Professional Documents
Culture Documents
Article views: 59
July 1972
On July 15, 1969, Assembly Bill 988,5 drafted by the District and passed by the California State Legislature, was
signed into law. This bill added Section 24242.5 to the
California Health and Safety Code, limiting the emission of
visible air contaminants from aircraft. The provisions of
this precedent setting legislation would have become operative on Jan. 1, 1971. However, the Clean Air Amendments,
signed into law one day earlier on Dec. 31, 1970, pre-empted
the District from enforcing the aircraft regulation.
The District's investigation of the aircraft pollution
problem in 1968 provided general background information
as to the nature and extent, effects or impact, and methods
of reduction of jet aircraft engine exhaust emissions. In
addition, there were research and study areas indicated
which are the subject of the present paper. The purpose of
this paper is to summarize the findings of a comprehensive
investigation of the impact of jet aircraft operations on the
air environment in the vicinity of a major air terminal. This
latest study by the District was conducted as a contractual
effort for the Environmental Protection Agency.6 The
study which was made at the Los Angeles International
Airport during the period June 30, 1969, through Nov. 18,
1970, had as its objectives to determine:
Total pollutant emissions from aircraft and ground operations.
Measurement of exhaust emissions from Pratt and Whitney
JT4A and JT9D engines to complete the emission data
previously obtained by the APCD for other contemporary
gas turbine aircraft engines.
Atmospheric concentrations of CO and particulate matter
at ground level within and around the airport.
Measurement of CO exposure within aircraft cabins during
all ground operations.
Scope of Study
Aircraft Operations
Airport boundary'
O
Mobile station
sampling sites
Air sampling
station-fixed
Scale in miles
0
Mobile station
overnight site
V* Vi % 1
Ground Operations
Table I. Annual jet-powered aircraft LTO by make and model, and gas turbine engine LTO by type, at LAX 1970.
Manufacturer of
gas turbine
engine
Boeing 707
4,015
16,060
General Electric
Convair 880
3,285
13,140
JT4A-ll
JT4A-11
JT3C-7
Boeing 707
Douglas DC-8
Boeing 720
4
4
4
JT3Db
CJ803-23
JT3D
JT3D
Boeing 707
Convair 990
Boeing 720
Douglas DC-8
4
4
4
4
JT8Db
JT8D
JT8D
Boeing 727
Boeing 737
Douglas DC-9
3
2
2
JT9Db
Boeing 747
730
5,813
3,650
10,193
36,500
211
16,060
26,133
78,904
62,415
13,870
14,600
90,885
6,168
2,920
23,252
14,600
40,772
146,000
844
64,240
104,532
315,616
187,245
27,740
29,200
244,185
24,672
Allison
Rolls Royce
Lockheed L-100
Fairchild F27A
4
2
2,920
5,110
8,030
201,480
11,680
10,220
21,900
676,345
Engine
model
number
Type of gas
turbine engine
Turbojet (water injection)
JT3C-6b
b
CJ805-3B
Turbojet (dry)
Turbojet (dry)
Total
Turbofan
Total
Turbofan
Total
Turbofan
Turboprop
501-D
Dart-7
Number
of engines
Number of
aircraft LTO
at LAX per year
per
aircraft
Total
Grand total
Total number of
engine LTOa
at LAX per year
Table I I . Annual tons of air contaminants emitted at LAX by gas turbine aircraft engines, 1970.
Engine
model
number"
JT4A
JT9D
JT3D
JT8D
JT3C-6
CJ805
501-D
Total
Number
Particulate
of engine,
matter
Carbon monoxide,
LTO/yr
b
Ib/LTO tons/yr 4 Ib/LTOC tons/yr"1
atLAX
40,772
24,672
315,616
244,185
16,060
13,140
21,900
676,345
10.000
8.256
6.278
6.188
8.976
6.148
4.956
205
100
990
755
70
40
55
36.954
28.510
35.008
18.782
26.738
17.010
1.100
2,215
755
350
5,525
2,295
215
110
12
Oxides of
nitrogen
Ib/LTO tons/yr 1
4.232
7.764
2.774
2.608
1.854
2.590
4.834
9,260
85
95
440
320
15
17
55
1,,025
Combustible
organic gases
Ib/LTO tons/yr d
10.872
8.648
7.810
70.724
4.140
18.246
3.014
220
105
1,230
8,635
35
120
35
10,380
Sulfur dioxide
Ib/LTO tons/yr d
2.408
2.390
1.550
1.392
2.396
1.882
1.194
50
30
245
170
19
12
13
540
Total air
contaminant
tons/yr d
1,315
680
8,430
12,175
355
300
170
23,425
a A test was run on an engine of this model number. See Table I for engine group represented by each test.
t> From Table I.
o Values derived from engine tests performed by the Los Angeles County Air Pollution Control District.
