United States
Environmental Protection
Agency
Office of Air Quality
Planning and Standards
Research Triangle Park NC 27711
EPA-450/3-78-117
October 1978
Air
&EPA
Pollutant Emission
Factors for Military and
Civil Aircraft
-------
EPA-450/3-78-117
Air Pollutant Emission Factors
for Military and Civil Aircraft
by
D. Richard Sears
Lockheed Missiles and Space Company, Inc.
Huntsville Research and Engineering Center
P.O. Box 1103
Huntsville, Alabama 35807
Contract No. 68-02-2614
EPA Project Officer: Charles C. Masser
Prepared for
U.S. ENVIRONMENTAL PROTECTION AGENCY
Office of Air, Noise, and Radiation
Office of Air Quality Planning and Standards
Research Triangle Park, North Carolina 27711
October 1978
-------
This report is issued by the U.S. Environmental Protection Agency
to report technical data of interest to a limited number of readers.
Copies are available free of charge to Federal employees, current
contractors and grantees, and nonprofit organizations in limited
quantities from the Library Services Office (MD-35), Research
Triangle Park, Norh Carolina 27711; or, for a fee, from the
National Technical Information Service, 5285 Port Royal Road,
Springfield, Virginia 22161.
This report was furnished to the Environmental Protection Agency by
Lockheed Missiles and Space Company, Inc., P.O. Box 1103, Huntsville,
Alabama 35807, in fulfillment of Contract No. 68-02-2614. The contents
of this report are reproduced herein as received from Lockheed Missiles
and Space Company, Inc. The opinions, findings and conclusions expressed
are those of the author and not necessarily those of the Environmental
Protection Agency. Mention of company or product names is not to be
considered an endorsement by the Environmental Protection Agency.
Publication No. 450/3-78-117
11
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FOREWORD
When fuels are burned to extract their energy, the related pollutional
impacts on our environment often require that new and increasingly more
efficient pollution prevention and control methods be used. Development of
such methods requires reliable information on sources.
This report examines one aspect of the transportation industry con-
tribution to fuel combustion sources, namely aircraft engine emissions. The
report presents in one place a compilation of existing data from several
sources. The compilation can be used by regulatory officials and air quality
planners, as well as by editors of forthcoming editions of USEPA compila-
tions of emission factors.
For further information, contact the Air Management Technology
Branch, Monitoring and Data Analysis Division, Office of Air Quality
Planning and Standards.
-------
ABSTRACT
Using data supplied by the U.S. Navy, U.S. Air Force, USEPA Office
of Mobile Source Air Pollution Control, as well as published information,
tables of military aircraft, fuel characteristics, aircraft classifications,
military and civil times in mode, engine modal emission rates, and aircraft
emission factors per landing-takeoff cycle are calculated and compiled. The
data encompass 59 engines and 89 aircraft. Additional discussion includes
information related to benzo[a]pyrene emissions and to hydrocarbon (volatile
organic) emission with potential to produce photochemical oxidant.
IV
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CONTENTS
Section Page
FOREWORD iii
ABSTRACT iv
ACKNOWLEDGMENTS viii
1 INTRODUCTION 1-1
2 FLEET STATISTICS 2-1
3 COMPOSITION OF ENGINE EMISSIONS 3-1
3.1 Criteria Pollutants 3-1
3.2 Hydrocarbon (Volatile Organic) Constituents 3-1
3.3 Benzo[a]pyrene 3-1
3.4 Fuel Composition 3-4
4 DEVELOPMENT OF THE EMISSION TABLES 4-1
4.1 Selection and Culling of Data 4-1
4.2 Military Aircraft Classification 4-2
4.3 Definitions and Limitations 4-11
4.4 Calculations 4-15
4.5 Times in Mode and Engine Power Settings 4-15
4.6 Supersonic Transport (SST) Aircraft 4-19
5 MODAL EMISSION RATES 5-1
5.1 Civil Data 5-1
5.2 Military Data 5-1
6 EMISSION FACTORS PER LTO CYCLE 6-1
6.1 Civil Data 6-1
6.2 Military Data 6-1
7 AUXILIARY POWER UNITS 7-1
8 REFERENCES 8-1
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CONTENTS (Continued)
Appendixes
A
Composition of Organics in Engine Exhausts
Additional Data
Suggested Revision of Section 3.Z.I "Aircraft"
of AP-42
Page
A-l
B-l
Figure
3-1
3-2
3-3
4-1
LIST OF ILLUSTRATIONS
Problems associated with altered fuel character'
istics (Ref. 17)
Effect of fuel hydrogen content upon visible
emissions (Ref. 17)
Boiling range of various petroleum products
(Ref. 17)
Sample work sheet for calculation of emission
factor per LTO cycle
Page
3-5
3-8
3-9
4-16
Table
2-1
3-1
3-2
3-3
3-4
3-5
4-1
4-2
LIST OF TABLES
Page
Fixed Wing Aircraft in Commercial Carrier
Service - 1977 (Refs. 3, 4, 5) 2-2
Distribution of Organics by Number of Carbon
Atoms Turbine Engines (Refs. 6 and 9) 3-2
Approximate Distribution by Organic Type in
Carbon Number Categories Turbine Engines
(Ref. 6) 3-3
Specifications for Relevant Properties of Jet
Fuels (Refs. 13, 14, 15 and 31) 3-6
1976 U.S. National Data for Aviation Turbine
Engine Fuels (Ref. 13) 3-7
Composition of Aviation Gasoline (Refs. 14 and 16) 3-7
Military Aircraft Classifications (Refs. 21, 22 and
23) 4-3
Cross Reference of Popular or Unofficial Names
with Military Designations (Refs. 21, 22, 23 and 24) 4-7
VI
-------
LIST OF TABLES (Continued)
Table Page
4-3 Abbreviations and Definitions 4-12
4-4 Typical Times -In-Mode for Civil Landing-Takeoff
Cycles at a Metropolitan Airport (Refs. 18, 19 and
20) 4-17
4-5 Times-In-Mode During Military Cycles (Refs. 21
and 32) 4-18
4-6 Engine Power Settings for the Standard EPA LTO
Cycle for Commercial Engines (Ref. 21) 4-20
4-7 Engine Power Settings for a Typical Military
Cycle (Ref. 21) 4-20
4-8 Times-In-Mode for Civil Supersonic Transports
(SSTs) 4-21
4-9 Engine Power Settings for Civil Supersonic
Transports (SSTs) 4-21
5-1 Modal Emission Rates Civil Aircraft Engines
(Ref. 20) 5-2
5-2 Modal Emission Rates Military Aircraft Engines 5-6
6-1 Civil Aircraft, Commercial Carrier Emission
Factors Per Aircraft Per Landing-Takeoff Cycle
(Ref. 2) 6-2
6-2 Civil Aircraft, General Aviation Emission
Factors Per Aircraft Per Landing-Take off Cycle
(Ref. 2) 6-3
6-3 Military Aircraft Emission Factors Per Aircraft
Per Landing-Takeoff Cycle 6-4
7-1 Auxiliary Power Unit Emission Rates 7-2
A-l Average Molecular Weight of the Organics Emitted
in Gas Turbine Engine Exhaust, Complete LTO
Cycle (Ref. 6) A_2
A-2 Organic Emissions from Gas Turbine Engines,
Complete LTO Cycle (Ref. 6) A-3
A-3 Estimated Composition of the Organics Emitted
in Gas Turbine Exhaust Taxi-Idle Mode (Ref. 6) A-4
A-4 Estimated Composition of the Organics Emitted
in Gas Turbine Exhaust Takeoff Mode (Ref. 6) A-5
A-5 Estimated Composition of the Organics Emitted
in Gas Turbine Exhaust Approach Mode (Ref. 6) A-6
Vll
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LIST OF TABLES (Concluded)
Table Page
A-6 Average Molecular Weight of the OrganLcs Emitted
in Piston Engine Aircraft Exhaust (Ref. 6) A-7
A-7 Composition of the Organics Emitted in Piston
Aircraft Engine Exhaust (as Approximated by Un-
controlled Automotive Emissions) (Ref. 6) A-8
B.l-1 Civil Aircraft Classification B-3
B.l-2 Military Aircraft Classifications B-4
B.I-3 Typical Times-in-Mode for Civil Landing-Takeoff
Cycles at a Large, Congested Metropolitan Airport B-5
B.l-4 Times-in-Mode During Military Cycles B-6
B.I-5 Engine Power Settings for the Standard EPA LTO
Cycle for Commercial Engines B-8
B.l-6 Engine Power Setting for a Typical Military Cycle B-8
B.I-7 Modal Emission Rates Civil Aircraft Engines B-9
B.l-8 Modal Emission Rates Military Aircraft Engines B-13
B.l-9 Emission Factors per Aircraft per Land ing-Takeoff
Cycle Civil Aircraft B-15
B.I-10 Emission Factors per Aircraft Landing-Takeoff
Cycle Military Aircraft B-17
Vlll
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ACKNOWLEDGMENTS
We are especially grateful for the cooperation of the Naval Air Rework
Facility, Naval Air Station, San Diego, California, and of the U.S. Air Force
Civil and Environmental Engineering Development Office, Tyndall AFB, Florida.
In particular, we wish to thank Mr. Larry Michalec of the U.S. Navy, Major
Peter S. Daley and Captain Dennis F. Naugle of the U.S. Air Force.
M. M. Penny and L. R. Baker of Lockheed-Hunts ville performed some of
the preliminary work for this project. S. V. Bourgeois and P. G. Grodzka as-
sisted in the data processing and proofreading. Throughout much of the pro-
ject, W. R. Eberle was consulted on an almost daily basis. His expert advice
and wide ranging information about both civil and military aircraft are grate-
fully acknowledged.
Several reviewers of a preliminary draft of this report made valuable
contributions. In addition to the persons named above, we wish to thank Mr.
Richard Munt, USEPA Office of Mobile Source Air Pollution Control and Mr.
Anthony J. Broderick, Federal Aviation Administration.
IX
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1. INTRODUCTION
Federal, state and local government environmental officials concerned
with air quality planning and standards require reliable emission factor data
for emission inventory calculations. This is true also for various public and
private sector personnel performing site-specific environmental impact analy-
ses related to proposed and on-going developments.
For these persons, the USEPA document "Compilation of Air Pollutant
Emission Factors (AP-42)" (Ref. 1) has become a standard tool. For AP-42
to remain a useful document, periodic updating and occasional improvements
in the quality and useful detail of its tables are necessary.
The AP-42 Section 3.2.1: "Off-Highway, Mobile Sources-Aircraft" re-
ceived its last update in April 1973. Since that time, great improvements
have been made in the quality and volume of available aircraft engine emis-
sion data. This is particularly true for military aircraft. Furthermore,
there have been significant changes in the composition of the U.S. military
aircraft inventory since 1973.
This report is intended to be a background document to support a new
edition of Section 3.2.1 of AP-42. It contains a greater volume of detailed
information than that which will appear in AP-42. This will permit an inter-
ested reader; (a) to calculate aircraft emission factors for some aircraft
not included therein; (b) to appreciate the quantitative variations arising from
different selections of engine and operating parameters; and (c) to appraise
the validity of the data presented in AP-42.
The bulk of this report is concerned with military aircraft. Recent
data supplied by the USEPA Office of Mobile Source Air Pollution Control
(Ref. 2) are included in order to permit this document to serve as back-
ground for both civil and military portions of Section 3.2.1 of AP-42.
1-1
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2. FLEET STATISTICS
Current military aircraft inventories are not normally released in
documents of this type. Historical production data and older inventory data
are irrelevant to current air quality assessments, and these are excluded.
Inventory compositions at specific military and joint-use metropolitan air-
ports vary with procurements and mission assignments, and compilation of
these data would be outside the scope of this report.
By contrast, commercial carrier fleet summaries are easily available.
Table 2-1 was assembled from published data (Refs. 3,4 and 5) as described
in the footnote in order to aid selection of aircraft for inclusion in this report.
Such data may be used to judge the national significance of particular aircraft,
but are irrelevant to local conditions.
Many of the aircraft listed in Table 2-1 see widespread or even pre-
dominant use in general aviation. No attempt was made to assemble use
statistics for'aircraft in general aviation service.
2-1
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TABLE 2-1. FIXED WING AIRCRAFT IN COMMERCIAL CARRIER
SERVICE - 1977 (REF. 3, 4, 5)*
Jets
Model
727
DC-8
DC-9
707
737
DC-10
747
L1011
Falcon
BAC-111
720
Turboprops
No.
843
340
295
256
166
130
109
82
32
30
18
Model
CV 580
Twin Otter
Beech 99
F22/FH227
Electra
YS-11
Goose
Metroliner
Hercules
CV 600/640
Misc.
No.
68
66
52
39
28
21
20
19
15
12
26
Piston
Model
Cessna Twins
Heron
DC-3
Piper Twins
Cessna Singles
Islander
Martin 404
Misc.
No.
40
31
28
25
15
12
12
39
"Commercial Carrier Service" includes all scheduled and charter passenger
and freight service lines which could be identified as operating wholly or sub-
stantially within the 50 states. Categories include: domestic trunk, regional
and local service, commuter, scheduled intrastate, and miscellaneous (in-
cluding charter). Data are as reported in May 1977.
2-2
Will-
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3. COMPOSITION OF ENGINE EMISSIONS
3.1 CRITERIA POLLUTANTS
Tables of air pollutant emission factors normally report carbon mon-
oxide (CO), oxides of nitrogen (NOX reported as NO2>, hydrocarbons (re-
ported as CH^), oxides of sulfur (SOX and I^SO^ , reported as SO^), and
particulates when available or calculable. All SOX data were calculated
from engine fuel consumption rates ("fuel rates") by material balance,
assuming complete conversion of sulfur to SOX. Within the precision
claimed, this may be correct. Nevertheless, data for SOX should be re-
garded as worst-case figures. The method of calculation is described in
the footnotes to Tables 5-1 and 5-2. Fuel composition and specifications
are discussed in Section 3.4.
3.2 'HYDROCARBON1 (VOLATILE ORGANIC) CONSTITUENTS
In order to assess the impact of airport operations upon the local for-
mation of photochemical smog (for which a National Ambient Air Quality
Standard exists), it is necessary to know the composition of the "total hydro-
carbon" fraction of aircraft emissions. In this context, "hydrocarbon" is
more properly referred to as volatile organic and includes, for example,
aldehydes. Insufficient specific detail is known on the subject. Trijoinis
and Arledge (Ref. 6) have reviewed the available data, have made some work-
ing assumptions based on their review, and have attempted to quantitatively
classify engine emissions into a 5-group reactivity scheme. Their ratings
are based on the oxidant production potential of organics in each class, as
determined experimentally by EPA (Ref. 7) in smog chamber tests, and upon
data published by Groth and Robertson (Ref. 8) and by Chase and Hum (Ref. 9).
The reader may consult Ref. 6 for more detailed discussions. The Trijonis
and Arledge results are reproduced in Tables 3-1 and 3-2, and in more detail
in Appendix A.
The working assumptions implicit in these tables are that the composi-
tion of the hydrocarbon fraction is independent of engine type and of fuel com-
position. The first is unproved; the second is unlikely. Further, Table 3-2
was derived from Table 3-1 using assumptions and methods not described by
the authors in Ref. 6. It seems constructive to present the Trijonis and Arledge
results, so that the reader may apply them to subsequent data in this report as
and if useful and applicable.
Methods of reporting total hydrocarbon (THC), i.e., volatile organic,
concentration vary and are not always specified. The flame ionization
3-1
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TABLE 3-1. DISTRIBUTION OF ORGANICS BY NUMBER OF CARBON
ATOMS - TURBINE ENGINES (REFS. 6 AND 9).
Carbon Number
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19+
Weight % Aldehydes
relative to total
Mole % of Total Organic s
Idle Takeoff Approach
2
6
3
2
2
7
8
7
11
12
9
8
7
5
3
2
1
1
3
11 0
0
1
11 3
1
1
38 J3
13
5
4
4
40 |
3
4
3
3
3 1
1
1
I
1
33 ll
10
5
4
3
»* 1
3
4
3
5
5
33
. 57
4 J 30 27 J
10% 30% 57%
hydrocarbons
'inconsistency in source from which quoted.
3-2
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TABLE 3-2.
APPROXIMATE DISTRIBUTION BY ORGANIC TYPE
IN CARBON NUMBER CATEGORIES - TURBINE
ENGINES (REF. 6).
Carbon Number Type of Compounds Taxi-Idle
Category
1-3
4-6
** \J
7 10
n+
Mode
Paraffins
Acetylene
Olefins
Aldehydes
Paraffins
Olefins
Aldehydes
Benzene
Paraffins
Olefins
Aldehydes
n- & sec- alkylbenzenes
Dialkylbenzene
Paraffins
Olefins
Aldehydes
tert -alkylbenzenes
n- 8* sec- alkylbenzenes
Dia Ikylbenzene s
Tri- and tetra -alkyl-
benzenes
7
1
2
1
7
2
1
1
19
7
4
4
4
12
8
4
4
4
4
4
Takeoff
Mode
2
0
0
1
2
1
2
0
17
7
3
3
3
6
12
17
6
6
6
6
Approach
Mode
1
0
1
3
1
0
3
1
17
3
7
3
3
23
6
17
0
5
6
0
T00"%
T00%
T00%
3-3
-------
detector commonly used to measure THC is basically a carbon counter. To
calculate a mass emission rate, kg/hr, an assumption must be made as to
x in the equivalent formula (CHX) of the exhaust gas. Historically, THC has
often been expressed as methane (CH^ equivalent. It is our understanding
that all Dept. of Defense supplied and all USEPA supplied data (Ref. 2) are
expressed as CH4 equivalent, except for USEPA data for General Electric
engines. These are expressed as CHj^g (the fuel value). The latter can be
converted to methane equivalent by multiplying by 1.159.
The reader must be aware, therefore, that there may be uncertainties
of about 14% in the reporting basis of volatile organics. However, to place
this in perspective: sampling and analysis errors, uncertainties and varia-
tions in engine power levels, variations in aircraft operating procedures,
and even imprecisions in dispersion modeling can be sustantial. Their
combined effects may be considerably greater than uncertainties in the re-
porting base for THC emissions.
3.3 BENZO[a]PYRENE
Although the term benzoFajpyrene (BaP) is now often used loosely for
the whole group of polynuclear (polycyclic) aromatic hydrocarbons and their
derivatives, we refer here specifically to the substance whose structural
formula is:
BaP is rated as among the most carcinogenic chemical compounds to
which man is exposed (Refs. 11 and 12). In populous regions of the U.S.,
the major sources are known to be residential hand-stoked coal and wood
combustion, waste combustion, and coke production (150 to 600 tons/yr). In
the second rank are mobile sources (10 to 20 ton/yr), including automotive.
Apparently aircraft piston and turbine engines have not been surveyed
(Ref. 11). However, a priori considerations force us to believe that turbine
engines must emit BaP. Asa general rule, BaP production occurs (Ref. 11):
In any combustion producing CO
In any process producing gray or black smoke
In any combustion or pyrolysis at > 500 F known to be oxygen deficient
(" substoichiometric" in oxygen).
Some members of the National Research Council Committee on Biologic
Effects of Atmospheric Pollutants (Ref. 12) state that aircraft probably pro-
duce annually in the order of twice as much BaP as gasoline powered auto-
mobiles in other words, approximately 20 tons per year.
3-4
-------
Piston engine aircraft, which lack emission control devices, may have
emission factors approximating those of uncontrolled postwar cars, namely
approximately 170 ^g BaP per gallon of fuel consumed. Reference 11 con-
tains a quantitative discussion of the dramatic improvements in BaP emis-
sion factors resulting from emission controls, and of the effect of engine
age upon BaP releases.
3.4 FUEL COMPOSITION
Fuel contaminants, additives, and physical characteristics can affect
combustion processes and emission rates. Some relevant research has
been reported. Tables 3-3, 3-4 and 3-5 contain some incomplete data on
specifications, test data, and national averages for turbine engine fuel and
aviation gasoline.
Aside from matters related to performance and reliability, fuel modi-
fications or substitutions impact emissions and involve trade-offs with other
non-environmental goals. Figure 3-1, due to Grobman, et al., (Ref. 17),
emphasizes some of these tradeoffs.
CHANGE IN PROPERTY
PROBLEM
HIGHER FINAL BOILING POINT
POORER IGNITION CHARACTERISTICS
INCREASED IDLE EMISSIONS
INCREASED AROMATIC COMPOUNDS
INCREASED NITROGEN COMPOUNDS
INCREASED SMOKE & FLAME RADIATION
POORER CHEMICAL STABILITY
INCREASED NITRIC OXIDE EMISSIONS
Figure 3-1. Problems associated with altered fuel characteristics (Ref. 17).
3-5
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TABLE 3-3. SPECIFICATIONS FOR RELEVANT PROPERTIES OF JET FUELS (REFS. 13, 14, 15 AND 31)
JP-4 JP-5
Property
Composition
Hydrogen, wt%
Sulfur, wt% (max)
Mercaptan sulfur, wt% (max)
Aromatics, vol% (max)
Olefins, vol% (max)
Fuel System Icing Inhibitor, vol% (min/ max)
Anti-oxidants (Blended Separately or in Combination) (max)
2,6 di-tert-butylphenol
MILS PEC
MIL-T-5624
0.4
0.001
25.0
5.0
0.10/0.15
9.1 g/100 gal
75% min
Representative MILSPEC Representative
Actual MIL-T-5624 Actual
14.31 13.79
0.072
0.001
14.8
0.6 5.0
Jet A
ASTM
D-1655
0.3
0.003
20.0
5.0
Jet B
ASTM
D-1655
0.3
0.003
20.0
5.0
2,6 dj-tert-butyl-4-methylphenol
2,4 dimethyl-6-tert-butyl phenol
tri-tert-butylphenols
N,N' diisopropyl-£-phenylenediamine
N, N' di-sec-butyl-p-phenylenediamine
Heat of Combustion, Btu/lb (min)
Smoke Point (min)
ASTM Distillation;
Initial Boiling Point, °F
10% max °F
20% max °F
. 50% max °F
90% max °F
Final Boiling Point, °F (max)
25% max
18,400
290
370
470
18.622
28.0.
164
202
218
266
393
470
18,300
400
550
18,444
330
371
384
407
450
480
18,400
400
450
550
18,400
290
370
470
-------
TABLE 3-4. 1976 U.S. NATIONAL DATA FOR AVIATION
TURBINE ENGINE FUELS (REF. 13)
Jet A
No. Samples
S, wt%
Mercaptan,
Analyzed
wt%
Olefins, vol%
Aroma tics,
vol%
65
0
0
1
17
.60
.0009
.1
.0
Jet B
5
0
0
0
10
JP4
33
.041
.0005
.9
.6
0
0
0
11
.042
.0005
.9
.2
8
0
0
0
16
JP5
.059
.0004
.8
.9
TABLE 3-5. COMPOSITION OF AVIATION GASOLINE (REFS. 14, 16)
Mil Spec 1963 Measurements
S, wt% 0.05 < 0.01
Aromatics
80/87
100/130 -
115/145 min 5.0
aMIL-G-5572E Amend. 2, May 1975.
3-7
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Figure 3-2 shows the relationship between visible emissions (reported as
SAE smoke number) and hydrogen content of the fuel, which in turn varies
approximately inversely as the aromatics content (Ref. 17). NOX emissions
are not very sensitive to fuel nitrogen content, since most NOX is produced
by oxidation of atmospheric nitrogen in combustion air. Grobman, et al.,
(Ref. 17) give an example in which an 80-fold increase in fuel nitrogen caused
an 18% increase in NOX emission. Engine operating and design parameters
(e.g., fuel-air ratio and inlet temperature) have more affect on NOx produc-
tion.
S.A.E.
SMOKE NO.
50
40
30
20
10
0
I 1
TAKEOFF
10 11 12 13 14 15
HYDROGEN IN FUEL, % BY WT
16
Figure 3-2. Effect of fuel hydrogen content upon visible emissions (Ref. 17).
Volatile organic emissions result from several airport operations apart
from engine operation. Examples are: fuel transfer, spillage, storage, opera-
tion of auxiliary power units, and engine maintenance. Fuel volatility not only
effects engine performance, but also fugitive emissions. Figure 3-3 presents
a schematic comparison of fuel volatility, expressed as boiling ranges.
3-8
-------
GASOLINE.
