Quality Assurance Project Plan for the
Development of a Commercial Aircraft
Hazardous Air Pollutants Emission
Inventory Methodology
Protucinfi
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Quality Assurance Project Plan for the
Development of a Commercial Aircraft
Hazardous Air Pollutants Emission
Inventory Methodology
Assessment and Standards Division
Office of Transportation and Air Quality
U.S. Environmental Protection Agency
and
AEE-300 - Emissions Division
Office of Environment and Energy
Federal Aviation Administration
Prepared by:
KB Environmental Sciences, Inc.
In Coordination with:
Aerodyn Research Inc.
EPA-420-R-09-904
May 2009
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APPROVAL SHEET
This sheet documents the approval of the leaders for this Quality Assurance Project Plan
(QAPP). This QAPP was prepared for the purpose of documenting the procedures to develop a
methodology to estimate hazardous air pollutant (HAP) emissions from commercial aircraft.
Title: Quality Assurance Project Plan for the Development of a Commercial Aircraft
Hazardous Air Pollutants Emission Inventory Methodology
Federal A\
Date: &l
Ralph lovinelli - Operations Research Analyst
Office of Environment and Energy, AEE-300 Emissions Division
Washington, D.C.
Date:
Dr. Mohan Gupta - Operations Research Analyst
Office of Environment and Energy, AEE-300 Emissions Division
Washington, D.C.
Environmental Protection Agency:
Date:
Bryan Manning - Mechanical Engineer
Office of Transportation and Air Quality, Assessment and Standards Division
Ann Arbor, Michigan
i.
Date:
Ruth Schenk - Quality Assurance Manager
Office of Transportation and Air Quality
Ann Arbor, Michigan
Date:
Rick Miake-Lye - Vice President
Center for Aero-Thermodynamics
KB Environmental Sciences, Inc.:
"Carrol Bryant - President &
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Table of Contents
Section Title
1.0 Introduction
1.1 Proj ect Description
1.2 Proj ect Organization and Responsibilities
2.0 Sources of Secondary Data
2.1 Spicer (1984-1989)
2.2 Gerstle (1997-2002)
2.3 EXCAVATE (2002)
2.4 APEX
2.5 Summary
3.0 Quality of Secondary Data
4.0 Data Reduction and Data Validation
5.0 Documentation and Records
6.0 Reports/Deliverables
References
1
2
2
5
5
7
7
7
11
11
14
14
14
List of Tables
No.
1
2
3
4
5
Title
Spicer Dataset
Gerstle Dataset
APEX Dataset
Dataset Summary
Overall Profile Quality Ratings
10
12
13
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1.0 Introduction
For over 20 years, the mobile source hazardous air pollutant (HAPs) speciation profile
that has been applied to all commercial aircraft engines was based on a single
measurement campaign from a single engine, as documented in the Environmental
Protection Agency's (EPA's) SPECIATE Database version 4.0.u Recent field
campaigns have generated new publicly-available datasets that include HAPs emissions
data from various modern commercial aircraft engines. Because there is more recent data
available, the Federal Aviation Administration (FAA) and the EPA agree that the purpose
of this project is to:
- Evaluate all available datasets to determine if the HAPs speciation profile
currently used for commercial aircraft engines should be revised.
If the evaluation results in the consensus that the speciation profile should be revised, the
objectives of this project are to:
- Develop a revised speciation profile.
- Develop a methodology to incorporate data from future field campaigns that
generate more HAPs-related datasets.
- Review, and revise if necessary, the factors used to convert aircraft-related total
unburned hydrocarbons (THC) to volatile organic compounds (VOC) and total
organic gases (TOG).
In addition to the public availability of the final HAPs-related data, it is the FAA's intent
that if a revised speciation profile is developed, the profile, the methodology used to
calculate air toxic emissions inventories, and any resultant conversion factors will be
incorporated in to the Emission and Dispersion Modeling System (EDMS).
The evaluation of project objectives will be a collaborative effort of the project
participants. Over the past several months, Aerodyne Research, Inc.3 (Aerodyne) has
evaluated the secondary data discussed in Section 2.0 of this QAPP. The results of the
evaluation indicate that, regardless of ambient conditions, type of fuel, power setting, and
type of engine, there is a "fingerprint" of emitted HAPs in aircraft exhaust. Aerodyne
will present the participants in this project with a working paper which will include, but
not be limited to, correlation plots and comparisons of current speciation data to the
datasets described in Section 2.0 of this Quality Assurance Project Plan (QAPP).
1 http://www.epa.gov/ttn/chief/software/speciate/index.html
2 In this document, the term hazardous air pollutant (HAP) is synonymous with toxic air pollutant (TAP) and toxic
air contaminant (TAG).
