B737-200 ECHO Air Design Test · ECHO Air design testing for a Boeing 737-200 US patent 6,491,254; European patent 1140625; Canada patent pending i (800) 558-5892 Indoor Air Technologies

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Indoor Air Technologies Inc.Ottawa, Canada Delaware USA800-558-5892 www.indoorair.ca

ECHO Air

Design Testing for aBoeing 737-200

Prepared by:Douglas S. Walkinshaw,Campbell S.L. McNeil and Keith F. Preston

Date: December 1999

ECHO Air design testing for a Boeing 737-200 US patent 6,491,254; European patent 1140625; Canada patent pending

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(800) 558-5892 Indoor Air Technologies Inc www.indoorair.ca

TABLE OF CONTENTSABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iii

EXECUTIVE SUMMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . v

1.0 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1Figure 1 Illustration of some of the ECHO Air components . . . . . . . . . . . . . . . . . . . 1

2.0 B737-200 ECHO Air TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3Figure 2 ECHO Air test arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

3.0 B737-200 ECHO Air TEST RESULTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5Table 1 Longitudinal pressure variation with air injected at one end of the port side test section

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5Table 2 Circumferential pressure variation with air injected at the bottom of the port side test

section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5Figure 3 On-the-ground envelope pressurization vs injection rate per passenger seat6Figure 8 Comparison of B737-200 Test gasper air (bleed air) VOCs with outdoor air in

downtown Ottawa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9Figure 9 B737-200 envelope air on the ground with plane exposed to a strong sun, just

prior to take off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

4.0 DISCUSSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124.1. Pressures and flows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124.2 Volatile Organic Compounds (VOCs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14Figure 11 Jet fuel head space GC/MS chromatogram . . . . . . . . . . . . . . . . . . . . . . . 14Figure 12 Anti-corrosion spray (Ultra-lite lube) head space GC/MS chromatogram . 15Figure 13 Head space GC/MS chromatogram of the test aircraft hydraulic fluid . . . 16Figure 14 Head space GC/MS chromatogram of the test plane engine turbine lubrication

oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17Figure 15 Head space GC/MS chromatogram of a general purpose cleaner used in test

aircraft the cabin. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

5.0 CONCLUSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

APPENDIX A

DATA COLLECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A 1A.1 Data collection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A 2

APPENDIX B

PHOTOGRAPHS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B 1Figure B.1 View of the B737 cabin interior showing port and starboard cabin envelope

sensor tubing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B 2Figure B.2 View of 3/4"ID PVC injection tubing behind the B737 cabin insulation . . B 2Figure B.3 View of 3/4"ID PVC injection air tubes, 1/4" and 3/16" ID PVC pressure and

VOC sampling tubes between the B737 cabin insulation and liner . . . . . B 3Figure B.4 View of the B737 Sections 24, 25 and 26 (port side) injection air tubes,

pressure and VOC sampling tubes, and Section 22 pressure sampling tubeswith the cabin liner and stowage bins removed . . . . . . . . . . . . . . . . . . . . . B 4

Figure B.5 View of the B737 Sections 24, 25 and 26 (port side) injection air tubes,pressure and VOC sampling tubes, and Section 22 pressure sampling tubeswith the cabin stowage bins removed

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B 6

APPENDIX C

PRESSURE VS INJECTION RATE DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C 1Table C.1 Port side ground test, 11 June 1998 . . . . . . . . . . . . . . . . . . . . . . . . . . . C 2Table C.2 Port side ground test, 10:40 h, 19 June 1998 . . . . . . . . . . . . . . . . . . . . C 2Table C.3 Port side ground test, 10:51 h, 19 June 1998 . . . . . . . . . . . . . . . . . . . . C 2Table C.4 Port side ground test, 14:35 h, 19 June 1998 . . . . . . . . . . . . . . . . . . . . C 3Table C.5 Port side ground test, 15:05 h, 19 June 1998 . . . . . . . . . . . . . . . . . . . . C 3


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Table C.6 Starboard side ground test, 15:20 h, 19 June 1998 . . . . . . . . . . . . . . . . C 4Table C.7 Port side ground test, 13:30 h, 20 June 1998 . . . . . . . . . . . . . . . . . . . . C 4Table C.8 Starboard side ground test, 13:40 h, 20 June 1998 . . . . . . . . . . . . . . . . C 5Table C.9 Port side ground test, 14:10 h, 20 June 1998 . . . . . . . . . . . . . . . . . . . . C 5Table C.10 Starboard side ground test, 14:20 h, 20 June 1998 . . . . . . . . . . . . . . . . C 6Table C.11 Starboard side flight test, 16:33 h, 20 June 1998 . . . . . . . . . . . . . . . . . . C 6Table C.12 Port side flight test, 16:38 h, 20 June 1998 . . . . . . . . . . . . . . . . . . . . . . C 7

APPENDIX D

INDIVIDUAL VOLATILE ORGANIC COMPOUNDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D 2Figure D.1 Sums of Volatile Organic Compounds in Gasper and Envelope possibly

originating with mold, BTEX (benzene, toluene, ethyl benzene and xylene), orpetroleum/combustion sources vs indoor air norms . . . . . . . . . . . . . . . . D 3

Figure D.2 Sums of Volatile Organic Compounds in Gasper possibly originating with mold,BTEX (benzene, toluene, ethyl benzene and xylene), or petroleum/combustionsources vs indoor air norms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D 4

Figure D.3 Sums of Volatile Organic Compounds in Gasper and Envelope possiblyoriginating with mold vs indoor air norms . . . . . . . . . . . . . . . . . . . . . . . . D 5

Table D.1 Comparison of cabin gasper VOCs during cruise (uncorrected for cabin airdensity of 3/4 atmosphere) and envelope VOCs on the ground with the planeexposed to a strong sun, with some norms, standards and sources . . . D 6


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ABBREVIATIONSACH air change per hourACGIH American Conference of

Governmental IndustrialHygienists

AHU air handling unitASHRAE American Society of Heating,

Refrigerat ing and Air-Conditioning Engineers

A. fumigatus A s p e r g i l l u s f u m i g a t u s(toxigenic fungal species)

A. versicilor A s p e r g i l l u s v e r s i c o l o r(toxigenic fungal species)

BAP benzo (a) pyreneBETEX benzene, toluene, ethyl

benzene, xyleneBP boiling pointo C degree s Celsiuscc cubic centimetersCd air leakage discharge

coefficientCFM cubic feet per minuteCFU colony forming units (fungi) Clo a unit to express insulation

prov ided by c lo th ing.Temperature target ranges arebased on activity levels typicalof light sedentary work, andclo values typical of seasonalclothing (i.e. heavy slacks,long sleeve shirt and sweaterin winter; light slacks, shortsleeve shirt in summer).

CO carbon monoxideCO2 carbon dioxideCPL counts per liter (RSP)C9 organic compound with 9

carbon atoms.EA envelope area that may leak ELA equivalent leakage areaenvelope the perimeter section of a

structure containing insulation,vapor and air barriers

ETS environmental tobacco smokeo F degrees FahrenheitFS frame station (aircraft). A

circumferential structuralmember. Alt refers to thesec t i on be tween twocircumferential structuralmembers

fpm feet per minuteGC gas chromatography (VOCs)g gramsh hoursH2O waterHCHO formaldehydeHEPA high efficiency particulate

(filters)HRV heat recovery ventilator (air-to-

air heat exchanger)HVAC heating, ventilation and air-

conditioningIAQ indoor air qualityIAT Indoor Air Technologies Inc.l, L litresLA leakage areaLD Legionnaires’ diseaseLPP liquid process photocopiers

(use liquid toner dispersant)L/s litres per second (1 L/s = 2

CFM approx.)MBR master bedroomMC moisture contentm3 cubic meter (air)min minutemm millimetersMS mass spectroscopyMVOCs microbial volatile organic

compounds NO nitric oxideNO2 nitrogen dioxideO3 ozonep personP pressure differenceP. brevi- P e n i c i l l i u m

brevicompactumcompactum (toxigenic fungal species)P. crustosum Penicillium crustosumP. variotti P a e c i l o m y c e s v a r i o t t i

(pathogenic fungal species)Pa Pascals (pressure)PAH polycyclic aromatic

hydrocarbons pCi/L pico Curies per liter (radon)P. viridicatum Penicillium auranteogrisium (P.

cyclopium, P. polonicum, P.viridicatum) (toxigenic fungalspecies)

ppb parts per billionppm parts per million


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D air densityQ flowRH relative humidityRm roomRSP respirable suspended

particulate matterRT GC compound retention timeS/A supply airSBS Sick building syndrome. SBS

symptoms include headaches,fatigue, eye and respiratorysystem irritation.

