worlds greenest aircraft brochure

ATR:The OptimumChoice for a FriendlyEnvironment

Modern Transport and Environment

Modern Air Transport & Environment 1

Today’s regional airliner isa high technology, fuelefficient and quiet aircraft, purpose-built forthe regional market andenvironmentally friendlyeither in terms of noise or

gazeous emission levels, even when compared toother forms of transport.

Modern regional turboprops and namely ATR aircraftmeet both external noise and gazeous emission levelregulatory requirements with ample margins.

ATR’s short field capability, their optimum integrationin air traffic flow, and their cumulative noise levelmargins to the latest regulations or airportrestrictions, make them welcome visitors at thesmaller city airports and regional hubs with minimalenvironmental impact.

ATR turboprop aircraft, recognized as the most fuelefficient aircraft in their category, maintaindistinctive advantages with respect to other modesof transport such as road and rail , also in terms ofpollutant emissions.

To reconcile the increasing need for mobilityand the demands of environmental protection, thekey idea is to join the different modes of transportinto an integrated system, the intermodality.

Each mode of transport has its specific strengths; theobjective is to combine them to minimize fuelconsumption and environmental impact, creatingalso decisive advantage for users.

But, in order to develop a fair, integrated andcompetitive Europe-wide transport system, no singletransport mode should have an advantage overanother.

Legislation which has an adverse impact on airlineprofitability could lead to postponements of furtherinvestment in more environmentally acceptableaircraft.

Regional aircraft and turboprop in particular canjustify their view that they are already respecters ofthe environment and good neighbours for Airlinesand airport communities.

Foreword

Modern air transport & environment

Summary

The regional aircraft: good neighbours

ATR for a quieter environment

ATR for a cleaner environment

Time to change public, corporate and politicalperceptions

Appendices- Appendix 1: Environmental ABCs- Appendix 2: References & abbreviations

CO/EM 467/00 - June 2001

The purpose of thisbrochure is toillustrate ways inwhich the regionalair transport cancontribute tominimize itsenvironmentalimpact.


The aviation industry has grown rapidly and hasbecome an integral and vital part of modern society.The air transport industry plays a major role in worldeconomic activity.- Over 1,600 million passengers per year rely on theworld’s airlines for business and vacation travel.- Around 40% of the world’s manufactured exports,by value, are transported by air.- More than 3.9 million people are directly employedby the industry throughout the world.

Future projections suggest that demand for air travelwill continue to rise, in line with the growth in theworld economy. By 2010 the number of peopletravelling by air could exceed 2.3 billion each year.This has created concern that aviation’s rapidexpansion will outstrip improvements in industryenvironmental performance.

Aviation is by necessity an efficient industry.Efficiency is an essential first step on the road tosustainability and this is the key to minimisingaviation’s environmental impact.

Compared to other means of transport, aviationhas an enviable environmental record, but this isstill too much a well-kept secret!

Energy consumptionAviation consumes about 12% of the oil suppliesused by the entire transport industry.Aircraft being produced today are about 70% morefuel efficient per pax/km than those of 40 years ago.

EmissionsToday, aviation is responsible for less than 3% ofworld annual additions to greenhouse gases and lessthan 3% of the production of nitrous oxide-type gas.

Climate changeAircraft emissions contribute an estimated 3.5% tothe overall climate effects resulting from all man-made activities.

Land useLand use is at a premium (specially in Europe) andaviation is unique in transport modes in that, unlikerail and car use, it only requires land use at thepoint of departure and destination and not frompoint to point.

Summary

A recent Swedish Road and Traffic Research Institutestudy to measure emission levels, comparingdifferent transport modes with industry and energy,revealed that only 3% was attributable to airtransport.

Sources of pollutant emissions

0

10%

20%

30%

40%

50%

60%

70%

Airlines Road Othertransport

Energy Industry

Oxides of nitrogenHydrocarbonsCarbon monoxide Source: SAS

3%

6%

25%

12%

54%

AirIndustryEnergyOther transportRoad

Environmental emissions

Infrastructure improvementsThe accelerated introduction of communications,navigation, surveillance and air traffic management(CNS/ATM) systems and additional infrastructurecould enable airlines to fly the shortest distancesand reduce fuel consumption.Improvements in air traffic management couldreduce fuel burn per trip by 6%-12% for today’sglobal fleet (IPCC Report - 1999).

Source: ATAG, ERA


Fuel efficiencyAirlines have doubled their fuel efficiency over thelast 30 years. Further improvements in efficiency areexpected to reduce emissions growth to 3% a yearcompared to a forecast growth of 5% in traffic.

NoiseFleet renewal based on the use of improvedtechnology has significantly reduced total noiseexposure around airports despite the cumulativemarket growth.Aircraft entering the fleet today are typically 20 dBquieter than comparable aircraft of 30 years ago,which in practice corresponds to a reduction in noiseannoyance of about 75% (Source: ATAG - Air Transport

Action Group).Air transport contributes only 1% to the nuisancessuperior to 65 dBA at which 80 million people ofEuropean Union are exposed (road transportcontributes 90%).

Summary

0 2 4 6 8 10

Boeing 737-200 Airbus A319

85 dB(A) noise footprint at take-off (in km)

2

1

2

1

2

Airline fuel consumption reductionsindexed to 1976

Source: Airbus/Lufthansa

Road transport 90%

Rail transport1.7%

7.3%

Air transport1%

Sources : European Commission "GreenPaper” - 1995

Rail transport

63%

Air transport

37%

Rail and Air Transport Noise ExposurePeople exposed to more than 65 dBA

European Union

Noise Exposure to more than 65 dBA

80 million people of European Union’s population areexposed to continuous day-time outdoor noise levelscaused by transport above what are generally considered tobe acceptable, more than 65 dB(A).

An additional 170 million citizens are exposed to noiselevels between 55-65 dB(A) which is the level at whichpeople become seriously annoyed during the day time.

Road transport is the dominant source accounting fornine tenths of the proportion of the European Union’spopulation exposed to levels of noise over 65 dB(A).

As for rail, 1.7% of the population and air transport afurther 1% of the population are exposed to these highlevels.

Other sources(industries, working

parties)

In the past 30 years aircraft fuel efficiency perpassenger-km has improved by about 50% throughenhancements in airframe design, engine technologyand rising load factors.

Source: ICAO, Boeing

76

100

78 80 82 84 86 88 90 92 94

80

60

40



Regional aircraft have low impact “uponneighbours” and meet all the statutory noise(Chapter III) and emission level requirementsenabling them to be accepted at the smaller cityairports and regional hubs with minimalenvironmental impact.

Both turboprop and turbofan aircraft use exactlythe same jet technology maximizing efficiency andreliability.