The Center for Aero-Thermodynamics of Aerodyne Research Inc. is active in a wide variety of research efforts
including advanced diagnostic measurement techniques for engine emission characterization.
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This QAPP outlines the procedures that will used to ensure that the products that result
from this project are of the type, and quality required by the EPA, the FAA, and end
users. This QAPP was developed following guidance from the American National
Standards Institute (ANSI)/American Society for Quality (ASQ) ANSI/ASQ E4-2004
document entitled Quality Systems for Environmental Data and Technology Programs.
The guidance in the ANCI/ASQ document applies to the collection, generation,
compilation, analysis, and use of environmental data4. Additional guidance/reference
material included the EPA's documents entitled QAPP Requirements for Secondary Data
Research Projects5 and Quality Manual for Environmental Programs6. These EPA
documents provide example guidance that was used in the preparation of this QAPP and
requirements for quality assurance (QA) and quality control (QC) activities.
Notably, the environmental data discussed in this QAPP was collected for purposes other
than what the data was intended to be used for (secondary use of data). The sources of
the secondary data are identified in Section 2.0 of this QAPP.
1.1 Project Description
Given the current "state-of-the-science" with respect to air toxic emissions from aircraft
engines, the EPA and FAA are co-developing a methodology to quantify HAPs emissions
from commercial aircraft in a consistent manner; particularly when applied to aircraft air
toxic emissions inventories. The intent of the EPA and the FAA is to develop a
mutually-agreeable methodology to estimate the types and amounts of HAPs emitted
from commercial aircraft engines.7 The methodology should be:
- Nationally consistent,
- Supported by scientific data,
- Representative of today's commercial aircraft fleet, and
- "Living" to reflect the state-of-the-science as new data becomes available.
1.2 Project Organization and Responsibilities
The FAA and EPA are co-leaders for this effort:
4 Environmental data is defined as any measurement or information that describes environmental processes,
location, or conditions; ecological or health effects and consequences; or the performance of environmental
technology.
5 http://www.epa.gov/quality/qs-docs/found-data-rqts.pdf
6 http://www.epa.gov/qualily/qs-docs/5360.pdf
7 The technical HAPs methodology guidance needs to also consider how piston, turboprop, and general aviation
turbofan/turbojet engines should be addressed.
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FAA: Ralph lovinelli
Operations Research Analyst
Office of Environment and Energy
AEE-300 - Emissions Division
800 Independence Avenue, S.W.
Washington, DC 20591
Telephone: (202) 267-3566 Fax: (202) 267-5594
ralph.iovinelli@faa.gov
EPA: Bryan Manning
Mechanical Engineer
Office of Transportation and Air Quality
Assessment and Standards Division
2000 Traverwood
Ann Arbor, Michigan 48105
Telephone (734) 214-4832 Fax: (734) 214-4816
manning.bryan@epa.gov
In addition to the co-leaders, the following agencies/individuals participated in
developing this QAPP and providing their collective and individual input through the
process of developing the aircraft HAPs emission inventory methodology. The
responsibilities of these agencies/companies with respect to this project are also described
below:
1.2.1 FAA
FAA is the primary sponsor of this project and is responsible for overseeing the work,
ensuring it is completed in a timely manner, and coordinating with other appropriate
governmental agencies. In addition to Ralph lovinelli, one of the co-leaders of this
project, the following FAA staff participated in this effort.
Mohan Gupta - mohan. 1. gupta@faa. gov
Carl Ma - carl.ma@faa.gov
Ed McQueen - edward.mcqueen@faa.gov
1.2.2 EPA
EPA will provide advice and consultation, including review of draft work plans from
FAA's contractors, analytical results, and other work products. EPA will also provide
expertise to assist in the preparation of the HAPs speciation profile. In addition to Bryan
Manning, one of the co-leaders of this project, the following EPA staff participated in this
effort.
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Rich Cook - cook.rich@epa.gov
Kent Helmer - helmer. kent@epa.gov
Ken Petche - petche.ken@epa.gov
Rich Wilcox - wilcox.rich@epa.gov
Kathryn Sergeant - sargeant.kathryn@epa.gov
John Kinsey - kinsey.john@epa.gov
Marion Hoyer - hoyer.marion@epa.gov
Laurel Driver - driver.laurel@epa.gov
Suzanne King - king.suzanne@epa.gov
Ruth Schenk - schenk.ruth@epa.gov
1.2.3 Aerodyne
Aerodyne will provide the primary data review, with an emphasis on recent engine
measurement campaigns and how that data compares to previously collected data.