S. chartarum Stachybotrys chartarum or S.atra (toxic fungal species)

SO2 sulphur dioxidestringer longitudinal structural member

(aircraft)T temperature TLV Threshold limit value

T. harzianum Trichoderma harzianum (viride)(toxigenic fungal species)

TVOC total volatile organic compoundTWA time weighted averageUFFI urea formaldehyde foam

insulationV ventilation rateVB vapour barrierVOC volatile organic compound:g/m3 micrograms per cubic meter of

air20th % 20th percentile (only 20 percent

of other buildings tested have alower concentration )


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EXECUTIVE SUMMARY 1. The Objectives

! The ECHO Air design objective is to control the transport of gases, vapors andparticles between the envelope and cabin of an airplane by means of a smallcontrollable pressure differential established between the two parts of the planethrough a system of independent ventilation and exhaust flows. Isolating theenvelope in this manner provides not only an effective barrier to the ingress ofwater vapor, but also provides a filter and a holding tank for pollutants that canbe voided at appropriate times during the flight cycle.

! With this system, “rain in the plane” problems can be eliminated; undesirablegases (VOCs, ozone), particulate, smoke or noxious fire retardants can beisolated in the envelope and vented at will; and comfortable humidity levels canbe maintained in the cabin without attendant condensation and “rain-in-the-plane” incidents or accelerated corrosion of the fuselage.

! Gaseous sorption and filtration in the envelope ensures that the ventilation airinjected there is as clean or cleaner than its initial state before it enters thecabin, thereby improving cabin air quality and reducing the risk of lubricating-oilingestion by crew or passengers.

2. The System

! The system components are: ventilation air injectors installed in the envelopeand, optionally, envelope air flow blockers, envelope/cabin exhaust dampersand fuselage treatment.

! Sealing of openings in the cabin liner and installation of flow blockers that inhibit“stack” induced circumferential flows in the envelope, improve systemperformance.

! While the ideal is to maintain a positive envelope pressurization relative to thecabin throughout the flight, any injection of dry ventilation air into the envelopewill reduce cabin condensation problems.

! The ECHO Air design can be applied to the complete cabin or to specificenvelope areas of concern such as in the crown, the galley or the cockpit.

3. Test measurements in a Boeing 737-200

! This report describes the results of tests conducted in a Boeing 737 in June1998 with the aim of developing ECHO Air design parameters for that aircraft


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model.

! Measurements were made both on the ground and in flight of envelope air-flow,pressure and VOCs in port, starboard and crown cabin envelope sections.

4. Observations

! Stack pressures between the cabin and the envelope were ~0.7 Pa at the crownand floor of the cabin with a temperature of 0 C behind the insulation and acabin temperature of 22 C. The theoretical maximum for this temperaturedifference and the cabin geometry is 0.9 pa.

! Introduction of a mid-height flow blocker reduced stack pressures by a factor of~ two.

! The in-flight envelope pressurization vs injection rate characteristics were ~27% lower than the on-the-ground pressurization vs injection ratemeasurements after accounting for stack effect pressures. This correspondsto the air pressure reduction within experimental error (1 atmosphere to 3/4atmosphere) and indicates that ground testing is sufficiently accurate toestablish ECHO Air injection rates.

! Envelope pressurization relative to the injection rate, normalized to wall area perpassenger seat p, over 4 wall panel sections (floor to stowage bin) was ~ 0.73Pa/CFM/p.

! Envelope longitudinal air flow was unrestricted over four frame stations.

! Envelope circumferential air flow was restricted at the stringers.

! On-the-ground envelope air had a high concentration of anti-corrosion oilcoating VOCs.

! In-flight gasper air contained a high proportion of combustion contaminantVOCs. It is postulated that these VOCs were previously absorbed on oildeposits in the gasper ducts during ground exhaust ingestion incidents ratherthan being ingested from engine exhaust, for example, during the test flight.

! Envelope air had a higher proportion of microbial VOCs and gasper air a lowerproportion than the norms for indoor environments.

5. B737-2000 ECHO Air system design parameters


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! Design cabin envelope injection rates to offset an average stack pressure of 1.5Pa above the neutral plane with no flow blocker and an average of 1 Pa abovethe two neutral planes with a mid-height flow blocker for a design cold soaktemperature of -50 C.

! Seal obvious openings at cabin liner discontinuities (e.g. at the stowage bin).

! Supply an injection flow rate of 3 CFM/p for envelope sections to be pressurizedwith no flow blocker and 2 CFM/p for envelope sections to be pressurized withone mid-height flow blocker.

! Supply injection air in the top half of sections between flow blockers, or betweena flow blocker and crown. Provide injectors in every second stringer spacecircumferentially and every 8th frame station longitudinally and adjust flows tooffset the projected stack pressure distributions.

6. Discussion

! The projected maximum stack pressure for a cold soak temperature of -50 C is2.3 Pa with no flow blocker (i.e. an average of 1.2 Pa above the neutral planewith no flow blockers and 0.6 Pa above the two neutral planes with a mid-heightflow blocker).

! Injection design rates are 50% above projected minimum requirements for thedesign cold soak temperature. This allowance is for factors such as sub-optimal air injection arrangements and non-linearity in envelope pressurizationcharacteristics.

! These design envelope air injection rates that eliminate moisture problemsassociated with condensation and microbial growth are well within regulatorycabin ventilation requirements (i.e., 10 CFM/p to 15 CFM/p, depending uponjurisdiction). Higher injection rates provide improved cabin air quality andreduce ingestion incidence, but are unnecessary for moisture problemprevention.

! Injection at lower rates than design, or where there are obvious liner openings,will reduce moisture problems proportionately.

! Installation of envelope exhaust dampers which are opened during take-off will

substantially reduce cabin air contamination by the envelope combustion andmicrobial VOCs identified in these tests.

! The system will reduce the entry into the cabin of the combustion VOCs


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identified in the gasper air and associated with desorption from oil residues inthe envelope.

! Replacement of the anti-corrosion fuselage treatment used in this plane byappropriate absorbents will decrease cabin VOC concentrations both on theground and in flight.


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Cabin liner sealing as required

Envelope air flow blocker

Fuselage treatmentEnvelope/cabin

air exhaust damper

Envelope air injector

Figure 1 Illustration of some of theECHO Air components

1.0 INTRODUCTION

The ECHO Air technology involves: (a) sealing of the cabin liner; (b) reduction of stackpressures through use of flowblockers in the cabin envelope; (c)distribution of a portion or all of theengine bleed/ cabin ventilation airinto the envelope; (b) air exhaustfrom the envelope; (c) fuselagecoating to enhance envelopsorption/desorption characteristics;(d) smoke detector arrays in theenvelope; and (e) fire suppressantinjection system. Some of thecomponents are illustrated in Figure1. Additional information isavailable in the patent descriptionsand presentations on the web atwww.indoorair.ca.

ECHO liner sealing allows for readyenvelope pressurization. Envelopeflow blockers reduce thermal stack pressures driving flows through liner openings (intothe envelope from the cabin at the crown and vice versa at the floor). The ECHO Airaircraft cabin envelop ventilation system re-routes a portion or all of the aircraftventilation (engine bleed) air through a portion or all of the cabin envelope duringcruise. This ventilation flow, in conjunction with the liner sealing and envelope flowblockers, limits or prevents cabin moisture entering the envelope to minimize envelopemoisture condensation problems by pressurizing the envelope. This eliminates cabinair flows into the envelope and limits molecular back diffusion against the leakageairflow through small openings. At the same time, this envelope ventilation air can bethermally conditioned to provide cabin radiant cooling and heating supplementing oreliminating the cabin air circulation heating and cooling load demand.

The ECHO Air design provides for exhausting of cabin air through the envelope whichis placed at negative pressure at the beginning of each flight so as to purge theenvelope of gases and moisture condensed and/or sorbed there during previousflights and/or on the ground . This feature also allows for the direct purging of smokevia and from the envelope in the event of a fire in the cabin or the envelope. It canalso be used to allow injection of fire suppressant into an envelope fire withoutexposing passengers to any associated toxic gases in the envelope.