<J Emitted within LAX Boundary.
The objective of the atmospheric sampling program conducted at the airport was to measure concentrations of
CO and particulate matter at ground level in the vicinity of
and within the airport complex. Sampling was conducted
on a 24-hr/day basis from May 10,1970 to Nov. 11,1970.
Nine fixed station sampling sites were selected in the airport area to give representative diurnal concentration levels
resulting from aircraft, vehicular and other collateral activities. These sites were located in and around the airport
complex so data could be collected to show the impact of
airport activities on pollutant concentrations at ground
level. To establish background levels of CO and Km particulates, one sampling site was placed near the west end of
the south runways. This site, No. 204, was upwind of all
airport operations and not appreciably influenced by industrial or vehicular activity. These contaminants were also
measured northeast (downwind) of the airport complex at
Site No. 209.
Mobile sampling sites were selected to determine the effect
of airport activities on selected locations in the area adjacent
to and circumscribing the airport. Atmospheric measurements were made at each of 26 sites on an average of five
days selected at random over the 7-mo period. Sampling
was performed during the daytime for continuous 6-hr periods.
Carbon monoxide levels were determined at the fixed
station and mobile laboratory sites with MSA, Model 200,
Aircraft
Commercial transports
Turbojetsb
Turbofans0 d
Turboprops
Total
Commercial transports
Piston enginee
Private aircraft
Piston engine1
Total
Particulate
matter
Carbon
monoxide
Contaminants in tons/yr a
Comb. org.
Oxides of
nitrogen
gases
Total
10,380
80
445
13
540
23,425
80
300
...
2,000
20
10,890
1,110
10,685
540
25,450
9,970
12
120
855
55
2,215
9,260
1,030
1,610
:-15
1,845
1,080
8,170
55
Negligible
2,220
Sulfur
dioxide
375
35
1,970
21,285
170
25
Particulate
matter
Contaminants in tons/yr
Combustible
Carbon
Oxides of
organic
monoxide
nitrogen
gases
...
20
110
40
40
210
4,245
200
510
30
600
150
980
8,980
1
13,735
Sulfur
dioxide
Total
55
905
...
12
5,380
615
25
30
135
200
1,630
605
3,810
55
1,290
11,280
930
18,935
511
Figure 3. Inside view of sampling station No. 205, outside of Ticketing Building No. 7, showing carbon monoxide recording chart above the MSA Lira infrared
analyzer.
512
Station no.
Carbon monoxide
1-hr avg., p p m
Range
Arith.
Max.
Mean
Min
Location
Oa
O
O
O
la
O
1
O
1
1
1
1
1
2
2
19
21
21
15
35
22
63
3.0
3.4
4.8
3.7
8.0
5.3
11.1
4
...
...
...
5
2
1
70
35
35
13.6
1
1
2
1
2
1
2
6
18
12
26
79
18
90
2.2
3.2
4.6
6.2
9.3
4.8
2
2
1
66
18
24
13.3
1
1
1
1
2
1
1
5
8
10
20
110
24
75
1.7
3.3
4.4
4.6
9.8
5.1
9.8
...
3
2
2
51
20
25
13.1
1
1
1
1
1
1
3
12
14
14
29
141
28
74
2.2
3.6
5.1
5.5
3
2
1
132
23
27
1
1
2
2
2
2
3
18
31
27
46
79
27
39
3*
1
1
86
41
24
1
1
3
2
3
1
3
2
4
1
1
23
27
24
40
68
37
35
51
92
34
30
o
o
6.2
5.5
Particulate matter
1-hr avg., Km
Range
Max.
Min
1
1
T1
5
10
5
6
1
4
66
84
...
106
106
122
103
84
124
48
116
xio
Arith.
Mean
8.6
18.4
...