Advice and recommendations will be offered on application of this data to verify and/or
update speciation profiles. Aerodyne, with assistance from KBE, will also rank the data
used in this project (using the criteria described in Section 3.0 - Quality of Secondary
Data) and assist KBE in preparing this QAPP.
Rick Miake-Lye - rick@aerodyne.com
1.2.4 KBE
KBE is responsible for preparing the QAPP and the project report in coordination with
Aerodyne in order to capture the data analyses, assumptions, and process changes
throughout the development of the HAPs speciation profile and inventory methodology.
Carrol Bryant - cbryant@kbenv.com
Mike Kenney - mkenney@kbenv.com
Mike Ratte - mratte@kb env. com
1.2.5 CARB
CARB will provide advice and consultation, including review of draft work plans from
FAA's contractors, analytical results, and other work products.
Dale Shimp - dshimp@arb.ca.gov
Steve Church - schurch@arb. ca. gov
Steve Francis - sfrancis@arb.ca.gov
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2.0 Sources of Secondary Data
The EPA and FAA agree that the commercial aircraft air toxics emission inventory
methodology should use the best data, information, and techniques available and that the
results provided by the emission inventory should be representative of today's
commercial aircraft fleet. This section briefly describes the existing and future datasets
that are/will be available for this effort.
The datasets include results from historical testing funded by the U.S. Air Force (referred
to in this QAPP as the "Spicer" and "Gerstle" datasets), and the more recent
measurement campaigns sponsored by the National Aeronautics and Space
Administration (NASA) - Experiment to Characterize Aircraft Volatile Aerosol and
Trace Species Emissions (EXCAVATE) - and the NASA, EPA, and Department of
Defense (DoD) collaboratively sponsored Aircraft Particle Emissions Experiment
(APEX).
The following sources will be identified in any project deliverable in which they are used.
2.1 Spicer (1984-1989)
The Spicer dataset includes HAPs data from the U.S. Air Force Engineering and Services
Center from tests performed from 1984 through 1989. One of the purposes of the tests
was to obtain a detailed analysis of the composition of the gaseous hydrocarbon (HC)
species emitted in gas turbine engine exhaust.
This dataset contains test data for five military turbofan aircraft engines that have civilian
variants and one engine that was in military use at that time but was also used on civilian
aircraft. The engines tested by Spicer are listed in Table 1. As shown, with the
exception of the J79 engine, and when considering engine families where specific engine
models are not provided in the documentation, the engines tested are currently in use in
the U.S. fleet of aircraft. However, the engines conservatively represent only six percent
of the engines used on the current fleet.
The Spicer testing was performed both outdoors and in engine test cells and test methods
consisted of sampling rakes. During the tests, the engines were fueled with JP-4, JP-5,
and JP-8.
Notably, EPA's repository for speciation profiles, SPECIATE, currently includes data
from the Spicer dataset. The SPECIATE data (Profile Number 1098-Aircraft
Landing/Takeoff (LTO) - Commercial) is currently used to estimate air toxic emissions
for commercial aircraft. Notably, the SPECIATE data reflects composite test results for
Spicer's tests for the CFM-56 engine at settings of idle, 30 percent, and 80 percent thrust
that were performed with JP-5 fuel.8
8 SPECIATE references the following as the source of the Spicer data: Spicer, C. W., et al., Battelle Columbus
Laboratories, Composition and Photochemical Reactivity of Turbine Engine Exhaust, Report No. ESL-TR-84-28,
Prepared for Air Force Engineering and Services Center (RDVS), Tyndall AFB, FL, September 1984.
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Table 1
Spicer Dataset
Engine
Model
Tested
TF-39-1C3
CFM-56-3
TF-41-A2
TF33-P3
TF33-P7
J79
Engine
Manufacturer
General
Electric
CFM
International
Allison
Pratt &
Whitney
Pratt &
Whitney
General
Electric
Military
Aircraft
Used On
C-5 Galaxy
B-1B Lancer
Vought A-7D
Corsair II
B-52
Stratofortress
C-141
Starlifter
F-104
Starfighter
Number
of
Engines3
4
4
1
8
4
1
Type
of
Aircraft
Transport
Bomber
Support
Bomber
Cargo/Air
Transport/
Refueling
Multirole
Max
Thrust
Engine
(lbs)a
41,000
20,000
14,500
17,000
20,250
10,000 w/o
afterburner
Fuel Used
in Testing
JP-4, JP-5,
shale derived
fuel meeting
JP-8
specifications
JP-4, JP-5,
shale derived
fuel meeting
JP-8
specifications
JP-4
JP-4
JP-4
JP-4
Testing
Method
Outdoors, sampling
rake (behind the
engine), gas analyzer
Outdoors, sampling
rake (behind the
engine), gas analyzer
Indoor test cell, Idle,
30%, 75%, and 100%
Indoor test cell, Idle,
30%, 75%, and 100%
Indoor test cell, Idle,
30%, 75%, and 100%
Indoor test cell, Idle,
30%, 75%, and 100%
Civilian
Variant or
Designation
CF6-6
CFM-56-3
Rolls Royce
Spey
JT3D
CJ805
Total
% of Current
U.S.
