Quantifying Aircraft Lead Emissions at Airports (2015) / Chapter Skim
Currently Skimming:
Pages 106-130
The Chapter Skim interface presents what we've algorithmically identified as the most significant single chunk of text within every page in the chapter.
Select key terms on the right to highlight them within pages of the chapter.
From page 106... ...
6. APPLICATION OF THE REFINED METHODOLOGY USING SITE-SPECIFIC DATA This chapter presents the application of the refined methodology using the site-specific aircraft activity data collected during the field studies.
|
From page 107... ...
Figure 35 Flow Chart of Airport Inventory Development Methods Using Field Study Data Sources Note: Parallelograms illustrate the key data inputs, rectangles illustrate the individual processing elements, and rounded rectangles illustrate the inventory outputs. • The "survey of aircraft" was still photography of tail numbers of a representative sample of aircraft.
|
From page 108... ...
Figure 35 also shows additional inputs that were not collected as part of the field studies, as described below. • "Aircraft performance manuals" from a range of piston engine technologies were used to evaluate the impacts of altitude on modeling parameters, including timein-mode, takeoff and landing distances, and approach/climb-out angles.
|
From page 109... ...
signifies operation that either begins or ends with the engine off and the aircraft parked at the hanger/ramp location. The standard LTO cycle approach was clearly inadequate for evaluating the site-specific activity data collected.
|
From page 110... ...
additional time the aircraft spends at a run-up location, in excess of the magneto test time, is counted as part of the total taxi/idle time on the ground. On average, it was observed that an aircraft spends about 5 minutes total at the run-up locations, of which about one minute is for completing the magneto test.
|
From page 111... ...
Table 46 Piston Engine Load Points for Standard Operating Modes Mode Fixed-Wing Planes Rotorcraft Taxi/Idle 7% 20% Takeoff 100% N/A Climb-Out 85% 95% Approach 40% 60% 6.1.2 Time-In-Mode (TIM) The sources of time-in-mode (TIM)
|
From page 112... ...
removed. The geometric mean of the remaining data was used to define the average magneto test time at each facility for the purposes of inventory development.
|
From page 113... ...
Table 48 APA Times In Mode (Minutes) Aircraft Engine Mode Chapter 4 Analysis (FAA/EPA Default)
|
From page 114... ...
It is important to note that the idle/taxi TIM data reported in Tables 47–49 are averages over the total observation period for the on-site data collection. Idle/taxi TIM values were calculated by individual runway and operation type.
|
From page 115... ...
The site-specific aircraft fleet data are summarized in Table 50, which also includes the results from Chapter 4 encompassing publicly available resources to determine aircraft fleet mix. Table 50 shows the site-specific data collection for the "raw data" encompassing all aircraft and operation types as observed.
|
From page 116... ...
Using the site-specific aircraft fleet data and engine load assumption, the mean fuel consumption rates were calculated for the piston-engine aircraft operating at each airport while maintaining the distinction between continuous and standalone operation for fixedwing aircraft. These results are shown are shown in Tables 51–53.
|
From page 117... ...
order of a few tenths of a percent of total operations)
|
From page 118... ...
Figure 36 Fuel and Time to Climb at Altitude, Lancair LC-40 Table 54 Owner's Manuals Used for Developing Altitude Adjustments Aircraft Engines, Fuel Metering Technology Cessna 150 Single Engine, Carbureted Cessna 172M Single Engine, Carbureted Van's RV-12 Single Engine, Carbureted Cessna 182T Single Engine, Fuel Injection Cessna 350 Corvalis Single Engine, Fuel Injection Rockwell Commander 112A Single Engine, Fuel Injection Mooney M20R Single Engine, Fuel Injection Cirrus SR22 Single Engine, Fuel Injection Cessna 400 Single Engine, Turbo Lancair LC-40 Columbia Single Engine, Turbo Piper PA-46 Single Engine, Turbo Beechcraft Duchess Twin Engine, Carbureted Beechcraft Baron Twin Engine, Fuel Injection 0 1 2 3 4 5 6 7 8 9 0 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000 9,000 10,000 Fu el , T im e o r F ue l R at e Altitude (feet)
|
From page 119... ...