Total ERA fleet : 1200+ aircraft - Percentage turboprop : 55%Number of ATR 42 & ATR 72 in service in ERA fleet : 170

40/70 seater turboprop in the ERA fleet : 480 - ATR percentage in this segment : 35%Average age of total fleet : 8 years

Total ERA fleet : 1200+ aircraft - Percentage turboprop : 55%Number of ATR 42 & ATR 72 in service in ERA fleet : 170

40/70 seater turboprop in the ERA fleet : 480 - ATR percentage in this segment : 35%Average age of total fleet : 8 years

40,000 20,000 0 20,000 40,000 60,000

1.2 (3.5)

2.1 (5.4)

5.2 (13.5)

11.3 (29.3)

Area sq miles(sq km)

Comparative noise footprints - 90 EPNdBThe benefits of the new technology

Modern regional turboprop

Modern regional jet

30-year old turboprop

30-year old jet

Distance fromthreshold (ft)

Distance fromstart of roll (ft)

The average age of the ERA (EuropeanRegional Airlines) members’ fleet is justeight years and the airlines and themanufacturers are continuously investingin the latest technology in order tominimise the impact of their equipmentand their operations on the environment.

Gas turbine

Turboprop/Jet: The same concept

Movement comes fromthe large quantity of airforced backwards at lowspeed by the propellers

Movement mainly comesfrom the air forcedbackwards at high speed

European Regional AirlinesFleet age breakdown

Aircraft age

0

10

20

30

40

50

60

70

80

90

100

0 1 2 3 4 5 6 7 8 9 10 11 12 15 20 25 >25

Source : OAG, October 1995

Number ofaircraft

50% ofERA fleetis lessthan 7years old

Source: ERA Yearbook 2001 Aircraft age

Fleet renewal, based on the use of newer, quieter aircraftand noise abatement operating measures has significantlyreduced the number of people affected by aircraft noise.

The turboprop is more fuel efficientfor a given thrust.

The turboprop is more fuel efficientfor a given thrust.


Low fuel consumption Low exhaustemissions

The only method of significantly reducing emissionsof H2O and CO2 is by reducing fuel burn, mainlydriven by the use of adapted aircraft size andoptimised load factors on a given route and byreductions in air traffic management delays.

Emissions of NOx (Nitrogen oxides) by regionalaircraft are at low altitudes, well below the levels atwhich ozone depletion is a major concern.

Congestion remainsair transport’s biggestlong term challenge.It causes delays andunreliability forpassengers, reducedefficiency for airlineand airport operators,and a massive wasteof energy andmaterials.

Congestion means that aircraft are required tooperate at lower and inefficient cruising levels. Theextra fuel required can mean an aircraft burnsbetween 20% and 30% additional fuel on each trip.

Advanced turboprop operate more efficiently thanjet aircraft on short-haul routes.They emit about 20% less CO2 per passenger-Kmthan newer jets and up to three times less CO2 thanolder ones.

Source: ATAG (Air Transport Action Group).


2000 ft

1000 ft

10492-96

87-92

10286-90

78-87

N/a86

78

9893

85

8183

102

2000 ft

1000 ft

95-100 EPNdB

7.5m

Silence, please!Approach noise levelsEPNdB

Compared with older, largerjets which may havecoloured people’sperception of aircraftnoise, regionalaircraft are veryquiet. To someextent noise is“seen”by thepublic.

Take-off noise levelsEPNdBFor example, one take-off bya B727 is equivalent to over100 take-offs by a typicalregional aircraft in termsof decibels.In many cases, regionalaircraft noise will becontained within theairfield boundary.In the initial climbphase and on approachmany regionalaircraft generatenoise barelyperceptibleagainstambientnoiselevels.

Noise measurementof electric passenger trainAircraft cause noise disturbance in thevicinity of airports and mainly during daytime, thereby limiting noise disturbance.High speed trains, however, operating 24hours per day, create noise disturbanceover the entire length of theirjourney and not justat the rail station.

Source: “E.C. Green Paper on future noise policy”. Measured atICE train, 250 km/h, 7.5m from the railway, peak level.

Typical regional jet Typical modernturboprop

Large airliner



General

ICAO (International Civil Aviation Organization) hasdefined three main categories of permitted noiselevels for commercial aircraft, Chapters I, II, andIII.All Chapter I aircraft, the noisiest types, havealready been withdrawn from service and ChapterII will be phased out in April 2002.In 1996 over 91% of aircraft in Europe wereof Chapter 3 standard.The limits for Chapter III aircraft, which are thequietest available, are extremely stringent. Evenso, the industry is working with the regulators toissue more restrictive limits.

The Committee on Aviation EnvironmentalProtection (CAEP5) of the ICAO meeting in Montrealin mid-January 2001, issued a series ofrecommendations aimed at reducing aircraft noise.Specific CAEP5 recommendations include:

A new noise standard (Chapter IV) which is10 decibels lower, on a cumulative basis, than thecurrent Chapter III standards in Annex 16 to theICAO, for new aircraft design, effective 1st January2006;

Procedures for re-certification of existing a/cmeeting the new standard;

More stringent noise standards for helicopters; Publication of guidance material on land-use

planning; A proposal for new take-off noise abatement

procedures.

ICAO Chapter IV RulesATR family compliance

ICAO “CAEP 5” held in Montreal from the 8th to 17th of January 2001 - Chapter IV

Applicable by 1st of January 2006 for certification of new types (new or derivative aircraft); Chapter IV = Chapter III - 10 cumulative EPNdB; whatever two or three measurement points musthave not less than 2 EPNdB cumulative margin; implementation of the re-certification concept;

Not yet intended to be used for any general new operational restrictions such as phase out; Possible request of local authorities to quickly achieve the Chapter IV ticket for current Ch. III aircraft.

All ATR models comply with Chapter IV requirements with large margins.

ICAO Chapter IV RulesATR family compliance

ICAO “CAEP 5” held in Montreal from the 8th to 17th of January 2001 - Chapter IV

Applicable by 1st of January 2006 for certification of new types (new or derivative aircraft); Chapter IV = Chapter III - 10 cumulative EPNdB; whatever two or three measurement points musthave not less than 2 EPNdB cumulative margin; implementation of the re-certification concept;

Not yet intended to be used for any general new operational restrictions such as phase out; Possible request of local authorities to quickly achieve the Chapter IV ticket for current Ch. III aircraft.

All ATR models comply with Chapter IV requirements with large margins.

ATR: Quiet neighboursThe latest propulsion technology combined with goodaerodynamic design make ATR aircraft quiet neighbours,meeting stage IV noise requirements with wide margins,hence reducing at minimum its environmental impact.The -500 series in particular are setting new standards inthe industry for quietness. This allows day and nightoperations on platforms with specific, stringent local noiseregulations such as city airports.


3˚

Max T.O. weight

Take-offreference

Designlanding weight

Approachreference

Side line

reference

450 m

(0.24 NM)

2000 m

(1.08 NM)

6500 m (3.51 NM)

Noise from turboprop aircraft during take-off comesessentially from the propeller.