Commercial
Aircraft Fleet
0.3
3.2
1.7
0.3
0.0
5.5b
aThe TF-39 has essentially the same core engine as the CF6-6 (DC10). However, the tested TF-39 was not equipped with emission abatement features.
b A conservatively high estimate because some percentages assume engine families, not specific engine models.
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2.2 Gerstle (1997-2002)
From 1997 through 2002, the Air Force's Institute for Environment, Safety and
Occupational Risk Analysis tested, characterized, and evaluated the exhaust emissions
(including HAPs) of several military aircraft turbofan engines with civilian variants. The
data from this effort is referred to as the Gerstle dataset. The Gerstle tests were
performed using aircraft engine test cells and JP-8 fuel.
A list of the tested military turbofan engines and their civilian variants is provided in
Table 2. Notably, the F108-CF-100 engine is the military version of the CFM-56 engine,
a newer model of the engine tested by Spicer. Two turbojet, one turboprop, and one
turboshaft engine tested by Gerstle also have civilian variants. These engines are also
listed in Table 2.
When considering the tested engine models, and engine families where the specific
engine model is not provided in test documentation, the turbofan engines in the Gerstle
dataset represent approximately eight percent of the current fleet of commercial aircraft
with the turbojets and turboshaft engines representing approximately two and one percent
of the fleet, respectively (the tested turboprop engine is no longer in use). In total, the
engines tested by Gerstle represent less than 11 percent of the engines used on the current
U.S. fleet of aircraft.
2.3 EXCAVATE (2002)
The NASA-sponsored testing referred to as EXCAVATE was performed in January of
2002. A civilian B757 aircraft equipped with RB211-535-E4 engines was tested during
ground-based operations for the purpose of evaluating the production of aerosols and
aerosol precursors as a function of engine power, fuel composition, and plume age. The
tests were performed on aircraft-mounted engines using gas sampling probes and the fuel
used in the testing was JP-5 (with three different sulfur concentrations, 810 parts per
million (ppm), 1,050 ppm, and 1,820 ppm). Less than one percent of the current U.S.
aircraft fleet operates with the RB211-535-E4 engine and only 5.5 percent of the B757's
are equipped with this engine.
2.4 APEX
As previously stated, APEX was the collaborative research effort of NASA, EPA, DoD,
and the FAA. The main objective of the APEX research was to characterize both gaseous
and paniculate emissions to advance the understanding of emissions from commercial
aircraft engines. Participants in the APEX project examined the effects of engine thrust
on emissions, simulated emissions at airports, and the effects of varying fuel
composition.
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Table 2
Gerstle Dataset
Engine
Model Tested
Engine
Manufacturer
Aircraft Used
In Testing
Number
of
Engines
Type
of Aircraft3
Max
Thrust/
Engine
(lbs)a
Fuel Used
in Testing
Testing
Method
Civilian
Variant or
Designation
% of Current
U.S.
Commercial
Aircraft Fleet
Turbofans
F108-CF-1003
F117-PW-100
TF33-P-102
TF33-P-7/7A
TF34-GE-100A
TF39-GE-1C
CFM
International
Pratt &
Whitney
Pratt &
Whitney
Pratt &
Whitney
General
Electric
General
Electric
KC-135R
C-17
Globemaster II
C/EC/RC-135E
Stratotanker
C-141 Starlifter
A-10A/B
Thunderbolt II
C-5 Galaxy
4
4
4
4
2
4
Aerial
refueling/
airlift
Cargo/ troop
transport
Cargo/ troop
transport
Cargo/ troop
transport
Close air
support
Outsize
cargo
transport
21,634
40,440
18,010
20,250
9,065
43,000
JP-8
JP-8
JP-8
JP-8
JP-8
JP-8
Test Cell.
3-1 hr tests
Test Cell.
3-1 hr tests
Test Cell.
3-1 hr tests
Test Cell.
3-1 hr tests
Test Cell.
3-1 hr tests
Test Cell.
