Methodology to estimate particulate matter emissions from certified commercial aircraft engines.
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Methodology to estimate particulate matter emissions from certified commercial aircraft engines.

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English
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  • Creators:
  • Corporate Creators:
    John A. Volpe National Transportation Systems Center (U.S.)
  • Subject/TRT Terms:
  • Resource Type:
    In Book
  • Geographical Coverage:
    United States
  • ISSN:
    1047-3289
  • Edition:
    Volume 59; Jan. 2009
  • Corporate Publisher:
    Journal of the Air & Waste Management Association
  • NTL Classification:
    NTL-AVIATION-AVIATION;NTL-AVIATION-Aviation Energy and Environment;NTL-AVIATION-Aviation Planning and Policy;NTL-ENERGY AND ENVIRONMENT-Aviation Energy and Environment;NTL-ENERGY AND ENVIRONMENT-Air Quality;NTL-ENERGY AND ENVIRONMENT-Environment Impacts;
  • Abstract:
    Today, about one-fourth of U.S. commercial service airports,

    including 41 of the busiest 50, are either in nonattainment

    or maintenance areas per the National Ambient

    Air Quality Standards. U.S. aviation activity is forecasted

    to triple by 2025, while at the same time, the U.S. Environmental

    Protection Agency (EPA) is evaluating stricter

    particulate matter (PM) standards on the basis of documented

    human health and welfare impacts. Stricter federal

    standards are expected to impede capacity and limit

    aviation growth if regulatory mandated emission reductions

    occur as for other non-aviation sources (i.e., automobiles,

    power plants, etc.). In addition, strong interest

    exists as to the role aviation emissions play in air quality

    and climate change issues. These reasons underpin the

    need to quantify and understand PM emissions from certified

    commercial aircraft engines, which has led to the

    need for a methodology to predict these emissions. Standardized

    sampling techniques to measure volatile and

    nonvolatile PM emissions from aircraft engines do not

    exist. As such, a first-order approximation (FOA) was derived

    to fill this need based on available information.

    FOA1.0 only allowed prediction of nonvolatile PM.

    FOA2.0 was a change to include volatile PM emissions on

    the basis of the ratio of nonvolatile to volatile emissions.

    Recent collaborative efforts by industry (manufacturers

    and airlines), research establishments, and regulators

    have begun to provide further insight into the estimation

    of the PM emissions. The resultant PM measurement datasets

    are being analyzed to refine sampling techniques and

    progress towards standardized PM measurements. These

    preliminary measurement datasets also support the continued

    refinement of the FOA methodology. FOA3.0 disaggregated

    the prediction techniques to allow for independent

    prediction of nonvolatile and volatile emissions

    on a more theoretical basis. The Committee for Aviation

    Environmental Protection of the International Civil Aviation

    Organization endorsed the use of FOA3.0 in February

    2007. Further commitment was made to improve the

    FOA as new data become available, until such time the

    methodology is rendered obsolete by a fully validated

    database of PM emission indices for today’s certified commercial

    fleet. This paper discusses related assumptions

    and derived equations for the FOA3.0 methodology used

    worldwide to estimate PM emissions from certified commercial

    aircraft engines within the vicinity of airports.

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