During approach other noise sources such as jetthrust, noise coming from compressors and turbineand aerodynamics of the aircraft contribute to thenuisances.

ATR family has been designed to obtain themaximum exterior noise reduction and minimumenvironmental impact, by:

A high thrust to weight ratio in order to have thesteepest take-off path, reducing noise footprint

High technology propeller system installed on -500 series reducing dramatically noise emissions

Decreasing the propeller rotational speed andoptimizing the blade profile

Well aerodynamically designed high-lift system.


Sources : Economic Commission "Green Paper" - ATR - AviationInternational News

75

80

85

90

95

100

ATR 42-500take-off

100 m fromrunway

Lorry50 km/h7.5 m

from road

Intercitytrain

200 km/h7.5 m

from railway

dBA

ATR 72-500take-off

100 m fromrunway

High speedtrain

300 km/h100 m from

railway

-14

-12

-10

-8

-6

-4

-2

0

Sideline Take-off Approach

ATR 42-500PW 127E

ATR 72-500PW 127F

ATR for a quieter environmentNoise relative to ICAO Chapter III (EPNdB)

Different Noise SourcesdBA levels

ATR -500 series: largemargins versus currentand future noiseregulations or morestringent airportrestrictions

Source: ATR

The ICAO and FAA regulations defineflight procedures and noisemeasurement point locations.

The external noise standards applicable to the ATR42and ATR72 are laid down in :

FAR part 36 Chapter III for the Federal AviationAdministration

Chapter III of Annex 16 to the Convention ofChicago on International Civil Aviation for the ICAO


ATR family, more and moreenvironment friendlyCumulative noise margin(EPNdB)With 26.6 EPNdB (ATR 72-500)and 31.3 EPNdB (ATR 42-500)cumulative margin to Chapter III,and comfortable margins tofuture Chapter IV noiseregulation, the ATR-500 serieshas the greatest latitude for evenmore stringent regulations onairport restrictions.

-35

-30

-25

-20

-15

-10

-5

0

ATR 42-400

ATR 42-320

ATR 42-300

New generation

ATR 42-500

EIS 1995

EIS1985

EIS 1997

EIS 1989

Quieter

Quieter

EPNdB

ATR 72-210

ATR 72-200

EIS: Entry into Service

Regional Air TransportThe benefits of technology forexternal noise

Total perceived noise on flyover,sideline and approach (EPNdB)

Year of introduction

Source : ERA (European Regional Airline Association)


Source: ATR

All ATR models will comply witheven the most stringent stage

IV noise recommendations.

All ATR models will comply witheven the most stringent stage

IV noise recommendations.

ATR -500 Series Noise Levels - Certified Figures

Point of ICAO and FAR 36 ATR 42-500 ATR 72-500measurement Certified levels Certified levels

EPNdB EPNdB EPNdBChapter III limits MTOW 18,600 kg MTOW 22,000 kg

Take-off 89 76.6 79Sideline 94 80.7 83.2Approach 98 92.4 92.2Global 281 249.7 254.4Chapter IV limits (future) 271 -21.3 -16.6

Point of ICAO and FAR 36 ATR 42-500 ATR 72-500measurement Certified levels Certified levels

EPNdB EPNdB EPNdBChapter III limits MTOW 18,600 kg MTOW 22,000 kg

Take-off 89 76.6 79Sideline 94 80.7 83.2Approach 98 92.4 92.2Global 281 249.7 254.4Chapter IV limits (future) 271 -21.3 -16.6

-31.3 EPNdB-26.6 EPNdB

Source: ATR

F50

240

250

260

270

280

290

300

1955 1960 1965 1970 1975 1980 1985 1990 1995 2000

ATP

DHC 8-300

RJ85F100

Do 328

CRJ 200Saab 2000

Saab 340DHC 7

HS 748 F 27 Mk500

F28 Mk4000

F 27 H

ERJ 145

CRJ 700(prelim.)

DHC 8Q-400

ATR 42-500ATR 42-500

ATR 72-500ATR 72-500

New generation

ATR 72-500

ATR -500 series: the quietestneighbours in the sky!

ATR -500 series: the quietestneighbours in the sky!


Low external noise levels make the ATR 42/72 welcome visitors to several urban airports worldwide: travellersincreasingly recognize the numerous advantages of flying through smaller, uncongested airports close to bigcity centers.


Noise Footprint: 90 EPNdB ContoursATR 72/Fokker 100

6000 4000 2000 0 -2000 -4000

Take-off Approach Total

Fokker 100 4.33 km² 1.07 km² 5.40 km²

ATR 72 2.05 km² 1.45 km² 3.50 km²

Take-off Approach Total

Fokker 100 4.33 km² 1.07 km² 5.40 km²

ATR 72 2.05 km² 1.45 km² 3.50 km²

All over the world, and especially in Europe,airport and Airworthiness Authorities aretaking action against excessive aircraft noiseand emissions.If not compliant with environmentalregulations, airlines have to pay additionalairport taxes (noise/emissions surcharges) orare submitted to operational restrictions.

Thanks to the high technology 568F propellersystem and efficient aerodynamics, the ATR-500 series is one of the quietest in theindustry.

Distance from start of take-off roll (m)

Source: ATR



Gaseous emissions: the Legal Frame

A new focus of attention regarding aircraftemissions was introduced in 1992, with theemergence of environmental problems of a globalnature to which aircraft emissions may becontributing, such as climate change, depletion ofozone layer, and long-range air pollution.

In June 1992, in Rio de Janeiro, a Conventionwas signed by 170 countries at the U.N. Conferenceon Environment and Climate Change, with theobjective of stabilizing greenhouse gasconcentrations at a safe level within an acceptabletime frame.The Kyoto Protocol to this Convention was adoptedin 1997 with the objective of reducing collectiveemissions of greenhouse gases by approximately5% by the period 2008-2012, with respect to 1990levels.

> June 1992 Convention on environment and climatechange signed by 170 countries

in Rio de Janeiro

> 1997 Protocol of Kyoto

> Objective- at least 5% reduction of six Green House Gas (GHG)emission by industrialised countries during the period2008-2012 with respect to 1990 levels, with the target

varying from country to country.

> June 1992 Convention on environment and climatechange signed by 170 countries

in Rio de Janeiro

> 1997 Protocol of Kyoto

> Objective- at least 5% reduction of six Green House Gas (GHG)emission by industrialised countries during the period2008-2012 with respect to 1990 levels, with the target

varying from country to country.

Compliance with Kyoto Target

A combination of actions will be required to compensate airtraffic growth and meet the Kyoto target for CO2 emissions.Source: SNECMA

Kyoto’s key elements at a glance

Industrialised countries to cut net emissions of a‘basket’ of six greenhouses gases by an average ofat least 5% below 1990 level by 2008-2012;

EU and most accession countries to cut emissionsby 8%; US by 7%; Japan and Canada by 6%; Russiato stabilise emissions;

Basket of gases covers carbon dioxide, methane,nitrous oxide and three fluorinated industrial gases -HFCs, PFCs and sulfur hexafluoride.