3-1 hr tests
CFM-56-2A-2
PW2037
JT3D-7
CF34
CF6
0.1
1.3
0.1
6.1
0.3
Turbojets
J69-T-25
J85-GE-5A
Continental
General
Electric
T-37 Tweet
T-38 Talon
2
2
Trainer
Advanced
jet pilot
trainer
1,025
2,050 (2,900
w/afterburner)
JP-8
JP-8
Test Cell.
3-1 hr tests
Test Cell.
3-1 hr tests
Marbore II -
Model 352
CJ610
0.0
1.8
Turboprop
T56-A-7
Allison
C-130 Hercules
4
Global airlift
4,200
JP-8
Test Cell.
3-1 hr tests
T501-D
0.0
Turboshaft
T700-GE-700
General
Electric
UH60A,UH60G
2
Helicopter
NA
JP-8
Test Cell.
3-1 hr tests
CT7-2
Total
0.8
10.5b
a The F108-CF-100 is the military designation for the CFM56-2A-2 engine.
b A conservatively high estimate because some percentages assume engine families, not specific engine models.
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Notably, the APEX testing resulted in the most extensive set of gaseous and particulate
emissions data from in-service commercial engines. Table 3 summarizes data for the
APEX1, APEX2, and APEX3 datasets. Notably, the aircraft engines tested for the APEX
campaign only represent approximately six percent of the engines in use on the current
aircraft fleet.
2.4.1 APEX1 (2004)
The first APEX testing (APEX1) was conducted in April of 2004 at Edwards Air Force
Base in California. A NASA-owned DC-8 aircraft equipped with CFM-56-2C1 engines
was tested. The testing was performed using sampling rakes (1 meter, 10 meters, and 30
meters downstream) and the sampling was performed at various engine thrust settings (4,
5.5, 7, 15, 30, 40, 60, 65, 70, 85, and 100 percent). A proton transfer reaction mass
spectrometer (PTR-MS) was used to measure the concentrations of selected VOCs along
with time-integrated sampling using vacuum canisters and 2,4 dinitrophenylhydrazine
media. Three fuel variants were used in the testingJP-8 as the baseline, JP-8 with
additives (representing a high sulfur fuel), and Jet-A with a high aromatic hydrocarbon
content (22 percent).
A report discussing the APEX1 testing was published in 2006. An executive summary
and a general description of the project are followed by detailed appendices describing
the measurement approaches and complete listings of the data obtained. This
comprehensive report is available on-line at http://particles.grc.nasa.gov. Notably, data
generated by EPA during the APEX1 measurement program will be included in a final
report that is currently in preparation. However, prepublication release of EPA's data
was authorized for the purpose of this FAA/EPA effort.
2.4.2 APEX2 (2005)
APEX2 testing was conducted in August 2005 in Oakland, California. The objectives of
the testing were to develop emission factors for particulate matter 10 microns or less in
diameter (PMio), to develop chemical source profiles for typical in-use aircraft engines
(CFM56 engines on B737 aircraft), to determine the effect of fuel properties and engine
operating conditions on PMio emissions, and to evaluate the relationship between smoke
numbers (SN) and mass emission rates.
Exhaust plumes were sampled at 30, or 50 meters behind the engines using time-
integrated samples (i.e., filters, polyurethane foam plugs, vacuum canisters, and 2,4
dinitrophenylhydrazine media) and continuous instruments as in APEX 1. Jet A was
used in the APEX2 testing. Unlike APEX1, the effect of fuel composition was not varied
explicitly, although plane-to-plane fuel variations were monitored.
A report summarizing the APEX2 tests has been prepared. It is anticipated to be released
as a CARB report. The data that was generated by EPA during APEX2 will be included
in a report that is currently in preparation. However, prepublication release of the data
was authorized for the purpose of this FAA/EPA effort.
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Table 3
APEX Dataset
Dataset
APEX1
APEX2
APEX3
Engine
Model Tested
CFM56-2C1
(Turbofan)
CFM56-7B22
(Turbofan)
CFM56-
3B1 (Turbofan)
CJ610-8Ab
(Turbojet)
PW4158
(Turbofan)
RB211-535E4-B
(Turbofan)
AE3007-A1E
(Turbofan)
AE3007-A1P
(Turbofan)
CFM56-3B1
(Turbofan)
Engine
Manufacturer
CFM
International
CFM
International
CFM
International
General
Electric
Pratt &
Whitney
Rolls Royce
Rolls Royce
USA/Allison
Rolls Royce
USA/Allison
CFM
International0
Aircraft
Type
DC-8
B737-700
B737-300
Learjet
A300-
622R
B757-324
ERJ145-
XL
ERJ145-
ER
B737-300
Number
of
Engines
4
2
2
2
2
2
2
2
2
Max
Thrust/
Engine
(lbs)a
22,000
24,000
22,000
2,950
59,000
43,100
8,110
7,580
20,000
Fuel Used
in Testing
JP-8, JP-8 with
additives, and
Jet-A
Jet-A
Jet-A
Jet-A
Jet-A
Jet-A
Jet-A
Jet-A
Jet-A
Testing
Method
Single-point (multiple
locations)
Single-point (multiple
locations)
Single-point (multiple
locations)
Single-point (multiple
locations),
Single-point (multiple
locations)
Single-point (multiple
locations)
Single-point (multiple
locations)
Single-point (multiple
locations)
Single-point (multiple
locations)
Total
% of Current
U.S.