JET B, JP-4
JET A, JP-3
NO. 2 DiESEL OIL
100
200
300
400
TEftAP. °F
500
600
700
Figure 3-3. Boiling range of various petroleum products (Ref. 17)
3-9
-------
4. DEVELOPMENT OF THE EMISSION TABLES
4. 1 SELECTION AND CULLING OF DATA
Civil aircraft emission data reported in later sections were received
from the USEPA Office of Mobile Source Air Pollution Control, Ann Arbor,
Mich., (Ref. 2,20). On the basis of the data reported earlier in Table 2-1,
the BAG-HI has been added to the Commercial Carrier Jet Category, and
the entire category of Air Carrier Turboprops has been added. The Dassault
Falcon 20 has been added to the General Aviation category. Several more
aircraft definitely deserved listing on the basis of frequency of use; however,
engine emission data were not available. Two examples are the venerable
DC-3 and the Martin 404.
Selection of military engines and aircraft was the most time-consuming
task in this project. A very large number of distinct engines and aircraft
exist, and a very large volume of emissions data are available, principally
in the U.S. Navy's emissions data compendium (Ref. 21). The data presented
were culled from information on 1000 military aircraft models and variations.
Engines surveyed included 82 models and 424 series: 19 models and 181 series
of turbojets; 14 models and 38 series of turbofans; 10 models and 45 series of
turboprops; 16 models and 54 series of turboshafts; 14 models and 46 series
of opposed piston engines; and 9 models and 60 series of radial piston engines.
Emission data were not available for all of these. Further, most air-
craft had several alternative engines. Because inventory data were not avail-
able, we were not necessarily able to select the most common model/series
engine for each model/variation of aircraft. Frequently we had to be satis-
fied with listing an engine known to be representative, if not necessarily the
most commonly installed in a given aircraft.
To cull the data we used 5x8 in. double-row edge-notch cards designed
for manual sorting.
Aircraft cards were entered with:
Model/Variation
Popular Name "
Mission
Number of Engines
Engine Type
Engine Model/Series
4-1
-------
Service Using
Whether Fixed Wing or Rotary
Whether Emission Data were Available.
These cards were edge-notch coded for each option of mission, engine, etc.
Engine cards contained entries for;
Type
Model/Series
Aircraft Types on Which Used
Service in Which Used
Whether Emission Data were Available.
Using these sorting cards, we were able to select a list of aircraft
model/variations with engine model/series representative of those aircraft,
and requiring a minimum number of engines for compilation in the modal
emission rate tables (cf., later sections). This list was expanded somewhat
to include aircraft variations displaying significantly different emissions
characteristics because of engine choice, mission, service, characteristics,
etc. An example would be the inclusion of both the B52G and B52H bombers,
and two versions of the A7 Corsair 2 attack aircraft.
The culling process was assisted by our use of several non-military
publications (Refs. 22 and 23), in addition to military and civilian experts
(Refs. 24 through 30).
Standard annual publications in this field are the Aerospace Forecast
and Inventory Issue, "Aviation Week and Space Technology," (Ref. 22) and the
huge Jane1 s All the Worlds Aircraft (Ref. 23).
4.2 MILITARY AIRCRAFT CLASSIFICATION
in
The result of the sorting discussed in the preceding section is displayed
Table 4-1. Entries are largely self-explanatory, except perhaps for the
power plant type designation. The following discussion is largely from Masser
(Ref. 1).
Aircraft engines are of two major categories: reciprocating (piston) and
gas turbine.
The basic element in the aircraft piston engine is the combustion chamber,
or cylinder, in which mixtures of fuel and air are burned and from which energy
is extracted through a piston and crank mechanism that drives a propeller. The
majority of aircraft piston engines have two or more cylinders and are generally
classified according to their cylinder arrangement either "opposed" or "radial."
Opposed engines are installed in most light or utility aircraft; radial engines
are used mainly in large transport aircraft. Almost no single-row inline or
V-engines are used in current aircraft. The gas turbine engine in general
4-2
-------
TABLE 4-1. MILITARY AIRCRAFT CLASSIFICATIONS (REFS. i\. 2.1, 23)
Power Plant
Aircraft
Mission
(Class)
Attack
Bomber
Fighter
Cargo/Tanker/
Transport
DOD Popular Name
Designation
A-4
A-6
A-7
AV-8A
A-10
A37
B-52 C-G
B-52H
F-4
F-5
F-8
F-14
F-15A
F-16
F-100
F-106
F-lll
F-18
C-i
C-5A
C-9
C-12
C-130
Skyhawk
Intruder
Corsair Z
Harrier
Dragonfly
Stratofortress
Stratofortress
Phantom 2
Freedom Fighter
(Tiger 2)
Crusader
Tomcat
Eagle
Super Sabre
Delta Dart
Hornet
Greyhound
Galaxy
Nightingale
(Skytrain 2)
Huron
Hercules
Manufacturer
FIXED WING
McD-Doug
Grumman
V ought
Hawk-Sid
Fairch-Rep
Cessna
Boeing
Boeing
McD-Doug
Northrop
Vought
Grumman
McD-Doug
GD/FW
No. Amer.
GD/Convair
GD/FW
Northrop & McD-Doug
Grumman
GELAC
McD-Doug
Beech
GELAC
Service
No. b Type Mfga Designation Afterburner? Other Versions and Related
TURBINE
USN, USMC
USN
USN
USMC
USAF
USAF
USAF
USAF
USAF. USN
USAF
ANG
USN
USAF
USAF
ANG
USAF
USAF
USN, USMC
USN
USAF
USAF. USN
USAF, USA
USAF, USN. USCG
1 TJ
2 TJ
1 TF
1 TF
2 TF
2 TJ
8 TJ
8 TF
2 TJ
2 TJ
1 TJ
2 TF
2 TF
1 TF
1 TJ
1 TJ
2 TF
2 TF
2 TP
4 TF
2 TF
2 TP
4 TP
PfcW
P8.W
A11.PJ.W
RR
GE
GE.Con.
P&W
PJ.W
GE
GE
PtW
PfcW
PfcW
P8.W
PfcW
PfcW
PfcW
GE
All
GE
PfcW
PWC
All
J52. J65
J52
TF 41. TF30
F402
TF34
J85. J69
J57
TF33
J79
J85
J57
TF30, F401
FIDO
F100
J57
J75
TF30
F404
T56
TF39
JT8D
PT6A
T56
No
No
No
No
No
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
No
No
No
No
TA-4
EA-6.-KA-6
TA7
TAV8
RF--4
TF-8.RF-8
TF 15
FB-111.EF-111A
YF-17, TF-18
E-2
VC-9; (DC-9 Equiv.)
(Super King Air 200)
DC.HC.RC.EC.AC.WC
Versions
TJ Turbojet; TF Turbofan; TP Turboprop; TS Turboshaft; R Recipr
iprocating (Piston), Radial; O Reciprocating (piston), Opposed
-------
TABLE 4-1. (CONTINUED)
Aircraft
(Class)
Cargo/Tanker/
Transport
Trainer
Observation
Patrol/ Anti sub,
Early Warning
Utility
DOD
KC-135
C-UO
C-141
T-2
T-34C
T-37
T-38
T-39
OV-1
ov-io
P-3C
S-3A
E-2
E-3A
U-21
AU-23
AU-24
Popular Name
Strato tanker
Jet Star
Starlifter
Buckeye
Turbo Mentor
Tweet
Talon
Sabreliner
Mohawk
Bronco
Orion
Viking
Hawkeye
AWACS
Ute
Peacemaker
Stallion
Manufactured
FIXED WING
Boeing
GELAC
GELAC
Rl/Columbus
Beech
Cessna
Northrop
RI/GA
Grumman
Rl/Columbus
CALAC
CALAC
Grumman
Boeing
Beech
Fairchild
Helio/GA
Service
USAF
USAF.USN
USAF
USN
USN
USAF
USAF
USAF.USN
USA
USA
USN
USN
USN
USAF
USA
USAF
USAF
No. b Type
4 TJ
4 TJ
4 TF
2 TJ
1 TP
i TJ
i TJ
2 TJ
2 TP
2 TP
4 TP
Z TF
2 TP
4 TF
i TP
1 TP
1 TP
I
Mfg*
PfeW
PtW
PfcW
GE
PWC
CAE
GE
PtcW
Lye
GA
All
GE
All
P4.W
PWC
GA
PWC
'ower Plant
Designation
TURBINE
J57
J60
TF33
J85, J34, J60
PT6A
J69
J85
J60
T53
T73
TS6
TF34
T56
TF33
T74, PT6A
TPE331-1
PT6A
Afterburner?
No
No
No
No
No
Yes
No
No
No
No
No
No
No
No
No
No
Other Versions and Related
and Civil Equivalents
C.EC.RC Versions
VC-140
(See T34 A/B Mentor)
CT39
RV-l
(Electra)
RU21.(King Air A90.A100)
-------
TABLE 4-1. (CONCLUDED)
Power Plant
Aircraft
Mission
(Class)
Cargo/Tanker/
Transport
Trainer
Observation
Utility
DOD
Designation
C-l
f-28
T-29
T-34
T-41
T-42
0-1
0-2
S-Z
U-4
U-8
U-10
Popular Name
Trader
Trojan
Flying Classroom
Mentor
Cochise
Bird Dog
Tracker
Aero Commander
Seminole
Courier
Mar.Lifacturer
FIXED WIN'G
Grumman
Rl/Columbus
CALAC
Beech
Cessna
Beech
Cessna
Cessna
Grumman
Rl/GA
Beech
Helio/GA
Service'
USN
USN
USN
USN
USA
USA
USA
USAF
USN
USA
USA
USA
No. «, Type
2 R
1 R
2 R
1 0
1 0
1 0
I O
2 0
1 R
2 O
I O
1 O
Mfga
Wr
Wr
PfcW
Con
Con
Con
Con
Con
Wr
Lye
Lye
Lye
Designation Afterburner?
PISTON
R-1820
R-1320, 1300
R-2800
0-470
IO-360
IO-470
0-470
IO-360
R-1820
GSO-480
O-480,
IGSO-480
GO-4SO
Other Versions and Related
Military Aircraft Included
S-2D
(See T-34C Turbomentor)
(Cessna 172-Skyhawk)
(Baron B-55)
E1B. CIA
U-9
(Twin Bonanza E-50;
Queer. Air 65)
ROTARY WING
Utility
Utility
Attack
Antisub
Search/Rescue
Observation
Search/Rescue
Cargo
Cargo
Search/Rescue
Cargo
Search/Rescue
Cargo
Trainer
Trainer
Observer
UH-1H
UH-1N
AH- 1C
SH-2D/F
HH-3
OH-6A
HH-43
CH-46
CH-47
HH-52
CH-53
HH-53
CH-54
TH-55
TH-57
OH-58
Iroquois ("Huey")
Twin Huey
Hueycobra
Seasprite
BellHeli
Bell Hell
Bell Heli
Kaman
Sea King Sikorsky
"Jolly Green Giant"
Cayuse
Huskie
"Mixmaster"
Sea Knight
Chinook
Sea Stallion
Super Jolly
Tarhe
Osage
Sea Ranger
Kiowa
Hughes Heli
Kaman
Boeing Vertol
Boeing Vertol
Sikorsky
Sikorsky
Sikorsky
Sikorsky
Hughes
Bell Heli
Bell Heli
USA, USN
USAF. USN. USMC
USN
USN
USAF. USN. USCG
USA
USAF
USA. USN
USA
USN
USAF, USN
USAF
USA
USA
USN
USA
1 TS
2 TS
1 TS
2 TS
2 TS
1 TS
1 TS
2 TS
2 TS
1 TS
2 TS
2 TS
2 TS
1 O
1 TS
1 TS
Lye,
GE
PWC
Lye.
PWC
GE
GE
All
Lye
GE
Lye
GE
GE
GE
PfcW
Con
All
All
T53.T58
T400
T53, T400
T58
T58
T63
T53
T58
T55
T58
T64
T64
JFTD-12A
H10-360
250-C18
T63
UH-1A/B/C/D/E/F/L;
HH-1H.K
AH1J.UH-1G.TH-1G
(UH-2A/B/C have one TSg)
CH.RH.SH, UH. VH
versions
UH-46
RH, VH versions
(Hughes 300)
-------
consists of a compressor, a combustion chamber, and a turbine. Air entering
the forward end of the engine is compressed and then heated by burning fuel in
the combustion chamber. The major portion of the energy in the heated air
stream is used for aircraft propulsion. Part of the energy is expended in
driving the turbine, which in turn drives the compressor. Turbofan and turbo-
prop or turboshaft engines use energy from the turbine for propulsion; turbojet
engines use only the expanding exhaust stream for propulsion. The terms
"propjet" and "fanjet" are sometimes used for turboprop and turbofan, re-
spectively.
The fact that a particular aircraft is not listed in Table 4-1 does not
imply that emission factors cannot be calculated. It is the engine emissions
and the time-in-mode category which determine emissions. If these are
known, emission factors can be calculated in the same way that the following
tables were developed (cf., Sections 4-3 and 4-4).
Frequently aircraft will be identified by popular name rather than model.
Table 4-2 can be used to determine model numbers and representative engines.
To select an appropriate time-in-mode category, the aircraft mission must be
known. A standardized nomenclature exists for military aircraft (Ref. 21).
Deviations from this nomenclature are frequent, however.
Mission
Symbol Mission
A Attack Aircraft
B Bomber Aircraft
C Cargo/Transport Aircraft
D Director Aircraft
E Special Electronic Installation
Aircraft (Early Warning)
F Fighter Aircraft
H Search/Rescue Aircraft
K Tanker Aircraft
L Cold Weather Aircraft
N/J Special Test Aircraft
O Observation Aircraft
p Patrol Aircraft
Q Drone Aircraft
R Reconnaissance Aircraft
S Anti-Submarine Aircraft
T Trainer Aircraft
U Utility Aircraft
V Staff Aircraft
W Weather Aircraft
X Research Aircraft
Example; U H - 2 B
Basic Mission Symbol (Utility Aircraft) '
Type Symbol (Helicopter Type)
Design Number (2nd Type Helicopter)
Series Letter (2nd Series)
4-6
-------
TABLE 4-2. CROSS REFERENCE OF POPULAR OR UNOFFICIAL NAMES
WITH MILITARY DESIGNATIONS (REFS.21. 22, 23, 24)
Popular Names
AAII
Academe
Advanced Harrier
Aero Commander
Albatross
AWACS
Aztec
Beaver
Bird Dog
Blackbird
Bronco
Buckeye
Canberra
Cargo Master
Caribou
Cayuse
Cheyenne
Chickasaw
Chinook
Choc taw
Chochise
Cobra
Cobra
Commando
Constellation
Corsair II
Cougar
Courier
Crusader
Dash
DC-3
Delta Dagger'
Destroyer
Dragonfly
Eagle
Flying Boxcar
Flying Classroom
Freedom Fighter
Galaxy
Globemaster
Greyhound
Gulf stream I
Gulfstream II
Harrier
Hawkeye
Hercules
Huey
Hueycobra
Huron
Huskie
Hustler
H-500 Twin
Intruder
Invader
Iroquois
Jet Star
Jolly Green Giant
Model Designation
YAI1-64
TC-4C
AV-8B
U-4/U-9
HU-16
E-3A
U-ll
U-6
U-l
SR-71
OV-10
T-2
B-57
C-133
C-7A
OH-6A
AH-56A
H-19
CH-47
CH-34
T-42A
See Hueycobra
F-18L
C-46
C-121A
A-7
F-9
U-10
F-8
QH-50C
See Sky Train
F-102
RB-66
A-37B
F-15A
C-119
T-29
F-5
C-5A
C-124
C-2
C-4
VC-11
AV-8A
E-2
C-130
See Iroquois
AH-1G
C-12A
H-43
B-58
U-5A
A-6
A-26
UH-1
C-140
HH-3E
Basic Engine
T700
MK529
RR Pegasus 1 1
GO-480
R-18ZO
TF33
0-540
R-985
0-470
J58
T76
J34/J60/J85
J65/TF33
T34
R-2000
T-63
T64
R- 1300/1 340
T55
R-1820
IO-470
F404
R-2800
R-3350
TF41
J48
GO-480
J57
T50
J57
J71
J85
FIDO
R-3350/4360 & J85
R-2800
J85
TF39
R-4360
T56
MK529
MK511
F-402
T56
T56
T53/400
PT6A
T53
J70
O-540
J52
R-2800
T53/58/400
T60
T58
Cognizant Service
Army
Navy
USMC
AF
Navy/A F/USCG
AF
Navy
A F/Ar my/Navy
Army
AF
AF/Navy
Navy
AF
AF
AF
Army
Army
AF
Army
AF/Army
Army
USN
USN
AF
AF/Navy
Navy
Navy
AF
Navy
Navy
AF
AF
AF
AF
AF
AF
AF
AF
AF
Navy
CG
CG
Navy
Navy
AF/Navy
Army
Army/AF
AF/Navy
AF
AF
Navy
AF
Army
AF/Navy
AF
4-7
-------
TABLE 4-2. CONTINUED
Popular Names
Kiowa
Liftmaster
Mentor
Mescalero
Mixmaster
Mohawk
Mojave
Navigator
Navion
NEACP
Neptune
Nightingale
Orion
Osage
Otter
Peacemaker
Phantom II
Provider
Prowler
Raven
Sabre
Sabreliner
Samaritan
Seabat
Seacobra
Seahorse
Sea King
Sea Knight
Searanger
Seasprite
Seastallion
Sea Star
Seminole
Seneca
Shaw nee
Shooting Star
Sioux
Skyhawk
Sky Knight
Sky master
Skyraider
Skytrain I
Skytrain II
Skywarrior
Stallion
Starfighter
Starlifter
Stratocruiser
Stratofortress
Stratofreighter
Stratojet
Stratolifter
Stratoliner
Strato tanker
Super Constellation
Superfortress
Super Jolly
Super Sabre
Talon
Tarhe
T-Bird
Thunderchief
Thunderflash
Thunder streak
Tiger I
Tiger II
Model Designation
011-58
C-118
T-34
T-41
See Huskie
. OV-1
CH-37
RC-45J/UC-45J
U-18
E-4
P-2
C-9
P-3
TH-55A
U-l
AU-23A
F-4
C-123
EA-6B
H-23
F-86
T-39
C-131
SH-34
AH-1J/T
H-34
H-3
H-46
TH-57
H-2
CH-53
T-l
U-8
H-41A
H-21
F-80/T-33
H-13
A-4
F-10
C-54
A-l
C-47/C-117
C-9B
A-3
AU-24A
F-104
C-141
C-97
B-52
KC-97
B-47
C-135
VC-137
KC-135
C-121
B-29/B-50
HH-53B/C
F-100
T-38
CH-54A
T-33A
F-105
RF-84F/K
F84F
F-ll
F-5E .
Basic Engine
T63
U-2800
0-470
O-300
T53
R-2300
R-985
O-470
CF6-50E
R-3350 (, J34
JT8D
T56
H10
R-1340
TPE331
J-79
R-2800
J-52
0-335/435/540
J47/73
J60
R-2800/501-D13H
R-1820
T400
R-1820
T58
T58
250-C18
T58
T64
J33
0-480
FSO
R-1820
J33
0-335/435
J52/65
J34
R-2000
R-3350
R- 1820/2000
JT8D
J57
PT6A
J79
TF33
R-4360
TF33/J57
R-4360 8t J47
J47
TF33/J57
JT3D
J57
R-3350
R-4360
T64
J57
J85
JFTD
J33
J57/75
J65
J65
J65
J85
Cognizant Service
Army
AF/Navy
AF/Navy
Army/AF
Army
AF/Navy
USN
AF
AF
Navy
AF
Navy
Army
AF/Navy
AF
Navy/A F
AF
Navy
Army
AF
AF/Navy
AF..
Navy
USMC
Navy
Navy
Navy
Navy
Navy
Navy
Navy
Army
Army
Army
AF/Navy
Army
Navy
Navy
AF/Navy
AF/Navy
AF/Navy. NO
Navy
Navy
AF
AF
AF
AF
AF
AF
AF
AF
AF
AF
AF
AF
AF
AF
AF
Army
AF
AF
AF
AF
Navy
AF
4-8
-------
TABLE 4-2. CONCLUDED
Popular Names Model Designation Basic Engine Cognizant Service
Tomcat F-14 TF30/F401 Navy
Tornado B-45 J47 AF
Tracer E-l R-1820 Navy
Tracker S-2 R-1820 Navy
Trader C-l R-1820 Navy
Trojan T-28 R-1820 Navy/AF
Turbo Mentor T-34C PT6A Navy
Tweet T-37 J69 AF
Ute U-21 PT6A Army
UTTAS UH-60A T700 Army
U2 U-2/WU-2 J75 AF/NASA
Vigilante A-5 J79 Navy
Viking S-3A TF34 Navy
Voodoo F-101 J57 AF
Warning Star C-121 R-3350 Navy
Workhorse H-21 R-1820 AF
4-9
-------
Similarly, there is a standard military engine nomenclature (Ref. 21).
All engines in each service have been classified into the following categories
according to the type of engine as indicated by the type letter symbol:
J
T
F.TF
R
O
Turbojet
Turboprop, Turboshaft
Turbofan
Radial Piston
Opposing Piston
Examples of the jet and reciprocating engine designation systems are shown
below:
Jet
TF 30 - P - 412A
Type Letter Symbol
Type Numerals
Manufacturer's Symbol
Model Indicator
Reciprocating
R - 1820 - 80 A
Type Letter Symbol
Type Numerals
Model Number
Suffix
Manufacturers are coded as follows:
Symbol Manufacturer
A Allison
GE General Electric
P, PW Pratt & Whitney
W Curtis-Wright
F Ford
P/F Pratt & Whitney/Ford
W/B Wright/Buick
L Lycoming
CP United Aircraft of Canada, Ltd
G, GA Garrett Air Research
R Ranger
RR Rolls-Royce, Ltd
T, CA Teledyne CAE (Continental)
WE WECO/Pratt &c Whitney
BO Boeing
B Buick
Example
TF41-A-2
J79-GE-10
J57-P-420
J65-W-5
J57-F-59W
J57-P/F-59W
J65-W/B-7C
T53-L-11
T400-CP-400
T76-G-10
J44-R-3
F402-RR-401
J69-T-25
J34-WE-34
T50-BO-4
J65-B-5
4-10
-------
4.3 DEFINITIONS AND LIMITATIONS
The USEPA document AP-42 (Ref. 1) defines an emission factor as:
"an estimate of the rate at which a pollutant is released to the
atmosphere as a result of some activity, such as combustion
or industrial production, divided by the level of that activity
(also expressed in terms of a temporal rate). In other words,
the emission factor relates the quantity of pollutants emitted
to some indicator (activity level) such as production capacity
quantity of fuel burned, or vehicle miles traveled."
In the case of aircraft emissions, the most appropriate indicator of activity
level is the complete land ing-takeoff cycle. However, other choices appear
in the literature (cf. Table 4-3).
All of the numerical data presented in this report were collected from
other referenced sources. In most cases, the data had to be processed in order
to present it here in two forms; mass of pollutant per engine per unit time
(in specified modes), and mass of pollutant per aircraft per complete landing/
takeoff cycle. Little uniformity of usage was observed to be practiced in the
naming of the various quantities used in processing and reporting of aircraft
emission data. To avoid confusion and expedite discussion, we have adopted
the definitions in Table 4-3, and as follows:
" LTO cycle," the landing-takeoff cycle, incorporates all of the following
flight and ground operational modes (at their times-in-mode, TIMs): descent/
approach from approximately 3000 ft above ground level (AGL), and including
touchdown, landing run, taxi-in, idle and shut-down, start-up and idle, check-
out, taxi-out, takeoff, and climb-out to approximately 3000 ft. AGL. In order
to make the volume of data manageable and to facilitate comparisons, all of
these operations are conventionally grouped into just five standardized modes:
taxi/idle (out), takeoff, climbout, approach, and taxi/idle (in).
"TIM,11 Time-in-Mode: Typical operating time spent by an aircraft in
each major operating mode. For military aircraft, the TIM represents
normally observed practice for the subject aircraft when operating in the
continental U.S.
Some civil TIMs are specified in regulations promulgated by the USEPA,
as the basis for determining compliance with mobile source emission standards
(Refs. 18 and 19). The remaining civil TIMs represent experience during
periods of heavy activity at large, congested metropolitan U.S. airports.
