FAA & USPHS, 1970–1971 (NRC 1986)1; n = 34; USA; government | Average 140 μg/m3; peak 1200‡ | NA† | | “Several aircraft” one of the earliest studies: 20 military and 14 civilian flights |
United Airlines, 1982 (NAS 1986)1; USA; airline | Range 54 (SD 24) to 264 (SD 101) | – | | Maximum and minimum values averaged for five aircraft: B-747, DC-10, DC-8-61; B-727, B737 (unpublished data reported in NRC table 5-3) data do not specify sections |
J Spengler (NAS, 1986)1; USA; NGO | Range 50–500 peak 1000 | Range 10–50 | NA | | B-747 using piezobalance (unpublished data reported in NRC table 5-3) |
J Spengler (NAS, 1986)1; USA; NGO | 300 (SD 200) peak 750 | 100 (SD 20) forward 10–40 aft | NA | | DC-10 using nephelometer load factors 40–60% six segments of a Boston-Anchorage flight (unpublished data reported in NRC table 5-3) load factor 40–60% |
Models for RSP on aircraft |
Repace & Lowrey (1980)9; modelled concentration | 167 | – | – | B-707, 23 air changes/hour 100% load factor, 33% smoking prevalence, assumes flight attendants exposed to uniformly mixed concentration |
NAS (1986)1; modelled concentration | 500 | – | – | B-767, coach 60% load factor 12.7 air changes/hour, 50% recirculation, 33% smoking prevalence; volume averaged concentration |
Nagda et al (1989)3; modelled concentration | 224 | 44 | – | – | MD-80, 23 air changes/hour, 21% recirculated, 15 cigarettes/hour (observed) in 8 rows (21% of coach rows) |
Nagda et al (1989)3; actual measurement | 302 | 86 | – | – | MD-80, 23 air changes/hour, 21% recirculation, 15 cigarettes/hr (observed) in 8 rows (21% of coach rows) |
Nagda et al model3 | 122 | 5 | – | – | B-727, 22 air changes/hour; 3 cigarettes/hour, 0% recirculation |
Nagda et al measurement3 | 233 | 32 | – | – | B-727, 22 air changes/hour; 3 cigarettes/hour, 0% recirculation |