Commercial
Aircraft Fleet
0.3
0.4
0.3
1.0
0.2
0.8
0.4
0.7
1.7
5.5a
a The CFM56-2C1 is assumed only once in the total.
b Derived from the military J85 turbojet engine (data for the J85 are included in the Gerstle dataset).
10
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2.4.3 APEX3 (2005)
APEX3 testing was conducted in October and November of 2005 in Cleveland, Ohio.
The objectives of the testing were to develop emission factors for PMio, to develop
chemical source profiles for a broader range of typical in-use aircraft engines, to
determine the effect of fuel properties and engine operating conditions on PMio
emissions, and to evaluate the relationship between smoke numbers (SN) and mass
emission rates. Engines measured in APEX3 spanned a range from a small business jet,
through a modern regional turbofan, single-aisle transport turbofan, to a large high bypass
ratio turbo fan, representing five different engine types, some measuring more than one
example.
Exhaust plumes were sampled at 15, 30, or 43 meters behind the engines using time-
integrated samples (i.e., filters, polyurethane foam plugs, vacuum canisters, and 2,4
dinitrophenylhydrazine media) and continuous instruments as in APEX1 and
JETS/APEX2.
Jet-A was used in the APEX3 testing and the effect of fuel composition was not varied
explicitly, although plane-to-plane fuel variations were monitored. A report summarizing
the APEX3 testing/results will be prepared upon completion of the chemical analyses.
As for APEX1 and APEX2, data generated by EPA will be included in a report that is
currently in preparation. However, EPA authorized the data to be released prepublication
for the purpose of this FAA/EPA effort.
2.5 Summary
For ease in assimilating the information, Table 4 summarizes the types of commercial
aircraft engines (and assumed civilian variants for the military aircraft engines) that were
tested during the six measurement campaigns (Spicer, Gerstle, EXCAVATE, APEX1,
APEX2, and APEX3). As shown, approximately 15 percent of the current U.S. aircraft
fleet operates with the tested turbofan engines, approximately two percent of the fleet
operates with the tested turbojet engines, and approximately one percent of the fleet
operates with the tested turboshaft engines (the tested turboprop engine is not in current
use).
3.0 Quality of Secondary Data
EPA is preparing a QAPP for a project that will update the SPECIATE database
(SPECIATE 4.0-Quality Management Plan (QMP)/Quality Assurance Project Plan
(QAPP)). The SPECIATE QAPP describes the criteria that will be used to rate the
EPA's updated speciation profiles. The commercial aircraft engine speciation profile
developed through this effort will also update the SPECIATE database. As such, the
rating criteria will be the same as the rating criteria defined in the final SPECIATE
QAPP.
11
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Table 4
Dataset Summary
Type of
Engine
Turbofan
Civilian
Engine
Family
AE3007
TF-39
CFM-56
Rolls Royce
Spey
JT3D
CJ805
PW2000
CF34
CF6
Tested Engine
Model
AE3007-A1E
AE3007-A1P
TF-39-1C
CFM-56-3
F108-CF-100
(CFM-56-2A-2)
CFM56-2C1
CFM56-2C1
CFM56-7B24
CFM56-3-B1
TF-41-A2
TF33-P3
TF33-P7
TF33-P102
TF33-P-7/7A
J79
F117-PW-100
T34-GE-100A
TF39-GE-1C
Civilian
Variant (if
applicable)
-
-
CF6-6
-
-
-
-
-
-
Rolls Royce
Spey
JT3D
JT3D
JT3D-7
JT3D-7
CJ805
PW2037
CF34
CF6
Max Thrust
(Ibs)
8,110
7,580
41,000
20,000
21,634
22,000
22,000
24,000
20,000
14,500
17,000
20,250
18,010
20,250
10,000a
40,440
9,065
43,000
Dataset
APEX3
APEX3
Spicer
Spicer
Gerstle
APEX1
APEX2
APEX2
APEX3
Spicer
Spicer
Spicer
Gerstle
Gerstle
Spicer
Gerstle
Gerstle
Gerstle
Fuel Used in
Testing
Jet-A
Jet-A
JP-4, JP-5, shale
derived fuel meeting
JP-8 specifications
JP-4, JP-5, shale
derived fuel meeting
JP-8 specifications
JP-8
JP8, JP-8 with
additives, and Jet-A
Jet-A
Jet-A
Jet-A
JP-4
JP-4
JP-4
JP-8
JP-8
JP-4
JP-8
JP-8
JP-8
Test Method
Single point (multiple
locations)
Single point (multiple
locations)
Outdoors, sampling rake,
gas analyzer
Outdoors, sampling rake,
gas analyzer
Test cell
Single-point (multiple
locations)
Single-point (multiple
locations)
Single-point (multiple
locations)
Single-point (multiple
locations)
Indoor, test cell
Indoor, test cell
Indoor, test cell
Test cell. 3-1 hr tests
Test cell. 3-1 hr tests
Indoor, test cell
Test cell. 3-1 hr tests
Test cell. 3-1 hr tests
Test cell. 3-1 hr tests
% Current U.S.