These definitions of LTO cycle and TIMs require some caveats, for the
definitions have important restrictions which limit their application in non-
average situations.
The use of 3000 ft AGL is a significant assumption which will be invalid
at many airports. It represents an average U.S. inversion height, i.e., an
4-11
-------
TABLE 4-3. SYMBOLS AND ACRONYMS
Symbol
This Report
Alternatives
Used Elsewhere
Definitions
Typical
Units
1000 Ae/AF Mass emission rate Emission index'1
Ae/At
AF/Af
LTO
Mass of pollutant per
engine per 1000 Ib of
fuel in specified mode
Modal emission rate Modal emission Mass of pollutant per
factor engine per hr. in
specified mode
(Not used)
(Not used)
Emission factor per
LTO cycle
Fuel rate
Landing-takeoff
Modal emission Mass of pollutant per
factor engine per mode
Engine emission Mass of pollutant per
factor
Fuel flow
engine per LTO cycle
Mass of pollutant per
aircraft per LTO cycle
Rate of consumption of
fuel per engine per unit
time in specified mode
(cf. text)
lb/1000 Ib
Ib/hr
Ib/mode
Ib/LTO cycle
Ib/LTO cycle
Ib/hr
TIM
AGL
Time-in-mode
Above ground level
(cf. text)
(As distinct from eleva-
tion or altitude, which can
be ambiguous.)
if
Ae/AF corresponds to an emission factor in fuel units, as used in the National Emissions Data
System (NEDS), and E corresponds to an emission factor in process units.
-------
average mixing depth for pollutants emitted during the LTO cycle. In an
area where the inversion height is actually lower than 3000 ft AFL, relevant
NO emissions can be significantly overstated and, conversely, the impact
of CO and HC emissions might be understated (Ref. 36). This is because
the portions of the climbout and approach modes actually spent beneath the
inversion layer are the only portions which should contribute to the climbout
and approach TIM's in the emission factor calculations.
Meteorologic data are available for many major military and civilian
airports. They should be used by any reader, interested in more detail and
greater accuracy, to determine site-specific inversion heights. From the
inversion height and from aircraft operations data, site-specific climbout
and approach TIM's can be developed.
In airfields located in vicinities with a history of low stagnant inver-
sions and air pollution episodes, it may be necessary to perform these calcu-
lations for several inversion heights characteristic of various seasons and
times of day.
For military aircraft, times in mode will vary greatly between different
aircraft type and mission. The variations usually occur for the idle mode
because of different arming, queueing, startup, shutdown and taxi operational
procedures. For example, the RF-4 (reconnaissance) does not require the
F-4E (fighter) arming idle mode time. Special operational procedures can
increase the standard LTO idle time by a factor of three. The result is
higher carbon monoxide and hydrocarbon emissions (Ref. 38):
The assumption that an LTO cycle necessarily includes the five speci-
fied modes will not be correct at military aviation training bases, where a
large fraction of all LTO1 s will be "touch and go" practice. Such operations
involve no taxi/idle (in) or taxi/idle (out) modes. The maximum altitude
reached may be only 500 to 1000 ft AGL for fixed wing aircraft and very
much less for helicopter practice (Refs.24 and 37). To calculate emissions
during touch-and-go practice, the reader will require climbout and approach
times appropriate to the training regimen. This information may be obtain-
able from base operations offices and training commands.
Total air carrier taxi-idle (ground-idle) times of 26 minutes are listed
in Table 4-4. These are appropriate for congested metropolitan airports
during periods of peak activity. These times will often be very much too
high for airports at smaller cities and even for some at larger cities. When
possible, the user should employ observed ground idle times.
In summary: TIM data reported herein should be used for guidance
only in the absence of specific observations. The military data are not ap-
propriate for primary training. The civil data refer to large, congested fields
at times of heavy activity. All the data assume a 3000 ft AGL inversion height.
4-13
-------
4.4 CALCULATIONS
If source data are expressed as exhaust concentrations, they can be
converted to mass or modal emission rates only if gas volume, temperature,
CG>2 concentration, etc., are known. Such calculations are described in detail
in the U.S. Navy publication Aircraft Engine Emissions Catalog (Ref. 21).
However, most of the source data for this report were modal emission rates
(Table 4-3). These were converted to emission factors per LTO cycle by the
following algorithm:
1. Locate the engine data in Table 5-2 and select for each of the
five standard modes the appropriate power setting (e.g., "after-
burner" for takeoff).
2. Using known service assignment and mission, select the appro-
priate TIM code (column) in Table 4-5.
3. For each mode, m, and pollutant, p, combine data of Tables 4-5
and 5-2:
' (TIM)m lb/engine/mode
m, p
4. Sum over all modes for each pollutant to produce
]>^(Ae/At) (TIM) Ib/engine/LTO cycle
m
5. Finally, calculate the emission factor per aircraft per LTO
cycle by multiplying by the number of engines, N:
E = N y (Ae/At) (TIM) Ib/LTO cycle for the aircraft
p ^» irij p m
m
This kind of calculation can be set up easily on a standard work sheet.
With the aid of a hand calculator with one storage location, a conveniently
designed work sheet permits the calculations for one aircraft to be com-
pleted in about five minutes (Fig. 4-1).
4.5 TIMES IN MODE AND ENGINE POWER SETTINGS
To perform the calculations outlined in Section 4.4, appropriate times
in mode must be selected for the aircraft. In the absence of information
specific to operation of a particular aircraft at a particular airfield, typical
or average times in mode for sometimes broad categories of aircraft are
used. Tables 4-4 and 4-5 present the TIM values used in this report.
The military data are in part averages extracted from a report by
Naugle and Nelson (Ref. 32), who observed LTOs and interviewed pilots at
4-14
-------
Aircraft
Engines: No.
Service Using:
Service Data Used
Type Model
References
TIM Code
MODE
Mode Code
Taxi/Idle (Out)
Takeoff
Climbout
Approach
Taxi/Idle (In)
Do
Power
TIM.
(min)
Total for One Engine
Total for Aircraft
(Emission Factor per LTO Cycle)
es this check data from another source? Ref.
Emissions Per Engine
CO
Ib/hr
Ib
Ib
Ib
kg
NO
J^
Ib/hr
Ib
Ib
Ib
kg
THC
Ib/hr
Ib
Ib
Ib
kg
S0x
Ib/hr
Ib
Ib
Ib
kg
Particulate
Ib/hr
Ib
Ib
Ib
kg
Ji.
I
Comments;
Figure 4-1. Sample work sheet for calculation of emission factor per LTO cycle.
-------
TABLE 4-4. TYPICAL TIMES-IN-MODE FOR CIVIL LANDING-TAKEOFF CYCLES
AT A LARGE CONJESTED METROPOLITAN AIRPORT (REFS. 2, 18, 19)
Time-In-Mode (Minutes)
Air Carrier
Mode
Taxi/Idle (Out)
Takeoff
Climbout
Approach
Taxi/Idle (In)
Total
Jumbo
Jeta
19.0
0.7
2.2
4.0
7.0
3Z.9
Long Range
Jeta
19.0
0.7
2.2
4.0
7.0
32.9
Medium Range
Jeta
19.0
0.7
2.2
4.0
7.0
32.9
Turboprop
19.0
0.5
2.5
4.5
7.0
33.5
Piston
Transport
6.5
0.6
5.0
4.6
6.5
23.2
General Aviation
Business
Jet
6.5
0.4
0.5
1.6
6.5
15.5
Turboprop
19-0
0.5
2.5
4.5
7.0
33.5
Piston
12.0
0.3
4.98
6.0
4.0
27.28
Helicopter
3.5
6.5
6.5
3.5
20.0
bSame times as EPA classes T2, T3, T4.
Same times as EPA classes Tl and P2.
See footnote a, Table 4-6.
See footnote a, Table 4-6.
Same times as EPA class PI. See footnote a, Table 4-6.
-------
TABLE 4-5. TIMES-IN-MODE DURING MILITARY CYCLES (REFS. 21, 32).
Time
-in-Mode
Turbine Trainers
Mode
Code
Taxi/Idle (Out)
Takeoff
Climbout
Approach
Taxi/Idle (In)
Total
Combat
USAF USN
1
18.5
0.4
0.8
3.5
11.3
34.5
2
6.5
0.4
0.5
1.6
6.5
15.5
USAF
T37 &
T38
3
12.8
0.4
0.9
3.8
6.4
24.3
(Minutes)
USAF USN Turbine Transport
Other
4
6.
0.
1.
4.
4.
17.
2
8
5 CO
A rt
0 £t T3
4 rt U
en
1
USAF
5
9.2
0.4
1.2
5.1
6.7
22.6
USN°
6
19.0
0.5
2.5
4.5
7.0
33.5
KC-135
& B-52
7
32.8
0.7
1.6
5.2
14.9
55.2
Military
Piston
(All)
8
6.
0.
5.
4.
6.
23.
5
6
0
6
5
2
Military
Helicopter
.(AH)
9
8.0
6.8
6.8
7.0
28.6
i
t
Includes fighters and attack aircraft only.
Includes transport, cargo, observation, patrol, antisubmarine, early warning, and utility;
i.e., all turbine aircraft not specifically listed in other columns.
£
Same time as EPA civil class P2. Cf. footnote, Table 4-6.
-------
five airfields (Nellis, Kelly, Randolph, Wright-Patterson, and Travis) to
determine TIMs for nine modes for each major USAF aircraft type. Long
idle times for two trainers presumably reflect the complexity of the training
regimen, rather than operating characteristics of the engines. Long ground
times for the KC-135 and B-52 were said to originate in long check outs for
electronic instrumentation.
Modal emission rate data for civil aircraft engines (Table 5-1) are
reported conveniently for idle, takeoff climbout, and approach. Both taxi/
idle (in) and taxi/idle (out) modes would require "idle" data.
However, varying military mission operating requirements and lack of
standards for reporting format have caused military engine modal emission
rates for some individual engines to be reported at as many as fourteen
power settings. USAF and Navy nomenclature and practices differ. These
facts have combined to make the selection of power settings for which to
report emissions herein father less systematic and more cumbersome than
for civil aircraft.
As a guide to current practice, Tables 4-6 and 4-7 present standard
power settings. Table 4-6 is for information only, as it was not needed to
select civil data in this report. Table 4-7, however, was essential, and can
be used by the reader who wishes to recalculate table entries for another
selection of engine data.
4.6 SUPERSONIC TRANSPORT (SST) AIRCRAFT
The BAC/Aerospatiale Concorde is the only "SST" now in service. In
the U.S., it lands only at Dulles, Kennedy, and Dallas-Ft. Worth. Neverthe-
less, its emission characteristics have elicited sufficient public comment to
justify its inclusion in this report.
The Concorde has a 6-mode LTO cycle rather than the 5-mode cycle
used for all other fixed wing aircraft reported herein. Its TIM and engine
power settings are given in Tables 4-8 and 4-9-
4-18
-------
TABLE 4-6. ENGINE POWER SETTINGS FOR THE STANDARD EPA LTO
CYCLE FOR COMMERCIAL ENGINES (REF. 21)
Mode
Power Setting (percent thrust or horsepower)
Taxi/Idle (out)
Takeoff
Climbout
Approach
Taxi/ Idle (in)
Class Tl,P2a
Idle
100%
90%
30%
Idle
Class T2.T3, T4a Class Pla
Idle
100%
85%
30%
Idle
Idle
100%
75%- 100%
40%
Idle
Helicopter
Undefined
As defined by EPA (Refs. 18. 19).
"Class Tl" means all aircraft turbofan or turbojet engines except engines
of Class T5 of rated power less than 8,000 pounds thrust.
"Class T2" means all turbofan or turbojet aircraft engines except engines
of Class T3, T4, and T5 of rated power of 8,000 pounds thrust or greater.
"Class T3" means all aircraft gas turbine engines of the JT3D model family.
"Class T4" means all aircraft gas turbine engines of the JT8D model family.
"Class PI" means all aircraft piston engines, except radial engines.
"Class P2" means all aircraft turboprop engines.
TABLE 4-7. ENGINE POWER SETTINGS FOR A TYPICAL
MILITARY CYCLE (REF. 21)
Mode
Taxi/Idle (out)
Takeoff
Climbout
Approach
Taxi/Idle (in)
Power Setting (percent thrust or horsepower)
Military
Transport
Idle
Military
90-100%
30%
Idle
Military
Jet
Idle
Military or
Afterburner
Military
84-86%
Idle
Military
Piston
5-10%
100%
75%
30%
5-10%
Military
Helicopter
Idle
60-75%
45-50%
Idle
4-19
-------
TABLE 4-8. TIMES-IN-MODE FOR CIVIL SUPERSONIC
TRANSPORTS (SSTs) (REF. 20)
SST
Mode Time-In-Mode (min.)
Taxi/Idle (Out) 19.0
Takeoff 1.2
Climbout 2.0
Descent 1.2
Approach 2.3
Taxi/Idle (In) 7.0
Same times as EPA class T5; see footnote, Table 4-9.
TABLE 4-9. ENGINE POWER SETTINGS FOR CIVIL
SUPERSONIC TRANSPORTS (SSTs) (REF. 20)
SST Engine Power
Mode (EPA Class T5)a
Taxi/Idle (Out) Idle
Takeoff 100%
Climbout 65%
Descent 15%
Approach 34%
Taxi/Idle (In) Idle
"Class T5" means all aircraft gas turbine engines employed
for propulsion of aircraft designed to operate at supersonic
flight speeds.
4-20
-------
5. MODAL EMISSION RATES
5.1 CIVIL DATA
The numerical civil data reported in Table 5-1 are reported by USEPA
Office of Mobile Source Air Pollution Control (Ref. 2) except for format changes
and the addition of SOX data and particulates data. SOX emissions are worst
case values calculated by material balance, as explained in footnote d. The
particulates data are quite old.
5.2 MILITARY DATA
Military data, were collected from a variety of sources (references
appear in Table 5-2), and in many instances had to be processed for presen-
tation here. Frequently the data were expressed as mass emission rates,
1000 Ae/AF, ("emission indices"), which are related to modal emission rates,
Ae/At, as follows:
where AF/At is the fuel rate, and all quantities refer to a specified mode,
at specified engine power setting.
Sulfur oxides were calculated by material balance, the method being
explained in footnote c of Table 5-2.
As for the civil compilation, particulates data are scarce, and some
are old. Occasionally SAE smoke numbers were reported, and sometimes
% opacity. One researcher used Ringelmanri numbers. None of these are
currently suitable for conversion to mass quantities usable in this report.
As for gaseous pollutants, concentrations cannot be converted to mass/unit
time without supporting information such as volumes, temperature, pressure,
concentration, etc.
Quantitative information related to the accuracy of these data is not
often available. However, the U.S. Navy compilation (Ref. 21) includes num-
erous examples of replicate experiments which permit precision to be esti-
mated. Although beyond the scope of the present work, an analysis of the
Navy replicate data would be a useful exercise. Generally, agreeement
within HhlO% (often very much better) is reported. This is remarkable, since
aircraft engine emissions measurements must be among the most difficult
source tests performed.
5-1
-------
TABLE 5-1. MODAL EMISSION RATES - CIVIL AIRCRAFT ENGINES (REFS. 2, 20)
Model-Series
Mfga Type*
250B17B
All. TP
501D22A
All. TP
TPE 331-3
GA TP
TPE331-2
GA TP
TPE 731-2
GA TF
CJ 610-2C
GE TJ
CF700-2D
GE TF
CF6-6D
GE TF
CF6-50C
GE TF
Mode
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Fuel Rate
Ib/hr
63
265
245
85
610
2376
2198
1140
112.0
458.0
409.0
250.0
105.0
405.0
372.0
220.0
181.0
1552.0
1385.0
521.0
510.0
2780.0
2430.0
1025.0
460
2607
2322
919
1063
13750
11329
3864
1206
18900
15622
5280
kg/hr
28.58
120.2
111.1
38.56
276.7
1078
997
517.1
50.8
207.7
185.5
113.4
47.6
183.7
168.7
99.8
82.1
704.0
628.2
236.3
231.3
1261.0
1102.0
464.9
208.7
1182
1053
416.9
482.2
6237
5139
1753
547
8573
7104
2395
CO N0b
Ib/hr
6.13
2.07
2.21
4.13
26.60
4.85
4.53
5.81
6.89
0.350
0.400
1.74
6.73
0.38
0.51
3.65
11.11
1.86
1.80
9.53
79.05
75.06
65.61
90.20
71.30
57.35
58.05
56.98
65.06
8.25
6.80
23.18
88.04
0.38
4.70
22.70
kg/hr Ib/hr
2.76 0.09
0.939 1.75
1.00 1.46
1.87 0.19
12.07 2.15
2.20 21.10
2.05 20.27
2.64 8.54
3.12 0.320
0.159 5.66
0.181 4.85
0.789 2.48
3.05 0.27
0.173 4.14
0.231 3.69
1.66 1.82
5.04 0.54
0.844 29.8
0.816 23.68
4.32 3.59
35.86 0.46
34.05 11.68
29.76 8.99
40.91 1.54
32.34 0.41
26.01 14.60
26.33 9.98
25.85 1.65
29.51 4.88
3.74 467.5
3.03 309.2
10.51 41.54
39.93 3.02
0.172 670.95
2.13 462.0
10.30 52.8
kg/hr
0.041
0.794
0.662
0.086
0.975
9.57
9.19
3.87
0.145
2.57
2.20
1.12
0.22
1.88
1.67
0.826
0.245
13.52
10.74
1.63
0.209
5.30
4.08
0.698
0.186
6.62
4.53
0.748
2.21
212.1
140.2
18.84
1.37
304.3
209.6
23.95
Total HCC SO"^
Ib/hr
1.27
0.07
0.09
0.44
10.74
0.67
1.96
2.23
8.86
0.050
0.060
0.160
9.58
0.16
0.15
0.59
4.05
0.14
0.12
1.51
9.18
0.28
0.49
2.77
8.28
0.26
0.23
1.29
21.79
8.25
6.80
6.96
36.18
0.19
0.16
0.05
kg/hr
0.576
0.032
0.041
0.200
4.87
0.304
0.889
1.01-
4.02
0.023
0.027
0.073
4.34
0.072
0.068
0.268
1.84
0.064
0.054
0.685
4.16
0.127
0.222
1.26
3.76
0.118
0.104
0.585
9.88
3.74
3.08
3.16
16.41
0.086
0.073
0.023
Ib/hr
0.06
0.27
0.25
0.09
0.61
2.38
2.20
1.14
0.11
0.46
0.41
0.25
0.11
0.41
0.37
0.22
0.18
1.55
1.39
0.52
0.51
2.78
2.43
1.03
0.46
2.61
2.32
0.92
1.06
13.75
11.33
3.86
1.21
18.90
15.62
5.28
kg/hr
0.03
0.12
0.11
0.04
0.28
1.08
1.00
0.52
0.05
0.21
0.19
0.11
0.05
0.18
0.17
0.10
0.08
0.70
0.63
0.24
0.23
1.26
1.10
0.46
0.21
1.18
1.05
0.42
0.48
6.24
5.14
1.75
0.55
8.57
7.10
2.40
Solid e
Particulates
Ib/hr kg/hr
O./
0.8
0.6
0.6
(Assume
data)
0.04f
0.54
0.54
0.44
(Assume
data)
0.14*
0.36
0.27
0.27
331-3
0.02f
0.24
0.24
0.20
CF6-6D
-------
TABLE 5-1 (CONTINUED)
Model-Series
Mfga Type*
JT3D-7
P&W TF
JT8D-17
P8.W TF
JT9D-7
P&W TF
JT9D-70
P8.W TF
JT15D-1
PWC TF
PT6A-27
PWC TP
PT6A-41
PWC TP
Spey 555 -I5h
RR TF
Mode
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Spey MK 511fhldle
RR TF Takeoff
Climbout
Approach
M45H-Olh
RR (Bristol)
TF
Idle
Takeoff
Climbout
Approach
Fuel Rate
Ib/hr
1013
9956
8188
3084
1150
9980
7910
2810
1849
16142
13193
4648
1800
19380
15980
5850
215
1405
1247
481
115
425
400
215
147
510
473
273
915
5734
4677
1744
946
7057
5752
2204
366
3590
3160
1067
kg/hr
459.5
4516
3714
1399
521.6
4527
3588
1275
838.7
7322
5984
2108
816.5
8791
7248
2654
97.52
637.3
565.6
218.2
52.16
192.8
181.4
97.52
66.63
231.3
214.6
123.8
415
2600
2121
791
429.1
3201
2609
999.7
166.0
1628
1433
484.0
CO
Ib/hr
140.8
8.96
15.56
60.14
39.10
6.99
7.91
20.23
142.4
3.23
6.60
44.62
61.20
3.88
4.79
7.61
19.46
1.41
1.25
11.45
7.36
0.43
0.48
4.95
16.95
2.60
3.07
9.50
83.2
6.5
0.0
34.8
104.4
16.16
0.0
48.71
55.63
7.18
9.48
53.56
kg/hr
63.87
4.06
7.06
27.28
17.74
3.17
3.59
9.18
64.59
1.47
2.99
20.24
27.76
1.76
2.17
3.45
8.83
0.640
0.567
5.19
3.34
0.195
0.218
2.24
7.69
1.18
1.39
4.31
37.7
3.0
0.0
15.8
47.36
7.33
0.0
22.09
25.23
3.26
4.30
24.29
N0b
X
Ib/hr
2.23
126.4
78.6
16.35
3.91
202.6
123.4
19.39
5.73
474.6
282.3
36.25
5.76
600.8
386.7
47.39
0.54
14.19
11.35
2.45
0.28
3.32
2.80
1.80
0.29
4.07
3.58
1.27
1.6
109.2
68.7
10.2
0.785
156.7
116.8
16.00
0.622
32.31
25.28
3.57
kg/hr
1.01
57.34
35.65
7.42
1.77
91.90
55.97
8.80
2.60
215.3
128.0
16.44
2.61
272.5
175.4
21.50
0.245
6.44
5.15
1.11
0.127
1.51
1.27
0.816
0.132
1.85
1.62
0.576
0.7
49.5
31.2
4.6
0.356
71.08
52.98
7.26
0.282
14.66
11.47
1.62
Total HC°
Ib/hr
124.6
4.98
3.28
6.48
10.10
.50
.40
1.41
55.10
0.81
1.32
4.65
12.24
2.91
2.40
2.63
7.48
0
0
1.59
5.77
0
0
0.47
14.94
0.89
0.96
6.20
86.0
29.5
2.5
14.3
80.03
13.97
0.0
20.56
11.53
0.718
0.632
6.61
kg/hr
56.52
2.26
1.49
2.94
4.58
0.227
0.181
0.640
24.99
0.367
0.599
2.11
0.55
1.32
1.09
1.19
3.39
0
0
0.721
2.62
0
0
0.213
6.78
0.404
0.435
2.81
43.5
13.4
1.1
6.5
36.30
6.34
0.0
9.33
5.23
0.326
0.287
3.00
sot
Ib/hr kg/hr
1.01 0.46
9.96 4.52
8.19 3.71
3.08 1.40
1.15 0.52
9.98 4.53
7.91 3.59
2.81 1.28
1.85 0.84
16.14 7.32
13.19 5.98
4,65 2.11
1.80 0.82
19.38 8.79
15.98 7.25
5.85 2.65
0.22 0.10
1.41 0.64
1.25 0.57
0.48 0.22
0.12 0.05
0.43 0.19
0.40 0.18
0.22 0.10
0.15 0.07
0.51 0.23
0.47 0.21
0.27 0.12
0.92 0.42
5.73 2.60
4.68 2.12
1.74 0.79
0.95 0.43
7.06 3.20.
5.75 2.61
2.20 1.00
0.37 0.17
3.59 1.62
3.16 1.43
1.07 0.48
Solid.