36.2
29.7
56.0
55,3
39.6
46.6
12.6
23.3
59
54
215
203b
104
119b
100
230
137
62
64
168
151
110
114
102
185
143
65
75
180
168
112
110
92
175
134
60
65
179
169
108
116
91
192
136
55
67
111
285
144
150
88
303
168
59
64
502
320
146
155
98
490
189
JUNE
204
209
201
203
202
208
207
205
206
76
1
o
o
o
o
1
'
o
1
o
1
o
o
11.3
6.2
5.0
1
1
...
2
1
2
1
4
9
1
5
219
100
117
183
135
98
55
75
14.8
...
36.2
36.5
51.6
58.6
41.9
48.4
11.9
22.5
1
1
50
80
14.3
1
2
3
4
2
10
1
5
202
120
137
170
90
112
64
95
36.8
42.5
55.2
61.9
43.1
49.1
11.7
29.4
1
1
50
84
11.5
19.3
1
2
2
10
2
11
1
2
214
115
140
135
105
109
73
100
36.7
40.7
56.9
66.6
46.1
53.6
14.7
29.7
1
1
92
77
1
5
6
10
1
4
2
7
172
110
160
150
130
153
70
96
18.3
23.3
..
44.9
43.0
63.2
58.8
46.1
48.3
20.2
33.8
1
1
1
4
5
4
10
14
10
3
5
100
93
114
280
114
180
118
140
100
78
110
22.5
23.2
30.4
50.8
40.2
58.6
56.1
48.3
46.3
22.0
32.5
45
60
7.5
JULY
F.A.A. VOR site West End
Command Post, East End
Control Tower, Admin. Bldg.
Satellite 2
Satellite 2
Satellite 7
207 Satellite 7
205
Ticketing Bldg., No. 7
206
Ticketing Bldg., No. 7
76
Southwest Coastal (Lennox)0
1
Central (Downtown L.A.)
204
209
201
203
202
208
o
o
o
o
1
o
1
o
o
6.1
5.0
9.2
AUGUST
204
209
201
203
202
208
207
205
206
76
1
SEPTEMBER
204
F.A.A. VOR Site West End
209
Command Post, East End
201
Control Tower, Admin. Bldg.
203
Satellite 2
202
Satellite 2
208
Satellite 7
207
Satellite 7
205
Ticketing Bldg., No. 7
206
Ticketing Bldg., No. 7
76
Southwest Coastal (Lennox)0
1
Central (Downtown L.A.)
OCTOBER
204
F.A.A. VOR Site West End .
209
Command Post, East End
201
Control Tower, Admin. Bldg.d
203
Satellite 2
202
Satellite 2
208
Satellite 7
207
Satellite 7
205
Ticketing Bldg., No. 7
206
Ticketing Bldg., No. 7
76
Southwest Coastal (Lennox)0
1
Central (Downtown L.A.)
o
o
o
o
1
o
1
o
1
o
o
o
o
o
o
1
o
1
o
1
o
o
o
o
o
o
1
o
1
o
1
o
o
10.9
5.6
10.1
15.8
6.6
0.4
3.9
5.0
6.4
7.2
10.3
7.0
8.2
.
12.6
6.0
4.6
4.9
5.9
7.1
7.4
10.4
7.7
8.3
18.5
15.0
6.0
6.0
a "O"Outside; "I"Inside.
b Highest measured value, 586 /jg/m', is suspect and was disregarded. Next highest value, 203 /ig/ms probably correct.
Stations 76 and 1 are APCD Monitoring Stations.
On 10-13-70 the carbon monoxide instrument operating at Station No. 201 was exchanged with the Km instrument operating at Station No. 205.
c
d
July 1972
513
Runway Operations. Two mid-morning tests were conducted. On the first run the test plane was immediately
behind a two-engine DC-9 and four-engine 707 for 17 min.
CO concentration inside the cabin during this run ranged
from 3 to 4 ppm, which was unchanged from the level measured when parked in the maintenance area. On the second
run, the test plane was behind two two-engine DC-9's for
12 min on the taxi-way, and behind one for 6 min at the takeoff spot. On the taxi-way the CO concentration measured
in the cabin ranged from 4 to 7 ppm. Analyses of grab
samples taken in plastic bags showed concentrations of 7
and 8 ppm. In summary, the CO concentrations inside the
aircraft ranged from 2 to 7 ppm and usually averaged 4
ppm. These levels are comparable to background values
Table VI. Mobile lab sampling summary: May to November 1970. (One-Hour Average)
Station
no.