By 2005, industrialised countries are required toshow demonstrable progress towards achieving theiremission targets;

Trading of emissions rights, and investments inforeign projects generating emission credits, areallowed between industrialised countries as asupplement to domestic action to limi emissions;

Clean Development Fund to be set up to promotesustainable development in developping countriesand help industrialised nations reduce compliancecosts through investment in emission-reductionprojects in the developping world: these investmentsgenerate certified emission reductions for theinvesting country;

Greenhouse gas emission from, or absorbtion by,certain direct human-induced forestry and land-useactivities since 1990 are to be counted whenassessing whether countries comply with theiremission targets.

0

20

40

60

80

100

120

140

160

180

Hydrocarbons CO NOx

Old

Average emissions per year by aircraft age

Source: Rolls Royce

Grams/pax

Medium New

CO2 index (index = 100 in year 1990)

Traffic growth

Fleet renewal

A/C size

ATM

Trading/charge

Kyoto target1990

100

150

200

250

300

1994 1998 2002 2006 2010

The aviation industry has made great stridesover the years to improve the fuel efficiency ofaircraft engines. Improvements in engines haveresulted in much lower levels of emissions ofCarbon Monoxide (CO) and Unburned Hydrocarbons(UHC). However, the higher combustiontemperatures achieved tend to push up the levelsof oxides of nitrogen (NOx), as shown in thefollowing figure.

Airlines taking actionResponsible airlines are facing up to the challenges,implementing environmentally-friendly measures,ranging from taxiing on one engine, collecting rainwaterto wash aircraft and recycling inflight food trays, torenewing fleets with more energy-efficient aircraft andoptimizing approach and departure routings.Lufthansa, for example, has adopted long term targetsreflected by Kyoto to cut specific fuel consumption by30% by 2008, and by 35% by 2012.

Airlines taking actionResponsible airlines are facing up to the challenges,implementing environmentally-friendly measures,ranging from taxiing on one engine, collecting rainwaterto wash aircraft and recycling inflight food trays, torenewing fleets with more energy-efficient aircraft andoptimizing approach and departure routings.Lufthansa, for example, has adopted long term targetsreflected by Kyoto to cut specific fuel consumption by30% by 2008, and by 35% by 2012.



Main gaseous emissions

Aircraft affect the atmosphere by introducing gasesand particles into it and by forming contrails.

The emissions include greenhouse gases such ascarbon dioxide (CO2) and water vapor, as well aschemically active gases that alter naturalgreenhouse gases, such as nitrogen oxides (NOx)and carbon monoxide (CO). Particles (UnburnedHydrocarbons, UHC), may interact with the earth’sradiation balance or influence the formation ofclouds.

Water emissions by aircraft engines lead directly tothe formation of contrails that are characteristics ofhigh-flying aircraft in cruise.There is a concern that contrails may have adisproportionate effect on global warming.

Emissions and Energy UsageTypical emissions of a modern aeroengine

Carbon dioxide

Water

- Carbon Monoxide - Nitrogen Oxide - Sulphur Dioxide - Unburnt Hydrocarbons - Soot

Carbon Dioxide(CO2) 71%

Water

28%

Source: ATAG

Key environment impact issues associated with aircraft engine emissions

Emission Category Impact

Smoke Visibility nuisance around airports

Unburned hydrocarbons (UHC) Contribution to urban smog burdens

Carbon monoxide (CO) Contribution to urban CO burdens

Nitrogen oxides (NOx)- Subsonic aircraft engines Possible contribution to global warming- Future supersonic aircraft engines Stratospheric ozone depletion

Carbon dioxide (CO2) Contribution to global warming

Each year civil aviation is responsiblefor approximately 2.4% of the world’s

total CO2 production.

Each year civil aviation is responsiblefor approximately 2.4% of the world’s

total CO2 production.

Source: CFM

As is now well known, CO2, a natural by-product ofcombustion, contributes to climate change via theso-called greenhouse effect. To be true, otheremissions are also involved, among them Nox,water vapour and smoke, the latter via contrails.

1 kg of kerosenecontains...

Reaction with oxygen

1 kgkerosene

3.15 kg carbondioxideIn low quantities, carbonmonoxide is a naturalcomponent of air; at higherconcentrations it contributesto the green house effect andthus to global warming.

1.24 kgwatervapour



In general there are very few regulations relating toturboprop emissions.Aircraft engines are regulated on the amount ofemissions they can produce. The main standardsare included in :

ICAO, Annex 16, Vol. 2, the recommendationsof which apply only to turbojets and turbofans;

FAA (FAR 34), using much of what ICAO hasproposed, but only smoke standards have beenset for turboprop.

The species that are regulated are NOx (Nitrogenoxides), CO (Carbon monoxide), UHC (UnburntHydrocarbons) and smoke.

Gaseous emissions: Standards andRegulations

Sources : P & W Canada - ICAO

0

1000

2000

3000

4000

5000

Gaseous Emissions(g/LTO cycle)

NOx CO

LTO cycle = ICAO reference

9,300 16,000

UHC

Landing, take-off cycleRegional turboprops vs large jets

CO UHC NOx SMOKE CO2 H2O

ICAO Jets only Jets only Jets only Jets only None NoneFAA None Jets only None Jets/Tprops None None

LTO Cycle Emissions - ATR 72 with PW124B

Gaseous Landing, take-off cycleEmissions

CO 2,748 gNOx 1,472 gUHC 1,132 g

B 737-300B 737-300

ATR 72-500ATR 72-500

ATR 42-500ATR 42-500

Landing Take-Off cycle (LTO)

Operating mode Power setting Time in mode1. Taxi/idle 7% take-off thrust 26 min.2. Take-off 100% std day take-off thrust 0.7 min.3. Climb 85% take-off thrust 2.2 min.4. Approach 30% take-off thrust 4.0 min.

ICAO recommendation contained in Annex 16 iscurrently in force for jet engines only and concernsemissions of CO, UHC, NOx and smoke.The FAA legislation (FAR 34) is significantly lessdemanding although it deals with both turbofan andturboprop aircraft.

With respect to turboprop engines, it is expectedthat no stricter legislative measures will be takenfor the following reasons:

The small contribution of turboprop aircraft to thetotal emissions from aviation

The already considerable progress made in thereductions of pollutants closely related to energyconsumption, on these gas turbine engines

The favourable operational aspects of theseengine/aircraft combinations:1. Relatively low operating altitudes2. Relatively short manoeuvring times at airports.

Modern equipment in use with regional airlines(50% of the ERA fleet being less than 7 years old).