Particulates
Ib/hr
0.45f
8.25
8.5
8.0
0.36f'«
3.7
2.6
1.5
2.2f
3.75
4.0
2.3
(assume
data)
0.17
16.0
10.0
1.5
kg/hr
0.20f
3.7
3.9
3.6
o.i6f-e
1.7
1.2
0.68
1.0
1.7
1.8
1.0
JT9D-7
0.077
7.3
4.5
0.68
-------
TABLE 5-1 (CONTINUED)
Model-Series
Mfg. Type
RB-211-22Bh
RR TF
RB-211-524h
RR TF
RB-401-06
RR TF
Dart RDa7
RR TP
Tyne1
RR TP
Olympua 593
RR (Bristol)
TJ
0-200
Con. O
TSIO-360C
Con, O
6-285-B
(Tiara)
Con. O
Mode
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Descent
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Fuel Rate
Ib/hr
1718
14791
12205
4376
1769
17849
14688
5450
330
2400
2130
775
411
1409
1248
645
619
2372
2188
1095
3060
52200
19700
5400
9821
8.24
45.17
45.17
25.50
11.5
133.
99.5
61.0
72.12
153.0
166.0
83.5
kg/hr
779.3
6709
5536
1985
802.4
8096
6662
2472
149.7
1089
966.2
351.5
186.4
639.1
566.1
292.6
280.8
1076
922.5
496.7
1388
23673
8936
2449
4455
3.75
20.53
20.53
11.59
5.21
60.3
45.1
27.7
10.03
69.39
52.61
37.88
CO NO*
Ib/hr
137.6
5.62
14.89
93.78
35.91
7.32
7.34
11.72
10.07
2.40
2.77
5.04
37.61
4.79
4.26
21.48
40.79
1.21
1.29
11.30
342.7
1513.8
275.8
426.6
451.8
5.31
44.0
44.0
30.29
6.81
143.9
95.6
60.7
26.23
152.7
110.9
85.39
kg/hr
64.42
2.55
6.75
42.54
16.29
3.32
3.33
5.32
4.57
1.09
1.26
2.29
17.06
2.17
1.93
9.74
18.50
0.549
0.585
5.13
155.4
686.5
125.1
193.5
204.9
2.42
20.0
20.0
13.75
3.09
65.3
43.4
27.5
11.90
69.3
50.3
38.77
Ib/hr
5.31
504.1
301.9
32.26
4.74
660.4
470.0
62.89
0.825
30.0
24.07
3.88
0.292
8.51
5.55
0.568
0.477
27.11
25.23
9.00
9.72
542.9
169.4
18.9
41.25
0.013
0.220
0.220
0.029
0.022
0.36
0.43
0.23
0.0334
0.899
0.913
0.394
kg/hr
2.41
228.7
136.9
14.63
2.15
299.6
213.2
28.53
0.374
13.61
10.92
1.76
0.132
3.86
2.52
0.258
0.216
12.30
11.44
4.08
4.41
246.2
76.84
8.6
18.71
0.006
0.100
0.100
0.013
0.009
0.16
0.20
0.10
0.0152
0.408
0.4.14
0.179
Total HC0
Ib/hr
100.1
29.14
8.30
32.16
5.43
1.96
2.50
0.545
0.924
0.120
0.107
0.155
25.52
8.75
2.15
0.0
6.63
2.87
2.63
2.68
119.3
151.4
31.52
132.3
93.30
0.239
0.940
0.940
0.847
1.59
1.22
0.95
0.69
0.773
1.78
1.39
1.343
kg/hr
45.36
13.22
3.76
14.59
2.46
0.889
1.13
0.247
0.419
0.054
0.049
0.070
11.58
3.97
0.975
0.0
3.XJ 1
1.31
1.19
1.22
54.11
68.7
14.30
60.0
42.32
0.107
0.427
0.427
0.385
0.723
0.55
0.43
0.31
0.350
0.806
0.632
0.609
S0d S°Ud e
x Particulates
Ib/hr
1.72
14.79
12.21
4.38
1.77
17.85
14.69
5.45
0.33
2.40
2.13
0.78
0.41
1.41
1.25
0.65
0.62
2.37
2.19
1.10
3.06
52.2
19.70
5.4
9.82
0.0
0.01
0.01
0.01
0.0
0.03
0.02
0,01
0.0
0.03
0.02
0.02
kg/hr Ib/hr kg/hr
0.78
6.71
5.54
1.99
0.80
8.10
6.67
2.47
0.15
1.09
0.97
0.35
0.19
0.64
0.57
O.Z9
0.28
1.08
0.99
0.50
1.39
23.7
8.94
2.4
4.46
0
0
0
0
0.0
0.01
0.01
0.01
0.0
0.01
0.01
0.01
-------
TABLE 5-1 (CONCLUDED)
Model-Series
, ,t a _ a.
Mfg. Type
0-320
Lye. O
IO-320-DIAD
Lye. O
IO-360-B
Lye. O
TIO-540-
J2B2
Lye. O
Mode
Idle
Takeoff
CHmbout
Approach
Idle
Takeoff
CHmbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Fuel
Ib/hr
9.48
89.1
66.7
46.5
7.84
91.67
61.42
37.67
8.09
103.0
71.7
36.6
25.06
259.7
204.5
99.4
Rate
kg/hr
4.30
40.4
^0.3
21.1
3.56
41.57
27.85
17.08
3.68
46.7
32.5
16.6
11.36
117.8
92.7
45.1
Ib/hr
10.21
96.0
66.0
56.8
4.86
109.3
54.55
35.57
7.26
123.5
70.5
25.3
32.42
374.5
300.8
125.4
CO
kg/hr
4.63
.43.5
29.9
25.8
2.20
49.55
24.74
16.13
3.29
56.0
32.0
11.5
14.70
169.8
136.4
56.9
N0b
X
Ib/hr
0.0049
0.195
0.265
0.044
0.009
0.167
0.344
0.128
0.0094
0.205
0.329
0.372
0.0097
0.094
0.0481
0.138
kg/hr
0.0022
0.088
0.120
0.020
0.0041
0.0756
0.156
0.058
0.0042
0.093
0.149
0.169
0.0044
0.043
0.0218
0.0623
Total
Ib/hr .
0.350
1.05
0.826
0.895
0.283
1.047
0.588
0.460
0.398
1.03
0.585
0.355
1.706
3.21
3.40
1.33
Hcf
kg/hr
0.159
0.475
0.375
0.406
0.128
0.475
"0.267
0.208
0.180
0.469
0.265
0.161
.0.774
1.46
1.54
0.604
S(
Ib/hr
0.0
0.02
0.01
0.01
0.0
0.02
0.01
0.01
0.0
0.02,
0.01
0.01
0.01
0.05
0.04
0.02
kg/hr
0.0
. 0.01
0.01
0.0
0.0
0.01
0.01
0.0
0.0
0.01
0.01
0.0
0.0
0.02
0.02
0.01
Solid e
Particulate
Ib/hr kg/hr
Abbreviations: All Detroit Diesel Allison Division of General Motors; Con Teledyne/Continental; GA Garrett AiResearch; GE General Electric;
Lye - Avco/Lycoming; P&W - Pratt & Whitney; PWC Pratt k Whitney Aircraft of Canada; RR - Rolls Royce; TJ - Turbojet: TF - Turbofan ("fanjet");
TP Turboprop; O Reciprocating (Piston) Opposed.
Nitrogen oxides reported as NO,.
cTotal hydrocarbons. Includes unburned hydrocarbons and organic pyrolysis products.
Sulfur oxides and sulfuric acid reported as SO^. Calculated from fuel rate and 0.05 wt% sulfur in Jet A and Jet B fuel, or 0.01 wt% sulfur in aviation
gasoline. For turbine engines, the conversion is therefore SOX (Ib/hr) = 10~3 (fuel rate), and for piston engines, the conversion is SOX (Ib/hr) = 2 x 10
(fuel rate).
6AU particulate data are from Ref. 39i '
The indicated reference does not specify series number for this model engine.
g"Diluted smokeless" JT 8D. Note: JT8D is a turbofan engine and is not equivalent to the JT8 (Military J52) turbojet engine.
hAll Rolls *oyce data are based upon an arbitrary 7% idle which does not reflect the actual situation. In reality, Rolls Royce engines will idle at 5-6%
with correspondingly higher emissions (Ref.20).
lSee discussion of SST LTO-cycle, Section 4.6.
-------
TABLE 5-2. MODAL EMISSION RATES - MILITARY AIRCRAFT ENGINES
Turbojet
Model-Series
(Civil Version)
Mfg. Typeg
J 52-P-6B
(JT8)
P&W TJ
(Ref.Zl)
J57-P-22
(JT3C)
P&W TJ
(Refs.21.3Z)
J65-W-20
Wr. TJ
(Ref. Zl)
J69-T-25
Con. TJ
(Ref. 32)
J75-P-17
PtW TJ
(Ref. 3Z)
J79-GE-10
GE TJ
(Refs.Zl,32)
J85-GE-5F
GE TJ for T38
(Refs.21,23
and 26)
J85-GE-21
GE TJ for F-5
(Ref a. Zl, 23)
Mode
Idle
75% (rpm)
85% (rpm)
90% (rpm)
Intermed. (MIL)
Idle
75% (rpm)
75% (Thrust)
Normal Rated
Intermed. (MIL)
Afterburner
Idle
75% (rpm)
85% (rpm)
90% (rpm)
Intermed. (MIL)
Idle
Approach (53%
Thrust)
Military
Idle
Normal Cruise,
Approach (90%
Thrust)
Military
Afterburner
Idle
75% Thrust
Intermed. (MIL)
Afterburner
Idle
75% (rpm)
85% (rpm)
90% (rpm)
Intermed. (MIL)
Afterburner
(Max.ST)
Idle
75% (rpm)
85% (rpm)
90% (rpm)
Intermed. (MIL)
Afterburner (Max)
(J85-GE-5F data)
Fuel
Ib/hr
778
1646
2894
3991
6985
1087
1693
4885
6788
8358
35851
1333
2346
3260
3951
6421
453
1052
1907
1700
11300
13200
53700
1100
6190
9880
35390
524
798
1098
1198
1297
8470
400
700
1200
1500
3200
10650
Rate
kg/hr
353
747
1313
1810
3168
493
768
2216
3079
3791
16262
605
1064
1479
1629
2913
205
477
865
771
5126
5988
24358
499
2808
4482
16053
238
36 Z
498
543
588
3842
181
318
544
680
1452
4831
CO
Ib/hr
95.8
59.2
53.0
43.4
30.7
64.4
39.8
33.1
22.4
14.9
1156.0
66.9
51.2
52.6
56.5
49.6
48.2
50.0
39.3
129.5
15.8
7.9
644.4
48.0
45.6
52.0
611.9
.93.3
62.4
63.7
57.6
55.8
245.6
63.6
64.5
55.4
54.9
69.0
387.7
kg/hr
43.5
26.9
24.0
19.7
13.9
29.2
18.1
15.0
10.2
6.8
524.4
30.3
23.2
23.9
25.6
22. 5
21.9
22.7
17.8
58.7
7.2
3.6
282.2
21.8
20.7
23.6
277.6
42.3
28.3
28.9
26.1
25.3
111.4
28.4 .
29.3
25.1
24.9
31.3
175.8
N0ax
Ib/hr
1.5
5.9
15.2
25.9
66.0
2.7
5.0
34.4
61.6
93.3
152.8
3.7
11.3
23.7
31.5
48.5
1.5
5.5
13.2
2.2
134.5
108.2
220.2
3.2
69.9
151.8
241.3
0.7
1.7
3.0
3.7
3.0
22.0
0.5
1.4
3.5
5.2
16.0
59.6
kg/hr
0.7
2.7
6.9
11.7
29-9
1.2
2.3
15.6
27.9
42.3
69.3
1.7
5.1
10.8
14.3
22.0
0.7
2.5
6.0
1.0
61.0
49.1
99.9
1.5
31.7
68.9
109.5
0.3
0.8
1.4
1.7
1.4
10.0
0.2
0.6
1.6
2.4
7.3
27.0
Total
Ib/hr
12.5
6.3
2.4
0.9
0.0
55.8
21.0
9.2
6.6
5.4
16.7
5.0
3.2
0.9
0.5
0.2
3.6
0.04
0.04
96.7
1.1
3.0
6.4
9.8
4.1
16.0
17.2
15.7
1.8
1.3
0.9
4.5
6.8
9.7
8.7
3.1
1.6
0.8
1.1
HC*
kg/hr
5.7
2.9
1.1
0.4
0.0
25.3
9.5
4.2
3.0
2.4
7.6
2.3
1.5
0.4
0.2
0.1
1.6
0.02
0.02
43.9
0.5
1.4
2.9
4.4
1.9
7.3
7.8
7.1
0.8
0.6
0.4
2.0
3.1
4.4
3.9
1.4
0.7
0.4
0.5
S<
Ib/hr
0.8
1.6
2.9
4.0
7.0
1.1
1.7
4.9
6.8
8.4
35.9
1.3
2.3
3.3
4.0
6.4
0.4
1.1
1.9
1.7
11.3
13.2
53.7
1.1
6.2
9.9
35.4
0.5
0.8
1.1
1.2
1.3
8.5
0.4
0.7
1.2
1.5
3.2
10.7
Ox Particulatesd>e
kg/hr Ib/hr kg/hr
0.4
0.7
1.3
1.8 '
3.2
0.5 8.3 3.8
0.8
2.2
3.1
3.8 12.0 5.4
16.3
0.6
1.0
1.5
1.8
2.9
0.2
0.5
0.9
0.8 0.8 0.4
5.1 1.1 0.5
6.0 13.9 6.3
24.4
0.5 57.8 26.2
2.8 67.0(nom) 30.4
4.5 77.7 35.2
16.1 299.7 135.9
0.2
0.4
0.5
0.5
0.6
3.9
0.2
0.3
0.5
0.7
1.5
4.8
-------
TABLE 5-2 (CONTINUED)
Turbofan
Model-Series
Mgf. Type8
TF30-P-6B
(JFT 10)
P8.W TF
for A-7
(Ref. 21)
TF30-P-100
(JFT 10)
P&tW TF
for F-lll
(Refs.26,32)
TF30-P-412A
(JFT IOA)
PfcW TF)
for F-14
(Refs.21,32)
TF33-P-3/5/7
(JT3D)
P8cW TF
(Refs.26,32, 34)
TF34-GE-400
GE TF
(Refs.21,32)
TF39-GE-1
(JT4A)
GE TF
(Refs.26,32)
TF41-A-2
All. TF
(Ref. 21)
F100-PW-100
(JTF 22)
P&W TF
(Ref. 32)
Mode
Idle
75% (Thrust)
Normal Rated
Intermed. (Mil)
Idle
Approach,
Intermed.
Military
Afterburner
Idle
75% (rpm)
85% (rpm)
90% (rpm)
Intermed. (Mil)
Afterburner
Idle
Approach
Intermed.
Military
Idle
75% (rpm)
Approach
Intermed. (Mil)
Idle
Approach,
Intermed.
Military
Idle
Approach
(62% Thrust)
Intermed. (Mil)
Idle
Approach
Military
Afterburner
Fuel Rate
Ib/hr
689
3550
4700
6835
1260
6650
7120
42850
999
1448
2598
3597
7394
40000
846
3797
7323
9979
457
459
1296
3796
1130
5740
11410
1070
5314
9040
1060
3000
10400
44200
kg/hr
313
1610
2132
3100
567
3016
3230
19437
453
6554
1178
1632
3354
18144
384
1722
3322
4526
207
208
588
1722
513
2604
5176
485
2410
4101
481
1361
4717
20049
CO
Ib/hr
47.0
22.4
26.1
21.1
60.0
4.7
5.0
1062.7
68.1
55.9
39.5
22.8
15.7
600.0
74.9
34.2
13.2
13.0
35.0
11.1
19.4
9.3
75.7
4.0
8.0
114.6
27.5
14.4
20.5
9.0
18.7
2435.4
kg/hr
21.3
10.2
11.8
9.6
27.2
2.1
2.3
482.0
30.9
25.4
17.9
10.3
7.1
272.2
34.0
15.5
6.0
5.9
15.9
5.0
8.8
4.2
34.3
1.8
3.6
52.0
12.5
6.5
9.3
4.1
8.5
1104.7
NOa
Ib/hr
0.9
23.7
37.9
82.3
3.6
133.0
199.4
191.5
2.4
5.3
18.4
34.6
123.2
270.0
1.5
27.7
65.9
109.8
0.6
1.3
10.0
20.9
3.4
160.7
319.5
1.4
56.6
201.4
4.2
33.0
457.6
729.3
kg/hr
0.4
10.8
17.2
37.3
1.6
60.3
90.4
86.0
1.1
2.4
8.3
15.7
55.9
122.5
0.7
12.6
29.9
49.8
0.3
0.6
4.5
9.5
1.5
72.9
144.9
0.6
- 25.7
91.4
1.9
15.0
207.6
330.8
Total
Ib/hr
12.9
10.5
6.6
6.9
23.8
0.7
0.7
85.7
38.4
14.0
2.9
0.6
0.7
40.0
77.8
14.4
2.9
3.0
7.1
1.1
0.8
1.6
26.0
1.1
2.3
70.8
12.9
5.3
2.4
1.8
0.5
4.4
HCT SO^ Particulatesd'e
kg/hr
5.9
4.8
3.0
3.1
10.8
0.3
0.3
38.9
17.4
6.4
1.3
0.3
0.3
18.1
35.3
6.5
1.3
1.4
3.2
0.5
0.4
0.7
11.8
0.5
1.0
32.1
5.9
2.4
1.1
0.8
0.2
2.0
Ib/hr
0.7
3.6
4.7
6.8
1.3
6.7
7.1
42.9
1.0
1.4
2.6
3.6
7.4
40.0
0.8
3.8
7.3
10.0
0.5
0.5
1.3
3.8
1.1
5.7
11.4
1.1
5.3
9.0
1.1
3.0
10.4
44.2
kg/hr
0.3
1.6
2.1
3.1
0.6
3.0
3.2
19.5
0.5
0.6
1.2
1.6
3.4
18.1
0.4
1.7
3.3
4.5
0.2
0.2
0.6
1.7
0.5
2.6
5.2
0.5
2.4
4.1
0.5
1.4
4.7
20.1
Ib/hr
33.1
159.6
59.4
229.7
26.5
34.8
46.8 (nom.
54.0(nom.
61.7
693.2
4.4
53.1
102.5
79.8
0.3
8.0f
17. /
o.i
l.Cf
8.6'f
0.0*
kg/hr
15.0
72.4
26.9
104.2
12.0
15.8
) 21.2
) 24.5
28.0
314.4
2.0
24.1
46.5
36.2
0.1
3.6
7.8
0.05
0.5
3.9
0.0
-------
TABLE 5-2 (CONTINUED)
Turboprop/Shaft
Model-Series
(Civil Version)
Mfg. Type8
PT6A-27
PWC TP
(Ref. 2)
T53-L-11D
(LTC1)
Lye TS
(Ref. 21)
T55-L-HA
(LTC4)
Lye TS
(Ref. 21)
T56-A7
All TP
(Refs.1,2 6,
32)
T58-GE-5
GE TS
(Ref.21)
T63-A-5A
(Model 250)
All TS
(Ref.21)
T64-GE-6B
GE TS
(Ref.21)
T76
(TPE 331-1)
GA TP
(Ref. 34)
Mode
Idle
Takeoff
CUmbout
Approach
Ground Idle
Normal Rated
Intermed. (Mil)
Takeoff/ Landing
Ground Idle
60% (Thrust)
Intermed. (Mil)
Maximum
Low Speed Idle
Approach
Intermediate,
Climbout
Military, Takeoff
Idle
Intermed. (Mil)
Power Takeoff
Normal Cruise
Ground Idle
60% Thrust
75% Thrust
Intermed. (Mil)
Idle
75% (hp)
Normal Rated
Intermed. (Mil)
Idle
Normal-Cruise
Military
Fuel Rate
Ib/hr
115
425
400
215
142
635
674
679
548
1053
1908
2079
133
821
886
757
50
143
169
207
337
1039
1257
1390
192
347
387
kg/hr
52
193
181
98
64
288
306
308
249
478
865
943
60
372
402
343
23
65
77
94
153
471
570
630
87
157
176
CO
Ib/hr
7.36
0.43
0.48
5.0
4.2
3.7
1.9
2.0
29.5
12.9
14.5
12.9
17.5
3.7
4.6
4.4
22.5
5.6
5.0
5.8
5.6
3.9
3.1
1.8
16.4
4.9
3.6
3.2
4.6
2.1
0.9
kg/hr
3.34
0.20
0.22
2.24
1.9
1.7
0.9
0.9
13.4
5.9
6.6
5.9
7.9
1.7
2.1
2.0
10.2
2.5
2.3
2.6
2.5
1.8
1.4
0.8
7.4
2.2
1.6
1.5
2.1
1.0
0.4
Ncf
Ib/hr
0.28
3.32
2.80
1.80
0.2
3.8
3.7
5.0
0.8
9.1
18.6
14.5
2.1
7.8
17.6
19.3
0.2
5.5
6.4
4.8
0.1
0.6
0.7
1.1
1.3
9.3
13.1
15.5
1.4
3.4
4.0
kg/hr
0.13
1.51
1.27
0.82
0.1
1.7
1.7
2.3
4.0
4.1
8.4
6.6
1.0
3.5
8.0
8.8
0.1
2.5
2.9
2.2
0.05
0.3
0.3
0.5
0.6
4.2
5.9
7.0
0.6
1.5
1.8
Total HC13
Ib/hr
5.77
0
0
0.47
9.0
0.3
0.1
0.2
4.0
0.3
0.2
0.2
11.5
0.5
0.9
0.8
12.9
2.7
0.7
1.2
2.4
0.5
0.3
0.3
4.4
0.8
0.9
0.9
1.4
0.04
0.02
kg/hr
2.62
0
0
0.21
4.1
0.1
0.05
0.1
1.8
0.1
0.1
0.1
5.2
0.2
0.4
0.4
5.9
1.2
0.3
0.5
1.1
0.2
0.1
0.1
2.0
0.4
0.4
0.4
0.6
0.02
0.01
**,
Ib/hr
0.12
0.43
0.40
0.22
0.14
0.64
0.67
0.68
0.5
1.1
0.9
2.1
0.1
0.8
0.9
0.8
0.05
0.1
0.2
0.2
0.3
1.0
1.3
1.4
0.2
0.3
0.4
kg/hr
0.05
0.20
0.18
0.10
0.06
0.29
0.30
0.31
0.2
0.5
0.9
1.0
0.05
0.4
0.4
0.4
0.02
0.05
0.1
0.1
0.1
0.5
0.6
0.6
0.09
0.1
0.2
Particulates '
Ib/hr
1.6
3.0
3.0
3.7
0.1
0.8
0.8
0.6
0.1
0.6
0.9
1.1
kg/hr
0.7
1.4
1.4
1.7
0.05
0.4
0.4
0.3
0.05
0.3
0.4
0.5
-------
TABLE 5-2 (CONCLUDED)
Model-Series
(Civil Version)
TPE 331-2
GA TP
(Ref. 2)
T400-CP-400
(PT6T Twin
Pak) PWC TS
(Refs.21,23)
IO-360C
Con O
(Ref. 32)
O-470C
Con O
(Ref. 32)
R-1820-82
Wr R
(Ref. 21)
Mode
Idle
Takeoff
CHrnbout
Approach
Ground Idle
Flight Idle
Cruise Speed
Intermed. (Mil)
Maximum
Idle
Approach
Military
Idle
Approach
Military
Idle
Approach
Climbout
Takeoff
Fuel
Ib/hr
105
405
372
220
136
141
279
406
1069
15.2
67.9
88.7
15.1
85.6
131.3
89
323
862
1166
Rate
kg/hr
47.6
183.7
168.7
99.8
62
64
127
184
485
6.9
30.8
40.2
6.8
38.8
59.6
40.3
147
391
529
Ib/hr
6.7
0.4
0.5
3.7
3.8
4.1
0.5
0.0
0.0
12.9
66.0
91.5
11.2
59.2
151.7
42.2
124.3
375.0
620.0
CO
kg/hr
3.1
0.2
0.2
1.7
1.7
1.9
0.2
0
0
5.9
30.0
41.5
5.1
26.9
68.8
19.1
56.3
170.1
281.2
Ncf
Ib/hr
0.3
4.1
3.7
1.8
0.3
0.4
1.3
2.4
12.3
0.02
0.4
0.5
0.02
0.8
0.1
0.0
2.1
1.8
2.0
kg/hr
0.1
1.9
1.7
0.8
0.1
0.2
0.6
1.1
5.6
0.01
0.2
0.2
0.01
0.4
0.05
0
1.0
0.8
0.9
Total
Ib/hr
9.6
0.2
0.2
0.6
1.3
1.1
0.0
0.0
0.2
2.2
1.2
2.0
2.9
0.8
0.4
13.4
1.8
41.8
110.4
HC*
kg/hr
4.3
0.07
0.07
0.3
0.6
0.5
0
0
0.1
1.0
0.5
0.9
1.3
0.4
0.2
6.1
0.8
19.0
50.0
SO*
Ib/hr
0.1
0.4
0.4
0.2
0.1
0.1
0.3
0.4
1.0
0.00
0.01
0.02
0.00
0.02
0.03
0.02
0.06
0.2
0.2
kg/hr
0.05
0.2
0.2
0.1
0.04
0.04
0.1
0.2
0.5
0.0
0.0
0.01
0.0
0.01
0.01
0.01
0.03
0.09
0.09
Particulatesd'e
Ib/hr kg/hr
0.06 0.03
0. 1 (nom) 0.05
0.1 (nom) 0.05
0.3 0.14
aNLtrogen oxides reported as NO^. Some authors assume 88 wt% NO, rest HNO3 in combustion water (Ref. 33).
Hydrocarbons. Includes unburned hydrocarbons and organic pyrolysis products.
CSulfur oxides and sulfuric acid reported as SO2- Calculated from fuel rate and 0.05 wt% sulfur in JP-4 or JP-5 fuel, or 0.01 wt% sulfur in aviation gasoline.
For turbine engines, the conversion is therefore SOX (Ib/hr) = 10"^ (fuel rate), and for piston engines, the conversion is SOX (Ib/hr) - Z x 10"4 (fuel rate).
Includes all "condensible particulates," and, thus may be much higher than solid particulates alone (Ref. 32).
e"Nom." data are assumed for calculatlonal purposes, in the absence of experimental data.
Dry particles only.
"For abbreviations, cf. footnote, Table 4-1.
-------
The number of significant figures reported in Tables 5-1, 5-2 and 6-1
and 6-2 does not imply a corresponding precision. Rather, the significant
figures are carried to avoid accumulation of rounding errors.
5-10
-------
.6. EMISSION FACTORS PER LTO CYCLE
6.1 CIVIL DATA
As discussed in Section 4.1, most of the civil aircraft emission factor
data were supplied by the USEPA Office of Mobile Source Air Pollution Con-
trol, and simply rearranged as noted earlier. The conversion from modal
emission rates to emission factors per LTO cycle is described in Section
4.4. The results of this conversion appear in Tables 6-1 and 6-2.
6.2 MILITARY DATA
Military data appear in Table 6-3. As noted previously, for many
engines there are multiple power setting options, often many more than were
selected to appear in the Modal Emission Rate table. In order to define in
Table 6-3 the selection of power settings from Table 5-2, a "modes code"
was introduced. This is explained in footnote b. Conversion from data of
Table 5-2 to those of Table 6-3 was performed as described earlier in Section
4.4.
The reader should bear in mind the restrictions and assumptions implicit
in these tabulations. As discussed in Section 4.3, these include the altitudes
for which the TIMs apply, the engine power settings assumed, the fact that
military training exercises involve a great many "touch and go" LTO cycles,
and because military ground idle times vary greatly, depending on specific
missions. The civil aircraft data correspond only to periods of heavy activity
at large, congested metropolitan airports. "Tough and go" practice may be
important at some civil airports.
In conclusion, one might quote AP-42:
"The reader must be herein cautioned not to use these emission
factors indiscriminately. That is, the factors generally will
not permit the calculation of accurate emissions measurements
from an individual installation Factors are more valid
when applied to a large number of processes, as, for example,
when emission inventories are conducted as part of community
or nationwide air pollution studies."
6-1
-------
TABLE 6-1. CIVIL AIRCRAFT, COMMERCIAL CARRIER - EMISSION FACTORS PER AIRCRAFT PER LANDING-TAKEOFF CYCLE (REF. 2)
Aircraft
Power Plan?
CO
Tout HCf
SO*
Paniculate a
Short, Medium, Long Range
and Jumbo Jets
BAC/Aeroapatiale Concorde
BAC 111-400
Boeing 707-320B
Boeing 727-200
Boeing 737-200
Boeing 747-200B
Boeing 747-200B
Boeing 747-200B
Lockheed L101 1-200
Lockheed L1011-100
McDonnell-Douglas DC8-63
McDonnell-Douglas DC9-50
McDonnell-Douglas DC 10-30
Air Carrier Turboprops
Freighters
Beech 99
GD/Convair 580
DeHavilland Twin Otter
Fairchild FZ7 and FHZZ7
Grumman Goose
Lockheed L188 Electra
Lockheed L100 Hercules
Swearingen Metro-2
No.
4
2
4
3
2
4
4
4
3
3
4
2
3
2
2
2
2
2
4
4
2
Mfg.
RR
RR
PfcW
PiW
P8.W
PtW
PStW
RR
RR
RR
P&W
PfcW
GE
pwc
All
PWC
RR
PWC
All
All
GA
Model-Series
Olymp 593
Spey 511
JT3D-7
JT8D-17
JT8D-17
JT9D-7
JT9D-70
RB211-524
RB211-524
RB211-22B
JT3D-7
JT8D-17
CF6-50C
PT6A-28
501
PT6A-27
R.Da.7
PT6A-27
501
501
TPE 331-3
Ib
847.0
103.36
262.64
55.95
37.30
259.64
108.92
66.76
50.07
199.4
262.64
37.30
116.88
7.16
24.38
7.16
36.26
7.16
48.76
48.76
6.26
kg
384.0
46.88
119.12
25.38
16.92
117.76
49.40
30.28
27.71
90.44
119.12
16.92
53.01
3.25
11.06
3.25
16.45
3.25
22.12
22.12
2.84
Ib
91.0
15.04
25.68
29.64
19.76
83.24
107.48
124.9
93.66
64.29
25.68
19.76
49.59
0.82
21.66
0.82
0.92
0.82
43.32
43.32
1.16
kg
41.0
6.82
11.64
13.44
8.96
37.76
48.76
56.65
42.48
29.16
11.64
8.96
22.17
0.37
9.82
0.37
0.42
0.37
19.65
19.65
0.53
Ib
246.0
72.42
218.24
13.44
8.96
96.92
22.40
10.00
7.50
138.4
218.24
8.96
47.10
5.08
9.82
5.08
22.42
5.08
19.64
19.64
7.68
kg
112.0
32.85
99.00
6.09
4.06
43.96
10.16
4.54
3.40
62.77
99.00
4.06
21.36
2.30
4.45
2.30
10.17
2.30
8.91
8.91
3.48
Ib
14.1
1.70
4.28
3.27
2.18
7.16
7.96
7.52
5.64
4.95
3.27
2.18
4.98
0.!S
0.92
0.18
O.S8
0.18
1.84
1.84
0.16
kg
6.4
0.77
1.94
1.48
0.99
3.25
3.61
3.41
2.56
2.24
1.48
0.99
2.26
C.OB
0.42
0.08
0.26
0.08
0.83
0.83
0.07
Ib
1.46
4.52
1.17
0.78
5.20
5.20
1.17
0.78
0.21
0.46
kg
0.66
2.05
0.53
0.35
2.36
2.36
0.53
0.35
0.10
0.21
Abbreviations: AH Detroit Diesel Allison Division of General Motors; Con Teledyne/Continental; GA Garrett AiResearch; GE General Electric:
Lye - Avco/Lycoming; PbW - Pratt t Whitney; PWC - Pratt b Whitney Aircraft of Canada; RR - Rolls Royce.
Nitrogen oxides reported as NO,.
Total hydrocarbons {Volatile organics, including unburned hydrocarbons and organic pyrolysis products.)
Sulfur oxides and aulfuric acid reported as SO^.
-------
TABLE 6-2. CIVIL AIRCRAFT, GENERAL AVIATION - EMISSION FACTORS PER AIRCRAFT PER LANDING-TAKEOFF CYCLE (REF. 2).
Aircraft
Business Jets
Cessna Citation
Dassault Falcon 20
Gates Learjet 24D
Gates Learjet 35, 36
Rockwell International
Shoreliner 75A
Business Turboprops
(EPA Class P2)
Beech B99 Airliner
DeHavilland Twin Otter
Shorts Sky van- 3
Swearingen Merlin 1IIA
General Aviation Piston
(EPA Class PI)
Cessna 150
Piper Warrior
Cessna Pressurized
Sky master
Piper Navajo Chieftain
Power Plant4
No.
2
2
2
2
2
2
2
2
2
1
1
2
2
Mfg.
P&W
GE
GE
GE
GE
PWC
PWC
GA
GA
Con
Lye
Con
Lye
Model-Series
JT15D-1
CF700-2D
CJ610-6
TPE 731-2
CF 700
PT6A-27
PT6A-27
TPE-331-2
TPE-331-3
0-200
0-320
TS10-360C
T10-540
CO
Ib
19.50
76.14
88.76
11.26
76.14
7.16
7.16
6.44
6.28
8.32
14.37
33.10
96.24
kg
8.85
34.54
40.26
5.11
34.54
3.25
3.25
2.92
2.85
3.77
6.52
15.01
43.65
N0b
Ib
2.00
1.68
1.58
3.74
1.08
0.82
0.82
0.883
1.15
0.02
0.02
0.13
0.02
x
kg
0.91
0.76
0.72
1.58
0.76
0.37
0.37
0.400
0.522
0.01
0.01
0.06
0.01
Total H(f
Ib
6.72
7.40
8.42
3.74
7.40
5.08
5.08
8.40
7.71
0.23
0.26
1.15
1.76
kg
3.05
3.36
3.82
1.70
3.36
2.30
2.30
3.81
3.50
0.10
0.12
0.52
0.80
sod
Ib
0.40
0.78
0.84
0.92
0.78
0.18
0.18
0.16
0.16
0.0
0.0
0.0
0.0
X
kg
0.18
0.35
0.38
0.42
0.35
0.08
0.08
0.07
0.07
0.0
0.0
0.0
0.0
Particulates
Ib kg
0.46 0.21
0.46 0.21
Abbreviations: All Detroit Diesel Allison Division of General Motors; Con Teledyne/Continental; GA Garrett AiResearch; GE General Electric;
Lye -Avco/Lycoming; PkW - Pratt & Whitney; PWC -Pratt & Whitney Aircraft of Canada; RR -Rolls Royce.
Nitrogen oxides reported as NO,.
CTotal hydrocarbons (Volatile organics, including unburned hydrocarbons and organic pyrolysis products.)
Sulfur oxides and sulfuric acid reported as SO2-
-------
TABLE 6-3. MILITARY AIRCRAFT -EMISSION FACTORS PER AIRCRAFT PER LANDING-TAKEOFF CYCLE
DOD
Desig.
Aircraft
Popular Name
No.
Power Plant
Codes
TIM* Modes
Emissions per LTQ Cycle
CO
Ib
kg
NO°
Ib
kg
Total HCT SOe
Ib
kg
Ib
kg
ParticuUtes
Ib
kg
Fixed Wing Turbine
A-4C
A-6
A-7A
A-E/G
A-10
A-37
B-52G
B-52H
F-4
F-5
F-8
F-14
F-15A
F-16
F-100
F-106
F-111
C-2
C-5A
C-9
C-12
C-130
KC-135
C-141
T-2
T-34C
T-37
T-38
T-44
P-3C
S-3A
E-2
E-3A
U-21
AU-24
Skyhawk
Intruder
Corsair 2
Corsair 2
Dragon Fly
Stratofortress
Stratof or tress
Phantom 2
Freedom Fighter/Tiger 2
Crusader
Tomcat
Eagle
Super Sabre
Delta Dart
Greyhound
Galaxy
Nightingale/Skytrain 2
Huron
Hercules
Strato tanker
Starlilter
Buckeye
Turbo Mentor
Tweet
Talon
Orion
Viking
Hawkeye
AWACS
Ute
Stallion
1
2
1
1
2
2
8
8
2
2
1
2
2
1
1
1
2
i
4
2
2
4
4
4
2
1
2
2
2
4
2
2
4
2
1
J65-W-20
J52-P-6B
TF30-P-6B
TF41-A-2
TF34-GE-400
J69-T-25
J57-P-22
TF-33-P-3/5/7
J79-GE-10
J85-GE-21
J57-P-22
TF30-P-412A
F100-PW-100
F100-PW-100
J57-P-22
J75-P-17
TF30-P-100
T56-A-7
TF39-GE-1
JT8D-17
PT6A-27
T56-A-7
J57-P-22
TF33-P-3/5/7
J85-GE-5F
PT6A-27
J69-T-25
J85-GE-5F
PT6A-27
T56-A-7
TF34-GE-400
T56-A-7
TF-33-P-3/5/7
PT6A-27
PT6A-27
2
2
2
2
1
1
7
7
2
1
1
2
1
1
1
1
1
6
5
5
5
6
7
5
2
2
3
3
2
6
6
6
5
5
5
1553
1553
1442
1332
1443
1332
1553
1432
1432
1653
1653
1653
1432
1432
1653
1432
1432
1432
1322
Civ. Table
1234
1432
1552
1432
1653.
1234
1332
1653
1234
1432
1443
1432
1432
1234
1234
16.62
45.26
11.10
25.79
37.38
55.28
441.76
504.08
32.24
76.64
41.82
39.88
54.40
27.20
41.82
69.65
74.44
16.18
82.12
24.60
4.78
32.36
220.92
92.40
48.04
1.73 .
38.40
72.72
3.46
32.36
34.18
16.18
92.40
4.78
2.39
7.54
20.53
5.03
11.70
16.96
25.08
200.38
228.65
14.62
34.76
18.97
18.09
24.68
12.34
18.97
31.59
33.77
7.34
37.25
11.16
2.16
14.68
100.21
41.91
21.79
0.78
17.42
32.99
1.57
14.68
15.50
7.34
41.91
2.17
1.08
2.15
3.44
2.05
4.83
2.60
2.66
49.28
53.04
10.88
2.10
5.60
7.62
29.96
14.98
5.61
11.84
26.94
4.80
79.60
13.02
0.60
9.60
24.64
19.20
0.84
0.15
2.22
1.22
0.30
9.60
4.04
4.80
19.20
. O.CT6
0.03
0.98
1.56
0.93
2.19
1.18
1.21
22.35
24.06
4.94
0.95
2.54
3.46
13.58
6.79
2.54
5.37
12.22
2.17
36.11
5.91
0.27
4.35
11.18
8.71
0.38
0.07
1.01
0.55
0.14
4.35
1.83
2.17
8.71
0.03
0.01
1.10
5.52
3.18
15.76
7.22
3.58
371.12
505.76
4.94
10.04
28.44
17.36
2.68
1.34
28.44
48.17
24.86
10.14
28.08
5.62
1.12
20.28
185.56
87.68
7.06
1.27
2.26
10.42
2.54
20.28
6.44
10.14
87.68
3.12
1.56
0.50
2.50
1.44
7.15
3.27
1.62
168.34
229.41
2.24
4.55
12.90
7.87
1.22
0.61
12.90
21.85
11.28
4.60
12.74
2.55
0.51
9.20
84.17
39.77
3.20
0.58
1.03
4.73
1.15
9.20
2.92
4.60
39.77
1.42
0.71
0.46
1.58
0.35
0.52
0.80
0.60
10.72
10.24
1.46
0.76
1.19
1.24
2.32
1.16
1.19
2.04
2.82
0.80
3.84
1.56
0.12
1.60
5.36
3.00
0.40
0.03
0.46
0.62
0.06
1.60
1.02
0.80
3.00
0.12
0.06
0.21
0.72
0.16
0.24
0.36
0.27
4.86
4.64
0.66
0.34
0.54
0.56
1.06
0.53
0.54
0.93
1.28
0.36
1.74
0.71
0.05
0.73
2.43
1.36
0.18
0.01
0.21
0.28
0.03
0.73
0.46
0.36
1.36
0.05
0.03
63.44
94.08
33.92
24.24
0.44
0.22
56.12
2.18
4.12
0.62
4.36
31.36
33.00
4.36
2.18
33.00
28.78
42.67
15.39
11.00
0.20
0.10
25.46
0.99
1.87
0.28
1.98
14.22
14.97
1.98
0.99
14.97
-------
TABLE 6-3 (CONCLUDED)
Aircraft
DOD Popular Name
Desig.
Fixed Wing - Piston
C-l Trader
T-28 Trojan
T-34 Mentor
O-l Bird Dog
S-l Tracker
Helicopters Turbine
and Piston
UH-1H Iroquois/Huey
UH-1N Twin Huey
AH- 1C Huey Cobra
SH-ZD/F Seasprite
HH-3 Sea King/Jolly Green
OH-6A Cayuse
HH-43 Huskie/Mixmaster
CH-46 Sea Knight
CH-47 Chinook
CH-53 Sea Stallion
HH-53 Super Jolly
OH -58 Kiowa
Emissions per
No.
2
1
1
1
2
2
1
2
1
2
Giant 2
1
2
2
1
2
2
1
Power Plant
Model Series
R-1820-8Z
R-1820-82
O-470C
IO-360C
O-470C
IO-360C
R-1820-82
T53-L-11D
T-400-CP-400
T53-L-11D
T58-GE-5
T58-GE-5
T63-A-5A
T53-L-11D
T58-GE-5
T55-L-11A
T58-GE-5
T64-GE-6B
T64-GE-6B
T63-A-5A
Codes
TIM*
8
8
8
8
8
8
S
9
9
q
9
9
9
9
9
9
9
9
9
9
Modes
1432
1432
1332
1332
1332
133Z
1432
1-44
1-44
1-44
1-33
1-33
1-32
1-44
1-33
1-32
1-33
1-22
1-22
1-32
CO
Ib
112.44
56.22
21.12
16.41
21.12
32.82
112.44
1.55
1.90
1.55
13.54
13.54
2.19
1.55
13.54
20.94
6.77
10.44
10.44
Z. 19
kg
51.00
Z5.50
9.58
7.44
9.58
14.88
51.00
0.70
0.8n
0.70
6.14
6.14
0.99
0.70
6.14
9.50
3.07
4.74
4.74
0.99
NOC
X
Ib
0.66
0.33
0.07
0.08
0.07
0.16
0.66
1.19
1.24
1.19
3.02
3.0Z
0.31
1.19
3.0Z
6.68
1.51
4. 84
4.84
0.31
kg
0.30
0.15
0.03
0.04
0.03
0.08
0.30
0.54
0.56
0.54
1.37
1.37
0.14
0.54
1.37
3.03
0.68
Z.ZO
Z.ZO
0.14
LTO Cycle
Total HC?
Ib
15.24
7.62
0.71
0.76
0.71
1.52
15.24
2.53
0.64
2.53
6.78
6.78
0.69
2.53
6.78
2.10
3.39
2.56
2.56
0.69
kg
6.92
3.46
0.32
0.34
0.3Z
0.68
6.9Z
1.15
0.29
1.15
3.08
3.08
0.31
1.15
3.08
0.95
1.54
1.16
1.16
0.31
soe
Ib
0.04
0.02
0
0
0
0
0.04
0.20
0.24
0.20
0.44
0.44
0.05
0.20
0.44
0.22
0.60
0.60
0.05
kg
0.02
0.01
0
0
0
0
0.02
0.09
0.11
0.09
O.ZO
0.20
0.02
0.09
O.ZO
0.10
0.27
0.27
0.02
Particulates
Ib kg
0.08 0.04
0.40 0.18
0.40 0.18
0.40 0.18
0.20 0.09
0.32 0.15
0.32 0.15
The TIM code is defined in Table 4-5.
The four digits of the modes code identify the four line items in Table 5-2 used to calculate modal emissions contributions for Taxi/Idle, Takeoff, Climbout
and Approach, respectively. For example, for the F4 Phantom with J79-GE- 10 engines, the modes code is 1432. This means that In the J79 engine entry
of Table 5-2,
Line 1 (Idle data) were selected to calculate the Taxi/Idle contribution.
Line 4 (Afterburner data) were selected to calculate the Takeoff contribution.
Line 3 (Intermediate (MIL) data) were selected to calculate the Climbout contribution.
Line 2 (75%'Thrust data) were selected to calculate the Approach contribution.
For helicopters, there is no takeoff mode. This is indicated by a dash.
cNitrogen oxides reported Is NO,.
j fc
Total hydrocarbons. Includes unburned hydrocarbons and organic pyrolysis products.
'Sulfur oxides and sulfurlc acid reported as SO,.
See footnotes d, e for Table 5-2.
-------
7. AUXILIARY POWER UNITS
Auxiliary power units (APUs) are employed to produce power for air-
craft services when the main engines are not running. Usually APUs are
off when main engines are running, i.e., taxiing and flying. Because aircraft
power requirements are fairly constant (except for air conditioning), APU
power level is dependent largely upon the passenger load and upon the weather
(Ref. 35).
There is no duty cycle in usual terms. In order to use the data in the
accompanying table, the reader will need to acquire local data on the times
for which aircraft are parked at ramps or hangers and on auxiliary power.
7-1
-------
TABLE 7-1. AUXILIARY POWER UNIT EMISSION RATES (REF. 35 )
-J .-
I
tv) '
APU
Engine
TSCP700-4
GTCP660-4
GTCP85-129
GTCP85-98CK
GTCP85-98D
GTCP30
GTCP36-6
ST6
Manufacturer
AiResearch
AiResearch
AiResearch
AiResearch
AiResearch
AiResearch
AiResearch
PfcW Canada
Size
770
1180
270
270
270
100
165
720
Aircraft
DC10. Airbus A300
747
737
727
DC9
Fair child F27,
Lockheed Jetstar
Fairchild F28,
Grumman GSII
L1011
Fuel
Ib/hr
523
1054
270
270
297
106
150
439
Rate
kb/hr
237
478
122
122
135
48
68
199
COC NOXC
Ib/hr
.6252
9.348
2.454
2.033
1.641
0.558
1.406
0.454
kg/hr
0.2836
4.240
1.113
0.922
0.744
0.253
0.638
0.206
Ib/hr
4.655
5.745
1.547
1.553
1.783
0.393
0.865
3.982
kg/hr
2.112
2.606
0.714
0.704
0.809
0.178
0.392
1.806
Total HCC
Ib/hr
.1247
.2384
.0567
.0540
.0432
.0147
.0611
.0360
kg/hr
.0566
.1081
.0257
.0245
.0196
.0067
.0277
.0163
Ref. 35 quotes the following original sources:
1. "A Review of Aircraft Gas Turbine Low Emission Technology," Hearing record of the USEPA Aircraft Hearing,
January 21, 1976, submitted by the Amer. Soc. Mechanical Engineering
2. "Aircraft Emission Control Program - Status Report," 74-311029-1, Garrett Corp., AiResearch Manufacturing
Division, December 4, 1974.
Expressed as equivalent shaft horsepower
cEmission rates are expressed as mass of pollutant per hour at maximum power (shaft and bleed extraction).
There is no duty cycle as such.
-------
8. REFERENCES
1. "Compilation of Air Pollutant Emission Factors," AP-42, Second Edition,
USEPA Office of Air Quality Planning and Standards, Research Triangle
Park, N. C., April 1973, et. seq.
2. Pace, R. G., "Technical Support Report Aircraft Emission Factors,"
USEPA Office of Mobile Source Air Pollution Control, Ann Arbor, Mich.,
March 1977.
3. Editorial Staff, Air Transport World, Rheinhold Publishing Co., Stamford,
Conn., May 1977 and December 1977.
4. Editorial Staff, Aviation Week and Space Technology, McGraw-Hill, New
York, 14 March 1977.
5. Editorial Staff, Official Airline Guide North American Edition, Reuben
H. Donnelley Corp., Oak Brook, 111., 1 March 1978.
6. Trijonis, J. C., and K. W. Arledge, "Utility of Reactivity Criteria in Organic
Emissions Control Strategies for Los Angeles," EPA-600/3-76-091, USEPA,
Research Triangle Park, N.C., August 1976.
7. Dimitriades, B., "The Concept of Reactivity and Its Possible Applications
in Control," Proceedings of the Solvent Reactivity Conference, EPA-650/3-
74-101, November 1974.
8. Groth, R.H., and D. J. Robertson, "Reactive and Unreactive Hydrocarbon
Emissions from Gas Turbine Engines," APCA 74-89, presented at the 67th
Annual Meeting of the Air Pollution Control Association, Denver, 9-13 June
1974.
