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From page 28... ... 4. DEVELOPMENT AND APPLICATION OF A REFINED METHODOLOGY FOR QUANTIFYING AIRCRAFT-RELATED LEAD EMISSIONS Based on the review of existing methods described in the previous chapter, a refined methodology for quantifying aircraft-related lead emissions was developed and applied at three selected airports for calendar years 2008 and 2011 based on publicly available data sources. Read the entire page →
From page 29... ... 4.1 Methodology Overview Calendar year 2008 and 2011 inventories were prepared for each airport (APA, RVS, and SMO) using the methods and data sources represented by the flow chart depicted in Figure 6, which presents a schematic overview of the methodology and data sources. Read the entire page →
From page 30... ... Figure 6 Flow Chart of Airport Inventory Development Methods Airport Operations by Physical Class (TFMSC) Fuel Consumption Rate Data Operating Mode Definitions Calculate BSFC Rates Load FAA General Aviation and Air Taxi Survey FAA U.S. Read the entire page →
From page 31... ... Table 9 Comparative Summary of Methodologies Parameter Current Study 2008 NEI ICF SMO Aircraft Total Operations FAA's Air Traffic Activity Data System (ATADS) FAA's ATADS and Terminal Area Forecast (TAF) Read the entire page →
From page 32... ... • Fuel consumption rates; • Piston aircraft and engine distributions; • TIM assumptions; • Total operations; • Piston operations; and • Remaining assumptions. Fuel Consumption Rates – The fuel consumption rates historically utilized by EPA are based on FAA EDMS data, representing a limited piston-engine database of eight piston engines, of which seven were used by EPA for inventory calculations. Read the entire page →
From page 33... ... Load, as defined in this equation, represents the fraction of engine rated power applied at each mode, and load times rated power equals the power output of each mode. Loads for fixed-wing aircraft were assigned as 7, 45, 85, and 100% for idle/taxi, approach, climbout and takeoff, respectively. Read the entire page →
From page 34... ... For 8 of the 29 engines (3 horizontal SI fuel injected and five horizontal SI turbocharged) , fuel consumption rates were collected for only two of the four modes (takeoff and climb-out) Read the entire page →
From page 35... ... Table 10 BSFC Data for Fixed-Wing Aircraft Operation Modes Technology Group Manufacturer & Model Number Test Engines Gasoline BSFC (lb/hp-hr) Takeof f Climbout Approach Taxi/Idle 4-Stroke Horizontal CI1 All n/a 0.000 0.000 0.000 0.000 4-Stroke Horizontal SI, Carbureted Default 8 0.514 0.528 0.557 1.370 Lycoming 320 2 0.561 0.511 0.627 0.938 Lycoming 360 1 0.529 0.529 0.530 1.008 Lycoming 540 1 0.560 0.556 0.496 0.772 Rotax 912 2 0.401 0.373 0.402 1.134 Continental 200 1 0.452 0.532 0.567 1.186 Continental 6285 1 0.537 0.685 0.650 3.614 4-Stroke Horizontal SI, Fuel Injection Default 8 0.518 0.490 0.503 0.902 Lycoming 320 2 0.535 0.459 0.503 0.781 Lycoming 360 1 0.540 0.495 0.547 0.793 Lycoming 540 2 0.490 0.501 0.479 0.953 Continental 360 1 0.572 0.469 0.452 0.643 Continental 550 2 0.493 0.519 0.533 1.158 4-Stroke Horizontal SI, Turbocharged Default 9 0.674 0.635 0.659 1.531 Lycoming 540 3 0.777 0.725 0.728 1.543 Rotax 914 1 0.501 0.458 0.448 1.792 Continental 360 1 0.592 0.519 0.602 0.730 Continental 520 1 0.659 0.661 0.760 2.127 Continental 550 3 0.660 0.634 0.646 1.500 4-Stroke Radial SI Default2 2 1.325 0.682 0.521 1.270 Wright 1820 1 1.166 1.014 0.718 1.270 2-Stroke Horizontal SI Rotax 582 1 0.495 0.526 0.441 1.071 Note: Instances where modal BSFC rates for approach and idle/taxi data include values extrapolated from ratios (as noted above) Read the entire page →
From page 36... ... The assignment of BSFC rates to each of the 147 engines was completed as follows. If the technology group, manufacturer, and model number matched the value listed in Table 10, the BSFC for that specific engine was assigned; if no match was found in Table 10, the "default" for that technology group was assigned. Read the entire page →
From page 37... ... The fuel consumption rate for the run-up mode in this study was defined as a percentage of the maximum fuel consumption rate (i.e., at maximum load and power reported in the units of mass per unit time) Read the entire page →
From page 38... ... The engine distribution for each FAA/ICAO designated aircraft type was then determined from the FAA's registration data (http://registry.faa.gov/aircraftinquiry/ AcftRef_Inquiry.aspx) and the agency's TCDS database (http://www.airweb.faa.gov/ Regulatory_and_Guidance_Library/rgMakeModel.nsf/MainFrame? Read the entire page →
From page 39... ... Table 13 summarizes Times reflect a complete operational cycle. Note that the maximum altitudes of the aloft modes (i.e., climb-out and approach) Read the entire page →
From page 40... ... Table 14 Total Aircraft Operations by Airport and Year Year Facility Air Carrier (Itinerant) Air Taxi (Itinerant) Read the entire page →
From page 41... ... the TFMSC database was also evaluated for potential use in defining the piston operation fraction of civilian aircraft. Using SMO as test case, TFMSC operations showed a 33% share for piston-powered craft at SMO; however, the airport-specific data used in the ICF study showed an 85% LTO share for pistonpowered aircraft. Read the entire page →
From page 42... ... Table 17 Fraction of Military Operations from Piston-Powered Aircraft Year APA RVS SMO 2008 6.8% 24.4% 40.9% 2011 3.7% 26.1% 71.0% Source: FAA Traffic Flow Management System Counts database (https://aspm.faa.gov/TFMS/sys/) For comparative purposes, the 2008 NEI also used the 2008 General Aviation and Part 135 Activity Survey for estimating the fraction of civilian operations coming from pistonpowered craft. Read the entire page →
From page 43... ... Table 18 Calendar Year 2008 Inventory Results Modeling Result APA (Default TIM) RVS (Default TIM) Read the entire page →
From page 44... ... multi-engine aircraft, mean engine rating, and mean gasoline consumption rate are shown to assist in understanding the differences in inventory estimates. As shown, the 2011 inventory results are lower at each airport than the 2008 inventory results owing in large part to the reduction in piston-engine aircraft activity. Read the entire page →
From page 45... ... Table 20 Calendar Year 2008 Inventory Results Modeling Result APA (2008 NEI) Read the entire page →

From page 28...

... 4. DEVELOPMENT AND APPLICATION OF A REFINED METHODOLOGY FOR QUANTIFYING AIRCRAFT-RELATED LEAD EMISSIONS Based on the review of existing methods described in the previous chapter, a refined methodology for quantifying aircraft-related lead emissions was developed and applied at three selected airports for calendar years 2008 and 2011 based on publicly available data sources.