曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
the annual ar thmetic mean PM-2.5 concentration is less than or equal to 15 ug/m The 24-hour
standard will be met when the 3-year average of the 98 percentile of 24-hour PM-2.5
concentration is less than or equal to 65 ug/m EPA plans to make final attainment designations,
based on 2001 to 2003 monitoring data, by December 15, 2004.
AD - 27
AIR QUALITY PROCEDURES FOR CIVILIAN AIRPORTS & AIR FORCE BASES
(THE "AIR QUALITY HANDBOOK")
ADDENDUM (Continued)
(D-1)
(p. D-5)
l
(EDMS) l,
(p. D-6)
impact
publication
l
or
.
noise data).
l
)
, above.
information see the
– Draft
Appendix D: Aircraft Emission Methodology
Provides detailed instructions, sources of information, formulas, and common assumptions for the
preparation of aircraft-related emission inventories.
D2.1 Commercial Aircraft – Methodology
For additiona information and guidance on conducting aircraft emissions inventory, see
the following publication:
Emissions & Dispersion Modeling System Reference Manua
prepared for the FAA, prepared by CSSI Inc. May 2001 (or the latest
version).
D2.2 Data Sources (p. D-6)
D2.2.1 Aircraft type and Number of LTOs
Aircraft type and number of LTOs can be obtained from a variety of sources including
(but not limited to) airport master plans, airport tower records and noise
assessments. Another source of data is the Bureau of Transportation Statistics (BTS)’s
Office of Airline Information (OAI), which is part of the U.S. DOT. The OAI
Airport Activity Statistics of Certificated Route Air Carriers provides detailed tab es listing
annual airline and aircraft activity by airport (as shown in the Attachment 4 example
page). For additional information, contact the BTS directly at 1-800-853-1351
answers@bts.gov
For air quality analyses, the actual (or forecasted actual) aircraft fleet mix should be used
(e.g., rather than an adjusted fleet that includes aircraft substitutions based on available
Wherever aircraft substitutions are necessary for emissions analysis
purposes, these can be made using similar aircraft operationa and/or performance
characteristics (including size and manufacturer) as a basis.
D.2.2.2 Engine type and Number (p. D-6
See notes in connection with D2.2.1 Aircraft type and Number of LTOs
D.2.2.3 Engine Emission Indices and Engine Fuel Flow (p. D-6)
For updated pertaining to PM-10 emission factors, following
publication:
A Review of Literature on Particulate Matter Emissions From Aircraft
Letter Report, prepared for the FAA Office of Environment & Energy,
prepared by R. Wayson, G. Fleming and B. Kim, Volpe National
Transportation Systems Center, April 2002.
AD - 28
AIR QUALITY PROCEDURES FOR CIVILIAN AIRPORTS & AIR FORCE BASES
(THE "AIR QUALITY HANDBOOK")
ADDENDUM (Continued)
The
Additional
report “
”.
D.2.2.4 Time In Mode (p. D-6)
be flown. Additional
(p. D.7)
immediately D3.2 Data
in –
(p. D.9)
(p. E-1)
i
ions
.
ICAO Engine Exhaust Emissions Databank referenced in the text is now available in
electronic spreadsheet form, as noted in Section 7: References. The SOx emission
factor should be corrected to read 1 lb/1000 lb (rather than 0.54 lb/1000 lb). (Wilcox,
Richard S., US EPA. Letter to J. Draper, FAA dated November 22, 2000.)
information on this is provided in the EDMS Reference Manual Model Changes
Between EDMS 3.2 and EDMS 4.0
A variety of aircraft time in mode data (including taxi-in, taxi-out and ground-based delay)
can be obtained from a variety of sources including (but not limited to) airport master
plans, in-the-field measurements, ICAO, and airport operational models (i.e. SIMMOD).
Takeoff, climb out, approach and the landing roll portion of the idle mode TIMs are
aircraft-specific in EDMS. They are generated using flight profile data that are based on
the airframe, engine, takeoff weight, and approach angle to
information can be found in the EDMS User’s Manual on TIMs.
The BTS OAI website has an airline on-time statistics searchable database. From this
database, one can obtain summary statistics including airport average taxi-in and taxi-out
times, or detailed statistics including taxi-in and taxi-out times by airport and airline.
D3. General Aviation and Air Taxi Aircraft
The first paragraph on page D-8 is intended to refer to equations D-1 and D-2, which
follow the paragraph. Regarding Section Sources, see
information and comments provided support of Sec. D2.1 Commercial Aircraft
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