9. Chase, J.O., and R.W. Hum, "Measuring Gaseous Emissions from an Air-
craft Turbine Engine," SAE 700249, presented at the Society of Automotive
Engineers National Air Transportation Meeting, New York, 20-23 April 1970.
10. Morris, W.E., and K. T. Dishart, "Influence of Vehicle Emission Control
Systems on the Relationship Between Gasoline and Vehicle Exhaust Hydro-
carbon Composition," Effect of Automotive Emission Requirements on
Gasoline Characteristics, ASTM Special Technical Publication 487, pre-
sented at the 73rd Annual Meeting, American Society for Testing and Ma-
terials, Toronto, 21-26 June 1970, pp. 63-94.
11. National Research Council Committee on Biologic Effects of Atmospheric
Pollutants, "Particulate Polycyclic Organic Matter," National Academy of
Sciences, Washington, D.C., 1972.
12. Wallenberger, F. C., E.I. DuPont de Nemours & Company, Seminar pre-
sented to North Alabama Section, American Chemical Society Seminar,
Huntsville, Ala., 6 March 1978.
8-1
-------
13. Shelton, E.M., "Aviation Turbine Fuels 1976," ERDA Report No. BERC/
PPS-77/2, Bartlesville, Okla., 1977.
14. Harmon, J., Lockheed Air Terminal, Inc., Burbank, Calif., Private Com-
munication, 17 February 1978.
15. Treager, I.E., Aircraft Gas Turbine Engine Technology, McGraw-Hill,
New York, 1970.
16. Young, R. J., American Petroleum Institute, Washington, D.C., Private
Communication, 17 February 1978.
17. Grobman, J.S., F. Butze, R. Friedman, A. C. Antoine, and T. W. Reynolds,
"Alternative Fuels," Presented at NASA Aircraft Engine Emissions Con-
ference, Lewis Research Center, Cleveland, Ohio, 18-19 May 1977, NASA
Conference Pub. No. 2021, 1977.
18. USEPA: "Control of Air Pollution from Aircraft and Aircraft Engines,"
Federal Register, Vol. 38, No. 136, Part II, 17 July 1973, pp. 19088 ff.
19. Office of the Federal Register; Code of Federal Regulations, Title 40,
Part 87, "Control of Air Pollution from Aircraft and Aircraft Engines,"
July 1977.
20. Munt, R., Letter to C.C. Masser, June 2, 1978.
21. "Aircraft Engine Emissions Catalog," AESO101 Revisions 3(6/74), 4(7/75),
5(12/75), and 6(2/76), Naval Environmental Protection Support Service,
Naval Air Rework Facility, North Island, San Diego, Calif.
22. Editorial Staff: "Specifications" Aerospace Forecast and Inventory Issue,
Aviation Week a.nd Space Technology, 21 March 1977.
23. Jane's All the World's Aircraft 1976-77, J.W.R. Taylor, ed., Jane's Year-
books, London, 1977.
24. Eberle, W.R., Lockheed Missiles & Space Company, Huntsville, Ala.,
Private Communications, 1977-78.
25. Baker, L. R., Lockheed Missiles & Space Company, Huntsville, Ala.,
Private Communication, January 1978.
26. Daley, P.S., Civil and Environmental Engineering Development Office,
Tyndall AFB, Fla., Letter, 30 September 1977.
27. Michalec, L. E., Naval Air Rework Facility, Naval Air Station, North Island,
San Diego, Calif., Private Communications, 17,28 October 1977.
28. Naugle, D. F., Civil and Environmental Engineering Development Office,
Tyndall AFB, Fla., Pirvate Communication, 18 October 1977.
29. Tietje, G. R., Naval Air Rework Facility, Naval Air Station, North Island,
San Diego, Calif., Letter Ser 4403, 8 December 1977.
30. Daley, P.S., Civil and Environmental Engineering Development Office,
Tyndall AFB, Fla., Private Communication, 13 January 1978.
8-2
-------
31. Lazalier, G. R., and J. W. Gearhart, "Measurement of Pollutant Emissions
from an Afterburning Turbojet Engine at Ground Level .II. Gaseous Emis-
sions," AEDC-TR-72-70, Arnold Engineering Development Center, Air
Systems Command, Arnold Air Force Station, Tullahoma, Tenn., August
1972.
32. Naugle, D. F., and S. R. Nelson, "USAF Aircraft Pollution Emission Factors
and Landing and Takeoff (LTO) Cycles," AFWL-TR-74-303, Air Force
Weapons Laboratory, Kirtland AFB, N.M., February 1975.
33. Neely, J., "Formal Environmental Assessment for Arnold Engineering
Development Center Operations," USAF-AEDC, Tullahoma, Tenn., Re-
vised February 1977.
34. Naugle, D. F., and B. T. Delaney, "United States Air Force Aircraft Pol-
lution Emissions," AFWL-TR-73-199, Air Force Weapons Laboratory,
Kirtland AFB, N.M., November 1973.
35. Munt, R., USEPA Office of Mobile Source Air Pollution Control, Ann Arbor,
Mich., Letter to C.C. Masser, July 24, 1978, and private communication
with author, Sept. 26, 1978.
36. Broderick, A. J., Office of Environmental Quality, Federal Aviation Admin-
istration, Washington, D.C., Letter to C.C. Masser, May 22, 1978.
37. Coleman, I.E. and West, E. J.M., Lockheed Missiles and Space Co.,
Huntsville, AL, Sept., 1978.
38. Scott, Lt. Harold A., Civil and Environmental Engineering Development
Office, Tyndall AFB, Florida. Letter to C.C. Masser, June 7, 1978.
39. Platt, M., R. Baker, E. Bastress, K. Chng, and R. Siegel, "The Potential
Impact of Aircraft Emissions Upon Air Quality," Northern Research and
Engineering Corp., Cambridge, MA, Prepared for the Environmental Pro-
tection Agency, EPA Report APTD-1085, December 1971.
8-3
-------
Appendix A
COMPOSITION OF ORGANICS IN ENGINE EXHAUSTS - ADDITIONAL DATA
The data presented herein are reproduced verbatim from the report
by Trijonis and Arledge (Ref.6) discussed in Section 3 of this report.
tables contain frequent departures from standard nomenclature. The reader
should be cautious in applying the chemical constituent fractions and reactivity
class fractions to real total "hydrocarbon" modal emission rates. In Ref.6,
the underlying assumptions and calculational basis for arriving at these data
are not described. The reader should not conclude that the rather detailed
tables imply a corresponding detail in our knowledge of volatile organic com-
position.
The piston engine data presented in Ref.6 and reproduced here are
derived from data for automotive engines without emission controls. The
assumptions are: (a) reciprocating aircraft and automotive engines are
fundamentally similar; (b) the fuel is similar; (c) aircraft engines lack
emission controls; and (d) piston engine aircraft emissions make very much
smaller contributions to photochemical smog than do turbine engines. There-
fore, inaccurate data are more tolerable. These assumptions seem reason-
able in the absence of hard data. Actual source tests might not be significantly
more difficult than source tests on automobiles. We encountered no litera-
ture, however, suggesting that such tests had been done.
A-l
LOCKHEED-HUNTSVILLE RESEARCH & ENGINEERING CENTER
-------
TABLE A-l.
AVERAGE MOLECULAR WEIGHT OF THE ORGANICS EMITTED IN GAS TURBINE
ENGINE EXHAUST, COMPLETE LTO CYCLE (REF. 6).
CLASS I
Cj-Cj paraffins
Acetylene
Benzene
Benzaldehyde
Acetone
Tert-alky! alcohols
Phenyl acetate
Methyl benzoate
Ethyl amines
Dlnethyl formamlde
Methane!
Perhalogenated
hydrocarbons
Partially halo-
gcnated paraffins
30
25
78
CLASS !I
Xcno-tert-alkyl (C,n)
benzenes '
Cyclic ketones
Tert-a1kyl acetates
2-nitropropane
134
CLASS 111
C<+-3ararHns (Cg)
Cycloparaffins
Alkyl acetylenes
Styrene
N-a'kyl ketones
Prin-J sec-alkyl
aceViles
N-methyl pyrrol tdone
N,N-dimethyl
acetamide
128
CLASS IV
Prim-i sec-alkyl (Cft)
benzenes °'
Dialkyl benzenes (C-,
9)
Branched alkyl
ketones
Prlm-1 sec-alkyl
alcohols
Cellosolve acetate
Partially halogenated
olefins
i 106
120
CLASS V
Aliphatic olefins
or-methyl styrene
Aliphatic alcehydes
Trl-1 .etra-a'jk/l (Cn)
benze.-.es ' '
Unsatursted ketones
D'acefine alcono'i
Ethers
Cel'oso'.ves
I
112
128
143
AVERAGE MOLECULAR WEIGHT
-------
TABLE A-2. ORGANIC EMISSIONS FROM GAS TURBINE ENGINES, COMPLETE LTO CYCLE (REF. 6).
MOLE %
CLASS I
C]-C3 paraffins i 7
Acetylene | 1
Benzene | '
Benzaldehyde r
Acetone :
s
Tsrt-alkyl alcohols |
Phenyl acetate f
Methyl benzoate
Ethyl amines
Dinethyl foraamlde
Hethanol
Perhalogenated
hydrocarbons
Partially halo-
genated paraffins
TOTAL CLASS I
9
CLASS II
Kono-tert-alkyl S
benzenes I 4
Cyclic ketones |
Tert-alkyl acetates |
s
Z-n1 tropropane |
s
:
«
i
[
[
i
s
r
:
i
TOTAL CLASS II 4
CLASS III
C^-parafflns | 33
Cycloparaffins |
AHyl acetylenes 1
Styrene £
s
N-alkyl ketones §
5
Prln-4 sec-alkyl 1
acetates £
N-iwthyl pyrrol Idone
N.N-dlraethyl
acetantde
TOTAL CLASS III
I
38
CLASS IV
PHm-S sec-alkyl s
benzenes : 6
Olalkyl benzenes i 6
Branched alkyl 2
ketones
s
Pr1m-& sec-alkyl i
alcohols
Cellosolve acetate \
s
Partially halogenated S
oleflns §
:
i
|
i
TOTAL CLASS IV 16
CLASS V
Aliphatic i'tf'.il I 19
$
at-ffethyl $tyre-e
Aliphatic a'ie*ydes
Tr1-i tetra-alkyl
benzenes
Unsatura tt k«".s"t$
Olacitene a'consl
10
4
!
Ethers I
Cellosolves
TOTAL CLASS V
33
For more detail, cf., Tables A-3, A-4 and A-5.
-------
TABLE A-3.
ESTIMATED COMPOSITION OF THE ORGANICS EMITTED IN GAS TURBINE
EXHAUST - TAXI-IDLE MODE (Ref. 6)
Mole %
CLASS I
C.-C, paraffins
1
Acetylene
Benzene
Benzaldehyde
Acetone
Te. i-alkyl alcohols
Pnenyl acetate
Hethyl benzoate
Ethyl amines
Dimethyl formamlde
Methane!
Ptrhalogenated
hydrocarbons
Partially halo-
genated paraffins
TOTAL CLASS I
:
: 7
i
i 1
1
|
9
CLASS II
Kono-tert-alkyl
benzenes
Cyclic ketones
Tert-alkyl acetates
Z-r.1tropropane
TOTAL CLASS 11
\ «
i
i
i
i
!
4
CLASS III
i
Cjt-parafflns
Cycloparafflns
Alkyl acetylenes
Styrene
N-alkyl ketones-
Prlai-4 sec-alkvl
acetates
N-wthyl pyrroll done
N,N-dtmethyl
acetamtde
j
TOTAL CLASS III
22
22
CLASS IV
:
Pr1m-& sec-alkyl
benzenes 16
Olalkyl benzenes is
Branched alkyl
ketones
Prlm-i sec-alkyl
alcohols
Cellosolve acetate
Partially halogenated
olefins
TOTAL CLASS IV 31
CLASS V
§
Aliphatic olefins S 20
;
o-methyl styrene \
Aliphatic aldehydes : io
Trl-4 tetra-alkyl :
benzenes : 4
;
Unsaturated ketones :
Dlacetone alcohol :
Ethers |
Cellosol«<.s ;
i
i
I
1
1
1
i
TOTAL CLASS V }4
-------
TABLE A-4.
ESTIMATED COMPOSITION OF THE ORGANICS EMITTED IN GAS TURBINE
EXHAUST - TAKEOFF MODE (Ref. 6)
MOLE %
CLASS I
Cj-Cj paraffins
Acetylene
Benzene
Benzaldehyde
Acetone
Tert-alkyl alcohols
Phenyl acetate
Methyl benzoate
Ethyl amines
Dimethyl fomamlde
Methanol
Perhalogenated
hydrocarbons
Partially halo-
genated paraffins
TOTAL CLASS I
2
i
2
CLASS II
s
Hono-tert-alkyl f
benzenes | 6
:
Cyclic ketones :
Tert-alkyl acetates :
:
2-nltropropane :
;
5
_
;
!
i
i
i
i
s
J
TOTAL CLASS II 6
CLASS III
I
C^-parafftns | 15
lycloparafflns s
Alkyl acetylenes :
Styrene s
2
5
N-alkyl ketones s
Fr)m-S sec-alkyl §
acetates ;
;
N-nethyl pyrrol Idone s
s
N.N-dlmethyl s
acetanfde S
|
|
i
|
TOTAl CLASS III IS
CLASS IV
Pr1m-4 sec-alkyl
benzenes 8
01 alkyl benzenes 13
Branched alkyl
ketones
Prln-S sec-alkyl
alcohols
Cellosolve acetate
Partially halogenated
olefins
i
21
CLASS V
Aliphatic oleftns
a-methyl styrene
Aliphatic aldehydes
Trl-i tetra-alkyl
benzenes
Unsaturated ketones
Df see tone alcohol
Ethers
Cellosolves
TOTAL CUSS V
:
| 20
§
: 30
: 6
!
i
i
:
i
i
i
:
56
-------
TABLE A-5.
ESTIMATED COMPOSITION OF THE ORGANICS EMITTED IN GAS TURBINE
EXHAUST -APPROACH MODE (REF. 6).
MOL£ %
CLASS I
Cj-C, paraffins | 1
;
Acetylene ;
Serzene : 1
Benzaldehyde ;
5
Acitone *
»
Tert-alkyl alcohols
Phsn/1 acetate ;
;
Hethyl benzoate ;
:
Ethyl amines !
Dlriethyl formanlde :
Methanol :
Perhalogerated r
hydrocarbons :
Partially halo- :
genated paraffins :
TOTAL CLASS I 2
CLASS II
Kono-tert-alkyl
benzenes
Cyclic ketones
Tert-alkyl acetates
2-n1 tropropane
TOTAL CLASS II 0
CLASS III
C$»-paraff1ns 10
Cycloparafftns
Alky] jcetylenes
Styrene
N-,i1kyl ketones
Prlm-4 sec-alkyl
acetates
N-irethyl pyrrol tdone
N.r-dtmethyl
acetamtde
TOTAL CLASS III 10
CLASS IV
I
Prlm-4 sec-atkyl
benzenes 9
Olalkyl benzenes 9
Branched alkyl
ketones
Pr1m-4 sec-alkyl
alcohols
Cellosolve acetate
Partially halogenated
oleflns
TOTAL CLASS IV 18
CLASS V
Aliphatic oleflns 5 10
;
0-methyl styrene S
J
Aliphatic aldehydes : 60
Trl-4 tetra-alkyl !
benzenes :
j
Unsaturated ketones :
:
Olacetone alcohol :
Ethers :
s
Cellosolves :
:
I
\
i
m
S
TOTAL CLASS V 70
cr-
-------
TABLE A-6.
AVERAGE MOLECULAR WEIGHT OF THE ORGANICS EMITTED IN PISTON
ENGINE AIRCRAFT EXHAUST (REF. 6).
CLASS 1
C.-C, paraffins
Acetylene
Benzene
Benzaldehyde
Acetone
Tert-alkyl alcohols
Phenyl acetate
Methyl benzoate
Cthyl amines
D'meihyl formamlde
Kethanol
Perhalogenated
hydrocarbons
Partially halo-
genated paraffins
iO
26
73
CLASS 1!
Xono-ter'-jlkyl
benzenes
Cyclic ketones
Tert-alky! acetates
2-nitropropane
CLASS III
Cat-oarafftns
Cycloparaffins
Alkyl acetylenes
Styrene
N-al'-vl ketones
Pr1ni-S sec-alkyl
acetates
N-methyl pyrrol Idone
N.N-
-------
TABLE A-7.
COMPOSITION OF THE ORGANICS EMITTED IN PISTON AIRCRAFT ENGINE EXHAUST
(AS APPROXIMATED BY UNCONTROLLED AUTOMOTIVE EMISSIONS) (REF. 6).
Mole %
CLASS I
C,-C, paraffins : 20
Acetylene j 12
Benzene | 2
Benzaldehyde :
:
Acetone :
:
Tert-alkyl alcohols
Phenyl acetate s
5
Methyl benzoate
:
Ethyl amines |
Dimethyl formamlde |
Methanol. :
Perhalojenated |
hydrocarbons |
Partially halo- |
jenated paraffins |
TOTAL CLASS i 3«
CLASS 11
Mono-tert-alkyl §
benzenes :
Cyclic ketones :
Tert-alkyl acetates |
:
2-nltropropane :
i
S
s
2
S
5
5
|
|
i
1
;
S
1
TOTAL CLASS II 0
CLASS III
C^-parafflns
Cycloparafflns
AUyl acetylenes
Styrene
n-al
-------
Appendix B
SUGGESTED REVISION OF SECTION 3.2.1
"AIRCRAFT" OF AP-42
Material appearing in this appendix represents a condensation of the
data and discussion presented in the body of this document. It is intended
to be self-contained, since it is proposed for use in AP-42 with changes in
page, paragraph, and table numbers only. Consequently, this appendix con-
tains its own references.
B.I AIRCRAFT
B.I.I General
Aircraft engines are of two major categories: reciprocating (piston)
and gas turbine.
The basic element in the aircraft piston engine is the combustion
chamber, or cylinder, in which mixtures of fuel and air are burned and from
which energy is extracted through a piston and crank mechanism that drives
a propeller. The majority of aircraft piston engines have two or more
cylinders and are generally classified according to their cylinder arrange-
ment either "opposed" or "radial." Opposed engines are installed in most
light or utility aircraft; radial engines are used mainly in large transport
aircraft. Almost no single-row inline or V-engines are used in current
aircraft.
The gas turbine engine in general consists of a compressor, a com-
bustion chamber, and a turbine. Air entering the forward ena of the engine
is compressed and then heated by burning fuel in the combustion chamber.
The major portion of the energy in the heated air stream is used for air-
craft propulsion. Part of the energy is expended in driving the turbine,
which in turn drives the compressor. Turbofan and turboprop or turboshaft
engines use energy from the turbine for propulsion; turbojet engines use only
the expanding exhaust stream for propulsion. The terms "propjet" and "fan-
jet" are sometimes used for turboprop and turbofan, respectively.
The aircraft in the following tables include only those believed to be
significant now, or those which will become significant shortly due to pro-
curements over the next few years.
Few piston engine aircraft data appear here. Military fixed wing
piston aircraft, even among trainers, are being phased out. One piston
B-l
-------
engine helicopter, the TH-55A "Osage" sees extensive use at one training
base at Ft. Rucker, Ala. (EPA Region IV); however, engine emissions data
are not available. Most civil piston engine aircraft are in general aviation
service.
The fact that a particular aircraft is not listed in the following tables
does not imply that emission factors cannot be calculated. It is the engine
emissions and the time-in-mode category which determine emissions. If
these are known, emission factors can be calculated in the same way that
the following tables were developed.
The aircraft classification system used is listed in Table B.l-1 and
B.l-2. Aircraft have been divided into sub-classes depending on the kind
of aircraft and the most commonly used engine for that class. Jumbo jets
normally have approximately 40,000 Ib maximum thrust per engine, and
medium-range jets have about 14,000 Ib maximum thrust per engine. Small
piston engines develop less than 500 horsepower.
B.I.2 The Landing Takeoff Cycle and Times in Mode
A landing take-off cycle (LTO cycle) incorporates all of the normal
flight and ground operational modes (at their respective times-in-mode,
TIMs), including: descent/approach from approximately 3000 ft (914 m)
above ground level (AGL), touchdown, landing run, taxi-in, idle and shut-
down, start-up and idle, check out, taxi-out, takeoff, and climbout to 3000
ft (914 m) AGL.
In order to make the available data manageable, and to facilitate com-
parisons, all of these operations are conventionally grouped into five stand-
ardized modes: approach, taxi/idle (in), taxi/idle (out), takeoff and climbout.
There are exceptions. The supersonic transport (SST) has a descent mode
preceding approach. Helicopters omit the takeoff mode. Training exercises
involve "touch and go" practice. These omit the taxi/idle modes, and the
maximum altitude reached is much lower. Hence the duration (TIM) of the
approach and climbout modes will be shorter.
Each class of aircraft has its own typical LTO cycle (set of TIMs).
For major classes of aircraft, these are shown in Tables B.l-3 and B.l-4.
The TIM data appearing in those tables should be used for guidance only
and in the absence of specific observations. The military data are inappro-
priate to primary training. The civil data refer to large, congested fields
at times of heavy activity.
All of the data assume a 3000 ft AGL inversion height, an average U.S.
mixing depth. This may be inappropriate at specific localities and times,
for which site-specific and time-specific inversion height data should be
sought. Aircraft emissions of concern here are those released to the atmo-
sphere below the inversion. If local conditions suggest higher or lower in-
versions, the duration (TIM) of the approach and climbout modes must be
adjusted correspondingly.
B-2
-------
TABLE B.l-1 CIVIL AIRCRAFT CLASSIFICATION*
Aircraft
Engines
No. Mfg. Type Model-Series
Superaonlc Transport
BAC/Aerospatlale Concorde 4 RP TJ Olymp. 593-610
Short, Medium, Long Range
and Jumbo Jets
BAG 111-400 2 RR TF Spey 511
Boeing 707-320B 4 PtW TF JT3D-7
Boeing 727-ZOO 3 PfcW TF JT8D-17
Boeing 737-200 2 PS.W TF JT8D-17
Boeing 747-200B 4 P&W TF JT9D-7
Boeing 747-200B 4 PfcW TF JT9D-70
Boeing 747-200B 4 RR TF RB211-524
Lockheed L1011-200 3 RR TF RB211-524
Lockheed L1011-100 3 RR TF RB211-22B
McDonnell-Douglas DC8-63 4 P8.W TF JT3D-7
McDonnell-Douglas DC9-50 2 PfcW TF JT8D-17
McDonnell-Douglas DC 10-30 3 GE TF CF6-50C
Air Carrier Turbopropa
Commuter, Feeder Line and
Freighters
Beech 99 2 PWC TP PT6A-28
GD/Convair 580 2 All TP 501
DeHavilland Twin Otter 2 PWC TP PT6A-27
Fairchild F27 and FH227 2 RR TP R.Da.7
Grumman Goose 2 PWC TP PT6A-27
Lockheed L188 Electra 4 All TP 501
Lockheed L100 Hercules 4 All TP 501
Swearingen Metro-2 ^ GA TP TPE 331-3
Business Jets
Cessna Citation 2 P&W TF JT15D-1
Dassault Falcon 20 2 GE TF CF700-2D
Gates Learjet 24D 2 GE TJ CJ610-6
Gates Leaj-jet 35, 36 2 GE TF TPE 731-2
Rockwell International 2 GE TF CF 700
Shoreltner 75A
Business Turboprops
(EPA Class P2)
Beech B99 Airliner
DeHavilland Twin Otter
Shorts Skyvan-3
Swearingen Merlin 1IIA
General Aviation Piston
(EPA Class PI)
Cessna 150
Piper Warrior
Cessna Pressurized
Skymaster
Piper Navajo Chieftain
2
2
2
2
1
1
2
2
PWC
PWC
GA
C.A
Con
Lye
Con
Lyn
TP
TP
TP
TP
0
O
O
O
PT6A-27
PT6A-27
TPE-331-2
TPE-331-3
0-200
0-320
TS10-360C
T10-540
*References 1, 2
Abbreviations: TJ turbojet; TF turbofan: TP turboprop; R reciprocating piston;
O - opposed piston. All - Detroit Diesel Allison Division of General Motors: Con Teledync/
Continental-. GA Garrett AiResearch; GE General Electric: Lye Avco/Lycomlng;
PfcW - Pratt & Whitney; PWC - Pratt & Whitney Aircraft of Canada; RR - Rolls Royce.
