOxlimit%toOption3NOxlimitMSMod.(1,2or3)RevisedEEDNOxCharac.LevelRevised%toOption3NOxlimitCommentsOption4NOxlimit%toOption4NOxlimitMSMod.(1,2or3)RevisedEEDNOxCharac.LevelRevised%toOption4NOxlimitCommentsOption5NOxlimit%toOption5NOxlimitMSMod.(1,2or3)RevisedEEDNOxCharac.LevelRevised%toOption5NOxlimitCommentsOption6NOxlimit%toOption6NOxlimitMSMod.(1,2or3)RevisedEEDNOxCharac.LevelRevised%toOption6NOxlimitComments2GE045CF6-80C2B1F1862M3930.13254.2648.0459.2281.131Yes56.2785.38Complies53.3590.06Complies53.3290.10Complies50.4195.31Complies50.3895.36Complies47.46101.24145.7496.39Additionalenginetests/smallimprovements2GE042CF6-80C2B21862M3927.53231.0843.6655.4878.681Yes52.5383.10Complies49.5888.05Complies49.5888.05Complies46.6493.60Complies46.6493.60Complies43.6999.92141.5495.07Additionalenginetests/smallimprovements2GE046CF6-80C2B2F1862M3927.60231.3543.6955.5878.601Yes52.6383.01Complies49.6887.94Complies49.6887.94Complies46.7493.47Complies46.7493.47Complies43.7999.77141.5794.92Additionalenginetests/smallimprovements2GE043CF6-80C2B41862M3930.14254.3548.5259.2481.901Yes56.2986.19Complies53.3790.91Complies53.3490.96Complies50.4396.21Complies50.4096.26Complies47.48102.19146.2297.34Additionalenginetests/smallimprovements2GE047CF6-80C2B4F1862M3930.22254.7948.0559.4080.901Yes56.4585.13Complies53.5489.75Complies53.5089.82Complies50.6094.96Complies50.5695.04Complies47.65100.84145.7596.00Additionalenginetests/smallimprovements3GE057CF6-80C2B5F1862M3932.82272.5353.0064.6082.041Yes61.6585.97Complies59.2689.43Complies58.7090.29Complies56.3294.10Complies55.7695.05Complies53.3799.30150.4294.46Additionalenginetests/smallimprovements2GE044CF6-80C2B61862M3931.66267.2052.0162.2883.511Yes59.3387.67Complies56.7191.71Complies56.3892.25Complies53.7796.73Complies53.4497.33Complies50.82102.34149.5597.50Additionalenginetests/smallimprovements2GE048CF6-80C2B6F1862M3931.72267.0351.1462.4081.961Yes59.4586.03Complies56.8489.97Complies56.5090.52Complies53.9094.88Complies53.5695.49Complies50.95100.37148.6895.53Additionalenginetests/smallimprovements2GE055CF6-80C2B7F1862M3931.72267.0351.1462.4081.961Yes59.4586.03Complies56.8489.97Complies56.5090.52Complies53.9094.88Complies53.5695.49Complies50.95100.37148.6895.53Additionalenginetests/smallimprovements8GE101CF6-80C2B8F1862M3931.37267.0048.3561.7078.361Yes58.7582.30Complies56.0786.23Complies55.8086.65Complies53.1391.00Complies52.8691.47Complies50.1896.35145.9291.50Additionalenginetests/smallimprovements1GE033CF6-80E1A233.08287.0062.0665.1295.312Yes62.1799.83251.5782.96Insertionofadvancedcombustor59.84103.72251.5786.19Insertionofadvancedcombustor59.22104.80251.5787.09Insertionofadvancedcombustor56.90109.08251.5790.65Insertionofadvancedcombustor56.28110.28251.5791.64Insertionofadvancedcombustor53.95115.05251.5795.60Insertionofadvancedcombustor5GE085CF6-80E1A3Standard35.70304.8065.8070.3693.522Yes67.4197.61254.1980.39Insertionofadvancedcombustor65.60100.30254.1982.61Insertionofadvancedcombustor64.46102.08254.1984.07Insertionofadvancedcombustor62.66105.01254.1986.48Insertionofadvancedcombustor61.52106.96254.1988.09Insertionofadvancedcombustor59.71110.20254.1990.76Insertionofadvancedcombustor4GE080CF6-80E1A4Standard34.50297.4466.7467.9698.202Yes65.01102.66255.6485.59Insertionofadvancedcombustor62.96106.00255.6488.38Insertionofadvancedcombustor62.06107.54255.6489.66Insertionofadvancedcombustor60.02111.20255.6492.71Insertionofadvancedcombustor59.12