By this dynamic ventilation ‘sealing’ of the cabin air from the envelope air and viceversa , the ECHO Air can be used to:


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! Eliminates ‘rain in the plane’ condensation drip in the crown of cabins andcockpits and reduce fuel costs by eliminating the weight of condensateaccumulation.

! In conjunction with smoke detector arrays, reduce fire and smoke inhalationrisks, both for envelop fires (e.g. (from electrical arcing), and for a cabin fire.

! Extends the life of the fuselage by reducing corrosion. ! Improve cabin air quality be exhausting envelope gases which are highest

concentration when the plane is on the ground and during ascent when theenvelope is warmest.

! Filters ventilation air prior to its entry into the cabin through ventilation air inertialdeposition of particulate in injection flows directed at the fuselage, and throughsorption of ventilation air contaminant gases on the cold fuselage during takeoff, cruise and initial descent (particularly the more dangerous SVOCs thatmight be generated by an oil release into the engine bleed), and desorption andexhaust of these gases on the ground and during take-off and initial descent.

The ECHO Air technology involves: (a) sealing of the cabin liner; (b) reduction of stackpressures through use of flow blockers in the cabin envelope; (c) distribution of aportion or all of the engine bleed/ cabin ventilation air into the envelope; (b) air exhaustfrom the envelope; (c) fuselage coating to enhance envelop sorption/desorptioncharacteristics; (d) smoke detector arrays in the envelope; and (e) fire suppressantinjection system. Additional information is available in the patent descriptions andpresentations on the web at www.indoorair.ca.

The envelope ventilation air distribution system design depends upon envelop flowcharacteristics and cabin-envelope in-flight ‘stack effect’ pressure distribution. It canbe focused in particular areas, for example to solve ‘rain in the plane or corrosionproblems. While any flow of ventilation air into the envelope will reduce moistureproblems, the tighter the cabin liner, the greater the reduction for any given flow

Envelope air flow characteristics and cabin liner tightness have been investigated ina B737-200. The findings follow.


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2.0 B737-200 ECHO Air TESTS

A B737-200 envelope pressurization was investigated in June 1998 during a flightcheck of the aircraft following a C check. The plane tested had just undergone a Ccheck in which the seats, liner and insulation had been removed, the fuselage coatedwith an anti-corrosion treatment oil, and the jet engines maintained. The seats werenot in place for the flight check .

Test sections were chosen towards the rear of the cabin on both sides. The locationof the test sections are shown in Figure 2, along with the pressure, flow, and gaseouscontaminants measured.

Air injection was behind the insulation on the Port sections and in front in the Starboardtest sections. A number of pressure versus flow tests were conducted on the groundon three different days. Envelope air volatile organic compounds (VOCs) weremeasured while on the runway just before take off from the Quebec City airport. Theweather was sunny and warm. Gasper bleed air VOCs were measured during cruise.The flight test lasted 40 minutes at 28,000 feet.

Instrumentation is described in Appendix A. Photographs are provided in Appendix B.


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Figure 2 ECHO Air test arrangements


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3.0 B737-200 ECHO Air TEST RESULTSPressures and flowsThe Port Side 19 June 10:51 h test did not identify any longitudinal flow restrictionsbehind the insulation over three frame stations (Table 1). The Port Side 19 June14:35h test identified some circumferential flow blockage by the stringers (Table 2).

Table 1 Longitudinal pressure variation with air injected at one end of theport side test section

TEST 19 June'98 GROUND PORT SIDE 10:51 hTemp in cabin = 28 C, behind insulation = 27 C at 16:30 h

PRESSURES (envelope-cabin) ENVELOPE S/ASection Location Pressure Location Section Tube dia. Injection rate

Pa inches fpm cfm24 2 6.1 1 to 5 24 0.75 0 0.024 4 7.0 1 to 5 25 0.75 0 0.025 2 5.7 1 to 5 26 0.75 6920 21.225 4 7.226 2 5.826 4 6.1

Total 21.2Average 6.3Median 6.1Standard deviation 0.6

Table 2 Circumferential pressure variation with air injected at the bottom ofthe port side test section


PRESSURES (envelope-cabin) ENVELOPE S/ASection Location Pressure Location Section Tube dia. Injection

ratePa inches fpm cfm

24 1 0.3 5 24 0.75 1420 4.424 2 0.4 5 25 0.75 1850 5.724 3 1.6 5 26 0.75 1070 3.324 4 1.824 5 4.0

Total 13.3Average 1.6Median 1.6Standard deviation 1.5

On the ground, envelope minus cabin pressure was approximately 1


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Ground tests

-10123456789

0.0 1.0 2.0 3.0 4.0 5.0 6.0 7.0 8.0CFM/p

Pa

Figure 3 On-the-ground envelope pressurization vs injection rate perpassenger seat

Pa/CFM/passenger seat (Figure 3).

In flight (altitude of 28,000 ft), envelope minus cabin pressure was approximately 0.73Pa/per CFM/passenger seat (Figure 4).

The detailed ground and in flight pressure vs flow data are provided in Appendix C.

Stack effect pressures were -0.6 Pa at the crown (envelope depressurized relative tocabin; 4.6 C between the insulation and the skin); + 0.7 Pa at the floor on thestarboard side where there was no flow blocker (envelope pressurized relative to cabin; -1 C between the insulation and the skin) and +0.2.5 Pa at the floor on the port sidewhere there was a mid-height flow blocker (4.6 C between the insulation and the skin).The cabin temperature was ~ 22 C at the time of these measurements.


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Flight tests

0

1

2

3

4

5

6

0.0 1.0 2.0 3.0 4.0 5.0 6.0 7.0 8.0

CFM/p

Pa


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Figure 8 Gasper air chromatogram. TVOC = 270 :g/m3 (200 :g/m3 in 3/4atmosphere cabin air).

Volatile organic compoundsGasper ventilation air (/bleed air)A volatile organic compound chromatogram from a 5 litre sample ofgasper air (bleed air only, no recirculation) taken during flight isprovided in Figure 7.

The TVOC concentration was about four time that measured in typical air in downtownurban environments. Gasper air branched alkane, n-alkane, BTEX and aromaticcompound concentrations were proportionately higher than in the envelope sample,and higher than found in a downtown air sample. Ketones and aliphatics were lowerthan in the downtown sample (Figure 8).


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Aro

mat

ics

Terp

enes

Alip

hatic

s

Alc

ohol

s

Keto

nes

Aci

ds, e

ster

s, fu

rans

Alde

hyde

s

Chl

orin

ated

b-al

kane

s

c-al

kane

s

n-al

kane

s

BTE

X

B737 gasperDow ntow n outdoor air

020406080

100120140160180

ug/m

3

Figure 8 Comparison of B737-200 Test gasper air (bleed air) VOCs with outdoor airin downtown Ottawa


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Figure 9 B737-200 envelope air on the ground with plane exposed to a strongsun, just prior to take off. TVOC = 22,100 :g/m3. Envelopetemperature = 35C

Envelope VOCsEnvelope VOCs were measured behind the liner while the aircraft was on the runway.Branched alkane concentrations were much higher in the envelope sample than in thegasper air or in typical building findings. The chromatogram for the envelope airsample with some other VOC findings is shown in Figure 9. A comparison of thegasper and envelope air samples is provided in Figure 10.

The individual VOC compounds identified and their concentrations are provided inAppendix


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Aro

mat

ics

Terp

enes

Alip

hatic

s

Alc

ohol

s

Ket

ones

Aci

ds, e

ster

s, fu

rans

Ald

ehyd

es

Chl

orin

ated

b-al

kane

s

c-al

kane

s

n-al

kane

s

BTE

X

Com

bust

ion

B737 gasperDowntown outdoor airOffice investigations 50%Office investigations 50%0

50100150200250300350

400

Figure 10 Comparison of B737 test envelope and gasper VOC subgroups withVOCs in building investigations, a new office building and adowntown outdoor air sample


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4.0 DISCUSSION

4.1. Pressures and flows

The variation of ground test findings on pressure vs injection rate suggests somechanges in test section leakage characteristics between test dates. Temperature couldhave been a factor in this, with some ground tests conducted outdoors and some in thehangar. The injection rate/pressure relationship, while apparently linear at the pressurerange tested, needs further investigation at the design injection flows.

The 27 % reduction in envelope pressurization after accounting for stack effectpressurization of the test section vs on the ground corresponds to the air pressurereduction (1 atmosphere to 3/4 atmosphere). This finding confirms that ground testingcan be used to establish design ECHO Air injection rates.

