ASD-STAN TR 4618-2014 Aerospace series Aircraft internal air quality standards criteria and determination methods (Edition 1 Incorporated Corrigendum 11 13 2014).pdf

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1、ASD-STAN Technical Report Rapport Technique ASD-STAN ASD-STAN Fachbericht CORRIGENDUM ISSUE 2: 2014-13-11 TR 4618 Edition 1 October 2014 PUBLISHED BY THE AEROSPACE AND DEFENCE INDUSTRIES ASSOCIATION OF EUROPE - STANDARDIZATION Rue Montoyer 10 - 1000 Brussels - Tel. 32 2 775 8126 - Fax. 32 2 775 8131

2、 - www.asd-stan.org ICS: Supersedes edition P 1 of September 2004 and EN 4618:2009 Descriptors: ENGLISH VERSION Aerospace series Aircraft internal air quality standards, criteria and determination methods Srie arospatiale Norme de qualit dair intrieur pour les cabines davion, critres et mthodes dval

3、uation Luft- und Raumfahrt Qualittsstandards fr Kabinenluft, Kriterien und Messverfahren This Technical Report was drawn up by the Engineering Procedures of ASD-STAN. The reason which led to the publication of the document as a Technical Report is explained in the foreword. Edition approved for publ

4、ication 1st October 2014 Engineering Procedures Domain Copyright 2014 by ASD-STAN Page 2 TR 4618:10-2014 (E) Contents Page Foreword 3 Introduction .4 1 Scope 5 2 Normative references 9 3 Terms and definitions 10 4 Air quality 10 5 Environmental criteria 25 Annex A (informative) Altitude corrections

5、for volume concentrations . 28 Annex B (informative) Bacteria, fungi and viruses . 29 Annex C (informative) Technical information for bacteria, viruses and other particulate contamination removal 31 Annex D (informative) Measurement method for micro-organisms 33 Annex E (informative) Operative tempe

6、rature and air velocity ranges . 37 Page 3 TR 4618:10-2014 (E) Foreword The main task of ASD-STAN Technical Committees is to prepare EN Standards, in exceptional circumstances however, the publication of Technical Report of one of the following types may be proposed: Type 1, the subject is still und

7、er technical development requiring wider exposure; Type 2, a Technical Committee has collected data of a different kind from that which is normally published as a European Standard. The Engineering Procedures Domain decided to publish this document in the form of a Technical Report of type 2 in orde

8、r to facilitate the updating of this document. Page 4 TR 4618:10-2014 (E) Introduction This standard has been prepared in order to specify requirements and determination methods for newly certificated commercial passenger aircraft programmes. It may also apply to current production aircraft, should

9、it be shown to be technically feasible and economically justifiable. The standard distinguishes between safety, health and comfort conditions for passengers and crew under a variety of phases of flight, including embarkation and disembarkation. The standard is intended for use in design, manufacturi

10、ng, maintenance and normal operation of commercial aircraft. The standard committee has tried to make the standard performance based. This means that only parameters of direct effect on safety, health and comfort of aircraft occupants are considered. Prescriptive design solutions, such as ventilatio

11、n flow rates, are not described in the clauses of the standard. Nevertheless, in exceptional cases, current technology is used in notes, appendices and/or recommendations to describe available solutions that may meet the objectives of individual requirements of the standard. Regulatory bodies may ap

12、ply this standard or parts thereof. Page 5 TR 4618:10-2014 (E) 1 Scope This standard specifies requirements and determination methods for newly certificated commercial passenger aircraft programmes. This standard applies to newly certificated commercial passenger aircraft programmes. It may also app

13、ly to current production aircraft if it does not carry significant penalties, i.e. if it can be shown to be technically feasible and economically justifiable. This standard covers the period from first crew embarkation to last crew disembarkation. NOTE 1 During embarkation and disembarkation, reduce

14、d temperatures in the cabin may be desirable due to increased metabolic activity of the occupants. In some ground cases, the aircraft environmental control system (ECS) may not be able to compensate for the external conditions influencing the cabin comfort conditions, such as open doors, extreme hot

15、/cold ground/air temperatures or radiant heat. In this case, external air-conditioning systems, for example conditioned low-pressure ground air or high-pressure supply, may be used to supplement the aircraft ECS. If the temperature range stated in this standard is regularly exceeded (either above or

