Page 11 - AAA JANUARY - FEBRUARY 2014 Online Magazine

FEATURE ENVIROMENTAL IMPACT

Airbus, like all manufacturers, is More effective engine burn designs
looking not just at the obvious – recycling will help, but with increasing number of
materials, energy costs in production, takeoffs and landings, ATAG says it’s likely
lighter weight for better fuel efficiency that air quality will become increasingly
and leaner burn engines – it is looking important in framing proposals for new
at the whole lifecycle of its aircraft; from runways. Already airports in Switzerland,
design to manufacture, in flight operations Sweden and the UK levy airport emissions
to end-of-life as well as the whole supply charges and this can only increase - even
chain. “At each stage in the life of an if it does not solve the problem.
aircraft we are finding the solutions to Noise is another perennial environ-
improve environmental performance,” mental complaint from those who
says Brégier. It’s a big ask, and it covers live near airports, particularly during
many areas. Let’s look at the key ones. approach and takeoff when engine noise
is greatest, flaps are out and landing gear
Key challenges is down. Even though noise levels are
The Air Transport Action Group (ATAG) today typically around 20dB lower than
is one of the more strident voices on they were 40 years ago, it is still significant
the environmental front, even though (up to 140decibels; the usual industrial
it represents many of the implicated limit is 60-80dB). The problem is that
businesses like manufacturers, operators the number of air traffic movements has
and airports. It says that although the significantly increased in recent years, so
industry has made significant efforts to aircraft noise continues to be a significant
reduce its environmental footprint, further environmental issue. The main solutions
technological and operational improvements are to restrict both takeoff power and
are vital to outweigh growth. It mandates timings at many airports; noise related
a target of carbon-neutral growth by 2020 charging schemes, night time restrictions
along with cutting carbon dioxide (CO2) or even night curfews are now in place at
emissions by 50% by 2050, and has set many urban airports and this is only likely
targets for noise, overall air quality and to increase in coming years, even though
emissions, and the use of biofuels. manufacturers are working hard to make
Recently, CO2 has taken a back seat engines quieter.
to localised pollutants such as nitrogen And although less immediately obvious
oxides (NO2 and NO) and particulate than PM and NO emissions, greenhouse
matter (PM) as a campaign issue. These gas (GHG) emissions are one of the biggest
are much more damaging to local air issues. The main GHG is carbon dioxide
quality, and can have immediate effects (CO2), a major product of the engine
rather than the less accurately definable combustion cycle. Many governments,
greenhouse gas emissions. Exposure to especially those in the EU which tried to
dense PM (as seen in Beijing recently) apply its Emissions Trading Scheme (ETS),
can lead to anything from coughing fits, are attempting to bend the United Nations
irritation to the respiratory system to Framework Convention on Climate Change
premature deaths in weak residents. (UNFCC) and the International Civil
Some research indicates that airport- Aviation Organisation (ICAO) to their will
based NO2 levels may already be beyond with specific aviation-related regulations
standard ambient air quality as set out by – but so far with little success. Many
the EU’s 2008/50/EC directive. developing countries demand the right

We don’t have all the answers and there are many challenges
ahead, but we are committed to continuously improve.

– Fabrice Brégier, CEO Airbus

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