Jan 28 2020, 11:51 AM
QUOTE(BillCollector @ Jan 27 2020, 11:53 PM)
You should spend less time having your head stuck in a 2000 year old book and try Googling instead.
https://www.epa.gov/regulations-emissions-v...-and-aircraft-0
https://dieselnet.com/standards/inter/imo.php
You can read up on the rest by spending less time on /k.
.https://www.epa.gov/regulations-emissions-v...-and-aircraft-0
https://dieselnet.com/standards/inter/imo.php
You can read up on the rest by spending less time on /k.
QUOTE
Light-duty vehicles
Light-duty vehicles are certified for compliance with emission standards by measuring their tailpipe emissions during rigorously-defined driving cycles that simulate a typical driving pattern. The FTP-75 city driving test (averaging about 21 MPH) and the HWFET highway driving test (averaging about 48 MPH) are used for measuring both emissions and fuel economy.
Two sets, or tiers, of emission standards for light-duty vehicles in the United States were defined as a result of the Clean Air Act Amendments of 1990. The Tier I standard was adopted in 1991 and was phased in from 1994 to 1997. Tier II standards were phased in from 2004 to 2009.
Within the Tier II ranking, there is a subranking ranging from BIN 1–10, with 1 being the cleanest (Zero Emission vehicle) and 10 being the dirtiest. The former Tier 1 standards that were effective from 1994 until 2003 were different between automobiles and light trucks (SUVs, pickup trucks, and minivans), but Tier II standards are the same for both types.
These standards specifically restrict emissions of carbon monoxide (CO), oxides of nitrogen (NOx), particulate matter (PM), formaldehyde (HCHO), and non-methane organic gases (NMOG) or non-methane hydrocarbons (NMHC). The limits are defined in grams per mile (g/mi).
https://en.wikipedia.org/wiki/United_States...ssion_standards Light-duty vehicles are certified for compliance with emission standards by measuring their tailpipe emissions during rigorously-defined driving cycles that simulate a typical driving pattern. The FTP-75 city driving test (averaging about 21 MPH) and the HWFET highway driving test (averaging about 48 MPH) are used for measuring both emissions and fuel economy.
Two sets, or tiers, of emission standards for light-duty vehicles in the United States were defined as a result of the Clean Air Act Amendments of 1990. The Tier I standard was adopted in 1991 and was phased in from 1994 to 1997. Tier II standards were phased in from 2004 to 2009.
Within the Tier II ranking, there is a subranking ranging from BIN 1–10, with 1 being the cleanest (Zero Emission vehicle) and 10 being the dirtiest. The former Tier 1 standards that were effective from 1994 until 2003 were different between automobiles and light trucks (SUVs, pickup trucks, and minivans), but Tier II standards are the same for both types.
These standards specifically restrict emissions of carbon monoxide (CO), oxides of nitrogen (NOx), particulate matter (PM), formaldehyde (HCHO), and non-methane organic gases (NMOG) or non-methane hydrocarbons (NMHC). The limits are defined in grams per mile (g/mi).
QUOTE
The catalytic converter is a device placed in the exhaust pipe, which converts hydrocarbons, carbon monoxide, and NOx into less harmful gases by using a combination of platinum, palladium and rhodium as catalysts.
https://en.wikipedia.org/wiki/Vehicle_emissions_control QUOTE
Rule Summary
EPA is amending the existing emission standards for oxides of nitrogen (NOx) for new commercial aircraft engines. These standards are equivalent to the NOx emission standards of the United Nations International Civil Aviation Organization (ICAO), and thereby will bring United States aircraft standards into alignment with the international standards. These standards will go into effect on December 19, 2005 and they will apply to new aircraft engines utilized on commercial aircraft that include small regional jets, single-aisle aircraft, twin-aisle aircraft, and 747s and larger aircraft.
https://www.epa.gov/regulations-emissions-v...-and-aircraft-0EPA is amending the existing emission standards for oxides of nitrogen (NOx) for new commercial aircraft engines. These standards are equivalent to the NOx emission standards of the United Nations International Civil Aviation Organization (ICAO), and thereby will bring United States aircraft standards into alignment with the international standards. These standards will go into effect on December 19, 2005 and they will apply to new aircraft engines utilized on commercial aircraft that include small regional jets, single-aisle aircraft, twin-aisle aircraft, and 747s and larger aircraft.
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Like I said before, non-cars like aircrafts, ships, power-plants, factory boilers, electric generators(eg used at pasar malams), chainsaws, lawn-mowers/grass-cutters, ATVs, motorbikes, etc do not have catalytic-converters and/or particulate filters = they come under much less stringent emission control standards/regulations compared to cars/light-vehicles.
Afaik, the limit on NO-x emission by aircrafts is not stringent at all, ie nearly all modern aircraft engines already are within the limit or compliance of the emission control standards set by ICAO and EPA since many years ago. It was as if the aircraft manufacturers were the ones who set the limits/standards, like how Boeing was delegated by the FAA to self-approve its new oddly-designed B737-MAX for flight and 1-hour iPad conversion training for the pilots.
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This post has been edited by lurkingaround: Jan 28 2020, 12:29 PM
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