16、 below the stated range), changes to airline and/or airport procedures and/or aircraft design should be introduced. NOTE 2 During ground operations, the external air quality may adversely influence the air quality within the aircraft cabin. Contamination produced as a result of servicing activities

17、or ground operations vehicles may enter the aircraft directly, for example via open doors, and the ECS may not be able to effectively control contaminant levels in the cabin. Airline and airport operational procedures should be organised so as to avoid direct contamination of the cabin from these po

18、llutant sources. If the contaminant ranges stated in this standard are regularly exceeded, changes to airline and/or airport procedures and/or aircraft design should be introduced. Outside air quality levels would usually be regulated by national authorities. The population under consideration passe

19、ngers and crew excludes individuals with pre-existing infirmity or ill health conditions. All values given in this document are sea-level equivalent (see Clause 4). According to the Air Quality Guidelines WHO 1999, paragraph 2.2.3, For gaseous pollutants, no increase in effects over those experience

20、d at sea level would be expected as a result of the increase of the inhalation, as the partial pressures of the pollutant gases will fall in line with that of oxygen. The limit concentrations at flight altitude can therefore be defined using pressure ratios. Annex A provides the formula for calculat

21、ing allowable concentrations at flight altitude. There are many potential sources of contamination, which could affect the aircraft cabin environment. It would be impractical to set limits for all the chemical constituents of these sources. The presence of marker compounds in concentrations that exc

22、eed the cabin air quality comfort, health or safety limits set in the standard may indicate that maintenance, procedural or operational change or design change is required to bring the air quality back within the limits set in this standard. Several sources have been considered to identify contamina

23、nts produced during normal operation. The possible sources have been analysed to identify which chemical groupings are related to each one. At least one compound from each grouping identified for each potential source has been chosen as representative of that source. Page 6 TR 4618:10-2014 (E) To de

24、fine the performance of the ECS, maximum contamination limits are given for the selected marker compounds. The marker compounds have been selected to be: Measurable; Representative of contaminants produced during operation; Balanced across the chemical groupings of the potential contamination source

25、s. The selected marker compounds may occur in several of the selected potential sources. A full list of all compounds considered is given for completeness. Some of the compounds were subsequently disregarded because they were: Expected to appear only in very low concentrations, and/or Have low toxic

26、ity for given TLVs, and/or Below the quantification limit of measurement method. Where this is the case is marked in Table 1. Additionally, while some compounds may be present in many of the identified potential sources, they are only relevant (under the guidelines given above) for some of the poten

27、tial sources. In this case this is also marked in Table 1. The potential sources under consideration are described below: Bio-effluents compounds produced by the occupants; Cabin Interior compounds that may be used during cabin servicing and cleaning; Solvents compounds that may be present in the ca

28、bin due to, for example, cabin furnishing off-gassing; External Conditions compounds likely to be present in the environment, specifically near the airport, either from natural or man made sources; Exhaust compounds likely to be present in the engine or APU exhaust, which under certain environmental

29、 conditions may be ingested into the outside air intake; Oils, lubricants and hydraulic fluids compounds present in these fluids, and/or their thermal breakdown products, that may enter the cabin under certain conditions; Fuel compounds present in fuels that may enter the cabin under certain conditi

30、ons. Contaminants indicative of engine/APU lubricant or fuel leaks would enter the cabin through the bleed air system. The bleed air system may also carry ingested exhaust fumes, hydraulic fluid leaks and environmental pollution in to the cabin. On the ground, exhaust fumes and environmental polluti

31、on may also enter through open aircraft doors. Page 7TR 4618:10-2014(E) Table 1 Marker compounds and their potential sources in the cabin (1 of 2) Category Group Compound CAS No. Bio- effluents Cabin Interior Solvents External Conditions Exhaust Oils, Lubricants Reference: CONCISE INTERNATIONAL CHEM

32、ICAL ASSESSMENT DOCUMENT No. 5. d Acetone is normally produced only in very minor quantities by the human body. Some health problems do lead to significant synthesis of acetone, however this is not considered by this standard (reference to be provided). e If ozone is present in the cabin it may reac

33、t with plastics in the cabin to synthesise formaldehyde; Reference: CONCISE INTERNATIONAL CHEMICAL ASSESSMENT DOCUMENT No. 5. Page 9 TR 4618:10-2014 (E) Criteria relative to environmental criteria concern: thermal comfort; pressure rate of change; cost of compliance. Changes in costs related to the