Current regional air transport (up to 80 seats)contributes only 10% of the total fuel burn ofEuropean aviation).

Emissions take place at low altitudes leading to avery small contribution to pollution and nil to thedepletion of the ozone layer.

The ICAO emissions regulations are based on astandard Landing and Take-off Cycle (LTO).



The ATR fuel efficiency: adaptedpowerplant

The proven level of low fuel consumption is aprimary concern for airlines eager to lower cashoperating cost.ATR aircraft are recognized as the most fuelefficient aircraft in their category, thanks also tohigh-tech engines and propeller efficiency.

Fuel Consumption per passenger200 NM (370 km) stage length

Aircraft with 65% LF

ATR 7272 pax

European car2 pax

Jet aircraft120 pax

16 l(4.23US gal)

18 l(4.76US gal)

27 l(7.14US gal)

It appears evident that low levels of engineemissions are essentially driven by low fuelconsumption.On a 200 Nm sector, the ATR72-500 fuelconsumption per passenger is up to 11% lower thana typical European car; the associated ATR gaseousemissions per pax in terms of CO (Carbon Monoxide)are 15 times less than a car and comparable to thetrain.

As far as the nitrous oxides are concerned, the ATRis 3 times less pollutant than a car and 40% lessthan a train. Moreover emissions of NOx (Nitrogenoxides) by new generation turboprops are at lowaltitude, well below the levels at which ozonedepletion is a major concern.

Turboprop advantages Best trade-off between fuel burn and speed,

perfectly adapted to commuter requirements, Simple, economic, easy to maintain, Low specific fuel consumption, Compliance with today ’s and future noise level

regulations, Low gaseous emissions.

ATR powered by PW100 family enginesMain technical characteristics

Two centrifugal compressors Free turbine, three concentric shafts Electronic and hydromechanical regulators Power range from 2,000 to 2,750 shp

ATR 42-300 ATR 42-320 ATR 42-500 ATR 72-200 ATR 72-210 ATR 72-500

Take-off power 1,800 shp 1,900 shp 2,160 shp 2,160 shp 2,475 shp 2,475 shpTake-off power 2,000 sp 2,100 shp 2,400 shp 2,400 shp 2,750 shp 2,750 shp(one engine out)Propeller (Hamilton Std) 14SF-5 14SF-5 568F 14SF-11 247F 568F

ATR: the green turboprop of tomorrow

0 1 2 3

Emissions g/pax km

Car

Train*

70 SeaterJet

Tprop(ATR 72)

Hydrocarbons Carbonmonoxide

Nitrousoxides

Gaseous Emission Spectrum200 NM (370 km) typical sector

65% load factor

* Electricity from heavy fuel power station

Just for reference, an ATR 42 uses only asmuch fuel on a typical 200 Nm trip as a B747uses in 10 minutes of taxiing!


Reducing pollutant emissions by reducingairport congestion

Congestion is a serious and increasing constraint onthe growth of air transport, and inadequate aviationinfrastructure costs the world economy billion ofdollars in inefficiency.

It has been estimated that by 2005 appoximately33,000 aircraft will be in commercial use, andapproximately 10 percent of this total will beemployed in long-range operations.This leaves about 30,000 aircraft that would be inservice at various route lengths.

Traffic continues to grow and it would appearthat this will go on at a faster rate than the plannedincrease in Air Traffic Management.

Unnecessary congestion is caused by theinefficient use of existing airport facilities, and is aserious obstruction to free competition.The cost to Europe’s economy caused by shortfall incapacity/congestion amounts to 5.4 Bn $ ( 5 MdEuro).In Europe, delays caused by Air Traffic Controlcontinue to mar on-time punctuality results, withonly 57% of flights departing on time.

In 1999 only, the British Airways fleet burned27,000 tons of kerosene during the holdingsabove London-Heathrow airport.

It has been estimated that 350,000 hours offlights by transport aircraft are wasted in Europeannually, due to airport and air traffic management(ATM) delays and non-optimal routings.

The recent IPCC-report on the global impact ofaviation estimates that ATM improvement canreduce fuel burn by 6% to 12% within the next 20years.

A strategy to address such matters includes:

Reducing airport congestion and hence timespent taxiing and awaiting take-off clearance

Optimised flight profile Achieving more direct routings than the current

air traffic control environment permits Reducing ATC delays adopting flight levels to

avoid the upper atmosphere where nitrogen oxideemissions deplete the earth’s ozone umbrellaagainst damaging ultraviolet radiation.


ATR: optimum integration in air traffic flow

The ATR aircraft take advantage of their high 250 KtCAS maximum operating speed, which is the maxspeed allowed by air traffic control below 10,000 feetfor all aircraft: this facilitates the flow of aircraftapproaching congested airports.

The most part of ATR aircraft are operated around the“hub & spoke” concept, used by Airlines to increaseoperating efficiency and to improve passengerservices. This concept helps reducing environmentalimpact significantly.

Direct Hub and spoke

Hub and spoke concept: Consolidating traffic flows, increasedoperating efficiency, same number of markets served with fewerflights.



The emergence of regional jets

These aircraft have a significant impact on AirTraffic Management philosophy as they usually flyrelatively short distances at high altitudes.The end result will be a significant growth in aircraftmovements which will speed up the need to createadditional airspace capacity.

Operationally regional jets are the source of bigconcerns for ATC system:

With longer take-off and landing rolls thanturboprops, RJs often are unable to use the shorterrunways set aside for commuter operations atmany airport hubs. With RJs working, all pilots arethus less likely to accept Land and Hold Short(LAHSO) clearances, since the small jets cannot, inmost cases, hold short.

Since RJ operators are so closely linked to theirmainline partners, it no longer makes sense for RJsto use “commuter terminals” positioned somedistance from the mainline terminals. So RJs nowcompete with the big guys for gate space, and their30- or 50-strong passenger loads have joined themilling throng inside, raising temperatures.Source: B&CA (May 2000)

ATR: short field capability

ATR is easily manoeuvrable and features shorttake-off and landing capability to meet operationalrequirements for unrestricted passenger loading.

On a given standard mission, a 50 seater jetrequires about 40% more take-off field length thanthe ATR on a typical mission with a full passengerpayload.

Short Field Capability50-Seater jet vs ATR take-off field length

+40%

Thanks to their excellent landing and take-offperformance, ATR aircraft are able to use the shorterrunways set aside for commuter operations at manyairport hubs.

They contribute in this way to reduce air trafficcongestion, decrease Airline fuel consumption and toreduce environmental impact.

Turboprops aircraft join and leave runways at avariety of entry and exit points. They are allowed totake-off while large aircraft are still manoeuvring atthe end of the runway, and to utilise separate, shortrunways.

