Measurements of volatile organic compounds in aircraft cabins. Part I: Methodology and detected VOC species in 107 commercial flights

Guan, Jun; Gao, Kai; Chao, Wang; Yang, Xudong; Lin, Chao–Hsin; Lu, Caiyun; Gao, Peng

doi:10.1016/j.buildenv.2013.11.002

Cited by 56 publications

(39 citation statements)

References 15 publications

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“…And then their mass-concentrations were calculated. The detailed information about the ROGs sampling for the five flights can be found in Wang et al [22], and Guan et al, [12]. The Ozone Meter (Z-1200, USA) was employed to measure the O 3 concentration.…”

Section: Soa Generation Modelmentioning

confidence: 99%

“…To assure the quality of measurements, the following measures were taken: The sampling pump was calibrated using a soap-film flow meter (GL-100, Zhongkezhonghuan, Inc., Beijing, China) before each measurement; all Tenax TA tubes were cleaned at least three times before every sampling; a blank Tenax TA tube was taken for field blank analysis during each in-flight measurement; the background level of blank tube was excluded from detection limit of GC/MS system, and the limit of detection was about 1 ng for each compound (signal-to-noise ratio S/N ¼ 3/1) [12,22,23]. The measured concentrations of PM, O 3 and ROGs are listed in Tables 2 and 3.…”

Section: Soa Generation Modelmentioning

confidence: 99%

“…Ltd., Llantrisant, UK) were used to measure the ROGs concentration, following the standard method developed by the United States Environment Protection Agency [20]. Air was drawn through the Tenax TA tubes using a sampling pump (Libra Plus™ LP-1, A. P. BUCK INC., USA) whose flow rate was set at 200 mL/min for 5 min (total sample volume 1000 mL) [12]. A thermal desorber (TD; Markes Intl.…”

Section: Soa Generation Modelmentioning

confidence: 99%

See 2 more Smart Citations

Estimation of the contribution of secondary organic aerosol to PM2.0 concentration in aircraft cabins

Zhao

2014

Building and Environment

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Section: Soa Generation Modelmentioning

confidence: 99%

Section: Soa Generation Modelmentioning

confidence: 99%

Section: Soa Generation Modelmentioning

confidence: 99%

See 1 more Smart Citation

Estimation of the contribution of secondary organic aerosol to PM2.0 concentration in aircraft cabins

Zhao

2014

Building and Environment

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“…Numerous organic compounds have been identified or are expected to be present in the passenger cabins of commercial aircraft. [20][21][22][23][24][25][26][27][28][29][30] These include compounds emitted directly from products used on aircraft for cleaning, offgassing of materials within the aircraft, infiltration of chemicals from the outdoor air (eg, kerosene fumes, deicing fluid, jet and diesel exhaust while on the ground), ozone at elevated altitudes, and bioeffluents from passengers. Ozone that penetrates into the aircraft cabin reacts with unsaturated hydrocarbons present on the skin of people and on surfaces producing by-products that can be irritating.…”

Section: Background and Objectivesmentioning

confidence: 99%

Human symptom responses to bioeffluents, short-chain carbonyls/acids, and long-chain carbonyls in a simulated aircraft cabin environment

et al. 2017

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Occupants of aircraft have reported an array of symptoms related to general discomfort and irritation. Volatile organic compounds (VOCs) have been suggested to contribute to the reported symptoms. VOCs are from products used, bioeffluents from people and ozone reaction products. Thirty-six healthy, young female subjects rated symptoms and environmental quality during an 8-hour exposure to groups of compounds often present in aircraft: 1) long chain carbonyls, 2) simulated bioeffluents, and 3) short chain carbonyls/organic acids. Statistically more symptoms were identified for the simulated bioeffluents and, to a lesser extent, short chain carbonyls/organic acids compared to a control condition, though they remained in the acceptable range. There were three temporal patterns in the environmental quality and symptom reports: 1) an adaptive response (immediate increases followed by a decline); 2) an apparent physiological effect (increases one to three hours into the exposure that remained elevated) or 3) no statistical differences in reported environmental quality or symptom severity compared to the control air conditions. Typical concentrations found in aircraft can cause transitory symptoms in healthy individuals questioning the adequacy of current standards. Effects on individuals sensitive to air pollutants and methods to remove the compounds causing the greatest symptom responses are needed.

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“…Inhalable particulates had an average of 120 lg/m 3 over the full-flight time whereas total particulates had 86 lg/m 3 . Guan et al (2014) conducted in-flight measurements on 107 commercial revenue flights operating between August 2010 and August 2012. Most samples were collected prior to take-off, during cruise, and upon landing phases of the flights.…”

Section: Evaluation Of Bleed Air Contaminationmentioning

confidence: 99%

Characterization of the frequency and nature of bleed air contamination events in commercial aircraft

2015

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Contamination of the bleed air used to pressurize and ventilate aircraft cabins is of concern due to the potential health and safety hazards for passengers and crew. Databases from the Federal Aviation Administration, NASA, and other sources were examined in detail to determine the frequency of bleed air contamination incidents. The frequency was examined on an aircraft model basis with the intent of identifying aircraft make and models with elevated frequencies of contamination events. The reported results herein may help investigators to focus future studies of bleed air contamination incidents on smaller number of aircrafts. Incident frequency was normalized by the number of aircraft, number of flights, and flight hours for each model to account for the large variations in the number of aircraft of different models. The focus of the study was on aircraft models that are currently in service and are used by major airlines in the United States. Incidents examined in this study include those related to smoke, oil odors, fumes, and any symptom that might be related to exposure to such contamination, reported by crew members, between 2007 and 2012, for US-based carriers for domestic flights and all international flights that either originated or terminated in the US. In addition to the reported frequency of incidents for different aircraft models, the analysis attempted to identify propulsion engines and auxiliary power units associated with aircrafts that had higher frequencies of incidents. While substantial variations were found in frequency of incidents, it was found that the contamination events were widely distributed across nearly all common models of aircraft.

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Measurements of volatile organic compounds in aircraft cabins. Part I: Methodology and detected VOC species in 107 commercial flights

Cited by 56 publications

References 15 publications

Estimation of the contribution of secondary organic aerosol to PM2.0 concentration in aircraft cabins

Estimation of the contribution of secondary organic aerosol to PM2.0 concentration in aircraft cabins

Human symptom responses to bioeffluents, short-chain carbonyls/acids, and long-chain carbonyls in a simulated aircraft cabin environment

Characterization of the frequency and nature of bleed air contamination events in commercial aircraft

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