B-3
-------
TABLE B.I-2. MILITARY AIRCRAFT CLASSIFICATIONS'
tri
Aircraft
Mission
(Class)
Combat
Bomber
Transport
Patrol/Antisub
Trainer
Helicopters
Power Plant
DOD
Designation
A -4
A-7
F-4
F-5
F-14
F-15A
F-16
B-52
C-5A
C-130
KC-135
C-141
P-3C
S-3A
T-34C
T-38
UH-1H
HH-3
CH-47
Popular Name
Skyhawk
Corsair 2
Phantom i
Freedom Fighter
(Tiger 2)
Tomcat
Eagle
Stratofortress
Galaxy
Hercules
Stratotanker
Starlifter
Orion
Viking
Turbo Mentor
Talon
Iroquois ("Huey")
b
Manufacturer
McD-Doug
Vought
McD-Doug
Northrop
Grurnman
McD-Doug
GD/FW
Boeing
GELAC
GELAC
Boeing
GELAC
CALAC
CALAC
Beech
Northrop
Bell Heli
Sea Kinq Sikorsky
("Jolly Green Giant")
Chinook
Booeing Vertol
Service
USN, USMC
USN
USAF, USN
USAF
USN
USAF
USAF
USAF
USAF
USAF. USN, USCG
USAF
USAF
USN
USN
USN
USAF
USA. USN
USAF, USN, USCG
USA
No. & Type0 Mfg.b
1 TJ
1 TF
2 TJ
2 TJ
2 TF
2 TF
1 TF
8 TJ. TF
4 TF
4 TP
4 TJ
4 TF
4 TP
2 TF
1 TP
2 TJ
1 TS
2 TS
2 TS
P&W
All, P&W
GE
GE
P&W
P&W
P&W
P&W
GE
All
P&W
P&W
All
GE
PWC
GE
Lye. GE
GE
Lye
Designation
J52, J65
TF41. TF30
J79
J85
TF30, F401
F100
FIDO
J57, TF33
TF39
T56
J57
TF33
T56
TF34
PT6A
J85
T53, T58
T58
T55
Ref. 1.
bAbbreviatior.s: All - Detroit Diesel Allison Division of General Motors; CALAC - Lockheed-California:
GD/FW - General Dynamics, Ft. Worth; GE - General Electric; GELAC - Lockheed-Georgia; Lye - Lycoming;
McD-Doug - McDonnell Douglas; P&W - Pratt & Whitney; PWC - Pratt k Whitney Aircraft of Canada.
CTJ - Turbojet; TF - Turbofan; TP - Turboprop; TS - Turboshaft.
-------
TABLE B.l-3.
TYPICAL TIMES-IN-MODE FOR CIVIL LANDING-TAKEOFF CYCLES AT A LARGE, CONGESTED
METROPOLITAN AIRPORTa
td
Time-In-Mode
Air Carrier
Mode
Taxi/Idle (Out)
Takeoff
Climbout
Approach
Taxi/Idle (In)
Total
Jumbo
JeP
19.0
0.7
2.2
4.0
7.0
32.9
Long Range
Je£
19.0
0.7
2.2
4.0
7.0
32.9
Medium Range
Jelb
19.0
0.7
2.2
4.0
7.0
32.9
Turboprop
19.0
0.5
2.5
4.5
7.0
33.5
Pist.on
Transport
6.5
0.6
5.0
4.6
6.5
23.2
(Minutes)
General
Business
Jet
6.5
0.4
0.5
1.6
6.5
15.5
Aviation
Turboprop
19.0
0.5
2.5
4.5
7.0
33.5
.... . i
d
Piston
12.0
0.3
4.98
6.0
4.0
27.28
Helicopter
3.5
6.5
6.5
3.5
20.0
*Ref. 3.
°Same times as EPA classes T2, T3, T4. See footnote b. Table B.I-5.
"Same times as EPA classes Tl and P2. See footnote b, Table B.I-5.
Same times as EPA class PI. See footnote b, Table B.l-5.
-------
TABLE B.l-4. TIMES-IN-MODE DURING MILITARY CYCLES'
td
Time-in-Mode (Minutes)
Turbine Trainers
Mode
Code
Taxi/Idle (Out)
Takeoff
Climbout
Approach
Taxi/Idle (In)
Total
Combat0
USAF
1
18.5
0.4
0.8
3.5
11.3
34.5
USN
2
6.5
0.4
0.5
1.6
6.5
15.5
USAF
T-38
3
12.8
0.4
0.9
3.8
6.4
24.3
USAF
Other
4
6.8
0.5
1.4
4.0
4.4 .
17.1
USN
2
6.5
0.4
0.5
1.6
6.5
15.5
Turbine
USAF
5
9.2
0.4
1.2
5.1
6.7
22.6
Transport
USNd
6
19.0
0.5
2.5
4.5
7.0
33.5
KC-135
& B-52
7
32.8
0.7
1.6
5.2
14.9
55.2
Military
Piston
(All)
8
6.5
0.6
5.0
4.6
6.5
23.2
Military
Helicopter
(All)
9
8.0
6.8
6.8
7.0
28.6
Reference 1.
Includes fighters and attack aircraft only.
CIncludes transport, cargo, observation, patrol, antisubmarine, early warning, and utility;
i.e., all turbine aircraft not specifically listed in other columns.
Same as EPA specified class P2 for civil turboprops.
-------
A more detailed discussion of the assumptions and limitations implicit
in these data appears in Ref. 1.
Emission factors in Tables B.l-9 and B.l-10 were determined using
the times-in-mode presented in Tables B.l-3 and B.l-4, and generally for
the engine power settings given in Tables B.l-5 and B.l-6.
B.l-3 Modal Emission Rates and Emission Factors per LTO Cycle
The first step in the calculation of aircraft emission factors is the
development of a set of modal emission rates. These represent the quantity
of pollutant released per unit time in each of the standard modes. Each
mode is characterized by an engine power setting (Tables B.l-5 and B.l-6)
and a fuel rate, the quantity of fuel combusted per unit time.
The procedure for calculation of aircraft emission factors per LTO
cycle starting with engine modal emission rates, follows:
1. For a specific aircraft, determine the number and model
of engines, using for example, Table B.l-1 or B.l-2.
2. Using Table B.l-7 or B.l-8, locate the appropriate engine
data, and prepare a list of modal emission rates
for each mode m and pollutant p.
3. Using known military assignment and mission or civil air-
craft type and application, use Table B.l-3 or B.l-4 to select
an appropriate set of times-in-mode (TIM)m.
4. For each mode m and pollutant p, multiply the modal emission
rate and TIM data for each mode and sum over all modes.
This will yield an emission factor per engine , which must be
multiplied by the number of engines, N, to produce the emission
factor per LTO cycle, E , for an aircraft:
E = N TT (TIM)
p *-^ \At / m
v m v 'm,p
This calculation can be set up easily on a hand calculator with one storage
location, using a conveniently laid out work sheet.
Emission factors calculated in exactly this way are presented in
Tables B.l-9 and B.l-10.
B-7
-------
TABLE B.l-5. ENGINE POWER SETTINGS FOR THE STANDARD EPA LTO
CYCLE FOR COMMERCIAL ENGINES3
Mode
Power Setting (percent thrust or horsepower)
Class Tl,P2b
Taxi/Idle (out)
Takeoff
Climbout
Approach
Taxi/Idle (in)
Idle
100%
90%
30%
Idle
Class T2, T3, T4b Class Plb Helicopter
Idle
100%
85%
30%
Idle
Idle
100%
75%- 100% Undefined
40%
Idle
*Refs. 1, 3.
bAs defined by EPA (Ref. 3).
"Class Tl" means all aircraft turbofan or turbojet engines except engines
of Class T5 of rated power less than 8,000 pounds thrust.
"Class T2" means all turbofan or turbojet aircraft engines except engines
of Class T3, T4, and T5 of rated power of 8,000 pounds thrust or greater.
"Class T3" means all aircraft gas turbine engines of the JT3D model family.
"Class T4" means all aircraft gas turbine engines of the JT8D model family.
"Class T5" means all aircraft gas turbine engines employed for propulsion
of aircraft designed to operate at supersonic flight speeds.
"Class PI" means all aircraft piston engines, except radial engines.
"Class P2" means all aircraft turboprop engines.
TABLE B. 1-6. ENGINE POWER SETTINGS FOR A TYPICAL
MILITARY CYCLE'"
Mode
Taxi/Idle (out)
Takeoff
Climbout
Approach
Taxi/Idle (in)
Power Setting (percent thrust or horsepower)
Military
Transport
Idle
Military
90-100%
30%
Idle
Military
Jet
Idle
Military or
Afterburner
Military
84-86%
Idle
Military
Piston
5-10%
100%
75%
30%
5-10%
Military
Helicopter
Idle
60-75%
45-50%
Idle
lRef.
B-!
-------
TABLE B. 1 -7. MODAL. EMISSION RATES - CIVIL AIRCRAFT ENGINES*
w
I
Model-Series
Mfgb Typeb
250B17B
All. TP
501D22A
All. TP
TPE 331-3
GA TP
TPE331-2
GA TP
TPE 731-2
GA TF
CJ 610-2C
GE TJ
CF700-2D
GE TF
CF6-6D
GE TF
CF6-50C
GE TF
Mode
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Fuel Rate
Ib/hr
63
265
245
85
610
2376
2198
1140
112.0
458.0
409.0
250.0
105.0
405.0
372.0
220.0
181.0
1552.0
1385.0
521.0
510.0
2780.0
2430.0
1025.0
460
2607
2322
919
1063
13750
11329
3864
1206
18900
15622
5280
kg/hr
28.58
120.2
111.1
38.56
276.7
1078
997
517.1
50.8
207.7
185.5
113.4
47.6
183.7
168.7
99.8
82.1
704.0
628.2
236.3
231.3
1261.0
1102.0
464.9
208.7
1182
1053
416.9
482.2
6237
5139
1753
547
8573
7104
2395
CO NOC
_ X
Ib/hr
6.13
2.07
2.21
4.13
26.60
4.85
4.53
5.81
6.89
0.350
0.400
1.74
6.73
0.38
0.51
3.65
11.11
1.86
1.80
9.53
79.05
75.06
65.61
90.20
71.30
57.35
58.05
56.98
65.06
8.25
6.80
23.18
88.04
0.38
4.70
22.70
kg/hr Ib/hr
2.78 0.09
0.939 1.75
1.00 1.46
1.87 0.19
12.07 2.15
2.20 21.10
2.05 20.27
2.64 8.54
3.12 0.320
0.159 5.66
0.181 4.85
0.789 2.48
3.05 0.27
0.172 4.14
0.231 3.69
1.66 1.82
5.04 0.54
0.844 29.8
0.816 23.68
4.32 3.59
35.86 0.46
34.05 11.68
29.76 8.99
40.91 1.54
32.34 0.41
26.01 14.60
26.33 9.98
25.85 1.65
29.51 4.88
3.74 467.5
3.03 309.2
10.51 41.54
39.93 3.02
0.172 670.95
2.13 462.0
10.30 52.8
kg/hr
0.041
0.794
0.662
0.086
0.975
9.57
9.19
3.87
0.145
2.57
2.20
1.12
0.22
1.88
1.67
0.826
0.245
13.52
10.74
1.63
0.209
5.30
4.08
0.698
0.186
6.62
4.53
0.748
2.21
212.1
140.2
18.84
1.37
304.3
209.6
23.95 '
Total HC SO6
Ib/hr
1.27
0.07
0.09
0.44
10.74
0.67
1.96
2.23
8.86
0.050
0.060
0.160
9.58
0.16
0.15
0.59
4.05
0.14
0.12
1.51
9.18
0.28
0.49
2.77
8.28
0.26
0.23
1.29
21.79
8.25
6.80
6.96
36.18
0.19
0.16
0.05
kg/hr
0.576
0.032
0.041
0.200
4.87
0.304
0.889
1.01
4.02
0.023
0.027
0.073
4.34
0.072
0.068
0.268
1.84
0.064
0.054
0.685
4.16
0.127
0.222
1.26
3.76
0.118
0.104
0.585
9.88
3.74
3.08
3.16
16.41
0.086
0.073
0.023
Ib/hr
0.06
0.27
0.25
0.09
0.61
2.38
2.20
1.14
0.11
0.46
0.41
0.25
0.11
0.41
0.37
0.22
0.18
1.55
1.39
0.52
0.51
2.78
2.43
1.03
0.46
2.61
2.32
0.92
1.06
13.75
11.33
3.86
1.21
18.90
15.62
5.28
kg/hr
0.03
0.12
0.11
0.04
0.28
1.08
1.00
0.52
0.05
0.21
0.19
0.11
0.05
0.18
0.17
0.10
0.08
0.70
0.63
0.24
0.23
1.26
1.10
0.46
0.21
1.18
1.05
0.42
0.48
6.24
5.14
1.75
0.55
8.57
7.10
2.40
Solid
Particulateaf
Ib/hr kg/hr
0.8
0.6
0.6
(Assume
data)
0.04*
0.54
0.54
0.44
(Assume
data)
0.14«
0.36
0.27
0.27
331-3
0.028
0.24
0.24
0.20
CF6-6D
-------
TABLE B.I-7 (CONTINUED)
a
H-*
o
Model-Series
Mfgb Typeb
JT3D-7
P&W TF
JT8D-17
P&W TF
JT9D-7
PfeW TF
JT9D-70
P&W TF
JT15D-1
PWC TF
PT6A-27
PWC TP
PT6A-41
PWC TP
Spey 555-1 5l
RR TF
Spey MK5118'1
RR TF
M45H-011
RR (Bristol)
TF
Mode
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
CHmbout
Approach
Idle
Takeoff
CHmbout
Approach
Idle
Takeoff
CHmbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
CHmbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
CHmbout
Approach
Idle
Takeoff
CHmbout
Approach
Fuel Rate
Ib/hr
1013
9956
8188
3084
1150
9980
7910
2810
1849
16142
13193
4648
1800
19380
15980
5850
215
1405
1247
481
115
425
400
215
147
510
473
273
915
5734
4677
1744
946
7057
5752
2204
366
3590
3160
1067
kg/hr
459.5
4516
3714
1399
521.6
4527
3588
1275
838.7
7322
5984
2108
816.5
8791
7248
2654
97.52
637.3
565.6
218.2
52.16
192.8
181.4
97.52
66.63
231.3
214.6
123.8
415
2600
2121
791
429.1
3201
2609
999.7
166.0
1628
1433
484.0
CO NOC
Ib/hr
140.8
8.96
15.56
60.14
39.10
6.99
7.91
20.23
142.4
3.23
6.60
44.62
61.20
3.88
4.79
7.61
19.46
1.41
1.25
11.45
7.36
0.43
0.48
4.95
16.95
2.60
3.07
9.50
83.2
6.5
0.0
34.8
104.4
16.16
0.0
48.71
55.63
7.18
9.48
53.56
kg/hr
63.87
4.06
7.06
27.28
17.74
3.17
3.59
9.18
64.59
1.47
2.99
20.24
27.76
1.76
2.17
3.45
8.83
0.640
0.567
5.19
3.34
0.195
0.218
2.24
7.69
1.18
1.39
4.31
37.7
3.0
0.0
15.8
47.36
7.33
0.0
22.09
25.23
3.26
4.30
24.29
Ib/hr
2.23
126.4
78.6
16.35
3.91
202.6
123.4
19.39
5.73
474.6
282.3
36.25
5.76
600.8
386.7
47.39
0.54
14.19
11.35
2.45
0.28
3.32
2.80
1.80
0.29
4.07
3.58
1.27
1.6
109.2
68.7
10.2
0.785
156.7
116.8
16.00
0.622
32.31
25.28
3.57
kg/hr
1.01
57.34
35.65
7.42
1.77
91.90
55.97
8.80
2.60
215.3
128.0
16.44
2.61
272.5
175.4
21.50
0.245
6.44
5.15
1.11
0.127
1.51
1.27
0.816
0.132
1.85
1.62
0.576
0.7
49.5
31.2
4.6
0.356
71.08
5.2.98
7.26
0.282
14.66
11.47
1.62
Total HCd SO6
Ib/hr
124.6
4.98
3.28
6.48
10.10
.50
.40
1.41
55.10
0.81
1.32
4.65
12.24
2.91
2.40
2.63
7.48
0
0
1.59
5.77
0
0
0.47
14.94
0.89
0.96
6.20
86.0
29.5
2.5
14.3
80.03
13.97
0.0
20.56
11.53
0.718
0.632
6.61
kg/hr
56.52
2.26
1.49
2.94
4.58
0.227
0.181
0.640
24.99
0.367
0.599
2.11
0.55
1.32
1.09
1.19
3.39
0
0
0.721
2.62
0
0
0.213
6.78
0.404
0.435
2.81
43.5
13.4
1.1
6.5
36.30
6.34
0.0
9.33
5.23
0.326
0.287
3.00
Ib/hr
1.01
9.96
8.19
3.08
1.15
9.98
7.91
2.81
1.85
16.14
13.19
4.65
1.80
19.38
15.98
5.85.
0.22
1.41
1.25
0.48
0.12
0.43
0.40
0.22
0.15
0.51
0.47
0.27
0.92
5.73
4.68
1.74
0.95
7.06
5.75
2.20
0.37
3.59
3.16
1.07
kg/hr
0.46
4.52
3.71
1.40
0.52
4.53
3.59
1.28
0.84
7.32
5.98
2.11
0.82
8.79
7.25
2.65
0.10
0.64
0.57
0.22
0.05
0.19
0.18
0.10
0.07
0.23
0.21
0.12
0.42
2.60
2.12
0.79
0.43
3.20
2.61
1.00
0.17
1.62
1.43
0.48
Solid
Particulatesf
Ib/hr
0.458
8.25
8.5
8.0
3^7
2.6
1.5
2.2*
3.75
4.0
2.3
(assume
data)
0.17
16.0
10.0
1.5
kg/hr
0.208
3.7
3.9
3.6
O.l6*'h
.7
.2
0.68
.0
.7
.8
.0
JT9D-7
0.077
7.3
4.5
0.68
-------
TABLE B.l-7 (CONTINUED)
dd
Model-Series
Mfgk Typeb
RB-2H-22B1
RR TF
RB-211-5241
RR TF
RB-401-061
RR TF
Dart RDa7l
RR TP
TyneS' '
RR TP
Olympus 593 l
MK6IO
RR (Bristol)
TJ
0-200
Con. O
TSIO-360C
Con. O
6-285-B
(Tiara)
Con. O
Mode
Idle
Takeoff
CHmbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
CHmbout
Approach
Idle
Takeoff
CHmbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Descent
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Fuel Rate
Ib/hr
1718
14791
12205
4376
1769
17849
14688
5450
330
2400
2130
775
411
1409
1248
645
619
2372
2188
1095
3060
52200
19700
5400
9821
8.24
45.17
45.17
25.50
11.5
133.
99.5
61.0
72.12
153.0
166.0
83.5
kg/hr
779.3
6709
5536
1985
802.4
8096
6662
2472
149.7
1089
966.2
351.5
186.4
639.1
566.1
292.6
280.8
1076
922.5
496.7
1388
23673
8936
2449
4455
3.75
20.53
20.53
11.59
5.21
60.3
45.1
27.7
10.03
69.39
52.61
37.88
CO
Ib/hr
137.6
5.62
14.89
93.78
35.91
7.32
7.34
11.72
10.07
2.40
2.77
5.04
37.61
4.79
4.26
21.48
40.79
1.21
1.29
11.30
342.7
1513.8
275.8
426.6
451.8
5.31
44.0
44.0
30.29
6.81
143.9
95.6
60.7
26.23
152.7
110.9
85.39
kg/hr
64.42
2.55
6.75
42.54
16.29
3.32
3.33
5.32
4.57
1.09
1.26
2.29
17.06
2.17
1.93
9.74
18.50
0.549
0.585
5.13
155.4
686.5
125.1
193.5
204.9
2.42
20.0
20.0
13.75
3.09
65.3
43.4
27.5
11.90
69.3
50.3
38.77
NOC
X
Ib/hr
5.31
504.1
301.9
32.26
4.74
660.4
470.0
62.89
0.825
30.0
24.07
3.88
0.292
8.51
5.55
0.568
0.477
27.11
25.23
9.00
9.72
542.9
169.4
18.9
41.25
0.013
0.220
0.220
0.029
0.022
0.36
0.43
0.23
0.0334
0.899
0.913
0.394
kg/hr
2.41
228.7
136.9
14.63
2.15
299.6
213.2
28.53
0.374
13.61
10.92
1.76
0.132
3.86
2.52
0.258
0.216
12.30
11.44
4.08
4.41
246.2
76.84
8.6
18.71
0.006
0.100
0.100
0.013
0.009
0.16
0.20
0.10
0.0152
0.408
0.414
0.179
Total HCd
Ib/hr
100.1
29.14
8.30
32.16
5.43
1.96
2.50
0.545
0.924
0.120
0.107
0.155
25.52
8.75
2.15
0.0
6.63
2.87
2.63
2.68
119-3
151.4
31.52
132.3
93.30
0.239
0.940
0.940
0.847
1.59
1.22
0.95
0.69
0.773
1.78
1.39
1.343
kg/hr
45.36
13.22
3.76
14.59
2.46
0.889
1.13
0.247
0.419
0.054
0.049
0.070
11.58
3.97
0.975
0.0
3.01
1.31
1.19
1.22
54.11
68.7
14.30
60.0
42.32
0.107
0.427
0.427
0.385
0.723
0.55
0.43
0.31
0.350
0.806
0.632
0.609
SOe Solid
x Particulars*
Ib/hr
1.72
14.79
12.21
4.38
1.77
17.85
14.69
5.45
0.33
2.40
2.13
0.78
0.41
1.41
1.25
0.65
0.62
2.37
2.19
1.10
3.06
52.2
19.70
5.4
9.82
0.0
0.01
0.01
0.01
0.0
0.03
0.02
0.01
0.0
0.03
0.02
0.02
kg/hr Ib/hr kg/hr
0.78
6.71
5.54
1.99
0.80
8.10
6.67
2.47
0.15
1.09
0.97
0.35
0.19
0.64
0.57
0.29
0.28
1.08
0.99
0.50
1.39
23.7
8.94
2.4
4.46
0
0
0
0
0.0
0.01
0.01
0.01
0.0
0.01
0.01
0.01
-------
TABLE B.l-7 (CONCLUDED)
Model-Series
Ui£ Typcb
O-3ZO
Lye. O
IO-320-DIAD
Lye. O
IO-360-B
Lye. O
TIO-540-
J2B2
Lye. O
Mode
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Fuel Rate
Ib/hr
9.48
89.1
66.7
46.5
7.84
91.67
61.42
37.67
8.09
103.0
71.7
36.6
25.06
259.7
204.5
99.4
kg/hr
4.30
40.4
30.3
21.1
3.56
41.57
27.85
17.08
3.68
46.7
32.5
16.6
11.36
117.8
92.7
45.1
CO
Ib/hr
10.21
96.0
66.0
56.8
4.86
109.3
54.55
35.57
7.26
123.5
70.5
25.3
32.42
374.5
300.8
125.4
kg/hr
4.63
43.5
29.9
25.8
2.20
49.55
24.74
16.13
3.29
56.0
32.0
11.5
14.70
169.8
136.4
56.9
NOC
X
Ib/hr
0.0049
0.195
0.265
0.044
0.009
0.167
0.344
0.128
0.0094
0.205
0.329
0.372
0.0097
0.094
0.0481
0.138
kg/hr
0.0022
0.088
0.120
0.020
0.0041
0.0756
0.156
0.058
0.0042
0.093
0.149
0.169
0.0044
0.043
0.0218
0.0623
Total HCd
Ib/hr
0.350
1.05
0.826
0.895
0.283
1.047
0.588
0.460
0.398
1.03
0.585
0.355
1.706
3.21
3.40
1.33
kg/hr
0.159
0.475
0.375
0.406
0.128
0.475
0.267
0.208
0.180
0.469
0.265
0.161
0.774
1.46
1.54
0.604
soe Solid t
0 x Particalat^
Ib/hr
0.0
0.02
0.01
0.01
0.0
0.02
0.01
0.01
0.0
0.02
0.01
0.01
0.01
0.05
0.04
0.02
kg/hr Ib/hr kg/hr
0.0
0.01
0.01
0.0
0.0
0.01
0.01
0.0
0.0
0.01
0.01
0.0
0.0
0.02
0.02
0.01
aRe£s. 1,2.