The stack pressure of 0.7 Pa at the crown and floor of the cabin with a temperature of0 C behind the insulation and a cabin temperature of 22 C is 77% of the theoreticalmaximum for this temperature difference and the cabin geometry (i.e. 0.9 pa). On thisbasis, stack induced envelope depressurization at the crown and pressurization at thefloor would be ~ 2.3 Pa at the extreme envelope ‘cold soak’ temperature (-50 C) vs 3.1Pa theoretical maximum.

Introduction of a mid-height flow blocker on the starboard side reduced stack pressureby a bout one-half (i.e. to 37% of the theoretical maximum).

! B737-2000 system design parameters:

! Design injection rates to offset an average stack pressure of 1.5 Paabove the neutral plane with no flow blocker ( average stack pressure isprojected to be 1.2 Pa = 2.3 Pa/2 drawing air into the envelope. Theextra 25% pressure allowance is for less than optimum injection flowcreated pressures above the neutral plane) and 1 Pa above the twoneutral planes with a mid-height flow blocker.

! Seal obvious openings at cabin liner discontinuities (e.g. at the stowagebin).

! Supply an injection flow rate of 3 CFM/p for envelope sections to bepressurized with no flow blocker and 2 CFM/p for envelope sections tobe pressurized with one mid-height flow blocker.

! Supply injection air in the top half of sections between flow blockers, orbetween a flow blocker and crown. Provide injectors in every secondstringer space circumferentially and every 8th frame station longitudinally.


13


! Discussion

! The design envelope air injection rates to avoid moisture problems arewell within regulatory cabin ventilation requirements (i.e., 10 CFM/p to 15CFM/p, depending upon jurisdiction). Higher injection rates provideimproved cabin air quality and ingestion incidence avoidance but areunnecessary for moisture problem prevention.

! Injection at lower rates than design, or where there are obvious lineropenings, will still reduce moisture problems.

! Installation of envelope exhaust dampers which are opened during take-

off will substantially reduce cabin air contamination by the envelopeVOCs identified in these tests.

! The system will reduce the entry into the cabin of the combustion VOCsidentified in the gasper air in these tests through envelope VOC sorption.

! Replacement of the anti-corrosion fuselage treatment used in this planeby an system designed treatment will decrease cabin VOCconcentrations both on the ground and in flight.

! To allow for variations in profiles between aircraft of a given model, 3CFM/p injected into the upper half of the cabin envelope should preventcabin air inflow on transcontinental flights while a 1 CFM/p injectionshould be sufficient on regional flights. Injection at lower rates willreduce cabin air inflow rates and associated moisture problemsproportionately. These injection rates are well within regulatory cabinventilation requirements (i.e., 7.5 CFM/p).

! Based on the flow restriction findings, ECHO Air injection locationsbehind the insulation should perhaps be at every 8th frame stationbetween every stringer in the crown area and between every otherstringer approaching the stowage bin level.


14


Figure 11 Jet fuel head space GC/MS chromatogram

4.2 Volatile Organic Compounds (VOCs

Gasper AirThe dominant branched alkanes are typically associated with fuels and solvents (seefor example the jet fuel chromatogram in Figure 11 (Figure 9b in USA patent)). Their origin could have been the oil coating the ducts acting as a sorbent of, for

example, earlier ingested engine exhaust fumes.

The gasper air TVOC concentration of benzene, toluene, ethyl benzene and xylene(BTEX) compounds constituted 6% of the gasper air VOCs, while all compoundsknown to possibly originate with combustion comprised 22% of gasper air VOCs.These findings point to a combustion source(s) as the main contributor to the gasperair VOCs. Such combustion aerosols will typically contain semi-volatile organiccompounds, some of which will be carcinogens, as well as volatile organic compounds.Pyrolysis of lubricating oils typically will contain organo-phosphate additive SVOCswhich are toxigenic.

Since the gasper air sample was taken during flight, the possibility of engine exhaustingestion seems remote. A more likely possibility is the desorption of combustion gasespreviously ingested at airports and sorbed by the oil coating the ducts. Such in-flightdesorption is more likely the older and therefore the oilier the ducts. Oil coatings canresult from the ingestion of oil aerosols from lubricating oil leaks which has beenreported by others. ECHO air re-routing of some or all of the ventilation air through theenvelope will reduce such offgasing during flight. Through envelope fuselage coldsurface coating sorption.


15


Figure 12 Anti-corrosion spray (Ultra-lite lube) head space GC/MSchromatogram

Envelope VOCs

The primary origin of the envelope VOCs appeared to be the freshly applied anti-corrosion treatment (Ultra-lite lube), the head space GC/MS chromatogram for which

is provided in Figure 12. Ingestion of these envelope VOCs into the cabin will be highest on the ground andduring take-off when the cabin is being depressurized and the envelope is at groundlevel temperatures. It will be worse in cabins where air is recirculated. Such ingestionwill be eliminated during take off and ascent by the operation of the ECHO Airenvelope exhaust system at that time. Ingestion of envelope VOCs could continueduring cruising flight, particularly if there is recirculation of cabin air, depending uponthe oil coating characteristics with and without envelope pressurization. If so, this In-flight coating off-gassing can be eliminated with the proposed ECHO Air fuselagecoating.

BTEX compounds constituted 2.3% of the envelope air VOCs, while all compoundsknown to possibly originate with combustion comprised 9.5 % of envelope VOCs.These findings indicate that combustion pollutants were also a source. As nocombustion sources were present at the time of the test, combustion VOCs were likely


16


Figure 13 Head space GC/MS chromatogram of the test aircraft hydraulic fluid

desorbing from the anti-corrosion oil coating the fuselage, having being absorbed inthis coating during previous on the ground engine exhaust ingestion incidents.

Envelope air also had a high quantity of microbial VOCs. Likely these originated in theinsulation bags which were well worn and presumably as old as the aircraft itself.

Other VOC sources

Head space GC/MS chromatograms are provided in Figures 13, 14 and 15 for anumber of other potential volatile and semi-volatile fluids used in the test aircraft.


17


Figure 14 Head space GC/MS chromatogram of the test plane engine turbinelubrication oil


18


Figure 15 Head space GC/MS chromatogram of a general purposecleaner used in test aircraft the cabin.


19


5.0 CONCLUSIONS

1. ECHO Air ventilation air injection parameters (positions in the envelope andinjection rates at these points) can be optimized for particular aircraft usingground air flow/pressure measurements and in flight stack pressure/temperaturemeasurements.

2. Seal obvious openings at cabin liner discontinuities (e.g. at the stowage bin)and design injection rates to offset stack pressure of 1.5 Pa with no flow blockerand 1 Pa with a mid-height flow blocker.

3. ECHO Air envelope pressurization sufficient to fully prevent cabin air ingestiondue to stack pressures during flight can be achieved in this aircraft type for flowsof 3 CFM/p when injected between the crown and the stowage bin, and 2CFM/p with a mid height flow blocker and injection areas from the crown to half-way to the stowage bin, and halfway above the floor to the stowage bin.

4. These injection rates are well within proposed and current regulatory cabinventilation (outdoor air) requirements (i.e., 7.5 CFM/p to 10 CFM/p at 8000 ft(3/4 atmosphere) cabin pressure).

5. Injection at lower rates will reduce cabin air inflow rates and associatedmoisture problems proportionately.

6. Injection between the insulation and the skin encounters little longitudinal flowrestriction. However, circumferential flow is restricted by stringers. Hence,where there is no flow blocker, injection points between the insulation and theskin should be at perhaps every 8th frame station, and between every stringerin the crown area and every other stringer approaching the the stowage bin.

7. In general, supply injection air in the top half of sections between flow blockers,or between a flow blocker and crown. Provide injectors in every second stringerspace circumferentially and every 8th frame station longitudinally.

8. ECHO Air envelope exhausting on the runway and during take-off and ascent

when the envelope is potentially the warmest, will reduce cabin air pollutionfrom anti-corrosion treatment VOCs and other VOCs they tend to sorb.

9. ECHO Air bleed air circulation through the envelope could reduce SVOCs thatmay be in the bleed air as well as some of the VOC contaminants measured inthe bleed air, which is used to ventilate the cabin.

10. Replacement of the anti-corrosion fuselage treatment used in this plane byappropriate absorbents will decrease cabin VOC concentrations both on theground and in flight.


