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cars. Currently, the chief (but typically insignificant) source of this pollutant at airports and air
bases is the combustion of leaded aviation gasoline in piston-engine aircraft.
In the body, lead accumulates in blood, bone, and soft tissue. Because it is not readily excreted,
lead also affects the kidneys, liver, nervous system, and blood-forming organs. Lead may
produce adverse health effects such as fatigue, sleep disturbance, headache, aching bones and
muscles, constipation, abdominal pains, decreased appetite, and permanent nervous system
damage. High levels of exposure to lead may lead to seizures, coma, or death. Fetuses, infants,
and children are especially susceptible to low doses of lead.
Appendix D: Aircraft Emission Methodology
D-2
D-3
Appendix D: Aircraft Emission Methodology
CONTENTS
D1. OVERVIEW________________________________________________________5
D2. COMMERCIAL AIRCRAFT__________________________________________5
D2.1 Methodology ___________________________________________________________ 5
D2.2 Data Sources ___________________________________________________________ 6
D2.2.1 Aircraft type and number of LTOs _______________________________________________6
D2.2.2 Engine Type and Number ______________________________________________________6
D2.2.3 Engine Emission Indices and Engine Fuel Flow _____________________________________6
D2.2.4 Time in Mode _______________________________________________________________6
D3. GENERAL AVIATION AND AIR TAXI AIRCRAFT _____________________7
D3.1 Methodology ___________________________________________________________ 7
D3.2 Data Sources ___________________________________________________________ 8
D3.2.1 Aircraft Type and Number of LTOs ______________________________________________8
D3.2.2 Engine Type and Number ______________________________________________________9
D3.2.3 Engine Emission Indices and Fuel Flow ___________________________________________9
D3.2.4 Time in Mode _______________________________________________________________9
D3.2.5 Based Aircraft_______________________________________________________________9
D4. MILITARY AIRCRAFT______________________________________________9
D4.1 Methodology ___________________________________________________________ 9
D4.2 Data Sources __________________________________________________________ 10
D4.2.1 Aircraft Type and Number of LTOs _____________________________________________10
D4.2.2 Engine Type and Number _____________________________________________________10
D4.2.3 Engine Emission Indices and Fuel Flow __________________________________________10
D4.2.4 Times in Mode _____________________________________________________________11
LIST OF EQUATIONS
Equation D- 1: Emissions from Pre-Flight Safety Checks _______________________________________8
Equation D- 2: Emissions from Diurnal Temperature Changes __________________________________8
D-4
D-5
Appendix D: Aircraft Emission Methodology
D1. OVERVIEW
This appendix discusses the emissions inventory calculation methodology, data inputs, and data
sources for three types of aircraft emission sources: commercial, general aviation and air taxi,
and military aircraft.
D2. COMMERCIAL AIRCRAFT
Commercial aircraft are operated by domestic and foreign air carriers. Foreign carrier aircraft
operations can range from a few charter operations to a significant portion of an airport’s total
scheduled operations. The methodology in Section D2.1 can be applied for the aircraft operations
of both domestic and foreign air carriers. Section D2.2 addresses the sources of data inputs for
both domestic and foreign operations.
D2.1 Methodology
The EPA has set forth procedures for calculating exhaust emission inventories of commercial
aircraft standard LTO cycle operations. Exhaust emissions are calculated for one complete LTO
cycle of each aircraft type by knowing the emission factors for the aircraft’s specific engines at
each power setting or mode of operation, as well as the time spent in each mode. Then the
activity of aircraft for the inventory period can be applied to calculate their total emissions. This
emissions calculation procedure is presented in EPA’s Procedure for Emission Inventory
Preparation, Volume IV, Chapter 5 (Reference 82). Currently, no information is available on
calculating evaporative-related emissions (e.g., refueling emissions) from commercial aircraft.
Evaporative related emissions are small due to the low vapor pressure of the fuel and quickconnect
refueling nozzles.
This EPA procedure addresses emissions for five operating modes of a standard LTO cycle:
approach, taxi/idle-in, taxi/idle-out, takeoff, and climbout. A sixth operating mode, reverse
　
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