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to continue Air Force-wide through 1998. The effort was undertaken to increase survivability of
air crews and aircraft and to standardize fuel type with allies (e.g., NATO). JP-8 is essentially
commercial grade Jet A-1 aviation kerosene. Because it vapor pressure is much lower than that of
JP-4, the potential for fire and explosion is significantly reduced. As of this writing, specific
criteria pollutant emission indices for the various flight operation modes are not available for JP-
8. Average emission index data for engines by operating mode for JP-4 is included in EPA’s
Procedures for Emission Inventory Preparation, Volume IV, Chapter 5. Information on the
environmental impact of the JP-4 to JP-8 conversion expected by the Air Force is provided in
Calculation Methods for Criteria Air Pollutant Emission Inventories (Reference 23).
D4.2.4 Times in Mode
The operating modes of a military aircraft standard LTO cycle are the same as for civil aircraft,
although the power settings may be different. There are six possible operating modes: approach,
taxi/idle-in, taxi/idle-out, takeoff, climbout, and reverse thrust. The power settings for a civil
aircraft standard LTO cycle are takeoff at 100%, climbout at 85%, approach at 30%, taxi/idle at
7%, and reverse thrust at 80-100%. For military aircraft, examples of possible alternative power
settings are takeoff at afterburner power and takeoff or climbout at military, intermediate, or IRP.
Taxi time is highly site- and situation-specific. Potential sources of site-specific taxi/idle times
include sampling and the air base operations department. Approach and climbout times in mode
vary based on the local mixing height. The methodology for adjusting approach and climbout
times is provided in EPA’s Procedures for Emission Inventory Preparation, Volume IV, Chapter
5. Takeoff time in mode is fairly standard. Default takeoff times are provided for several
aircraft categories in EPA’s Procedures for Emissions Inventory Preparation, Volume IV,
Chapter 5. If reverse thrust is used on aircraft landing, sampling should be conducted or the air
base operations department should be consulted to estimate the reverse thrust time in mode. For
non-standard LTO cycles, the times in mode should be adjusted for site-specific conditions (e.g.,
taxi/idle mode times and power settings should be adjusted for touch-and-go cycles).
D-12
Appendix E: Auxiliary Power Unit Emission
Methodology
E-2
E-3
Appendix E: Auxiliary Power Unit Emission Methodology
CONTENTS
E1. METHODOLOGY___________________________________________________5
E2. DATA SOURCES____________________________________________________6
E2.1 APU Model ____________________________________________________________ 6
E2.2 Emission Indices and Fuel Flow ___________________________________________ 6
E2.3 Operating Time_________________________________________________________ 6
E2.4 Aircraft Fleet and Activity________________________________________________ 6
LIST OF EQUATIONS
Equation E-1: APU Emissions from a Single LTO_____________________________________________5
Equation E-2 : Total APU Emissions _______________________________________________________5
E-4
E-5
Appendix E: Auxiliary Power Unit Emission Methodology
E1. METHODOLOGY
A methodology was developed for calculating emissions from auxiliary power units (APUs)
based on the methodology for calculating aircraft exhaust emissions, which is provided in EPA’s
Procedures for Emission Inventory Preparation (Reference 82). APU emissions are calculated
for one complete LTO cycle of each aircraft type. Calculation inputs are the emission factors
and fuel flow for the aircraft’s specific APU model and the amount of APU usage during the
course of the full aircraft LTO. Equation E-1 assumes each aircraft type has one APU. If a
particular aircraft has multiple APUs, then the equation must be multiplied by the number of
APUs on the aircraft in question.
Eij = T * (FFj / 1000) * (EIij)
Equation E-1: APU Emissions from a Single LTO
Where: Eij - emissions of pollutant i, in pounds, produced by the APU model installed on
aircraft type j for one LTO cycle
T - operating time per LTO cycle, in minutes
FFj - fuel flow, in pounds per minute, for each APU used on aircraft type j
EIij - emission index for pollutant i, in pounds of pollutant per one thousand
pounds of fuel, for each APU used on aircraft type j
i - pollutant type (HC, CO, NOx, SO2)
j - aircraft type (e.g., B-737, MD-11)
Using Equation E-1, APU emissions per LTO can be calculated for multiple aircraft types and
any period of time (e.g., day, month, year). Total APU emissions can be calculated using
　
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