A 1


APPENDIX A

DATA COLLECTION


A 2

1 Air Neotronics MPTS20S digital micro manometer, serial no. 9097. Accuracy better than 1% ofreading. Reading from 0 Pa in 0.1 Pa increments.

2 Air was sampled at 250 cc/min (normally for 20 min) through an 18 cm long thermal desorptiontube packed with Carbotrap C, Carbotrap B and Carboseive S-III.

VOC’s collected by the sorbents were released thermally under a flow of helium using a Tekmar3000 Desorber Accessory kit attached to an HP purge and trap concentrator, and injected into aSupelco Vocol bonded phase capillary column (60 m long, 0.25 mm ID) for analysis using an HPG1800A GCD GC/MS.

The mass spectrum of each detected VOC was searched using the Wiley 138K mass spectrallibrary and the total ion chromatogram plotted. Total VOC concentration is calculated using thearea of the total ion chromatogram calibrated against cyclohexane. The cyclohexane standard isprepared as follows: the same desorption tube used for sampling is reconditioned. The samplinginlet end of the tube is then attached to a glass tube packed with a small amount of glass wool ontowhich 10 :l of a 1 mg/ml cyclohexane in methanol standard was deposited (total of 10 :gcyclohexane). The sampling outlet end of the tube is connected to a pump with a flow rate of 250cc/min. for the same time as the sampling time. Thus the 10 :g cyclohexane is drawn through thedesorption tube under the same conditions used for sampling.

Individual VOC concentrations are estimated from their areas in the total ion chromatogram as apercent of the TVOC concentration.


A.1 Data collection

Pressure differences and air velocities were measured with a micro manometer andPitot tubes.1

Volatile organic compounds (VOCs) were collected on three part sorbent tubes at 250cc/m. The compounds on the sorbents were thermally desorbed, identified and theirconcentrations estimated using gas chromatography/mass spectroscopy (GC/MS).2


B 1


APPENDIX B

PHOTOGRAPHS


B 2


Figure B.1 View of the B737 cabin interior showing port and starboard cabinenvelope sensor tubing


B 3


Figure B.2 View of 3/4"ID PVC injection tubing behind the B737cabin insulation


B 4


Figure B.3 View of 3/4"ID PVC injection air tubes, 1/4" and 3/16"ID PVC pressure and VOC sampling tubes between theB737 cabin insulation and liner


B 5


Figure B.4 View of the B737 Sections 24, 25 and 26 (port side) injection air tubes, pressure and VOC sampling tubes, and Section 22 pressure samplingtubes with the cabin liner and stowage bins removed


B 6


Figure B.5 View of the B737 Sections 24, 25 and 26 (port side) injection air tubes,pressure and VOC sampling tubes, and Section 22 pressure samplingtubes with the cabin stowage bins removed


C 1


APPENDIX C

PRESSURE VS INJECTION RATE DATA


C 2


Table C.1 Port side ground test, 11 June 1998

TEST 11 June'98 GROUND PORT SIDE

PRESSURES (envelope-cabin) ENVELOPE S/ASection Location pressure (Pa) Location Section Tube dia. Injection rate

inches fpm cfm

24 1 6.8 1 to 5 24 0.75 4300 13.224 2 8.9 1 to 5 25 0.75 5450 16.724 3 8.3 1 to 5 26 0.75 6300 19.324 4 8.124 5 8.1

Total 49.2

Average 8.0Median 8.1Standard deviation 0.8

Table C.2 Port side ground test, 10:40 h, 19 June 1998



Pa inches fpm cfm24 1 5.0 1 to 5 24 0.75 4340 13.324 1 6.2 1 to 5 25 0.75 6200 19.024 1 6.8 1 to 5 26 0.75 6920 21.224 1 7.024 1 7.2

Total 53.6




C 3




Pa inches fpm cfm24 2 6.1 1 to 5 24 0.75 0 0.024 4 7.0 1 to 5 25 0.75 0 0.025 2 5.7 1 to 5 26 0.75 6920 21.225 4 7.226 2 5.826 4 6.1

Total 21.2





Pa inches fpm cfm24 1 0.3 5 24 0.75 1420 4.424 2 0.4 5 25 0.75 1850 5.724 3 1.6 5 26 0.75 1070 3.324 4 1.824 5 4.0

Total 13.3



C 4





Pa inches fpm cfm24 1 4.8 1 to 5 24 0.75 5120 15.724 2 5.8 1 to 5 25 0.75 4530 13.924 3 6.8 1 to 5 26 0.75 7630 23.424 4 6.9

24 5 7.0Total 53.0


Table C.6 Starboard side ground test, 15:20 h, 19 June 1998

TEST 19 June'98 GROUND STARBOARD SIDE 15:20 hTemp in cabin = 28 C, behind insulation = 27 C at 16:30 h


Pa inches fpm cfm25 3 25 0.75 6710 20.626 3 4.9 2 26 0.75 6260 19.227 3 7.1 3 27 0.75 7150 21.9

Total 61.7



C 5



TEST 20 June'98 GROUND PORT SIDE 13:30 hTemp in cabin = 21.8 C, behind insulation = 32.3 C at 13:30 h



Total 53.2



TEST 20 June'98 GROUND STARBOARD SIDE 13:40 hTemp in cabin = 21.8 C, behind insulation = 32.3 C at 13:30 h


Pa inches fpm cfm25 3 25 0.75 6570 20.226 3 4.0 2 26 0.75 6050 18.627 3 6.1 3 27 0.75 6960 21.4

Total 60.1



C 6



TEST 20 June'98 GROUND PORT SIDE 14:10 hTemp in cabin = 21.8 C, behind insulation =32.3 CPRESSURES (envelope-cabin) ENVELOPE S/ASection Location Pressure Location Section Tube dia. Injection rate


Total 15.4



TEST 20 June'98 GROUND STARBOARD SIDE 14:20 hTemp in cabin = 21.8 C, behind insulation = 32.3 C at 13:30 h


Pa inches fpm cfm25 3 25 0.75 2000 6.126 3 0.8 2 26 0.75 1810 5.627 3 1.6 3 27 0.75 2080 6.4

Total 18.1



D 1


Table C.11 Starboard side flight test, 16:33 h, 20 June 1998

TEST 20 June'98 FLIGHT STARBOARD SIDE 16:33 h Ambient air at 28,000 ft -34 C

Stack pressure = 0.5 to 0.7 Pa at the floor, T = -1 to + 6 Cbehind the insulation and 22-26 C in the cabin

PRESSURES (envelope-cabin) ENVELOPE S/A 2 packs +gasper fan

Section Location Pressure Location Section Tube dia. Injection ratePa inches fpm cfm

25 3 25 0.75 7400 22.726 3 7.0 2 26 0.75 6860 21.027 3 4.1 3 27 0.75 7930 24.3

Total 68.1

Average 5.6Median 5.6Standard deviation 2.1Average - stack 5.0

Table C.12 Port side flight test, 16:38 h, 20 June 1998

TEST 20 June'98 FLGHT PORT SIDE 16:38 h Ambient air at 28,000 ft -34 C

Stack pressure = 0.5 to 0.7 Pa at the floor, T = -1 to + 6 C behind the insulation and 22-26 C n the cabin

PRESSURES (envelope-cabin) ENVELOPE S/A 2 packs +gasper fan

Section Location Pressure Location Section Tube dia. Injection ratePa inches fpm cfm

24 1 4.5 1 to 5 24 0.75 5920 18.224 2 5.0 1 to 5 25 0.75 8890 27.324 3 4.3 1 to 5 26 0.75 5190 15.924 4 5.524 5 5.4

Total 61.4

Average 4.9Median 5.0Standard deviation 0.5Average - stack 4.3


D 2


APPENDIX D

INDIVIDUAL VOLATILE ORGANIC COMPOUNDS


D 3


World CanadaGasper

Envelope

Mold

BTEXPetrol

0

5000

10000

15000

20000

25000

ug/m3

Figure D.1 Sums of Volatile Organic Compounds in Gasper and Envelope possiblyoriginating with mold, BTEX (benzene, toluene, ethyl benzene andxylene), or petroleum/combustion sources vs indoor air norms


D 4


PetrolBTEX

Mold

Gasper

Canada

World

0

50

100

150

200

250

300

ug/m3

Figure D.2 Sums of Volatile Organic Compounds in Gasper possibly originatingwith mold, BTEX (benzene, toluene, ethyl benzene and xylene), orpetroleum/combustion sources vs indoor air norms


D 5


0

100

200

300

400

500

600

ug/m3

World Canada Gasper Envelope

Mold

Mold

Figure D.3 Sums of Volatile Organic Compounds in Gasper andEnvelope possibly originating with mold vs indoor air norms


D 6


Table D.1 Comparison of cabin gasper VOCs during cruise (uncorrected forcabin air density of 3/4 atmosphere) and envelope VOCs on theground with the plane exposed to a strong sun, with some norms,standards and sources

COMPOUND VOC CONCENTRATIONS (:g/m3)

Alternate namesACGIH TLV/10 (:g/m3)Some origins and sources

Gasperair

duringflight

(uncorrected forcabin

pressure)

Cabinenvelope on

theground

JetFuel

Ultra-lightlube

World 1994 1

Canada1992 2

GMestab.offices

50th% office

investig.

