This Databank contains information on exhaust emissions of only those aircraft engines that have entered production. The information was provided by engine manufacturers, who are solely responsible for its accuracy. It was collected in the course of the work carried out by the ICAO Committee on Aviation Environmental Protection (CAEP) but has not been independently verified unless indicated. The European Aviation Safety Agency (EASA) is hosting this Databank on behalf of ICAO and is not responsible for the contents.
Standards limiting the emissions of smoke, unburnt hydrocarbons (HC), carbon monoxide (CO) and oxides of nitrogen (NOx) from turbojet and turbofan aircraft engines are contained in Annex 16 Volume II (Third Edition, July 2008, plus amendments) [Reference 1] to the Convention on International Civil Aviation. The Annex also contains approved test and measurement procedures.
With respect to subsonic applications, the provisions of the Standards for smoke apply to engines whose date of manufacture is on or after 1 January 1983. For the gaseous emissions, the Standards apply only to engines whose rated output is greater than 26.7 kN. For hydrocarbons and carbon monoxide, they apply to engines whose date of manufacture is on or after 1 January 1986. For oxides of nitrogen, the Standards have several levels of stringency depending on the date of manufacture of the engine. These Standards are summarized in Section 7.
This Databank contains information on exhaust emissions of only those engines that have entered production, irrespective of the numbers actually produced. It has been compiled mainly from information supplied for newly certified engines. However, for some engines, the data has been revised to reflect evidence from subsequent engine tests. It also includes data on older engines which did not have to comply with the emissions standards and some data from a very limited number of in-service engines measured before or after overhaul.
The original version was published as a printed document [Reference 2]. All subsequent updates have been electronic
All data contained in this databank was voluntarily submitted by the engine manufacturers.
Engine manufacturers submit their data to the primary certificating authority (CA) for approval as part of the certification process. Once the data is approved by the relevant CA the manufacturer will submit the data to the host of the ICAO Engine Emissions Databank. The data format for submitting data will be provided by the host of the databank (Data template sheet in Excel). The primary certification authority is responsible to verify that the data submitted to the databank is in conformity with the approved data from certification.
Any data submitted to the databank will be checked for consistency and format before it will be added and published with the next revision of the databank. The frequency of updating the database depends on the availability of new data but is aimed to be at least once a year.
Any new entries intended for publication in the next revision of the databank will be also be provided to the next meeting of ICAO CAEP Working Group 3 for information.All users of the Databank are encouraged to report any issues with this database to the functional mailbox emissions .point. databank .at. easa .point. europa .point. eu.
The electronic version of the Databank is updated at periodic intervals. New data are included for:
Data will not be removed from the Databank. Where data is superseded the row is marked to indicate that this data should not be used, and the newer data to be used instead is specified. Data is also marked where an engine is no longer in service, and where an engine is no longer in production.
The Record of Changes documents the history of revisions, and the date of latest review.
New data should be submitted to the Environmental Protection Section of the EASA Certification Directorate
Comments and queries concerning this electronic version of the database should also be sent to the above e-mail address.
The user of the Databank should note the limitations in the emissions data; i.e.:
The ratio of the air mass flow through the by-pass ducts of a gas turbine engine to the air mass flow through the engine core, calculated at maximum thrust when the engine is stationary in an international standard atmosphere at sea level.
The characteristic level of a gaseous pollutant or smoke is the mean Dp/Foo or SN value of a species, for all the engines tested, measured and corrected to the reference standard engine and reference atmospheric conditions, divided by a coefficient corresponding to the number of engines tested. The procedure and coefficients are given in Annex 16, Volume II. This is in recognition that at the certification stage there are usually not many engines to production standard available for testing, so the manufacturer is allowed to select any number of engines, including a single engine if so desired, for testing. Statistically derived coefficients, corresponding to the number of engines tested, are then applied to ensure a high confidence that the mean of the anticipated total engine production will not exceed the regulatory level. The procedure and coefficients are given in Annex 16 Volume II, Appendix 6.
This has been grouped into three categories:
The fuel used is aviation kerosene as specified in Annex 16, Volume II, Appendix 4.
Hydrocarbons (HC): The total of hydrocarbon compounds of all classes and molecular weights contained in a gas sample, calculated as if they were in the form of methane.
International Standard Atmosphere (ISA):
The atmosphere defined in the Manual of the ICAO Standard Atmosphere (Doc 7488). These are the atmospheric conditions to which all engine performance data should be corrected.
The reference emissions LTO cycle defines the thrust settings to be used when making emissions and smoke measurements and the time to be used for each mode in the subsequent calculations of Dp. These thrust settings and times are listed in Annex 16, Volume II, Part III, Chapter 2 (engines for subsonic propulsion).
Oxides of nitrogen (NOx):
The sum of the amounts of the nitric oxide and nitrogen dioxide contained in a gas sample calculated as if the nitric oxide were in the form of nitrogen dioxide.
Pressure ratio (πoo):
The ratio of the mean total pressure at the last compressor discharge plane of the compressor to the mean total pressure at the compressor entry plane when the engine is developing take-off thrust rating in ISA sea level static conditions.
Rated output (Foo):
The maximum thrust available for take-off under normal operating conditions at ISA sea level static conditions without the use of water injection as approved by the certificating authority. Thrust is expressed in kilonewtons.
Reference Atmospheric Conditions:
The atmospheric conditions to which all emissions results should be corrected. The reference atmospheric conditions are ISA at sea level except that the reference absolute humidity shall be 0.00634 kg water/kg dry air.
The level below which the characteristic Dp/Foo or Smoke Number value for a pollutant species must fall in order to obtain certification approval. The regulatory levels reproduced from Annex 16, Volume II, Part III, Chapters 2 (subsonic engines) are given below in Section 7.
Smoke Number (SN):
The dimensionless term quantifying smoke emissions. Smoke Number is calculated from the reflectance of a filter paper measured before and after the passage of a known volume of a smoke-bearing sample.
These applicability requirements and regulatory levels are those found in Annex 16, Volume II, Part III, Chapter 2 (subsonic engines) and are included for reference purposes only.