Commercial
Aircraft Fleet
0.4
0.7
0.3
3.2
1.7
0.3
0.0
1.3
6.1
0.3
12
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Table 4
Dataset Summary (Continued)
Type of
Engine
Turbofan
(continued)
Turbojet
Civilian
Engine
Family
RB211
PW4000
Marbore II
CJ610
Tested Engine
Model
RB211-535-E4
RB211-535-E4
PW4158
J69-T-25
J85-GE-5A
CJ610-8A
Civilian
Variant (if
applicable)
-
-
-
Marbore II -
Model 352
CJ610
-
Max Thrust
(Ibs)
40,100
43,100
59,000
1,025
2,050
2,950
Dataset
EXCAVATE
APEX3
APEX3
Gerstle
Gerstle
APEX3
Fuel Used in
Testing
JP-5 (varying sulfur
content)
Jet-A
Jet-A
JP-8
JP-8
Jet-A
Test Method
Sampling probes
Single point (multiple
locations)
Single point (multiple
locations)
Test Cell. 3-1 hr tests
Test Cell. 3-lhr tests
Single point (multiple
locations)
% Current U.S.
Aircraft Fleet
0.8
0.2
0.0
1.8
Turboprop
T501
T56-A-7
T501-D
4,200
Gerstle
JP-8
Test Cell. 3-lhr tests
0.0
Turboshaft
CT7
T700-GE-700
CT7-2
NA
Gerstle
JP-8
Test Cell. 3-lhr test
Total
0.8
17.9b
a J79 thrust without afterburner.
b A conservatively high estimate because percentages assume engine families, not specific engine models.
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4.0 Data Reduction and Data Validation
A comparison of the test results used to evaluate the speciation of HAPs from
commercial engines in the more recent work reinforces the earlier speciation results
obtained by Spicer for the CFM56-3 engine. Therefore, with revisions due to a few
adjustments for contributions of currently included compounds and additions of a large
number of small concentration species, it is recommended that the current data in the
SPECIATE database be used as a base from which the HAP emission inventories for
commercial aircraft engines are prepared. The few compounds requiring adjustment are
phenol and butyraldehyde(butanal)/crotonaldehyde. Additionally, methanol and a large
number of species present at low concentration (each less or much less than a percent
total mass fraction) were quantified during recent measurements and were not measured
in the Spicer campaign. These compounds will be added to SPECIATE database to be
included as part of the commercial aircraft engine profile. The revised species profile
decreases the unidentified species mass fraction from around 34 percent (original Spicer
estimate) to 23 percent (current) of the total organic mass.
A spreadsheet has been developed that will provide the base data and calculations that
will be used to develop the revised SPECIATE profile. This spreadsheet will be provided
to the agencies/individuals participating in the development of this QAPP. As stated in
Section 5.0 (Documentation and Records) of this QAPP, the FAA will be the owner of
the spreadsheet and will provide a webpage on which the final version and supporting
documentation will be posted.
5.0 Documentation and Records
The FAA will draft, circulate, and file all agendas and minutes of meetings/conference
calls. The FAA will also maintain a file of all reference material used to produce this
QAPP and presented/discussed in meetings/conference calls.
Aerodyne, with assistance from KBE will develop an electronic (spreadsheet) format
dataset that will include the test data that will be evaluated for this project. FAA will be
the owner of the dataset and the Final Report. The electronic dataset will include note
sheets that will document the calculations and/or graphs that are used to produce the
commercial HAPs speciation profile(s)
The FAA will provide a webpage on which the final version of the spreadsheet (if
developed) and supporting documentation (at a minimum, the Final Report), will be
posted.