1
3
6
8
10
11
12
13
15
16
17
18
20
22
23
24
25
27
29
30
31
33
36
38
39
41
"LAX" a
Sta. 76b
Direction
3nd m'' c
from I.AX
tower
NW
NNE
N
NE
WNW
WNW
NW
NE
ENE
W
WNW
NNE
ENE
ENE
WSW
E
E
SW
ESE
ESE
SW
s
ssw
SSE
NE
E
S
ESE
2.2
1.9
1.4
2.2
3.0
1.9
1.4
1.5
2.2
2.5
2.3
0.4
1.2
2.1
1.5
1.1
1.6
1.0
1.3
2.2
2.2
1.2
2.1
2.2
3.4
3.1
0.2
1.7
Min.
1
1
3
4
2
1
3
3
2
2
1
6
4
3
2
2
2
1
7
4
3
2
3
3
1
2
1
1
4.5
5.0
5.7
5.5
4.5
3.4
5.3
8.2
5.7
3.7
5.4
11.4
8.8
7.7
3.8
5.7
5.4
6.4
11.2
8.6
5.1
5.0
6.1
5.8
7.5
7.8
4.4
5.5
Min.
Particulates, Km X 10
Range
Max.
2
5
5
12
8
5
7
22
12
2
4
18
13
18
5
5
17
9
16
2
2
3
2
2
15
18
3
1
34
67
47
45
50
47
50
58
60
45
110
94
62
73
45
55
93
68
80
76
22
24
40
51
70
97
80
59
Arith.
Mean
14.7
23.3
18.2
27.3
23.5
20.2
24.1
37.7
32.7
13.1
24.3
43.7
33.6
36.0
18.3
21.1
39.4
35.3
43.2
22.3
6.8
11.4
13.0
18.1
41.1
46.4
43.9
15.0
a Parking site for Mobile Lab when not sampling at other locations. Located near airport Fire Station. Data is average of 38 days of sampling during
same hours established for other sites, i.e., 0600-1100 hr except on Friday and Sunday, when sampling was done during 1300-1800 hr.
b Data for same dates and hours of Mobile Lab sampling at "LAX" location.
514
Conclusions
Aircraft and Ground Operations
Jet flights account for 53% of the total atmospheric pollution burden generated within the boundary of Los Angeles
International Airport (LAX). About 90% of the particulate
matter and 72% of the hydrocarbons in this total originate
from jet sources.
Ground operations account for 42% of total air contaminant
emissions and 55% of total CO emissions at LAX.
LAX is a significant area source of air contaminants,
generally upwind of metropolitan Los Angeles. Total
emissions within the 4.7 sq mi airport area are 122 tons/day,
or an emission density of 26 tons/day/sq mi. Aircraft
using LAX emit an additional 45 tons/day below 3500 ft
altitude in Los Angeles County but outside of the airport
boundary.
The 6.7 tons of particulate matter emitted daily in the
4.7 sq mi LAX source area exceeds the atmospheric loading
rate of particulates from any area of comparable size in
Los Angeles County.
About 70% of total jet aircraft operation time, to and
from 3500 ft altitude, is spent in the idle and taxi mode, which
accounts for about 55% of total aircraft emissions.
Particulate emissions from jet aircraft engines are very
conspicuous during both final approach and take-off. However, about 40% of particulate matter emitted from jet
flights occurs during taxi and idle modes after arrival touchdown and before initiating the take-off run. This and the
previous conclusion emphasize the gains that could be
achieved by minimizing engine running time on the ground.
The JT8D engine emits total air contaminants at a rate
about twice that of any of the other six models tested. Its
35% portion of the engine flights at LAX thus accounts for
55% of total emissions from all jetflightsat the airport.
The new "smokeless" JT9D turbofan engine, which powers
the 747 superjet, emits less visible emissions and about the
same total weight of air contaminants per flight as the lower
thrust JT4A turbojet and JT3D turbofan engines used on
B-707 and DC-8 aircraft, and one-half of the total for the
unmodified JT8D turbofan engine mounted on the shorthaul B-727, -737, and DC-9 aircraft.
Atmospheric Measurements
During runway operations, carbon monoxide concentrations in aircraft cabins ranged from 2 to 7 ppm and usually
averaged 4 ppm. These values are comparable to airport
background values and significantly lower than levels to
which the air traveler is exposed during his stay at the air
terminal prior to taxiing onto the runway.
Acknowledgments