112.89255.6494.12Insertionofadvancedcombustor57.07116.94255.6497.50Insertionofadvancedcombustor8CM052CFM56-5B1/3TechInsertion30.20133.4045.6059.3676.823Yes56.4180.84Complies53.5085.23Complies53.4685.30Complies50.5690.19Complies50.5290.26Complies47.6195.78Complies8CM053CFM56-5B2/3TechInsertion31.30137.9048.2061.5678.303Yes58.6182.24Complies55.9286.19Complies55.6686.60Complies52.9890.98Complies52.7291.43Complies50.0396.34Complies8CM054CFM56-5B3/3TechInsertion32.60142.3051.2064.1679.803Yes61.2183.65Complies58.7887.10Complies58.2687.88Complies55.8491.69Complies55.3292.55Complies52.8996.80Complies8CM055CFM56-5B4/3TechInsertion27.30120.1039.8055.1672.163Yes52.2176.23Complies49.2680.80Complies49.2680.80Complies46.3285.93Complies46.3285.93Complies43.3791.77Complies8CM056CFM56-5B5/3TechInsertion23.1097.9033.0049.2467.013Yes46.2971.28Complies43.3476.13Complies43.3476.13Complies40.4081.67Complies40.4081.67Complies37.4588.11Complies8CM057CFM56-5B6/3TechInsertion24.30104.5034.8050.9368.323Yes47.9872.52Complies45.0377.27Complies45.0377.27Complies42.0982.67Complies42.0982.67Complies39.1488.90Complies8CM058CFM56-5B7/3TechInsertion27.30120.1039.8055.1672.163Yes52.2176.23Complies49.2680.80Complies49.2680.80Complies46.3285.93Complies46.3285.93Complies43.3791.77Complies8CM059CFM56-5B8/3TechInsertion22.7096.1032.5048.6866.763Yes45.7371.07Complies42.7875.97Complies42.7875.97Complies39.8481.57Complies39.8481.57Complies36.8988.10Complies8CM060CFM56-5B9/3TechInsertion24.20103.6034.5050.7967.923Yes47.8472.11Complies44.8976.85Complies44.8976.85Complies41.9582.23Complies41.9582.23Complies39.0088.45Complies7CM047CFM56-5C4/PSAC30.50149.9059.0059.9698.404Yes57.01103.49247.0682.55Insertionofadvancedcombustor54.16108.94247.0686.90Insertionofadvancedcombustor54.06109.14247.0687.06Insertionofadvancedcombustor51.22115.19247.0691.88Insertionofadvancedcombustor51.12115.41247.0692.06Insertionofadvancedcombustor48.27122.23247.0697.50Insertionofadvancedcombustor8CM062CFM56-7B20/3TechInsertion22.4091.6034.5048.2671.495Yes45.3176.14Complies42.3681.45Complies42.3681.45Complies39.4287.52Complies39.4287.52Complies36.4794.60Complies8CM063CFM56-7B22/3TechInsertion24.20101.0037.1050.7973.045Yes47.8477.54Complies44.8982.64Complies44.8982.64Complies41.9588.43Complies41.9588.43Complies39.0095.12Complies8CM064CFM56-7B24/3TechInsertion25.60107.6039.3052.7674.485Yes49.8178.89Complies46.8683.86Complies46.8683.86Complies43.9289.47Complies43.9289.47Complies40.9795.91Complies8CM065CFM56-7B26/3TechInsertion27.70117.0043.1055.7277.355Yes52.7781.67Complies49.8286.51Complies49.8286.51Complies46.8891.93Complies46.8891.93Complies43.9398.11Complies8CM066CFM56-7B27/3TechInsertion29.00121.4045.6057.5579.235Yes54.6083.51Complies51.6588.28Complies51.6588.28Complies48.7193.61Complies48.7193.61Complies45.7699.65Complies7GE097GE90-110B1DAC39.73492.6072.0478.4291.866Yes75.4795.46Complies74.4796.74Complies72.5299.34168.7294.76Additionalenginetests/smallimprovements71.53100.72168.7296.07Additionalenginetests/smallimprovements69.58103.54364.3592.49Insertionofadvancedtechnology68.58105.05364.3593.84Insertionofadvancedtechnology7GE099GE90-115BDAC42.24513.9078.7083.4494.326Yes80.4997.78Complies79.9998.39Complies77.54101.50175.1296.88Additionalenginetests/smallimprovements77.05102.14175.1297.50Additionalenginetests/smallimprovements74.60105.50370.3994.36Insertionofadvancedtechnology74.10106.21370.3995.00Insertionofadvancedtechnology3GE062GE90-76BDACII35.10360.6257.8069.1683.57752.6376.10Yes66.2179.49Complies64.2881.88Complies63.2683.20148.8177.16Additionalenginetests/smallimprovements61.3485.80148.8179.57Additionalenginetests/smallimprovements60.3287.25344.9974.59Insertionofadvancedtechnology58.3990.14344.9977.06Insertionofadvancedtechnology5GE086GE90-76B34.88360.6062.3668.7290.75757.2283.27Yes65.7787.01Complies63.8089.70Complies62.8291.09153.4385.06Additionalenginetests/smallimprovements60.8694.03153.4387.80Additionalenginetests/smallimprovements59.8895.56349.6582.92Insertionofadvancedtechnology57.9198.82349.6585.74Insertionofadvancedtechnology6GE087GE90-76BDACII34.88360.6062.3668.7290.75757.2283.27Yes65.7787.01Complies63.8089.70Complies62.8291.09153.4385.06Additionalenginetests/smallimprovements60.8694.03153.4387.80Additionalenginetests/smallimprovements59.8895.56349.6582.92Insertionofadvancedtechnology57.9198.82349.6585.74Insertionofadvancedtechnology3GE063GE90-77BDACII35.30363.4258.3069.5683.81753.1076.34Yes66.6179.72Complies64.7282.05Complies63.6683.41149.2577.37Additionalenginetests/smallimprovements61.7885.95149.2579.72Additionalenginetests/smallimprovements60.7287.45345.4174.78Insertionofadvancedtechnology58.8390.26345.4177.18Insertionofadvancedtechnology6GE088GE90-77BDACII35.11363.4062.9769.1891.02757.8083.55Yes66.2387.27Complies64.3089.89Complies63.2891.34153.9885.30Additionalenginetests/smallimprovements61.3694.19153.9887.96Additionalenginetests/smallimprovements60.3495.79350.1683.13Insertionofadvancedtechnology58.4198.95350.1685.87Insertionofadvancedtechnology3GE064GE90-85BDACII38.00395.3165.6074.9687.51760.0080.04Yes72.0183.32Complies70.6684.91Complies69.0686.88155.7880.77Additionalenginetests/smallimprovements67.7288.60155.7882.37Additionalenginetests/smallimprovements66.1290.74351.5377.93Insertionofadvancedtechnology64.7792.63351.5379.55Insertionofadvancedtechnology6GE089GE90-85BDACII37.65395.3070.8874.2695.45765.3387.97Yes71.3191.61Complies69.8993.47Complies68.3695.57161.1689.47Additionalenginetests/smallimprovements66.9597.58161.1691.35Additionalenginetests/smallimprovements65.4299.86356.9687.07Insertionofadvancedtechnology64.00102.08356.9689.00Insertionofadvancedtechnology3GE065GE90-90BDACII39.80418.1372.1078.5691.78766.2384.30Yes75.6187.59Complies74.6288.75Complies72.6691.15161.7685.00Additionalenginetests/smallimprovements71.6892.39161.7686.16Additionalenginetests/smallimprovements69.7294.99357.2482.10Insertionofadvancedtechnology68.7396.36357.2483.28Insertionofadvancedtechnology6GE090GE90-90BDACII39.38418.1077.4177.7299.60771.6092.13Yes74.7795.76Complies73.7097.16Complies71.8299.69167.1993.56Additionalenginetests/smallimprovements70.76101.19167.1994.96Additionalenginetests/smallimprovements68.88103.95362.7391.07Insertionofadvancedtechnology67.81105.60362.7392.52Insertionofadvancedtechnology8GE100GE90-94BDACII40.53432.8082.0080.02102.47776.0295.00Yes(1)77.0798.64Complies76.2399.73Complies74.12102.56171.4596.40Additionalenginetests/smallimprovements73.29103.73171.4597.5Additionalenginetests/smallimprovements71.18106.80366.8293.87Insertionofadvancedtechnology70.34108.08366.8295.00Insertionofadvancedtechnology9EA001GP7270/7270E-36.62332.4061.7772.1685.608Yes69.2589.20Complies67.6291.35Complies66.2693.22Complies64.6895.50Complies63.3297.55158.1091.75Additionalenginetests/smallimprovements61.73100.06158.1094.11Additionalenginetests/smallimprovements9EA002GP