• Journal of the Korean Society for Aviation and Aeronautics
• /
• v.21 no.4
• /
• pp.62-70
• /
• 2013

As the aviation industry looks to the future, fuel saving and $CO_2$ emission reduction play a dominant role in meeting the business challenges presented by global financial uncertainty. The IATA and International Government effort to save fuels, and then save 4 billion gallons of fuel burned, while reducing $CO_2$ emissions by 34 million tons. The various reduction methods adapted airlines and airports. We focused on optimized flight operation procedures for saving fuel and reduction emission cases. IATA and Canada government research reports focused on four methods that Engine Core Washing, Portable Water Management, Single Engine Taxi, APU limit operation. Apply to domestic airlines fuel data, Engine Core washing was saving more than Twenty-four thousand tons $CO_2$ emissions.

• Journal of the Korea Institute of Military Science and Technology
• /
• v.17 no.4
• /
• pp.456-462
• /
• 2014

Infrared(IR) guided heat-seeking missiles uses IR emissions from aircraft to detect and track a target. Due to passive characteristic of the IR guidance, early detection of the missile is difficult and it is significant threat to aircraft survivability. Therefore, IR signature prediction of the aircraft is an important aspect of the stealth technology. In this study, we simulated IR signature of the aircraft in real atmospheric conditions. Aircraft surface temperature distribution was calculated by using RadthermIR code. Based on temperature distribution, IR radiance and BRDF(Bidirectional Reflectance Distribution Function) image were simulated for different weather(seasonal) and background(sky/soil) conditions. The IR contrast tendencies are not aligned with surface temperature or magnitude of target IR radiance. Therefore, it is essential to simulate IR signature with various conditions and background to acquire reliable database.

• Transactions of the Korean Society of Automotive Engineers
• /
• v.14 no.4
• /
• pp.1-11
• /
• 2006

The aim in this study is to develop the combined EGR system with a non-thermal plasma reactor for reducing exhaust emissions and improving fuel economy in turbo intercooler ECU common-rail diesel engines. In this study, the characteristics of soot, CO and $CO_2$ emissions under four kinds of engine loads are experimentally investigated by using a four-cycle, four-cylinder, direct injection type, water-cooled turbo intercooler ECU common-rail diesel engine with a combined plasma exhaust gas recirculation(EGR) system operating at three kinds of engine speeds. The EGR and non-thermal plasma reactor system are used to reduce $NO_x$ emissions, and the non-thermal plasma reactor and turbo intercooler system are used to reduce soot and THC emissions. The plasma system is a flat-to-flat type reactor operated by a plasma power supply. The fuel is sprayed by pilot and main injections at the variable injection timing between BTDC $15^{\circ}$ and ATDC $1^{\circ}$ according to experimental conditions. It is found that soot emissions with increasing EGR rate are increased, but are decreased as the applied electrical voltage of the non-thermal plasma reactor is elevated at the same engine speed and load. Results also show that CO and $CO_2$ emissions are increased as EGR rate is elevated, and CO emissions are increased, but $CO_2$ emissions are decreased as the applied electrical voltage of the non-thermal plasma reactor is elevated at the same engine speed and load.

• Asian Journal of Atmospheric Environment
• /
• v.6 no.2
• /
• pp.118-126
• /
• 2012

To investigate the effect of aircraft traffic emissions on soil pollution, metal levels were analyzed for 8 metals (Fe, Cr, Pb, Zn, Cu, Ni, Mn and Cd) from the vicinity of the Indira Gandhi International (IGI) airport in Delhi, India. The texture of the airport soil was observed to be sandy. Among the metals, Cd showed minimum concentration ($2.07{\mu}g\;g^{-1}$), while Fe showed maximum concentration ($4379{\mu}g\;g^{-1}$). The highest metal accumulation was observed at the landing site. Significant correlations were observed between metals and different textures (sand, silt, and clay) as well as with organic carbon (OC). The results indicate that grain size play a major role in OC retention in soil and subsequently helps in adsorption of metals in soil. M$\ddot{u}$ller's geoaccumulation index (I-geo) showed that airport soil was contaminated due to Cd and Pb with the pollution class 2 and 1, respectively. Pollution load index of the airport site was 1.34-3 times higher than the background site. The results of factor analysis suggested that source of the soil metal is mainly from natural weathering of soil, aircraft exhaust, and automobile exhaust from near by area. With respect to Dutch target values, the airport soils showed ~3 times higher Cd concentration. The study highlighted the future risk of enhanced metal pollution with respect to Cd and Pb due to aircraft trafficking.

• Journal of the Korean Society for Aeronautical & Space Sciences
• /
• v.41 no.5
• /
• pp.391-403
• /
• 2013

Propeller aircraft propelled by an electric propulsion system is gaining a renewed interest because of ever-increasing environmental concern on harmful emissions emitted from conventional jet engines and national energy security. Traditional aircraft sizing methods are not readily applicable to electric propulsion aircraft that utilize a variety of alternative energy sources and power generation systems. This study showcases an electric propulsion aircraft sizing exercise based on a generalized, power based sizing method. A general aviation aircraft is propelled by an electric propulsion system that comprises of a propeller, a high temperature super conducting motor, a Proton Exchange Membrance(PEM) fuel cell system fuelled with hydrogen, and power conditioning equipment. In order to assess the impact of technology progression, aircraft sizing was conducted for two different sets of technology assumptions for electric components, and the results were compared with conventional baseline aircraft.