Lye Avco/Lycoming; P&W Pratt & Whitney; PWC Pratt & Whitney Aircraft of Canada; RR Rolls Royce; TJ Turbojet; TF Turbofan ("fanjet");
TP Turboprop; O Reciprocating (Piston) Opposed.
Nitrogen oxides reported as NO.,.
Total hydrocarbons. Includes unburned hydrocarbons and organic pyrolysis products.
CSulfur oxides and sulfuric acid reported as SOg- Calculated from fuel rate and 0.05 wt% sulfur in Jet A and Jet B fuel, or 0.01 wt% sulfur in aviation .
gasoline. For turbine engines, the conversion is therefore SOX (Ib/hr) = 10*3 (fuel rate), and for piston engines, the conversion is SOX (Ib/hr) = 2 x 10"
(fuel rate).
All particulate data are from Ref. 4.
*The indicated reference does not specify series number for this model engine.
"Diluted smokeless" JT 8D. Note: JT8D is a turbofan engine and is not equivalent to the JT8 (Military J52) turbojet engine.
1A11 Rolls Royce data are based upon an arbitrary 7% idle which does not reflect the actual situation. In reality. Rolls Royce engines will idle at 5-6%
.with correspondingly higher emissions (Ref. 20).
The Olympus 593 engine is used in the Concorde SST, which has a unique 6-mode LTO cycle.
-------
TABLE B.l-8. MODAL EMISSION RATES - MILITARY AIRCRAFT ENGINES'
Model-Series
(Civil Version)
Mfgh Typeh
JS7-P-22
(JT3C)
P&W TJ
J65-W-20
Wr. TJ
J79-GE-10
CE TJ
J85-CE-5F
GE TJ for T38
J85-GE-21
GE TJ for F-5
TF30-P-6B
(JFT 10)
P8cW TF
for A -7
TF30-P-412A
(JFT 10A)
PkW TJ
for F-14
TF33-P-3/5/7
(JT3D)
PfcW TJ
TF34-GE-400
GE TJ
Mode
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Cltmbout
Approach
Idle
Take of.'
Clirnbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Fuel
Ib/hr
1087
8358
8358
1693
1333
6421
6421
3260
1 100
35390
9baO
6190
524
8470
1297
1098
400
10650
3200
1200
689
6835
6835
3550
999
40000
7394
2598
846
9979
7323
3797
457
3796
3796
1296
Rate
kg/ hr
493
3791
3791
768
605
2913
2913
1479
499
16053
4482
2808
328
3942
588
498
181
4831
1452
544
313
3100
3100
1610
453
18144
3354
1178
384
4526
3322
1722
207
1722
1722
588
CO
Ib/hr
64.4
14.9
14.9
39.8
66.9
49.6
49.6
52.6
48.0
611.9
52.0
45.6
93.3
245.6
55.8
63.7
63.6
387.7
69.0
55.5
47.0
21.1
21.1
22.4
68.1
600.0
15.7
39.5
74.9
13.0
13.2
34.2
35.0
9.3
9.3
19.4
kg/hr
29.2
6.8
6.8
18.1
30.3
22.5
22.5
23.9
21.8
277.6
23.6
20.7
42.3
111.4
25.3
28.9
28.4
175.8
31.3
25.1
21.3
9.6
9.6 .
10.2
30.9
272.2
7.1
17.9
34.0
5.9
6.0
15.5
15.9
4.2
4.2
8.8
N0b
X
Ib/hr
2.7
93.3
93.3
5.0
3.7
48.5
48.5
23.7
3.2
241.3
151.8
69.9
0.7
22.0
3.0
3.0
0.5
59.6
16.0
3.5
0.9
82.3
82.3
23.7
2.4
270.0
123.2
18.4
1.5
109.8
65.9
27.7
0.6
20.9
20.9
10.0
kg/h.
1.2
42.3
42.3
2.3
1.7
22.0
22.0
10.8
1.5
109.5
68.9
31.7
0.3
10.0
1.4
1.4
0.2
27.0
7.3
1.6
0.4
37.3
37.3
10.8
1.1
122.5
55.9
8.3
0.7
49.8
29.9
12.6
0.3
9.5
9.5
4.5
Total HCC
Ib/hr
55.8
5.4
5.4
21.0
5.0
0.2
0.2
0.9
9.8
17.2
16.0
4.1
15.7
6.8
4.5
1.3
9.7
1.1
0.8
3.1
12.9
6.9
6.9
10.5
38.4
40.0
0.7
2.9
77.8
3.0
2.9
14.4
7.1
1.6
1.6
0.8
kg/hr
25.3
2.4
2.4
9.5
2.3
0.1
0.1
0.4
4.4
7.8
7.3
1.9
7.1
3.1
2.0
0.6
4.4
0.5
0.4
1.4
5.9
3.1
3.1
4.8
17.4
18.1
0.3
1.3
35.3
1.4
1.3
6.5
3.2
0.7
0.7
0.4
SO
Ib/hr
1.1
8.4
8.4
1.7
1.3
6.4
6.4
3.3
l.l
35.4
9.9
6.2
0.5
8.5
1.3
1.1
0.4
10.7
3.2
1.2
0.7
6.8
6.8
3.6
1.0
40.0
7.4
2.6
0.8
10.0
7.3
3.8
0.5
3.8
3.8
1.3
d
X
kg/hr
0.5
3.8
3.8
0.8
0.6
2.9
2.9
1.5
0.5
16.1
4.5
2.8
0.2
3.9
0.6
0.5
0.2
4.9
1.5
0.5
0.3
3.1
3.1
1.6
0.5
18.1
3.4
1.2
0.4
4.5
3.3
1.7
0.2
1.7
1.7
0.6
Par(iculatese'
Ib/hr
8.3
12.0
12.0
57.8
299.7
77.7
67.0 (nom)
26.5
693.2
61.7
46.6 (nom)
4.4
79.8
102.5
53.1
kg/hr
3.8
5.4
5.4
26.2
135.9
35.2
30.4
12.0
314.4
29.0
21,2
2.0
36.2
46.5
24.1
-------
TABLE B.l-8 (CONCLUDED)
w
V
V^
Model-Series
(Civil-Version)
Mfjjh Typeh
TF39-GE-1
(JT4A)
CE TJ
TF41-A-2
All. TF
FlOO-PW-100
(JTF 22)
P8.W TF
PT6A-27
PWC TP
T56-A7
All. TP
T53-L-UD
fLTCl)
Lye TS
T55-L-11A
(LTC4)
Lye TS
T58-GE-5
GF. TS
Mode
Idle
Takeoif
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
CHmbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
A pproach
Idle ;
C Hmbout
A pproach
Idle .
Climbout
Approach
Idle j
Climbout
Approach
Fuel
Ib/hr
1130
11410
5740
5740
1070
9040
9040
5314
1060
44200
10400
3000
115
425
400
215
548
2079
1908
1053
142
679
679
133
886
886
Rate
kg/hr
513
5176
2604
2604
485
4101
4101
2410
481
20049
4717
1361
52
193
181
98
249
943
865
478
64
308
308
60
402
402
CO
Ib/hr
75.7
8.0
4.0
4.0
114.6
14.4
14.4
27.5
20.5
2435.4
18.7
9.0
7.36
0.43
0.48
5.0
17.5
4.4
4.6
3.7
4.2
2.0
2.0
29.5
14.5
12.9
22.5
5.0
5.0
kg/hr
34.3
3.6
1.8
1.8
52.0
6.5
6.5
12.5
9.3
1104.7
8.5
4.1
3.34
0.20
0.22
2.24
7.9
2.0
2.1
1.7
1.9
0.9
0.9
13.4
6.6
5.9
10.2
2.3
2.3
NO
Ib/hr
3.4
319.5
160.7
160.7
1.4
201.4
201.4
56.6
4.2
729.3
457.6
33.0
0.28
3.32
2.80
1.80
2.1
19.3
17.6
7.8
0.2
5.0
5.0
0.8
18.6
9.1
0.2
6.4
6.4
b
kg/hr
1.5
144.9
72.9
72.9
0.6
91.4
91.4
25.7
1.9
330.8
207.6
15.0
0.13
1.51
1.27
0.82
1.0
8.8
8.0
3.5
0.1
2.3
2.3
4.0
8.4
4.1
0.1
2.9
2.9
Total
Ib/hr
26.0
2.3
1.1
1.1
70.8
5 3
5.3
12.9
2.4
4.4
0.5
1.8
5.77
0
0
0.47
11.5
0.8
0.9
0.5
9.0
0.2
0.2
4.0
0.2
0.3
12.9
0.7
0.7
HCC
kg/hr
11.8
1.0
0.5
0.5
32.1
2.4
2.4
5.9
1.1
2.0
0.2
0.8
2.62
0
0
0.21
5.2
0.4
0.4
0.2
4.1
0.1
0.1
1.8
0.1
0.1
5.9
0.3
0.3
so?
Ib/hr
1.1
11.4
5.7
5.7
1.1
9.0
9.0
5.3
1.1
44.2
10.4
3.0
0.12
0.43
C.40
0.22
0.5
2.1
0.9
1.1
0.14
0.68
0.68
0.1
0.9
0.9
kg/hr
0.5
5.2
2.6
i. 6
0.5
4.1
4.1
2.4
0.5
20.0
4.7
1.4
0.05
0.20
0.18
0.10
0.2
1.0
0.4
0.5
0.06
0.31
0.31
0.05
0.4
0.4
Participates '
Ib/hr
0.38
17. 1^
8.08
8.08
O.lf
o.o8
8.6|
l.O8
1.6
3.7
3.0
3.0
0.1
0.8
0.8
kg/hr
0.1
7.8
3.6
3.6
C.05
0.0
3.9
0.5
0.7
1.7
1.4
1.4
0.05
0.4
0.4
Ref.l.
Nitrogen oxides reported as NC^.
cHydrocarbons (volatile organice). Includes unburned hydrocarbons, and organic pyrolysis products.
dSuUur oxides and sulfuric acid reported as SO2. Calculated from fuel rate and 0.05 wt% sulfur in JP-4 or JP-5 fuel, or 0.01 wt% sulfur in aviaticn gasoline.
For turbine engines, the conversion is therefore SOX (Ib/hr) = 10'3 (fuel rate), and for piston engines, the conversion is SOX (Ib/hr) = 2 x 10"4 (fuel rate).
"includes all "condensible particulates," and. thus may be much higher than solid particulates alone (except as noted
in g below).
''Norn." data are interpolated values assumed for calculational purposes. In the absence of experimental data.
"Dry particles only.
For abbreviations, cf., footnote, Table B.l-2.
"Takeoff" mode is underfilled for helicopters.
-------
TABLE B.I-9. EMISSION FACTORS PER AIRCRAFT PER LANDING-TAKEOFF CYCLE - CIVIL AIRCRAFT
to
I
t
01
b
Power Plant
Aircraft
Short, Medium, Long Range
and Jumbo Jets
BAC/Aeroapatiale Concorde
BAC 111-400
Boeing 707-3ZOB
Boeing 727-200
Boeing 737-200
Boeing 747-200B
Boeing 747-200B
Boeing 747-200B
Lockheed L101 1-200
Lockheed L1011-100
McDonnell-Douglas DC8-63
McDonnell-Douglas DC9-50
McDonnell-Douglas DC 10- 30
Air Carrier Turbopropa
Commuter, Feeder Line and
Freighters
Beech 99
CD/Convatr 580
DeHa-villand Twin Otter
Fairchild F27 and FH227
Grumman Goose
Lockheed L188 Electra
Lockheed L100 Hercules
Swearingen Metro-2
No.
4
2
4
3
2
4
4
4
3
3
4
2
3
2
2
2
2
2
4
4
2
Mfg.
RR
RR
PfeW
PfeW
PtW
PfcW
PJ.W
RR
RR
RR
P&W
P&W
GE
PWC
All
PWC
RR
PWC
All
All
GA
Model-Series
Olymp 593
Spey 5 1 1
JT3D-7
JT8D-17
JT8D-17
JT9D-7
JT9D-70
RB21 1-524
RB211-524
RB211-22B
JT3D-7
JT8D-17
CF6-50C
PT6A-28
501
PT6A-27
R.Da.7
PT6A-27
501
501
TPE 331-3
CO
Ib
847.0
103.36
262.64
55.95
37.30
259.64
108.92
66.76
50.07
199.4
262.64
37.30
116.88
7.16
24.38
7.16
36.26
7.16
48.76
48.76
6.26
kg
384.0
46.88
119.12
25.38
16.92
117.76
49.40
30.28
27.71
90.44
119.12
16.92
53.01
3.25
11.06
3.25
16.45
3.25
22.12
22.12
2.84
NOC
Ib
91.0
15.04
25.68
29.64
19.76
83.24
107.48
124.9
93.66
64.29
25.68
19.76
49.59
0.82
21.66
0.82
0.92
0.82
43.32
43.32
1.16
X
kg
41.0
6.82
11.64
13.44
8.96
37.76
48.76
56.65
42.48
29.16
11.64
8.96
22.17
0.37
9.82
0.37
0.42
0.37
19.65
19.65
0.53
Total HCd
Ib
246.0
72.42
218.24
13.44
8.96
96.92
22.40
10.00
7.50
138.4
218.24
8.96
47.10
5.08
9.82
5.08
22.42
5.08
19.64
19.64
7.68
kg
112.0
32.85
99.00
6.09
4.06
43.96
10.16
4.54
3.40
62.77
99.00
4.06
21.36
2.30
4.45
2.30
10.17
2.30
8.91
8.91
3.48
soe
Ib
14.1
1.70
4.28
3.27
2.18
7.16
7.96
7.52
5.64
4.95
3.27
2.18
4.98
0.18
0.92
0.18
0.58
0.18
1.84
1.84
0.16
X
kg
6.4
0.77
1.94
1.48
0.99
3.25
3.61
3.41
2.56
2.24
1.48
0.99
2.26
0.08
0.42
0.08
0.26
0.08
0.83
0.83
0.07
Particulates
Ib
1.46
4.52
1.17
0.78
5.20
5.20
1.17
0.78
0.21
0.46
kg
0.66
2.05
0.53
0.35
2.36
2.36
0.53
0.35
0.10
0.21
-------
TABLE B.I-9 (CONCLUDED)
Cti
I
Aircraft
Business Jets
Cessna Citation
Dassault Falcon 20
Gates Learjet 24D
Gates Learjet 35, 36
Rockwell International
Shoreliner 75A
Business Turboprops
(EPA Class P2)
Beech B99 Airliner
DeHavilland Twin Otter
Shorts Skyvan-3
Swearingen Merlin IILA
General Aviation Piston
(EPA Class PI)
Cessna 150
Piper Warrior
Cessna Pressurized
Skymaster
Piper Navajo Chieftain
No.
2
2
2
2
2
2
2
2
2
1
1
2
2
Power
Mfg.
PfeW
GE
GE
GE
GE
PWC
PWC
GA
GA
Con
Lye
Con
Lye
Plantb
Model-Series
JT15D-1
CF700-2D
CJ610-6
TPE 731-2
CF 700
PT6A-27
PT6A-27
TPE-331-2
TPE-331-3
0-200
0-320
TS10-360C
T10-540
Ib
19.50
76.14
88.76
11.26
76.14
7.16
7.16
6.44
6.28
8.32
14.37
33.10
96.24
CO
kg
8.85
34.54
40.26
5.11
34.54
3.25
3.25
2.92
2.85
3.77
6.52
15.01
43.65
NOC
X
Ib
2.00
1.68
1.58
3.74
1.08
0.82
0.82
0.883
1.15
0.02
0.02
0.13
0.02
kg
0.91
0.76
0.72
1.58
0.76
0.37
0.37
0.400
0.522
0.01
0.01
0.06
0.01
Total
Ib
6.72
7.40
8.42
3.74
7.40
5.08
5.08
8.40
7.71
0.23
0.26
1.15
1.76
HC*
kg
3.05
3.36
3.82
1.70
3.36
2.30
2.30
3.81
3.50
0.10
0.12
0.52
0.80
scf
X
Ib
0.40
0.78
0.84
0.92
0.78
0.18
0.18
0.16
0.16
0.0
0.0
0.0
0.0
kg
0.18
0.35
0.38
0.42
0.35
0.08
0.08
0.07
0.07
0.0
0.0
0.0
0.0
Particulates
Ib kg
0.46 0.21
0.46 0.21
Ref. 2.
bAbbreviations: All Detroit Diesel Allison Division of General Motors; Con Teledyne/Continental; GA Garrett AiResearch; GE General Electric;
Lye - Avco/Lycoming; PtW - Pratt & Whitney; PWC - Pratt J, Whitney Aircraft of Canada; RR Rolls Royce.
°Nitrogen oxides reported as NO2-
Total hydrocarbons (volatile organics, including unburned hydrocarbons and organic pyrolysis product*.)
eSulfur oxides and sulfuric acid reported as- SO2-
-------
TABLE B.l-10.
EMISSION FACTORS PER AIRCRAFT LANDING-TAKEOFF
CYCLE - MILITARY AIRCRAFT3
Aircraft
DOD
Desig. Popular Name
Fixed Wing Turbine
A-4C Skyhawk
A-7 Corsair 2
A-7 Corsair 2
B-52H Stratofortresi
F-4 Phantom 2
F-5 Freedom Fighter/
Tiger 2
F-14 Tomcat
F-15A Eagle
F- 16
C-5A Galaxy
C-130 Hercules
KC-135 Stratotanker
C-141 Starlifter
T-34C Turbo Mentor
T-38 Talon
P-3C Orion
S-3A Viking
Helicopters Turbine
UH-1H Iroquois/Huey
HH-3 Sea King/Jolly Green
Giant
CH-47 Chinook
*Ref. I.
"TU TT»J _*»*!.. 1_ .J~fl.t_.I I.
No.
1
1
1
8
2
2
2
2
4
4
4
4
1
2
4
2
1
2
2
T..V.1
Power Plant
Model - Series
J65-W-20
TF30-P-6B
TF4I-A-2
TF-33-P-3/5/8
J79-GE-10
J85-GE-21
TF30-P-412A
F100-PW-100
TF39-GE-1
TS6-A-7
J57-P-22
TF33-P- 3/5/7
PT6A-27
J85-GE-5F
T56-A-7
TF34-GE-400
T53-L-11D
T58-GE-5
T55-L-11A
|A n 1 -A
TIMb
Code
2
2
2
7
2
1
2
1
5
6
7
5
2
3
6
6
9
9
9
CO N
Ib
16.62
11.10
25.79
504.08
32.24
76.64
39.88
54.40
82^12
32.36
220.92
92.40
1.73
82.72
32.36
34.18
1.55
13.54
20.94
kg
7.54
5.03
11.70
228.65
14.62
34.76
18.09
24.68
1 £ 34
37^25
14.68
100.21
41.91
0.78
32.99
14.68
15.50
0.70
6.14
9.50
Ib
2.15
2.05
4.83
53.04
10.88
2.10
7.62
29.96
1 4 98
79.60
9.60
24.64
19.20
0.15
1.22
9.60
4.04
1.19
3.02
6.68
Ernie s tons per L.TO Cycle
10? Total HCd SC£
kg
0.98
0.93
2.19
24.06
4.94
0.95
3.46
13.58
67Q
. 1 7
36.11
4.35
11.18
b.71
0.07
0.55
4.35
1.83
0.54
1.37
3.03
Ib
1.10
3.18
15.76
505.76
4.94
10.04
17.36
2.68
28.08
20.28
185.56
87.68
1.27
10.42
20.28
6.44
2.53
6.78
2.10
kg
0.50
1.44
7.15
229.41
2.24
4.55
7.87
1.22
Of\ 1
. D 1
12.74
9.20
84.17
39.77
0.58
4.73
9.20
2.92
1.15
3.08
0.96
Ib
0.46
0.35
0.52
10.24
1.46
0.76
1.24
2.32
1 i A
i . 1O
3.84
1.60
5.36
3.00
0.03
0.62
1.60
1.02
0.20
0.44
kg
0.21
0.16
0.24
4.64
0.66
0.34
0.56
1.06
OC 1
. 3 J
1.74
0.73
2.43
1.36
0.01
0.82
0.73
0.46
0.09
0.20
Particulateu
Ib
94.0*
33.92
24.24
0.44
Oy >
. (,£.
4.12
4.36
31.36
33.00
4.36
0.40
kg
42.6.7
15.39
11.00
0.20
01 fi
. 1 w
1.87
1.98
14.22
14 97
1.98
0.18
CNitrogen oxide* reported as NO^-
*^'Total hydrocarbons" (volatile organics). Includes unburned hydrocarbons and organic pyrolysis products.
"Sulfur oxides and sulfurlc acid reported as SC.
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REFERENCES
1. Sears, D. R., "Air Pollutant Emission Factors for Military and Civil
Aircraft," Lockheed Missiles & Space Company, Huntsville, Ala.,
Prepared for U.S. Environmental Protection Agency, EPA Report
EPA-450/3-78-117, October 1978.
2. Pace, R.G., "Technical Support Report Aircraft Emission Factors,"
USEPA Office of Mobile Source Air Pollution Control, Ann Arbor,
Mich., March 1977.
3. USEPA: "Control of Air Pollution from Aircraft and Aircraft Engines,"
Federal Register. Vol. 38, No. 136, Part II, 17 July 1973, pp. 19088 ff.
4. Platt, M., R. Baker, E. Bastress, K. Chng, R. Siegal, "The Potential
Impact of Aircraft Emissions Upon Air Quality," Northern Research
and Engineering Corp., Cambridge, Mass., Prepared for the Environ-
mental Protection Agency, EPA Report APTD-1085, December 1971.
B-18
-------
TECHNICAL REPORT DATA
(Pleatc read Inuniftwnt on ili<- rei-cntir bffor? completing)
HCPORTNO. 2.
EPA-450/3-78-117
"TITLE AND SUBTITLE
COMPILATION OF AIR POLLUTANT EMISSION
FACTORS FOR MILITARY AND CIVIL AIRCRAFT
D. Richard Sears
"PERFORMING ORGANIZATION NAME AND ADDRESS
Lockheed Missiles & Space Company, Inc.
Huntsville Research & Engineering Center
P.O. Box 1103
Huntsville, AL 35807
3. RECIPIENT'S ACCESSION-NO.
b. RFPORT DATE
October 1978
G. PI RFORMING ORGANIZATION CODh"
8. PERFORMING ORGANIZATION HbPORT NO.
LMSC-HREC TR D568208
10. PROGRAM ELEMENT NO.
11. CONTRACT/GRANT NO.
68-02-2614 (Task 7)
12. SPONSORING AGENCY NAME AND ADDRESS
U.S. Environmental Protection Agency
Office of Air Quality Planning & Standards
Research Triangle Park, NC 27711
13. TYPE OF REPORT AND PERIOD COVERED
Final Report Aug. 77-Apr. 78
14. SPONSORING AGENCY CODE
IS. SUPPLEMENTARY NOTES
Project Officer is C.C. Masser (919) 541-5285
16. ABSTRACT
Using data supplied by the U.S. Navy, U.S. Air Force, USEPA Office of Mobile
Source Air Pollution Control, as well as published information, tables of military
aircraft fuel characteristics, aircraft classifications, military and civil times in
mode, engine modal emission rates, and aircraft emission factors per land ing-
takeoff cycle are calculated and compiled. The data encompass 59 engines and 89
aircraft. Additional discussion includes information related to benzoTaJpyrene
emissions and to hydrocarbon emissions (volatile organic) with potential to pro-
duce photochemical oxidant.
17.
KEY WORDS AND DOCUMENT ANALYSIS
DESCRIPTORS
b.lOENTIFIERS/OPEN ENDED TERMS
COSATI Field/Group
Air Pollution
Engines
Exhaust Gases
Emissions
Emission Factors
Environmental .Data
13B
21D.E.G
19. DISTRIBUTION STATEMENT
19. SECURITY CLASS (This Rtport)
Unclassified
21. NO. OF PAGES
88
20. SECURITY CLASS (Thispage}
Unclassified
22. PRICE
EPA form 1220-1 (9-71)
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