7277/7277E-38.98357.1069.2476.9390.008Yes73.9793.60Complies72.8295.08Complies71.0397.48Complies69.8899.08Complies68.09101.68165.2595.83Additionalenginetests/smallimprovements66.93103.45165.2597.50Additionalenginetests/smallimprovements2PW060PW407432.20333.2062.8063.3699.129No60.41103.9657.90108.4657.46109.2954.96114.2654.52115.1952.01120.752PW061PW407733.20343.0065.3065.3699.919No62.41104.6360.10108.6559.46109.8257.16114.2456.52115.5354.21120.463PW064PW4077D32.83343.0072.8064.62112.669No61.67118.0559.29122.7958.72123.9856.35129.2055.78130.5153.40136.343PW065PW4084D36.36369.6083.6071.68116.639No68.73121.6467.05124.6865.78127.0964.11130.4062.84133.0461.16136.693PW066PW409039.16395.0092.8077.28120.089No(2)74.33124.8573.21126.7671.38130.0170.27132.0668.44135.5967.32137.841PW049PW4164Floatwall31.24284.6870.1361.44114.1410No58.49119.9055.79125.7155.54126.2752.85132.7052.60133.3249.90140.541PW050PW4168Floatwall33.10302.4875.5865.16115.9910No62.21121.4959.88126.2159.26127.5356.94132.7356.32134.1953.99139.984PW067PW4168AFloatwall33.10302.4875.6065.16116.0210No(3)62.21121.5259.88126.2559.26127.5756.94132.7756.32134.2353.99140.037PW081PW4164TalonII30.10284.6849.5059.1683.6711Yes56.2188.06Complies53.2892.91Complies53.2692.94Complies50.3498.33Complies50.3298.37Complies47.39104.45344.7694.45Insertionofadvancedtechnology5PW075PW4168TalonII31.84302.5053.3262.6485.1211Yes59.6989.33Complies57.1193.37Complies56.7493.97Complies54.1798.43Complies53.8099.11Complies51.22104.10348.2094.10Insertionofadvancedtechnology7PW082PW4168ATalonII31.84302.5053.3062.6485.0911Yes59.6989.29Complies57.1193.33Complies56.7493.94Complies54.1798.40Complies53.8099.07Complies51.22104.06348.1894.06Insertionofadvancedtechnology1PW054PW4x52Phase326.32231.3052.3953.7897.4212Yes50.83103.08240.6880.03InsertionofTalonIIcombustor47.88109.43240.6884.97InsertionofTalonIIcombustor47.88109.43240.6884.97InsertionofTalonIIcombustor44.94116.59240.6890.52InsertionofTalonIIcombustor44.94116.59240.6890.52InsertionofTalonIIcombustor41.99124.78337.8190.04Insertionofadvancedtechnology1PW055PW4x56Phase328.37249.1057.0356.66100.6412Yes53.71106.17244.5682.96InsertionofTalonIIcombustor50.76112.34244.5687.79InsertionofTalonIIcombustor50.76112.34244.5687.79InsertionofTalonIIcombustor47.82119.25244.5693.18InsertionofTalonIIcombustor47.82119.25244.5693.18InsertionofTalonIIcombustor44.87127.09341.4492.34Insertionofadvancedtechnology1PW057PW4x60Phase330.68266.9063.0660.32104.5412Yes57.37109.91249.6486.52InsertionofTalonIIcombustor54.56115.58249.6490.99InsertionofTalonIIcombustor54.42115.87249.6491.22InsertionofTalonIIcombustor51.62122.17249.6496.17InsertionofTalonIIcombustor51.48122.49249.6496.42InsertionofTalonIIcombustor48.67129.57346.1594.83Insertionofadvancedtechnology1PW059PW4x62Phase331.91275.8066.6562.78106.1712Yes(4)59.83111.40252.5987.90InsertionofTalonIIcombustor57.26116.40252.5991.84InsertionofTalonIIcombustor56.88117.18252.5992.46InsertionofTalonIIcombustor54.32122.70252.5996.81InsertionofTalonIIcombustor53.94123.57252.5997.50InsertionofTalonIIcombustor51.37129.74348.8095.00Insertionofadvancedtechnology7PW083PW6122ATalonII25.7098.3138.1052.9172.0213Yes49.9676.27Complies47.0181.05Complies47.0181.05Complies44.0786.46Complies44.0786.46Complies41.1292.67333.9982.66Insertionofadvancedtechnology7PW084PW6124ATalonII28.00105.8745.7056.1481.4013Yes53.1985.91Complies50.2490.96Complies50.2490.96Complies47.3096.61Complies47