TVOC (:g/m3) 200 22100 1,130 400AROMATIC HYDROCARBONS

Sub totals 16.4 506.4 0 0 74 15benzene C6H6160

4.4 8 3.5

Derived from petroleum,. Toxicvapour. Adhesives, solvents, paints,ETS. Mold. Found in outdoorair.toluene C7H818,800

10.4 373 37 3.5

Derived from naphthenes. Usedin autos (high octane gasoline),jet fuel, solvent-based paints,lacquers, ETS, carpet, undercarpet, linoleum, vinyl flooring,photocopier, silicone concretesealer. Found in outdoor air. m,o,p-xylenes C8H1043,400

2 109 24 6.8

Derived from naphthenes or coaltar. Used in solvents (solvent-based paints), photo-copiers,ETS lacquers, adhesives,automotive sources ( gasoline),jet fuel, silicone concrete sealer.Mold. Outdoor air.ethyl benzene CH2CH343,400

20 5


D 7



Gasperair

duringflight


pressure)

Cabinenvelope on

theground

JetFuel

Ultra-lightlube

World 1994 1

Canada1992 2

GMestab.offices

50th% office

investig.

TVOC (:g/m3) 200 22100 1,130 400


Carpet, under-carpet, ETS,photocopier, jet fuel, gasoline, lacquered furniture finish,silicone concrete sealer. Foundin outdoor air. butyl benzene propylbenzene Jet fuel, gasoline, ETS, siliconeconcrete sealer1-ethyl,(1+2+3+4)-methyl-benzene

1.2

Jet fuel, gasoline, ETS, siliconeconcrete sealer. Found inoutdoor air.1-methyl-ethyl-benzene Jet fuel, gasoline, siliconeconcrete sealer styrene (vinyl benzene) C8H88,500

0.9

Strong irritant. Sources includecarpets, under carpets, photo-copiers, building materials (e.g.,polystyrene insulation),combustion byproducts (e.g.,ETS)4-phenyl cyclohexene (4-PC)Some carpetingcumene(isopropylbenzene)C9H1224,600Formed by reaction of benzeneand propene. Carpeting,caulking1-methylethenyl benzeneETS1-methylethyl benzene silicone concrete sealer


D 8



Gasperair

duringflight


pressure)

Cabinenvelope on

theground

JetFuel

Ultra-lightlube

World 1994 1

Canada1992 2

GMestab.offices

50th% office

investig.

TVOC (:g/m3) 200 22100 1,130 400


1-hexeneJet fuel, gasoline. indane (2,3 dihydo-1-indene)C9H10ETS, jet fuel, gasoline. 1,2,3 trimethyl benzene12,300Jet fuel, gasoline, somecarpet/glue, ETS, siliconeconcrete sealer. 1,2,4-trimethyl benzene12,300Jet fuel, gasoline, carpet, under-carpet (carpet/glue), buildingmaterials, automotive sources,ETS, silicone concrete sealer. Traces in rooftop outdoor air1,3,5-trimethyl benzene12,300Jet fuel, gasoline, somecarpet/glue, ETS, siliconeconcrete sealer.naphthalene C10H8Gives addition and substitutionreactions more readily thanbenzene. Found in plasticizers,alkyd resins, dyestuffs, ETS,silicone concrete sealer.decahydronaphthaleneJet fuel, gasoline, siliconeconcrete sealermethyldecahydronaphthalenesilicone concrete sealer1,2,3,4 tetrahydronaphthalenesilicone concrete sealerUnidentified aromaticcompounds

2.8


D 9



Gasperair

duringflight


pressure)

Cabinenvelope on

theground

JetFuel

Ultra-lightlube

World 1994 1

Canada1992 2

GMestab.offices

50th% office

investig.

TVOC (:g/m3) 200 22100 1,130 400


Compounds containing abenzene skeleton. ETS.Silicone concrete sealer.Microbial growth (e.g., butylatedhydroxytoluene).

TERPENES (aromatic hydrocarbons)Sub totals 6.2 51 0 0 35 23("+$ )-pinene C10H16 4.7Mold growth. In oils derivedfrom coniferae. Formsterpentine. With sulphuric acid,forms limonene, camphene..." terpinene (p-menthadiene)C10H16Found in cardamom, majoram,coriander oils. Produced bypinene + sulphuric acid. LemonsmellCamphene 14Found in citronella, valerian oils,turpentine, ginger, rosemary,and spike oils. Sources includemold.MyrceneMold.limonene(C10H10) (citrene,carvene)

6.2 21 18

Characteristic lemonodour.Widely use as a maskingodour, in cleaners, ETS,deodorant, for example. Othersources include under-carpetand mold (e.g., A. Versicolor). Traces in rooftop outdoor air.1,3-octadiene, octadiene isomer,octatriene isomerMold (e.g., A. Versicolor)isoprene


D 10



Gasperair

duringflight


pressure)

Cabinenvelope on

theground

JetFuel

Ultra-lightlube

World 1994 1

Canada1992 2

GMestab.offices

50th% office

investig.

TVOC (:g/m3) 200 22100 1,130 400


Isoprene polymers used as anelastomer and rubberreplacement. Carpet, linoleum,mold (e.g., A. Versicolor)terpenes unidentified (e.g., C10H16; C15H22;7C15, a-terpinolene, B-phellandrene,muurolene, ocimene, a-amorphene, aromadendrene, a-copaene, a-farnesene,trans b-farnesene, megastigma-4,6(E&Z),8(E&Z)-triene...) -

51

Unsaturated, very reactivecompounds. Characteristic andusually pleasant odours. Usuallyderived from vegetable products.Pharmaceutical use - eg.,eucalyptus oils, camphor,menthol, Perfumes, lemonscents, fire log, mold.

ALIPHATICSSub totals 6.7 130 0 0 0 0

unidentified aliphatichydrocarbons

6.7 130

Fats and fatty acids (carbonatoms arranged in chains, notrings). Found in ETS, jet fuel,gasoline, silicone concretesealer, outdoor air

ALCOHOLSSub totals 0 0 0 0 158 93

ethanol (ethyl alcohol)CH3CH2OH188,000

120 14


D 11



Gasperair

duringflight


pressure)

Cabinenvelope on

theground

JetFuel

Ultra-lightlube

World 1994 1

Canada1992 2

GMestab.offices

50th% office

investig.

TVOC (:g/m3) 200 22100 1,130 400


Pleasant odour. Centraldepressant. Produced by humanmetabolism, fungi, fermentation.Solvent. Caulking, latex paints.methanol26,200

29

adhesives(flooring, fire proofing),lacquer, human, mold(n+i)-butanol (butyl alcohol)C4H10O30,300Used as a solvent for resins andlacquers. Pressed woodproducts. Artificial flavours,perfumes. Iso and n butanolproduced by mold, eg. on filters. 2 -butanol used in themanufacture of 2 butanone(Methyl Ethyl Ketone)2-pentonalmoldhexanolpressed wood products1-octen-3-olmold3-methyl 1-butanolmold2-propoxyethanol silicone acrylic concrete sealer2-ethoxy-acetate-ethanol

1-methoxy-2-propanol ETS2-methoxy-1-propanol

1-propoxy-2-propanol silicone acrylic concrete sealer


D 12



Gasperair

duringflight


pressure)

Cabinenvelope on

theground

JetFuel

Ultra-lightlube

World 1994 1

Canada1992 2

GMestab.offices

50th% office

investig.