• Asian Journal of Atmospheric Environment
• /
• v.8 no.4
• /
• pp.212-224
• /
• 2014

There are several studies on the effects of emissions of highly reactive volatile organic compounds (HRVOC) from the industrial sources in the Houston-Galveston-Brazoria (HGB) area on the high ozone events during the Texas Air Quality Study (TexAQS) in summer of 2000. They showed that the modeled atmosphere lacked reactivity to produce the observed high ozone event and suggested "imputation" of HRVOC emissions from the base inventory. Byun et al. (2007b) showed the imputed inventory leads to too high ethylene concentrations compared to the measurements at the chemical super sites but still too little aloft compared to the NOAA aircraft. The paper suggested that the lack of reactivity in the modeled Houston atmosphere must be corrected by targeted, and sometimes of episodic, increase of HRVOC emissions from the large sources such as flares in the Houston Ship Channel (HSC) distributed into the deeper level of the boundary layer. We performed retrospective meteorological and air quality modeling to achieve better air quality prediction of ozone by comparison with various chemical and meteorological measurements during the Texas Air Quality Study periods in August-September 2006 (TexA QS-II). After identifying several shortcomings of the forecast meteorological simulations and emissions inputs, we prepared new retrospective meteorological simulations and updated emissions inputs. We utilized assimilated MM5 inputs to achieve better meteorological simulations (detailed description of MM5 assimilation can be found in F. Ngan et al., 2012) and used them in this study for air quality simulations. Using the better predicted meteorological results, we focused on the emissions uncertainty in order to capture high peak ozone which occasionally happens in the HGB area. We described how the ozone predictions are affected by emissions uncertainty in the air quality simulations utilizing different emission inventories and adjustments.

• Journal of the Korean Society for Aviation and Aeronautics
• /
• v.20 no.2
• /
• pp.32-38
• /
• 2012

The United Nations (UN) has tried to make international agreement to restrict artificial greenhouse gas emissions and the UN has concluded the UN Framework Convention Climate Change (UNFCCC) and the Kyoto protocol. Moreover, in 2012, the European Union announced that they will enforce the Directive 2008/101/EC. Therefore, after 2012, aircraft carriers that depart or arrive from EU will follow that regulation. For these reasons, Korea should prepare systematic and effective policy to reduce greenhouse gas emission from aviation activities. The purpose of this study is to find out effective measures to reduce greenhouse gas emission from aviation activities through research by countries all over the world. Here are the 4 measures to reduce greenhouse gas emission from Aviation activities that were found through research UK and Japan's policies. First, Korea should implement aggressive incentive policies. Providing proper incentive can attract voluntary participation of aircraft carriers to reduce greenhouse gas emission. Second, the government should adopt environmental tax on use of fossil fuels. Third, Korea should adopt the greenhouse gas Emissions Trading Scheme (ETS). Lastly, the Korea government should pull in with the international community to establish world-wide environmental policies.

• Journal of Korean Society for Atmospheric Environment
• /
• v.30 no.5
• /
• pp.411-422
• /
• 2014

In this study, spatial and temporal variations of radiative forcing (RF) and mean temperature changes due to greenhouse gases ($CO_2$, $CH_4$, and $N_2O$) emitted from commercial aircraft were examined based on the simplified expression at the airports in Korea during 2009~2010. The radiative transfer model (SBDART) was used to compare with the RF and mean temperature changes calculated from the simplified expressions for greenhouse gas $CO_2$. The RF simulated by the SBDART was about 67% higher than that of the simplified expression, on average. The highest mean RF (up to $9.0mW/m^2$ for $CO_2$) and mean temperature changes (up to $9.7{\times}10^{-5}^{\circ}K/day$ for $CO_2$) for all GHGs occurred at Ulsan airport during the study period, whereas the lowest RF and temperature changes at Yangyang (for $CO_2$) and Sacheon airports (for $CH_4$ and $N_2O$). In the case of $CH_4$ and $N_2O$, their effects to the RF and mean temperature change were negligible compared to $CO_2$.

• The Korean Journal of Air & Space Law and Policy
• /
• v.26 no.1
• /
• pp.127-145
• /
• 2011

European Union unilaterally included the emissions from aviation activities into EU ETS on 19 November 2008 by amending Directive 2003/87/EC. According to the Directive all the emissions(mainly against the CO2) from aviation activities shall be subject to the regulation of EU ETS from 2012. For the period from 1 January 2012 to 31 December 2012, the total quantity of allowances to be allocated to aircraft operators shall be equivalent to 97% of the historical aviation emission s. From 1 January 2013, the allowances will be reduced to 95%. The allocation of allowances which may be applied by each operator with free of charge will be reduced from 85% to 82% from 1 January 2012 to 1 January 2013. Since the Directive will affect every country's airline industry more or less, the nations and international organizations respond variously. The controversial focus is that whether EU has the right to unilaterally include the emissions from international aviation activities into EU ETS. This article firstly analyzes the effect caused by EU ETS to China's airline industry, and then studies the legality of the action of EU subject to current positive international law, and finally draws the conclusion that EU enjoys no such right to unilaterally include the emissions from international aviation activities.

• Journal of the Korean Society for Aviation and Aeronautics
• /
• v.28 no.2
• /
• pp.29-35
• /
• 2020

In this paper, we established a prediction model of fuel consumption at the aircraft's taxi operation. To look for countermeasures to reduce fuel consumption and carbon emissions, Airbus A380's actual ground taxi data was used. As a result, the number of stops or turnings during the taxi operation was not related to fuel consumption. It was confirmed that the amount of fuel consumption in the taxi operation was the taxi time and the thrust change. It can be confirmed that ground control optimization, which is the result of close cooperation between the control organization and the airline, is absolutely necessary to reduce taxi time and minimize the occurrence of thrust change events.