Turboprops: unmatched airfieldperformance3,829 airports in the OAG dataTurboprops can access to 744 airports with a runwaylength between 1,000 and 1,500 m- 98 in the US - 93 in Latin America - 76 in Canada- 70 in Europe - 110 in Africa and in Middle East- 116 in Asia - 181 in AustralasiaRegional jets typically need runways of 1,600m.

Turboprops: unmatched airfieldperformance3,829 airports in the OAG dataTurboprops can access to 744 airports with a runwaylength between 1,000 and 1,500 m- 98 in the US - 93 in Latin America - 76 in Canada- 70 in Europe - 110 in Africa and in Middle East- 116 in Asia - 181 in AustralasiaRegional jets typically need runways of 1,600m.

Take-off distances regionalvs larger aircraft

Regional jet Turboprop

Regional aircraftdeparture routes

B747 take-off point B747 at 500’

12,000ft 14,000ft

B

Turboprop superior performance capability gives them a uniqueadvantage in the market place, offering benefits to airports,operators and most of all the travelling public.

ATR RegionalJet



Some airports have a largely unused crosswindrunway, which many regional aircraft can use, thustaking them out of the main traffic flow (45 and 38Kts at take-off and landing respectively are thecross-wind limits for ATR42).

Flying empty seats around the sky is not anenvironmentally friendly act. Here again theregionals have some natural advantage. It is easierfor a regional to match capacity provided to actualpassenger number by juggling with frequency andnumbers of generally smaller aircraft.

In summary, turboprop aircraft and ATR inparticular can justify their view that they arealready respecters of the environment andgood neighbours for Airlines and airportcommunities.

ATR: The optimum choice for a friendlyenvironment

Regional aircraft are good neighbours for theenvironment.They avoid environmental offence largely byavoiding excess. They do not fly the largest, thehighest, the fastest, or the greatest numbers.

Since regional aircraft are only a limitedproportion of the total world fleet (about 30%), aneven smaller proportion in terms of tonnage on thewing, the regionals contribute a small fraction ofaircraft attributable emissions.

Since regional aircraft operate at relatively lowaltitude, they leave the ozone layer unaffected andcontribute little to pollution of the upperatmosphere.

Turboprops are highly efficient and tend tooperate at lower speeds. In recognition of their lowpollutant emission levels, turboprop aircraft remainunregulated and are not covered by ICAO Annex16. They also have low OPR (Overall PressureRatio), 10-20:1 as against 20-40:1 for the largeturbofans, and hence produce much more lowerNOx levels.

ATR stands out as a modern, comfortableand cost saving regional turboprop withthe particular ecological advantage ofsafegarding the environment.

ATR stands out as a modern, comfortableand cost saving regional turboprop withthe particular ecological advantage ofsafegarding the environment.


At the intersection of multiples modes oftransport

The key word for environmentally compatibletransport is “Intermodality”, the division of laborbetween aircraft, car, train and boat.

Each mode of transport has its specific strengths;the objective is to combine the different modes inways to minimize fuel consumption andenvironmental impact, creating also decisiveadvantage for the users.

However, this does nothing to change the basiccapacity problems here. Shifting domestic flights torail can only create a brief respite for the airport’surgently necessary expansion.

Rail transport plays a major part in Europe’stransport infrastructure. An efficient rail transportsystem is essential for Europe but il should operatewithin the same constraints as air transport.The development of new high speed lines meansthat it is competing more and more with regional airtransport.

This notwithstanding, obvious bias towards railtransport as indicated in recent E.C. documents(E.C. Communication on Air Transport andEnvironment) are highly opinable:

“ … for many short to medium distance flights,rail in particular high speed rail, can offer a realisticalternative.”

“ … This will contribute to replacing shorter flightsby truly competitive rail transport.”

Both statements are part of the EuropeanCommission recommendations to limit the growth ofcivil air transport in order to reduce itsenvironmental impact.

In order to develop a fair, integrated andcompetitive Europe-wide transport system, no singletransport mode should have an advantage overanother.As a matter of fact today in Europe rail transportand particularly high speed train, are expandingvery rapidly, better supported by E.C. with respectto other means of transport, specially for shortregional connections, being emotionally anderroneously considered not environment friendly.That is not the case. Constraints or preferentialtreatment applied to one mode should also beapplied to the other.

Time to change public, corporate and political perceptions

ATR : the clean power of tomorrow

Today’s regional airline fleets are characterised bymodern, technologically advanced turboprops whichare environment friendly. Increasingly, small jets arebecoming part of the regional scene.

No longer are the regional fleets dominated byunsuitable, noisy, old aircraft handed down by majorcarriers, but by new-generation aircraft, purpose-built specifically for the regional market.

The use of regional turboprop aircraft has minimalenvironmental impact since they are the quietestavailable, with very low gaseous emissions level,even when compared with other forms of transportsuch as cars, buses or trains.

Low drag airframe, efficient aerodynamics, lowaircraft weight per passenger (or freight) carried andthe resulting level of fuel saving have promptedmany operators to select turboprop and specially ATRabove all others.

More and more politicians and regulators perceive railtransport as environmentally superior to all othermodes of transport, including air !Whilst electric trains have theoretically slightly loweremission levels than regional aircraft, due to lowerprimary energy consumption, they require theprovision of electricity in the first place, which,depending upon its method of production, can itselfadd serious pollutant to the environment.

0

10

20

50

Primary energyconsumption(g/passenger km)

TGVSouth-East France

270 km/hHeavy fuel

65% LF

Sources : E.C. - EDF - SNCF - ATR

ATR 72-500 StdCruise FL200

510 km/hJet-fuel65% LF

Typical car2 passengers

130 km/hCar petrol

21.5

28

35

40

30


In fact, when comparing air transport to the railtransport, two different technologies have to becompared: train-thermic station-heavy fuelversus modern turboprop engine-thermo-dynamic-jet fuel, with a gap of at least 20 yearsin their technological development; the results interms of pollutant emissions are largely positive forthe air transport.These facts explain why ICAO do not apply any ruleto turboprops as far as engine emissions areconcerned.

In addition, the expansion of high speed railnetworks demands the construction of dedicatedtracks, often parallel to existing rails, longimplementation, significant financial and groundsurface resources (6 hectares/km) : in clear a hugeenvironmental impact of the railwaysinfrastructures.

Land-Use Comparison of Transport Modes

0.000

Ground based transportation is essential for localaccess, but long-distance infrastructure impactscommunities, farmlands and wilderness areas. Thegrowth of air transportation has greatly reduced theneed for new highway and rail corridors.The graph on this page shows a comparison of landconsumption for different modes of transportation,based on square meters of land per passenger-kilometer traveled.

Regional airports already exist, nosupplementary surface is required.A new regional fleet is very shortly ready tofly…

Required New Ground SurfaceAirport and railway infrastructures

0

500

1000

1500

2000

2500

Occupied groundsurface (ha)

TGVSouth-East

France Paris-Lyon410 km

Regionalairports

New highspeedtrains

Sources : SNCF - ATR

Infrastructuresto be built

Infrastructuresmostly existing

??