34、need to comply with a new standard may arise from the following factors: expenditure on R non recurring costs for the development of new products; recurring costs in the production of new products; certification and compliance testing; operating costs for new products; the residual value of the curr

35、ent fleet. However, for this proposed standard the programme of measurements in the sky carried out in the EC CabinAir project demonstrated that the values chosen for pollutants and comfort criteria can generally be met by technology currently available. As a result, the only increases in costs are

36、likely to be associated with a limited extension of the certification process and possibly with through-life compliance testing. In both of these cases the overall impact on total costs is expected, at most, to be very much at the marginal level. 2 Normative references The following referenced docum

37、ents are indispensable for the application of this document. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies. EN 481, Workplace atmospheres Size fraction definitions for measurement of airb

38、orne particles EN 14181:2004, Stationary source emissions Quality assurance of automated measuring systems EN ISO 7730, Ergonomics of the thermal environment Analytical determination and interpretation of thermal comfort using calculation of the PMV and PPD indices and local thermal comfort criteria

39、 (ISO 7730:2005) EN ISO 16017-1, Indoor, ambient and workplace air Sampling and analysis of volatile organic compounds by sorbent tube/thermal desorption/capillary gas chromatography Part 1: Pumped sampling (ISO 16017-1:2000) ISO 7726, Ergonomics of the thermal environment Instruments for measuring

40、physical quantities ISO 16000-3, Indoor air Part 3: Determination of formaldehyde and other carbonyl compounds Active sampling method ISO 16000-6, Indoor air Part 6: Determination of volatile organic compounds in indoor and test chamber air by active sampling on Tenax TA sorbent, thermal desorption

41、and gas chromatography using MS/FID FAR 25, Airworthiness standards Transport category airplanes JAR 25, Large aeroplanes Page 10 TR 4618:10-2014 (E) ASTM D6399-04, Standard Guide for Selecting Instruments and Methods for Measuring Air Quality In Aircraft Cabins 1) ASTM D6699, Standard Practice for

42、Sampling Liquids Using Bailers 1) 3 Terms and definitions For the purposes of this document, the following terms and definitions apply. 3.1 safety limits limits for cabin environment parameters that if exceeded would prevent the safe operation of the aircraft Note 1 to entry: Where appropriate, limi

43、ts such as occupational exposure limits and regulatory limits are taken from cognizant authorities. 3.2 health limits limits for cabin environment parameters that if exceeded would lead to temporary or permanent pathological effects to the occupants Note 1 to entry: Where appropriate, limits such as

44、 occupational exposure limits and regulatory limits are taken from cognizant authorities. 3.3 comfort limits limits for cabin environment parameters that if exceeded would not achieve an acceptable cabin environment Note 1 to entry: An acceptable cabin environment is defined as one in which a substa

45、ntial majority of the people exposed would not be expected to express dissatisfaction with the air quality contaminants and/or environmental criteria. Where appropriate, comfort limits are drawn from cognizant authorities that provide indoor environment standards and guidelines. 4 Air quality 4.1 Ge

46、neral All standards and guidelines referenced in this document must be referred to directly to confirm the correct interpretation and applicability. For the purpose of this standard, the sea-level equivalent reference conditions are 101,3 kPa and 20 C. This choice is based on the European guidelines

47、 for threshold values definition for contaminants in spaces with human occupancy. It should be noted that the ICAO standard conditions are 101,3 kPa and 15 C, and that current FAR/JAR use 101,3 kPa and 25 C as reference conditions. NOTE For any given contaminant and class (Safety, Health or Comfort)

48、, where there exist two or more exposure limits defined by cognizant authorities, the most conservative value has been retained. 1) This standard is published by: American Society for Testing and Materials (ASTM), 100 Barr Harbor Drive, West Conshohocken, PA 19428-2959, USA. Page 11 TR 4618:10-2014

49、(E) 4.2 Carbon dioxide 4.2.1 General Carbon dioxide is present at low levels in ambient air and is a normal product of human respiration. A further source can be found in the use of dry ice to preserve food and drink supplies. 4.2.2 Requirements and rationale Limits Rationale Safety 9 130 mg.m-3 (5 000 ppmv) 1 Health 36 520 mg.m-3 (20 000 ppmv) (15 min exposure) 2 Comfort 3 650 mg.m-3 (2