TVOC (:g/m3) 200 22100 1,130 400


2-butoxyethanol12,100

Suspected endocrine disruptor. Furniture lacquer (water based,acrylic), carpet, mold, soap andother detergents2-(2-butoxythoxy)- ethanolcarpetdimethylaminoethanolfound in 1 buildingi-amylalcohol C5H12ODistillation of fusel oil (fusel oil isa high boiling fraction duringdistillation of fermentationalcohol). Unpleasant odour. Inhalation causes violentcoughing.2-ethyl-1-hexanol (2-ethylhexylalcohol, octyl alcohol C8H18OIrritant. Pleasant odour. Formedby hydrolysis of phthalic esterplasticizers. Sources includewater-damaged floorconstruction. Mold. Carpeting.Solvent for cellulose acetatelacquers, dyes, resins.2-propanol (isopropyl alcohol) 79solvent for resins, aerosols,antifreeze , caulking, latex paint2-methyl 1-propanolmold2-methyl 2-proponalETS, mold2-methyl 1-butanolmold3-methyl 1-butanolmold3-octanol


D 13



Gasperair

duringflight


pressure)

Cabinenvelope on

theground

JetFuel

Ultra-lightlube

World 1994 1

Canada1992 2

GMestab.offices

50th% office

investig.

TVOC (:g/m3) 200 22100 1,130 400


moldphenol 9ETS, human, mold2-methyl-phenolETSbenzyl alcoholC6H5CH2OHsome carpeting1-octen 3-olmold2-octen 1-olmold3 methyl acetate 1 butanol

1,8 cineole (eucalyptol)a colourless, viscous oil withcamphor-like smell present ineucalyptus, cajaput andwormseed oils1,10-dimethyl-trans-9-decalol(geosmin)mold, (eg., Penicilliumcrustosum, toxigeneic) found inan HVAC unit2-methyl-iso-borneolMicrobial growthchrysophanolfungal growth - e..g.,trichodermna viride. unidentified alcoholsmicrobiol growth (musty odour:1-octen 3-ol, 1-pentanol, 3-octenol, 3-octanone 2 methyl 1propanol, , 3-methyl 1-butanol; 2-mthyl isoborneol), disinfectants,carpets


D 14



Gasperair

duringflight


pressure)

Cabinenvelope on

theground

JetFuel

Ultra-lightlube

World 1994 1

Canada1992 2

GMestab.offices

50th% office

investig.

TVOC (:g/m3) 200 22100 1,130 400


KETONES (Carbonyls C=O)

Sub totals 5.1 395.2 0 0 42 21acetone (propanone, dimethylketone)C3H6O 118,800

1 4.4 32 21

Pleasant, ethereal odor. Productof the destructive distillation ofwood, humans, mold, ofbenzene + propene. Jet fuel,gasoline, solvent, ETS, gluedwood products, linoleum,carpet, humans, outdoor air. 2-butanone (methyl ethyl ketone,M.E.K.) C4H8O.59,000

0.8 382 4

Product of the destructivedistillation of wood. Pleasantodour. A solvent. Used insolvent based paints, spraypaints. Used in vinyl and acrylicresins, de-waxing of lubricatingoils, silicone acrylic concretesealer. Found in caulking, frommold, ETS, outdoor air.3-butan-2-oneETS3-buten-2-oneETS3-methyl 2 butanone

2-pentanoneETS, mold2-hexanonemold3-hexanonemold4-methyl-3-hexanone


D 15



Gasperair

duringflight


pressure)

Cabinenvelope on

theground

JetFuel

Ultra-lightlube

World 1994 1

Canada1992 2

GMestab.offices

50th% office

investig.

TVOC (:g/m3) 200 22100 1,130 400


mold2-heptanoneETS, mold5-ethyl-4-methyl-3-heptanonemold (e.g., A. versicolor)3-octanonemold3-methyl-2-pentanonemold (e.g. A. versicolor)4-methyl-2-pentanone (methylisobutyl ketone, MIBK, hexone)CH3COCH2CHMe2

8.8

Ketone used in solventextraction and as a solvent forpolymers (e.g. acrylic esters),alkyds, polyvinylacetate). Fromsolvent-based paints1-(2-methyl-2-cyclopenten-1-yl)-ethanoneETS2-methyl-2-cyclopenten-1-oneETS4-hydroxy-4-methyl-2-pentanoneSilicone acrylic concrete sealerdiethylketone 6

cyclohexanone 3.3

cyclononanone

1-methyl-2-pyrrolidone

6-pentyl-"-pyronefungal growth - e..g.,trichodermna viride.unidentified ketones (e.g.,acetophenone)


D 16



Gasperair

duringflight


pressure)

Cabinenvelope on

theground

JetFuel

Ultra-lightlube

World 1994 1

Canada1992 2

GMestab.offices

50th% office

investig.

TVOC (:g/m3) 200 22100 1,130 400


mold growthACIDS (carbonyls C=O), ESTERS, ALKALOIDS, FURANS, SULPHIDES

Sub totals 4 92.6 0 0 0 0Formic acidHCOOHCarpeting, caulking, latex paintEthanoic (acetic) acidCH3COOHCarpeting, caulking, latex paint,vinyl flooring, moldEthyl acetate (ethyl ethanoates,ethyl ester acetic acid)

46

Fruity smell. Made from ethanol,ethanoic acid and sulphuric acid.Solvent for cellulose lacquers.Adhesive. Cosmetics, artificialessence. ETS. Mold growth.(n+i) butyl acetate (butylethanoates, butyl ester aceticacid)

0.4 40

Fruity smell. Solvent. Solventbased paints. Solvent forcellulose lacquers. Spray paints.Adhesives. ETS. Iso butylacetate from mold growth.n,n dimethyl acetamide(ethanamide)

3.6

2-(2-butoxyethoxy)-ethylacetate 6.6vinyl flooringEthenyl ester acetic acidETSMethyl ester acetic acid

3 ethoxy-ethyl ester propanoicacid ETS


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2 methyl, methyl ester, 2-propanoic acid

propyl ester acetic acidETS2 methylpropyl ester acetic acid

1 methoxy-2-propyl ester aceticacid

butyl ester butanoic acid

benzofuranETS2-ethyl-furanETS2-methyl-furanETS3 methyl-furanmold (e.g., A. versicolor)tetrahydrofuran

2,5 dimethyl furanETS2 pentylfuranmolddimethyl disulphidemoldunidentified acids, esters,alkyloids, furans, sulphides,


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Acids combine with alcohols toproduce esters withcharacteristic fruity smell. Alkaloids are found in plants. Formed from amino acidscombining with methanoate ormethionine, terpenes. Many arederivatives of pyridine, quinoline,isoquiniline, pyrimidine. Includeseveral important drugs:morphine, caffeine, nicotine,atropine. Some esters, acids,alkyloids, furans, sulphides areassociated with mold growth. Some esters with caulking(silicone). Some acids withcarpeting, caulking, latex paints.

ALDEHYDES (Carbonyls C=O)Sub totals 2.8 145.6 0 0 0 0formaldehyde, H2C=O0.1 ppm Not detected by GC/MS andthus not included in totals

0.04 ppm

adhesives (glued wood), UFFI,ETS, mold.acetaldehyde (ethanal)CH3.CHOhuman, adhesives (glued wood),ETS, mold.benzaldehyde C7H6Oglued wood (particle board),ETS, mold2-furancarboxaldehydeETS2-butenalETSbutanal (butaldehyde,butyraldyde) pungent odour. Rubber.Outdoor air


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pentanal 6.6ETS, outdoor airhexanal 0.7 64Glued wood (particle board),linoleum, mold. ETS. Found inoutdoor air.heptanal

octanalMold. Found in outdoor air.nonanal 2.1 75linoleum, vinyl flooringpropanallinoleum2-methyl propanal

3-methyl propanal

unidentified aldehydesmold growth

HALOGENATED (chlorinated) COMPOUNDSSub totals 0 2.2 0 0 39 27

Chloroethane C2H5ClEthereal odour. Localanaesthesia. Methylene chloride(dichloromethane) CH2Cl217,400

6.6

Chloroform-like odour.Somewhat toxic. Manufacturedby chlorination of methane.Surfactants, finishing agents. Lubricating oils and greases.Used as a solvent for paintremoval, dissolving celluloseacetate, degreasing


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chloroform (trichloromethane)CHCl34,900

1.9

Little used anaesthetic becauseof potential hepatotoxicity. Usedin manufacture of CFCrefrigerants.p(1,4) dichlorobenzene6,000