.3096.61Complies44.35103.03341.2693.03Insertionofadvancedtechnology4RR036RB211-524G-T32.10253.0057.2963.1690.7114No60.2195.15Complies57.6899.32Complies57.26100.0554.74104.6654.32105.4751.79110.624RR037RB211-524H-T34.00264.0061.5466.9691.9114No(5)64.0196.14Complies61.8699.48Complies61.06100.7958.92104.4558.12105.8855.97109.958RR044Trent553-61Phase5Tiled35.19251.9060.7069.3487.5415Yes66.3991.43Complies64.4894.14Complies63.4495.68Complies61.5498.64158.9895.84Optimisationimprovements60.50100.33257.7495.43OptimisedPhase5designasperT90058.59103.60354.7993.51Insertionofadvancedtechnology8RR045Trent556-61Phase5Tiled36.63263.9064.9072.2289.8615Yes69.2793.69Complies67.6595.94Complies66.3297.86Complies64.71100.30163.0997.5Optimisationimprovements63.38102.40261.8097.50OptimisedPhase5designasperT90061.76105.09358.6795.00Insertionofadvancedtechnology3RR029Trent768Improvedtraverse34.00300.3060.5066.9690.3516Yes64.0194.52Complies61.8697.80Complies61.0699.08256.7692.96OptimisedPhase5designasperT90058.92102.68256.7696.33OptimisedPhase5designasperT90058.12104.09352.6990.65Insertionofadvancedtechnology55.97108.09352.6994.13Insertionofadvancedtechnology3RR030Trent772Improvedtraverse35.80316.3065.3070.5692.5516Yes67.6196.58Complies65.8299.21Complies64.66100.99261.3194.82OptimisedPhase5designasperT90062.88103.85261.3197.50OptimisedPhase5designasperT90061.72105.80356.9392.24Insertionofadvancedtechnology59.93108.96356.9395.00Insertionofadvancedtechnology2RR024Trent87535.42351.8557.8269.8082.8416No66.8586.49Complies64.9888.9863.9090.4962.0493.1960.9694.8559.0997.842RR025Trent87736.30361.6460.0771.5683.9416No68.6187.55Complies66.9289.7665.6691.4963.9893.8962.7295.7761.0398.432RR026Trent88438.96390.1067.2376.8887.4516No73.9390.94Complies72.7792.3870.9894.7269.8396.2768.0498.8166.88100.522RR027Trent89241.38411.4874.2081.7290.8016No78.7794.20Complies78.1095.0175.8297.8675.1698.7372.88101.8172.21102.765RR040Trent89541.52413.0578.6082.0095.8516No(6)79.0599.43Complies78.40100.2576.10103.2975.46104.1673.16107.4472.51108.398RR046Trent970-84Phase5Tiled38.97334.7057.4076.9074.6417Yes73.9577.62Complies72.7978.85Complies71.0080.85Complies69.8582.17Complies68.0684.34Complies66.9085.79Complies9RR047Trent972-84Phase5Tiled38.64345.9058.1076.2576.2017Yes73.2979.27Complies72.0780.62Complies70.3582.59Complies69.1384.05Complies67.4186.19Complies66.1887.79Complies9RR048Trent972B-84Phase5Tiled40.16361.5062.1079.3178.3017Yes76.3381.36Complies75.4182.35Complies73.4184.59Complies72.4785.69Complies70.4788.12Complies69.5289.32Complies3IA006V2522-A525.60102.6653.3252.76101.051847.5590.11Yes49.8195.44240.9082.11InsertionofTalonIIcombustor46.86101.45240.9087.28InsertionofTalonIIcombustor46.86101.45240.9087.28InsertionofTalonIIcombustor43.92108.24240.9093.12InsertionofTalonIIcombustor43.92108.24240.9093.12InsertionofTalonIIcombustor40.97116.03338.4293.76Insertionofadvancedtechnology3IA007V2524-A526.90109.0656.1054.60102.761850.1291.81Yes51.6597.06243.2183.66InsertionofTalonIIcombustor48.70102.94243.2188.73InsertionofTalonIIcombustor48.70102.94243.2188.73InsertionofTalonIIcombustor45.76109.55243.2194.43InsertionofTalonIIcombustor45.76109.55243.2194.43InsertionofTalonIIcombustor42.81117.10340.5994.82Insertionofadvancedtechnology1IA003V2527-A527.20111.2056.2255.02102.181850.2091.24Yes52.0796.41243.2183.00InsertionofTalonIIcombustor49.12102.20243.2187.98InsertionofTalonIIcombustor49.12102.20243.2187.98InsertionofTalonIIcombustor46.18108.70243.2193.58InsertionofTalonIIcombustor46.18108.70243.2193.58InsertionofTalonIIcombustor43.23116.12340.5793.85Insertionofadvancedtechnology8IA010V2527E-A527.20111.2056.2055.02102.151850.1891.20Yes52.0796.37243.2082.96InsertionofTalonIIcombustor49.12102.16243.2087.94InsertionofTalonIIcombustor49.12102.16243.2087.94InsertionofTalonIIcombustor46.18108.66243.2093.54InsertionofTalonIIcombustor46.18108.66243.2093.54InsertionofTalonIIcombustor43.23116.08340.5593.80Insertionofadvancedtechnology8IA09V2527M-A527.20111.2056.2055.02102.151850.1891.20Yes52.0796.37243.2082.96InsertionofTalonIIcombustor49.12102.16243.2087.94InsertionofTalonIIcombustor49.12102.16243.2087.94InsertionofTalonIIcombustor46.18108.66243.2093.54InsertionofTalonIIcombustor46.18108.66243.2093.54InsertionofTalonIIcombustor43.23116.08340.5593.80Insertionofadvancedtechnology1IA005V2530-A532.10133.4067.2363.16106.451860.3295.50Yes60.21100.18252.1086.54InsertionofTalonIIcombustor57.68104.57252.1090.33InsertionofTalonIIcombustor57.26105.34252.1091.00InsertionofTalonIIcombustor54.74110.19252.1095.19InsertionofTalonIIcombustor54.32111.04252.1095.92InsertionofTalonIIcombustor51.79116.47348.7894.19Insertionofadvancedtechnology3IA008V2533-A533.44140.5671.4065.84108.441864.1997.5Yes(7)62.89102.07255.5888.37InsertionofTalonIIcombustor60.63105.88255.5891.67InsertionofTalonIIcombustor59.94107.10255.5892.72InsertionofTalonIIcombustor57.69111.28255.5896.34InsertionofTalonIIcombustor57.00112.62255.5897.50InsertionofTalonIIcombustor54.74117.28352.0095.00InsertionofadvancedtechnologyColumnLNotes(1)EngineFamily7(GE90-94)-PECperformanceimprovementpackageduetobecertifiedsoonwithanassumed5%CAEP/6marginforthehighestratedengine.SubesequentCAEP/8technologyresponsesarebasedonthis.(2)EngineFamily9(PW4090)-notexpectedtorespondtoCAEP/8standard.NeedstobeconsideredintheFESGCAEP/6productioncut-offanalysis(3)EngineFamily10(PW4160Foatwall)-notexpectedtorespondtoCAEP/8standardasPW4160TALONIIengnetypesalreadyexist.NeedstobeconsideredintheFESGCAEP/6productioncut-offanalysis.(4)EngineFamily12(PW4x00Phase3)-noimprovementpackageanticipatedatpresenttomakeitcompliantwithCAEP/6butexpectedtorespondtoCAEP/8options(5)Enginefamily14(RB211-524)-notexpectedtorespondtoCAEP/8standard.DoesnotneedtobeconsideredintheFESGCAEP/6productioncut-offanalysis(6)Enginefamily16(Trent800)-notexpectedtorespondtoCAEP/8standard.DoesnotneedtobeconsideredintheFESGCAEP/6productioncut-offanalysis.(7)EngineFamily18(V2500)-SELECT1performanceimprovementpackageduetobecertifiedduring2008withanassumed2.5%CAEP/6marginforthehighestratedengine.SubesequentCAEP/8technologyresponsesarebasedonthis."In-production"smallenginetypeswithcurrentairframeapplicationinNoisedBCAEP/8NOxstringencyoptions1(-5%at26.7kN/-5%at89kN)2(-5%/-15%)3(-10%/-10%)4(-10%/-20%)5(-15%/-15%)6(-15%/-20%)7(-20%/-20%)EEDUIDEEDEngineEEDCombustorEEDPREEDFooKNEEDNOxCharac.LevelCAEP/6NOxLimitEED%toCAEP/6LimitEnginefamilyno.EstimatedEEDNOxCharac.LevelEstimatedEED%toCAEP/6LimitRespondtoCAEP/8NOxstandard?Option1NOxlimit%toOption1NOxlimitMSMod.(1,2or3)EEDNOxCharac.LevelRevised%toOption1NOxlimitCommentsOption5NOxlimit%toOption5NOxlimitMSMod.(1,2or3)EEDNOxCharac.LevelRevised%toOption2NOxlimitCommentsOption2NOxlimit%toOption2NOxlimitMSMod.(1,2or3)EEDNOxCharac.LevelRevised%toOption3NOxlimitCommentsOption6NOxlimit%toOption6NOxlimitMSMod.(1,2or3)EEDNOxCharac.LevelRevised%toOption4NOxlimitCommentsOption3NOxlimit%toOption3NOxlimitMSMod.