6.0 Reports/Deliverables
If it is determined that the commercial aircraft engine HAPs speciation profile should be
updated, the deliverable products for this project will include a Final Report based on the
14
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activities conducted for the project. The Final Report will include, but not be limited to,
documentation of the calculations and equations that were used to develop the revised
speciation profile, a plan to integrate future data in to the profile, and the revised THC-
VOC-TOG conversion factors (including the methodology and calculations used to
develop the conversion factors).
15
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References
Aerodyne Research Inc. (Miake-Lye, R.) Advancing the Understanding of Aviation's Global
Impacts. November 2005.
ANSI/ASQ. Quality Systems for Environmental Data and Technology Programs. 2004.
BACK database. April 2005.
EPA, QAPP Requirements for Secondary Data Research Projects. July 1, 1999:
http://www.epa.gov/quality/qs-docs/found-data-qapp-rqts.pdf.
EPA, Quality Manual for Environmental Programs: EPA Order 5360 Al. May 2000.
EPA, Documentation for the 1996 Base Year National Toxics Inventory for Aircraft Sources
June 2, 2000.
EPA (Helmer, K.). FAA-OTAQ Quality System Overview. PowerPoint presentation: June 11,
2007 telecon.
EPA (Kinsey, J.) Preliminary Data from the Aircraft Particle Emissions Experiments 2 and 3
(APEX-2 and APEX-3). Powerpoint presentation: June 11 2007 telecon.
FAA, Air Quality Procedures For Civilian Airports & Air Force Bases, April 1997.
FAA, Select Resource Materials and Annotated Bibliography on the Topic of Hazardous Air
Pollutants (HAPs) Associated with Aircraft, Airports, and Aviation. July 1, 2003.
FAA (lovinelli, R. and Gupta, M.) A National Framework for Estimation of Aircraft HAPs
Emission Inventory to be Used in NEPA Studies. PowerPoint presentation to: EPA OTAQ
Office - Ann Arbor, Michigan. March 29, 2007.
NASA (Chowen C. Wey, ed.) Aviation Particle Emissions Workshop. NASA/CP--2004-213398,
2004.
NASA. Experiment to Characterize Aircraft Volatile Aerosol and Trace-Species Emissions
(EXCAVATE). August 2005.
NASA. APEX Index of Measurement Data.
Shumway, L.A. Trace Element and Polycyclic Aromatic Hydrocarbon Analysis of Jet Engine
Fuels: Jet A, JP-5, JP-8. December, 2000.
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Spicer, et al. Chemical Composition and Photochemical Reactivity of Exhaust from Aircraft
Turbine Engines. Annales Geophysicae 12, 944-955. 1994.
USAF (Spicer, C.W. et al.) Composition and Photochemical Reactivity of Turbine Engine
Exhaust (Report No. ESL-TR-84-28). September, 1984.
USAF (Spicer, C.W. et al.). Aircraft Emissions Characterization: TF33-P3, TF33-P7, and J79
(Smokeless) Engines (Report No. AD-A-197864/2/XAB). August, 1987.
USAF (Spicer, C.W. et al.). Aircraft Emissions Characterization, TF41-A2, TF30-P103, and
TF30-P109 engines (Report No. ESL-TR-87-27). . December 1987.
USAF (Spicer, C.W. et al.). Aircraft Emissions Characterization (Report No. ESL-TR-87-63.
1988.
USAF (Spicer, C.W. et al.) Aircraft Emissions Characterization of F101 and F110 Engines
(Report No. ESL-TR-89-13). March 1990.
USAF (Gerstle, T., et al.) Aircraft Engine and Auxiliary Power Unit Emissions Testing: Vol. 1,
Executive Summary (Report No. IERA-RS-BR-TR-1999-006-Vol 1). March 1999.
USAF (Gerstle, T., et al.) Aircraft Engine and Auxiliary Power Unit Emissions Testing: Vol. 2,
Detailed Sampling Approach and Results (Report No. IERA-RS-BR-TR-1999-006-Vol 2).
March 1999.
USAF (Gerstle, T., et al.) Aircraft Engine and Auxiliary Power Unit Emissions Testing: Vol. 3,
Paniculate Matter Results (Report No. IERA-RS-BR-TR-1999-006-Vol 3). March 1999.
USAF (Gerstle, T., et al.) Aircraft Engine and Auxiliary Power Unit Emissions Testing: Final
Report Addendum Fl 19-PW-100 Engine Emissions Testing Report (Report No. A669404). June
2002.
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