8 3.1

o=1,2 and p=1,4 isomersmanufactured by chlorination ofbenzene.P-isomer used an air freshener,deodorant, moth repellant.O-isomer used as in dyes,insecticides, solvents. Trace inrooftop air.Perchlorethylene (1,1,2,2tetrachloroethene,tetrachloroethylene) Cl2C=CCl217,000

2.2 7 3.6

Dry cleaning solvent, metaldegreaser. Lubricating oils andgreases. carbon tetrachloride(tetrachloromethane) CCl43,100Used in dry cleaning fluid, as asolvent for oils, lacquers,varnishes and natural resins, infire extinguishers, as a fumigant1,1,2 trichloroethene(trichloroethylene) CHCl=CCl2

2.6

Chloroform-like odor. Toxic toliver. Used for metaldegreasing. . 1,1,1 trichloroethane(methylchloroform)

24 6.2


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Used for metal degreasing.Cleaning plastic molds, solventfor waxes and natural resins. ETS1,1,1 trichloro 2,2,2trifluoroethaneUsed for metal degreasing. Indry cleaning fluid. 1,1,2 trichloro 2,2,2trifluoroethane

dichlorodifloromethane CCl2F2Freon 12. Much less toxic thancarbon tetrachloride. Used asrefrigerant and aerosolpropellanttrichlorofloromethane CCl3F 3.3Prepared by fluorination ofcarbon tetrachloride . Used as arefrigerant in air conditioners &refrigerators, or as an aerosolpropellant.

BRANCHED ALKANESSub totals 133.7 19689.6 0.0 0.0 0 02-methyl butane 2.2Occurs in natural gas andpetroleum gas. Found ingaseous fuels, jet fuel, gasoline,aerosols, ETS. Outdoor air.1,1,’-oxybis-butane

2,2,3 trimethylbutane 2.2

2,2,6 trimethyloctane

1,3,5 trioxaneFormaldehyde derivative. Foundin outdoor air.


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2-methyl pentane 0.8 75Derived from petroleum. Jet fuel,gasoline. Used in solvents,adhesives, paints. ETS. Foundin outdoor air.3-methyl pentane 2 80Derived from petroleum. Jet fuel,gasoline. Used in solvents,adhesives, paints. Found in outdoor air.3-ethyl pentane 0.7 2.2

2,2 dimethyl pentane 13Component of jet enginelubricating oil2,3 dimethyl pentane 1.1 15Jet fuel, gasoline. 2,4 dimethyl pentane 22Jet fuel, gasoline. 2-methyl hexane 0.6 46Jet fuel, gasoline. 3-methyl hexane 1.5 26Jet fuel, gasoline. 2,3,5,8 tetramethyldecane

2,5 dimethyldodecane

2,2,3,4 tetramethylpentane

(2+3+4) methylheptaneJet fuel, gasoline. hexamethyldisiloxanemolecular compounds containingsilicon, the second mostabundant material in the earth’scrust. Used in building materials,glass, transistors


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unidentified branched alkanes 127 19406petroleum products (e.g., jet fuel,gasoline, silicone acrylicconcrete sealer)

CYCLOALKANESSub totals 1.1 89 0 0 0 0cyclohexane C6H12 18Recovered from natural gases.Jet fuel, gasoline. Solvent foroils, fats, waxes. Paint remover. 1-methylcyclohexane C7H14 1.1 53Jet fuel, gasoline, solvent,carpet, linoleum, ETS, siliconeacrylic concrete sealerethylcyclohexaneJet fuel, gasoline , siliconeacrylic concrete sealer methylethylcyclohexane Jet fuel, gasoline, silicone acrylicconcrete sealerbutylcyclohexaneJet fuel, gasoline, silicone acrylicconcrete sealerpropyl cyclopentaneJet fuel, gasoline. ethylcyclopentane

1-methylcyclopentaneJet fuel, gasoline, carpet rubberunderpad, outdoor airhexamethyl-cyclotrisiloxanecarpet treatment, furniturelacqueroutdoor air (silica derivative)adamantane C10H16


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3 fused chain cyclohexane rings.Occurs in petroleum fractions.Derivatives used as lubricantsand resins; treatment for viralinfections; Parkinson’s disease.unidentified cycloalkanes 18silicone acrylic concrete sealer,jet fuel, gasoline. Found inoutdoor air

UNIDENTIFIED C5H6...C7H14 HYDROCARBONSSubtotals 0 0 0 0 0 0C5H6combustion products, ETSC5H8combustion products, ETSC5H10combustion products, ETSC6H8combustion products, ETSC6H10combustion products, ETSC6H12combustion products, ETSC7H10combustion products, ETSC7H12combustion products, ETSC7H14combustion products, ETSC8H16combustion products, ETS

MISCELLANEOUS

Subtotals 0 0 0 0 0 02-methyl propanenitrile


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combustion products, ETS4-methyl pentanenitrileETSpyrrole C4H5N pyrrole occurs naturally intobacco leaves. It is aromatic incharacter..ETS1-methyl-1H-pyrroleETS

n-ALKANES (Paraffins)Sub totals 17 823.8 0 0 10 72n-pentane C5H12177,000

2.2

Constituent of petroleum., jetfuel, gasoline. Solvents, paints,adhesives. Found in outdoorair.n-hexane C6H1417,600

1.6 152 5

Constituent of petroleum. Jetfuel, gasoline. Adhesives,solvents, paint, ETS. Lubricatingoils and greases. Found inoutdoor air. n-heptane C7H16164,000

0.7 8.8

Constituent of petroleum. Liquidfuels. Jet fuel, gasoline. ETS.Outdoor air.n-octane C8H18140,000

8.8

Constituent of petroleum. Liquidfuels. Jet fuel, gasoline. ETS.Silicone acrylic concrete sealern-nonane C9H20105,000

0.6 62 4


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Constituent of petroleum. Liquidfuels, jet fuel, gasoline, LPP,carpet (glue), ETS, siliconeacrylic concrete sealer.n-decane C10H22 6 590 5 21Constituent of petroleum. Liquidfuels, jet fuel, gasoline, LPP,carpet (glue), ETS, siliconeacrylic concrete sealer.n-undecane C11H24 6.7 32Constituent of petroleum.. Jetfuel, gasoline. Carpet, under-carpet (glue), LPP, buildingmaterials, cleaners, adhesives,silicone acrylic concrete sealer. n-dodecane C12H26 1.4 5.1Constituent of petroleum. LPP n-tridecane C13H28 2.8Constituent of petroleum.. Jetfuel, gasoline. n-tetradecane C14H30 2.3Constituent of petroleum.. Jetfuel, gasoline. n-pentadecane C15H32 3.4Constituent of petroleum.

n-hexadecane (cetane) C16H34 1.3Constituent of petroleum.

unidentified n-alkanes (paraffins)CnH2n+2Chief constituents of petroleum

SUMS OF ALL COMPOUNDS

BTEX benzene, toluene, m,o,p-xylenes, ethylbenzene

12 506 0 0 74 146% 2% 0% 0% 21% 5%

Total identified VOCs whichcould have a petroleum(combustion) or ETS source

152 20,735 0 0 10 7224 1,018 0 0 78 15


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91% 99% 0% 0% 25% 34%Total identified VOCs whichcould have a known microbialsource

12 592 0 0 261 67

6% 3% 0% 0% 73% 27%

Totals VOCs identified 193 21,925 0 0 358 25196% 99% 0% 0% 32% 63%

1 Brown et al, Concentrations of volatile organic compounds in indoor air - a review, Indoor Air,Munksgaard, V4, N2, 1994, 123-134.2Note: 1- Unidentified compounds (e.g. alkanes, aliphatics) were not available to be included in table.

2 Tsuchiya et al, Volatile organic compounds in Canadian indoor air, 5th International Jacques CartierConference, Montreal, 1992 (National Research Council Canada, Ottawa). Notes: 1-TVOCs are interpolated from paper as average of values for buildings with no LPP, and with

LPP but copier LPP VOCs removed. 2- Unidentified compounds (e.g. alkanes, aliphatics) were not available to be included in table.

LPP Liquid process photocopierETS Environmental tobacco smoke

Documents

B737-200 ECHO Air Design Test · ECHO Air design testing for a Boeing 737-200 US patent 6,491,254; European patent 1140625; Canada patent pending i (800) 558-5892 Indoor Air Technologies