(1,2or3)EEDNOxCharac.LevelRevised%toOption5NOxlimitCommentsOption7NOxlimit%toOption7NOxlimitMSMod.(1,2or3)EEDNOxCharac.LevelRevised%toOption6NOxlimitCommentsOption4NOxlimit%toOption4NOxlimitMSMod.(1,2or3)EEDNOxCharac.LevelRevised%toOption7NOxlimitComments6AL007AE3007A1Type3(reducedemissions)17.9734.9144.6258.2876.561Yes55.2680.75Complies54.4881.90Complies52.2485.42Complies51.4686.71Complies49.2190.68Complies48.8291.40Complies46.1896.63Complies6AL010AE3007A1/1Type3(reducedemissions)17.9034.7444.4958.2276.411Yes55.2080.59Complies54.4481.72Complies52.1985.25Complies51.4286.52Complies49.1690.50Complies48.7891.20Complies46.1496.43Complies6AL013AE3007A1/3Type3(reducedemissions)17.2233.0543.6557.6675.711Yes54.6879.82Complies54.0880.71Complies51.7184.41Complies51.1185.41Complies48.7389.57Complies48.4390.12Complies45.7695.39Complies6AL020AE3007A1EType319.0637.1646.8159.3278.921Yes56.2283.26Complies55.2384.75Complies53.1388.10Complies52.1489.78Complies50.0393.56Complies49.5494.50Complies46.9399.74Complies6AL019AE3007A3Type3(reducedemissions)17.2033.0043.2657.6475.051Yes54.6779.13Complies54.0780.00Complies51.7083.68Complies51.1084.66Complies48.7288.79Complies48.4289.34Complies45.7594.56Complies6AL024AE3007C1Type216.5831.4646.5557.1281.502Yes54.1985.90Complies53.7486.62Complies51.2690.80Complies50.8191.61Complies48.3396.31Complies48.1196.76Complies45.40102.53144.2797.50Additionalenginetests/smallimprovements8HN001AS907-1-1A21.9530.6266.2665.89100.563Yes(1)62.56105.91157.3991.74Additionalenginetests/controlchanges62.19106.54157.3992.28Additionalenginetests/controlchanges59.24111.86157.3996.89Additionalenginetests/controlchanges58.86112.56157.3997.5Additionalenginetests/controlchanges55.90118.53251.2691.69InclusionofbestpractiseRQLcombustor55.72118.92251.2691.99InclusionofbestpractiseRQLcombustor52.57126.04251.2697.50InclusionofbestpractiseRQLcombustor4BR009BR700-710A2-2024.1665.6149.2558.2284.604Yes55.0589.47Complies51.3795.88Complies51.8994.91Complies48.20102.17147.0097.5Additionalenginetests/smallimprovements48.71101.11147.0096.48Additionalenginetests/smallimprovements46.87105.07244.4094.73OptimisedPhase5designasperT90045.54108.15244.4097.50OptimisedPhase5designasperT9006BR010BR700-710-C4-11Annular24.9568.7748.0058.3782.245Yes55.2186.95Complies51.2393.70Complies52.0692.20Complies48.0799.85Complies48.8998.18Complies46.90102.34243.1391.96OptimisedPhase5designasperT90045.73104.97243.1394.32OptimisedPhase5designasperT9001GE035CF34-3A1LECII19.7041.0132.2259.1454.496Yes56.0257.53Complies54.6658.95Complies52.9060.92Complies51.5462.5249.7764.75Complies49.0965.64Complies46.6469.09Complies5GE084CF34-3B19.3041.0130.5058.5252.126Yes55.4255.04Complies54.0756.41Complies52.3358.29Complies50.9759.8449.2261.97Complies48.5462.83Complies46.1266.13Complies5GE083CF34-8C123.0356.3643.1059.4772.477Yes56.2676.61Complies53.4580.63Complies53.0681.23Complies50.2585.7749.8586.47Complies48.4488.97Complies46.6492.42Complies6GE096CF34-8C1Block1LEC22.1556.3640.9058.1470.357Yes54.9774.41Complies52.1678.41Complies51.8178.95Complies49.0083.4748.6384.11Complies47.2386.60Complies45.4689.98Complies8GE110CF34-8C5LEC23.0959.4243.0258.5973.437Yes55.4077.65Complies52.3182.24Complies52.2382.37Complies49.1387.5749.0387.74Complies47.4990.60Complies45.8593.84Complies8GE107CF34-8C5A1LEC23.4960.6243.7358.8174.367Yes55.6278.63Complies52.4183.44Complies52.4483.39Complies49.2288.8449.2488.81Complies47.6391.80Complies46.0494.97Complies8GE112CF34-8C5B1LEC22.0856.3541.3558.0471.237Yes54.8775.35Complies52.0779.40Complies51.7279.95Complies48.9184.5448.5485.18Complies47.1487.71Complies45.3791.13Complies8GE108CF34-8E5LEC23.1859.6843.1858.6473.637Yes55.4577.86Complies52.3382.51Complies52.2882.60Complies49.1587.8549.0887.97Complies47.5290.86Complies45.8994.09Complies8GE105CF34-8E5A1LEC24.1262.4944.8759.1575.867Yes55.9680.19Complies52.5785.35Complies52.7785.03Complies49.3890.8749.5790.53Complies47.8793.73Complies46.3796.78Complies8GE115CF34-10E5SAC25.6077.4043.0256.5376.108Yes53.4480.49Complies48.6588.43Complies50.3885.39Complies45.5894.39140.4988.85Additionalenginetests/smallimprovements47.2990.97Complies44.8995.83140.4990.20Additionalenginetests/smallimprovements44.2097.32140.4991.60Additionalenginetests/smallimprovements8GE117CF34-10E5A1SAC27.3083.7046.2656.9181.298Yes53.8885.85Complies48.4995.40Complies50.8890.92Complies45.48101.71143.7096.09Additionalenginetests/smallimprovements47.8496.69Complies45.15102.46143.7096.79Additionalenginetests/smallimprovements44.82103.21143.7097.50Additionalenginetests/smallimprovements8GE116CF34-10E6SAC25.6077.4043.0256.5376.108Yes53.4480.49Complies48.6588.43Complies50.3885.39Complies45.5894.39140.4988.85Additionalenginetests/smallimprovements47.2990.97Complies44.8995.83140.4990.20Additionalenginetests/smallimprovements44.2097.32140.4991.60Additionalenginetests/smallimprovements8GE118CF34-10E6A1SAC27.3083.7046.2656.9181.298Yes53.8885.85Complies48.4995.40Complies50.8890.92Complies45.48101.71143.7096.09Additionalenginetests/smallimprovements47.8496.69Complies45.15102.46143.7096.79Additionalenginetests/smallimprovements44.82103.21143.7097.50Additionalenginetests/smallimprovements8GE119CF34-10E7SAC27.3083.7046.2656.9181.298Yes53.8885.85Complies48.4995.40Complies50.8890.92Complies45.48101.71143.7096.09Additionalenginetests/smallimprovements47.8496.69Complies45.15102.46143.7096.79Additionalenginetests/smallimprovements44.82103.21143.7097.50Additionalenginetests/smallimprovements8CM061CFM56-7B18/3TechInsertion21.4086.7033.3047.5770.019Yes44.6074.66Complies38.9385.54Complies41.6579.94Complies35.9792.57Complies38.6886.09Complies35.8492.91Complies35.7193.24Complies7PW077PW306AAnnular20.0026.8758.9063.9592.1110Yes60.7596.96Complies60.7396.98Complies57.55102.34249.8786.65Inclusionofadvancedcombustor57.54102.37249.8786.68Inclusionofadvancedcombustor54.35108.37249.8791.76Inclusionofadvancedcombustor54.34108.39249.8791.77Inclusionofadvancedcombustor51.15115.15249.8797.5Inclusionofadvancedcombustor8PW091PW307ATALONII20.2128.4942.9063.7967.2611Yes60.5870.82Complies60.4171.02Complies57.3774.78Complies57.2075.00Complies54.1679.21Complies54.0779.34Complies50.9584.20Complies7PW080PW308CAnnular20.7031.1548.1063.7575.4612Yes60.5179.49Complies60.0980.05Complies57.2883.97Complies56.8684.60Complies54.0489.00Complies53.8389.35Complies50.8194.67Complies6RR042TAY611-8CTransplyIIJ15.7561.6148.2146.94102.701345.7797.5No(2)44.03103.9540.73112.3741.13111.2837.82121.0138.21119.7736.56125.1835.30129.65ColumnKNotes(1)AS907-1-1AdoesnotcomplywithCAEP/6standardbutcouldfollowingminoradditionalenginetests.TheMS1Mod.responseassociatedwithCAEP/8standardwouldinvolveconsiderablymoreimprovements.(2)Tay611-8Cadditionalenginetests/smallimprovementsexpectedtomakeitcompliantwithCAEP/6.DonotneedtoincludeinFESGproductioncut-offanalaysis