Figure 37 Altitude Impacts on Takeoff Time, Single-Engine Carbureted Aircraft The data and regressions for each aircraft were used to evaluate key modeling parameters at the altitude of each airport. A simple mean of the aircraft results within each of the five technology groups was estimated.
|
From page 120... ...
Table 55 Selected Performance Results Evaluated at Altitude of Each Airport Airport Aircraft (Operation Type) Takeoff Distance (Feet)
|
From page 121... ...
• Maintenance Run-Ups at RVS – Longer duration maintenance run-ups were assumed to be observed (audibly) at RVS which were not occurring at designated run-up locations on the taxiways.
|
From page 122... ...
6.2 Results This section compares the results from the application of the refined methodology with site-specific data for each airport to the results obtained for 2011 using the publicly available data as presented in Chapter 4. The site-specific data from the field studies makes notable improvements in local gasoline lead content, improves aircraft fleet characterization, and greatly improves characterization of the modes of operation.
|
From page 123... ...
Table 57 RVS Pb Emissions – Percent by Mode Engine Mode Chapter 4 Analysis Site-Specific Data Fixed-Wing Aircraft Idle/Taxi (Takeoff) 18.4% 19.9% Run-Up 7.2% 6.5% Takeoff 2.8% 5.4% Climb-Out 38.9% 34.3% Approach 26.6% 23.1% Idle/Taxi (Landing)
|
From page 124... ...
Table 58 presents the annual emission estimates for RVS during calendar year 2011 using the Chapter 4 analysis and the site-specific data. As shown, the site-specific annual Pb inventory at RVS was 63% and 50% less for all modes and for ground modes, respectively.
|
From page 125... ...
Table 60 APA Pb Emissions – Percent by Mode Aircraft Engine Mode Chapter 4 Analysis Site-Specific Data Fixed-Wing Aircraft Idle/Taxi (Takeoff) 18.6% 17.2% Run-Up 7.3% 5.7% Takeoff 2.8% 6.7% Climb-Out 38.9% 37.4% Approach 26.2% 22.7% Idle/Taxi (Landing)
|
From page 126... ...
6.2.3 SMO – Santa Monica Tables 62–64 compare results obtained for SMO using site-specific data relative to those estimated in Chapter 4. Table 62 shows Pb emissions per piston-engine aircraft operation as a function of operating mode for fixed-wing aircraft and rotorcraft; these emissions are shown on a percentage basis in Table 63.
|
From page 127... ...
Table 62 SMO Pb Emissions – Grams per Piston Operation Aircraft Engine Mode Chapter 4 Analysis Site-Specific Data ICF SMO TIM FAA/EPA Default TIM Primary Case Sensitivity Case Fixed-Wing Aircraft Idle/Taxi (Takeoff) 0.3757 0.8898 0.2421 0.2182 Run-Up 0.3521 0.3521a 0.0638 0.0575 Takeoff 0.1217 0.1369 0.0751 0.0677 Climb-Out 0.4926 1.8945 0.3778 0.4248 Approach 0.2301 1.2944 0.3636 0.3127 Idle/Taxi (Landing)
|
From page 128... ...
Table 63 SMO Pb Emissions – Percent by Mode Aircraft Engine Mode Chapter 4 Analysis Site-Specific Data ICF SMO TIM FAA/EPA Default TIM Primary Case Sensitivity Case Fixed-Wing Aircraft Idle/Taxi (Takeoff) 21.3% 18.3% 18.6% 17.9% Run-Up 20.0% 7.2%a 4.9% 4.7% Takeoff 6.9% 2.8% 5.8% 5.5% Climb-Out 28.0% 38.9% 29.0% 34.8% Approach 13.1% 26.6% 27.9% 25.6% Idle/Taxi (Landing)
|
From page 129... ...
Table 64 SMO Pb Emissions – CY2011 Operations (Tons) Aircraft Engine Mode Chapter 4 Analysis Site Data Collection ICF SMO TIM FAA/EPA Default TIM Primary Case Sensitivity Case Fixed-Wing Aircraft Idle/Taxi (Takeoff)
|
From page 130... ...
3. Site-specific operations data show that "continuous" operations represent a significant portion (29 to 54%)
|
Key Terms
This material may be derived from roughly machine-read images, and so is provided only to facilitate research.
More
information on Chapter Skim is available.