ThermicStation

NOx SO2

NuclearStation

???? ??Kg/year Kg/year

Environmentalimpact

m2/pkm*

0.001

0.002

0.003

0.004

0.005

0.006

0.007

0.008

Passengercar

Coach Intercitytrain

Short-haulflight

Long-haulflight

While the total landconsumed by airports islikely to increase in thefuture, the amount of landcovered by roads isgrowing even faster.

* Square meters of landper passenger-kilometertraveledSource : Infras (1997)

Time to change public, corporate and political perceptions


Appendices

APPENDIX 1

Environmental ABC’sMain definitions and key terms

1. AtmosphereThe whole mass of air surrounding the earth. It isdivided into various layers, distinguished from oneother by distinct differences in temperature.For air transport , the two lower layers are ofimportance: the troposphere, where weather -related events take place, and the stratosphere,lying above that.In the stratosphere, we find the so-called ozonelayer at altitudes of about 25 to 30 kilometers.Today’s commercial aircraft have cruising altitudesof between 10 and 12 Kilometers. As a result,according to the latest research, air trafficemissions do not have an impact on ozone layer.

50km

30km

15km

15km

Stratosphere

Troposphere

Tropopause

NOx emissions from supersonic aircraftOzone Layer

Subsonic jet flight envelope

Ground level ozone up to 1km Boundarylayer

3. Carbon monoxide (CO)Chemical compound consisting of one carbon andone oxygen atom. It forms in the combustionprocess, mainly as the result of incompletecombustion. For aircraft engines, the level of COemissions depends very much on the thrust level :emissions are high per kilogram of fuel consumed atthe idle setting, while taxiing and during approach.They are low during take-off and cruising.

120

0

100

80

60

40

20

0 10020 40 60 80

E.I. CO(gms / kgm)

Representativesmall engines

2. Carbon dioxide (CO2)Gas resulting in nature from the burning ordecomposition of organic masses and from thebreathing process of humans and animals.In the atmosphere, CO2 is an important greenhousegas.Per 1 ton of fuel, 3.15 tons of CO2 result from thecombustion process.Currently, 2.4 percent of man made CO2 emissionsare due to air traffic. Climatologists fear that furtherincreases in CO2 emissions could lead to a warmingof the atmosphere. CO2 remains in the atmospherefor about 100 years.

Fig. 1

Fig. 2

Percent engine powerIdle Approach Climb Take-off

4. db(A)Unit which uses the A-weighting curve. This unit hasbecome an international standard for noisemeasurement especially for road noise. A soundlevel meter on the A-weighting curve functions as afilter discriminating against the lower frequencies ina manner similar to human hearing. This weightingcurve is widely used for measuring surface noise.

5. Decibel (dB)Basic unit of noise measurement.To take into account the variation of the sensitivityof the ear to different frequencies, each of thefrequencies which make up a specific sound isweighted according to international standardisedweighting curves.There are four different weighting curves, named A,B, C, D.Transportation noise is usually measured accordingto A-curve.

6. Effective Perceived Noise decibel (EPNdB)Conceived to measure annoyance by jet aircraftnoise. It introduces the duration of the event and acorrection for frequency irregularities.The EPNdB is the unit of EPNL (effective perceivednoise level) used by FAA and ICAO as the standardmeasurement for aircraft certification.


7. Emission Index (E.I.)The amount of pollutant emitted during each phaseof the LTO (landing, take-off) cycle is calculated bymeans of Emission Indices : the number of pollutantgrams per Kg of fuel burned.The Emission Indices are measured on an engine in atest bed.

8. EmissionsThe combustion of kerosene in an aircraft engineresults above all in carbon dioxide and water vapor.All other emissions together (carbon monoxide,sulphur dioxide, nitrogen oxides, unburnedhydrocarbons) amount to 1-2 percent, depending onthe type of engine and flight phase.Carbon dioxide (CO2) and water vapor emissionsdepend on fuel consumption alone; sulphur dioxideemissions depend on fuel’s sulphur content. All othercomponents of the exhaust gases can be reduced byoptimizing the combustion process in the engine.

Factors affecting aircraft emissionsCO and UHC are the result of incomplete combustionof fossil fuel, which especially takes place at lowpower setting during airport operations (taxi andidle).On most modern gas turbine engines, CO and UHCproduction is very small at an approach power of30% or above.- CO and UHC increase at low power- NOx increases at high power- Emissions of UHC are at their highest and of NOx attheir lowest when an aircraft is at idle. During take-off the reverse is true.

NOx rate of formation is function of the prevailingconditions in the combustion chamber, in particular,the temperature of the air coming from thecompressor.

E.I.(UHC, CO, NOx)

Smoke

NOx

CO

UHC

Idle Approach Climb Take-off

0 20 40 60 80 100 Percent engine power

Fig. 3

Percent engine power

9. Landing & Take-Off cycle (LTO)The LTO cycle is a theoretical reflection of aircraftmovements at an airport. It only applies in thevicinity of airports, is based on engine performanceand does not take account of airframe factors.The LTO cycle was devised to regulate airport airquality not cruise emissions, it therefore takes noaccount of emissions beyond an altitude of 3,000 ft.Concern about the global effects of emissions(including cruise) may in time lead to a completeflight cycle definition.The extraordinarily long taxiing time shown in thetable, is recommended as a consequence ofcongestion at some airports forcing aircraft to wait ina queue for take-off. Since the idle is the leastefficient operating mode of an engine, the LTO cycleemphasizes the production of UHC and CO.

Appendices

ICAO LTO Cycle

Operating Thrust Durationconditions level (min)

(rated thrust)

Taxi out 7% 19Take-off 100% 0.7Climb 85% 2.2Approach 30% 4.0Taxi-in 7% 7.0

Approach

Climb

Taxi out

Taxi inTake-off

3,000 ft

3,000 ft

ICAO landing/take-off cycle

10. Market based options for emission understudy by ICAOEmission-related levies- A fuel tax, with revenue used by government tooffset other taxes.- A revenue neutral charge based on aircraftefficiency, with higher charges on less fuel-efficientaircraft offset by lower charges on more fuel efficientones.- An en route emissions charge, with revenuesrecycled to the aviation sector (for environment-enhancing purposes, such as support for earlyretirement of aircraft).- An en-route emissions tax, with revenues beingused to offset other taxes.


Emissions trading- An open system, in which emissions from allaviation sectors (domestic and international) aretreated indentically to other emissions, and tradingmay take place between the aviation sectors andother sectors.- A closed system, in which international aviationemissions may only be traded within the aviationsector, with a fixed cap. This would leave domesticemissions subject to national emissions tradingrules. International emissions would be ring fencedand treated separately.- An en-route emissions tax, with revenues beingused to offset other taxes.Voluntary agreements- Agreement between industry (airlines and aircraftmanufacturers) and authorities (individualgovernments, groups or governements orinternational organisations). They would aim for aspecific target for reducing emissions, measured ingrams of CO2 per unit of traffic).- Hybrid option drawing from elements from each ofthe three elements under consideration (levies,trading and voluntary agreements).

11. Nitrogen oxides (NOx)Chemical compound consisting of one nitrogen andseveral oxygen atoms.Nitrogen oxides are also generated in combustionprocesses under high pressures and temperatures.But both of these parameters have been increased inmodern aircraft engines to significantly reduce fuelconsumption, and emissions of carbon monoxideand unburned hydrocarbon.Combustion chambers of an advanced design couldhelp reduce NOx emissions by 85 percent in thefuture.Air traffic has a share of 2-3 percent of man-madeNOx emissions.Climate models show that nitrogen oxides haveincreased the concentration of ozone at cruisingaltitudes by a few percentage points.Currently, the effect cannot be measured.

Appendices

Fig. 4

12. Ozone (O3)Molecul consisting of three oxygen atoms.Close to the ground it is a component of “summersmog” and irritates the mucous membranes. In thestratosphere, ozone absorbs ultraviolet light (ozonelayer).At current levels, nitrogen oxides emissions fromair traffic at cruising altitudes causes an increase inatmospheric ozone.

Changes in ozone concentration in the atmosphere.Source: Has-Planck Institut für Chemie

Fig. 5

0 5 10 15 20 25 30 35 40 45

100

80

60

40

20

0

REGIONALTURBOPROPS

BIG FANS

FIRST GENERATION

MODERN TURBOFANS

FUTURE LOW NOx

EI NOx

OPR

EI: Emission IndexMany regional aircraft engines have lower NOx EI that can beanticipated for even the future third generation of largeturbofan engines.

13. Stratosphere (fig. 1)

Layer of air above the troposphere, at altitudes ofabout 12 to 50 Kilometers.

14. Tropopause (fig. 1)

Transition layer between the troposphere and thestratosphere.

15. Troposphere (fig. 1)

Lowest layer of the earth’s atmosphere and location ofweather events. Depending on the season, the upperboundaries of the troposphere reach altitudes of 6-8kilometers above the poles and 16-18 kilometers intropical areas.


Appendices

17. Water vaporEven ahead of carbon dioxide, water vapor is themost important greenhouse gas.Concerns that air traffic might increase theconcentration of water vapor in the stratosphere andthus change the climate have been refuted byscientific research.Under certain meteorological conditions, the watervapor from aircraft engines can lead to the formationof vapor trails. These may occasionally persist forseveral hours. Theoretically, vapor trails influencethe earth’s radiation household by hindering thereflection of warmth into space.

120

0

100

80

60

40

20

0 10020 40 60 80

E.I. UHC(gms / kgm)

Representativesmall engines

Fig. 6

Percent engine powerIdle Approach Climb Take-off

16. Unburned hydrocarbons (UHC)Mixture of hydrocarbons that results from incompletecombustion processes. Near the ground UHCscontribute to the formation of “summer smog”.


Appendices

Mode Power Fuel Emission Index Emission index Emission index% power Setting Flow CO UHC NOx

SHP kg/min g/kg fuel g/kg fuel g/kg fuel

Min. flight idle (3%) 27 1.58 26.3 3.8 4.5Min. ground idle 45 1.32 36.6 16.5 4.1Nominal idle (7%) 192 3.06 9.2 0 6.9Approach (30%) 825 5.15 3.7 0 9.8Max cruise (78%) 2,132 8.28 2.2 0 15.6Max climb (80%) 2,192 8.38 2.0 0 16.2Max contin. (90%) 2,475 9.22 2.0 0 16.5Take-off (100%) 2,750 9.9 2.0 0 17.7

PW127F engine gaseous emissions

LTO Cycle EmissionsATR 72-500 with PW127F

Gaseous Landing, take-off cycleEmissions

CO 2,740 gNOx 1,558 gUHC 1,128 g

Phase Taxi out Take-off Climb Cruise Descent Approach Taxi in Total& climb from 3,000ft

to 3,000ft & landingFuel (kg) 18 35 218 228 81 19 6 605Time (min) 6 2.1 16.3 21.2 9.6 2.5 2 59.7Dist (km) 0 4 105 178 89 4 0 380

170 KCAS

22,000ft

Max cruise 250 KCAS

ATR 72-500 trip pattern380 km missionISA -5°C

TOW=18,500kg - OEW=13,300kg - ZFW= 17,195kg - FAA reserves

Source: PWC Exhaust Emissions Data - March 1997


Appendices

REFERENCES

Environmental Report Balance 1998/99 -Lufthansa

The Vital Link - Regional Operations into majorhubs - ERA

Environmental Protection - Airbus

Aircraft Pollution - Environmental Impact andFuture Solutions - WWF

Commuter Turboprop, Ultimate Jet Technology -ATR

Comparaison entre les différents moyens detransport d ’un point de vue écologique - EnsicaToulouse - ATR

U.N. Framework Convention on Climate Change(UNFCCC) - The Convention and its Kyotoprotocol

Green Paper on Future Noise Policy - EuropeanCommission

PWC Emissions Data

Aviation and the Environment - ATAG (AirTransport Aircraft Group)

Aviation and the Global Atmosphere - IPCCSpecial Report

Financial Subsidies in Rail Transport - ERA

Yearbook 2001 - ERA

Environmental Review 2000 - IATA

Environmental Statement - Hambourg Airport

ERA Fast Facts - Environment

ABBREVIATIONS

ACI Airports Council International

AEA Association of European Airlines

ATAG Air Transport Action Group

ATM Air Traffic Management

ANCAT Abatement of Nuisances Caused by Air Transport(ECAC group of experts)

CAEP Committee on Aviation Environmental Protection(ICAO Committee)

CEIA Committee for Environmental Friendly Aviation

CH4 Methane

CO Carbon monoxide

CO2 Carbon dioxide

CNS/ATMCommunications, Navigation and SurveillanceSystems for Air Traffic Management

ECAC European Civil Aviation Conference

EP European Parliament

EU European Union

EUROCONTROLThe European Organisation for Safety and AirNavigation

GHGs Greenhouses gases

IATA International Air Transport Association

ICAO International Civil Aviation Organisation

IPCC Intergovernmental Panel on Climate Change

kN KiloNewtons

LTO Landing and take-off cycle

MTOW Maximum take-off weight

NOX Oxides of nitrogen

OECD Organisation for Economic Co-operation andDevelopment

UHC Unburned hydrocarbons

UNFCCC United Nations Framework Convention onClimate Change

Wm-2 Watts per square metre

WMO World Meteorological Organization

VOC Volatile organic compounds

CO/EM 467/00 - June 2001

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