NASA Technical Memorandum 8 1733 

FAA-EE-83-7 

Simultaneous Cabin and Ambient Ozone 

Measurements on Two Boeing 747 Airplanes 

Volume I1 - January to October 1978 

James D. Holdeman and Leonidas C. Papathakos 

Lewis Research Center 

Cleveland, Ohio 

and 

Glenn J. Higgins and Gregory D. Nastrom 

Control Data Corporation 

Minneapolis, Minnesota 

March 1984 

NASA 
Page intentionally left blank 
PREFACE 

This report contains part of the data, either obtained by the Global ~ir 

Sampling Program (GASP) or analyzed from existing ozonesonde measurements 

since the publication of Federal Aviation ~dministration {FAA) Report Number 

FAA-EE-79-05, "Simultaneous Cabin and Ambient Ozone Measurements on Two 

Boeing 747 Airplanes: Volume 1" in July 1979. 

The FAA has published Advisory Circular 120-38, "Transport Category Airplanes 

Cabin Ozone Concentrations" dated October 10, 1980. (Copies of this advisory 

circular may be obtained free of charge from the united States Department of 

Transportation, Publications Section M-443.1, Washington, D.C. 20590.) In 

this advisory circular, examples are presented for acceptable (but not the 

only) means for an air carrier to demonstrate compliance with the maximum 

permissible cabin ozone concentrations established by Section 121.578 of the 

Federal Aviation Regulations (FAR). In paragraph 6 and ~ppendix 2 of the 

advisory circular, it is stated that any ozone data set used to show compliance must have, as a minimum, a resolution on a monthly basis of 2000 

feet in altitude and 5O in latitude. 

The data in this report have not been statistically compared with those published in the FAA Report Number FAA-EQ-78-03, "Guidelines for Flight Planning 

During Periods of High Ozone Occurrence," to determine if the two are comparable. Hence, use of the data tabulated in this report, to show compliance 

with Section 121.578 of the FAR, is not acceptable. 

Since the data sets have been complied, however, the FAA would like to disseminate them at this time as information to the scientific community and 

other interested groups. 

John E. Wesler 

Director of Environment and Energy 

iii 
SIMULTANEOUS CABIN AND AMBIENT OZONE MEASURF3MENTS ON TWO BOEING 747. 

AIRPLANES. VOLUME I1 - JANUARY TO OCTOBER 1978 

James D. Holdeman, Leonidas C. Papathakos, Glenn J. ~iggins, 

and Gregory D. Nastrom 

National Aeronautics and Space ~dministration 

Lewis Research Center 

Cleveland, 0hio 4413 5 

INTRODUCTION 

Measurements of ozone concentration in the cabins of airline operated 

Boeing 747SP and 747-100 airliners are tabulated and plotted along with 

simultaneous measurements of ambient atmospheric ozone concentrations when 

available. The possibility of high concentrations of ozone in the cabins of 

commercial aircraft is of concern to both flight crews and passengers as 

well as industry and government organizations. Certain physical discomfort 

experienced on some flights has been attributed to high concentrations of 

ozone entering the cabin from the outside. Regulatory actions taken by the 

FAA in response to this problem are given by references 1 to 4, and medical 

aspects of the problems are discussed in reference 5. 

The simultaneous measurement of inside and outside ozone levels is a 

necessary step in determining the percentage destruction of ozone in the 

aircraft pressurization-ventilation system which must be known to define the 

need and design requirements for cabin ozone removal devices and systems. 

The relation between in-the-cabin and outside ozone levels is also required 

to estimate the statistical probability of encountering high ozone levels in 

the cabin from available climatological data on atmospheric ozone (see 

ref. 4). 

At the time that this problem first attracted public attention in the 

winter of 1976-77, the NASA Global ~tmospheric Sampling Program (GASP) was 

obtaining measurements of atmospheric trace constituents, including ozone, 

from automated sampling systems on board four Boeing 747 airliners in routine 

commercial service (refs. 6 and 7). Two of these airplanes were equipped, 

in March 1977, for measurement of cabin ozone in addition to ambient ozone. 

A 747-100 airliner (N4711U) operated by United Airlines obtained ozone data 

over the contiguous United States and to Hawaii, and a 747SP aircraft 

(N533PA) of Pan American World Airways acquired data on many international 

routes. Analyses of cabin and ambient (atmospheric) ozone measurements from 

GASP equipped 747 airliners have been reported in references 8 to 15. 

All GASP cabin and simultaneous cabin and ambient ozone data are plotted 

and tabulated in this series of reports to permit a detailed evaluation of 

cabin ozone, including frequency, magnitude, and location, on two B747 airplanes during routine operations on certain flight routes. The ambient data 

also contribute to the statistical data base of atmospheric ozone levels. A 

complete tabulation of GASP cabin ozone data from March to December 1977 is 

given in "Simultaneous Cabin and Ambient Ozone Measurements on Two Boeing 

747 Airplanes: Volume I" (ref. 16). This report (Volume 11) presents all 

the GASP cabin ozone data collected from January to early October 1978. 
Data collected from October 1978 to June 1979, when the last GASP system was 

deactivated, will be published in a subsequent volume in this series. 

MEASUREMENT SYSTEM 

Location of sample air inlets. - The points where ozone was measured 

outside and inside the 747 cabin are shown in figures 1 and 2. Air from 

outside the aircraft was sampled by a special external probe extending 

beyond the boundary layer near the nose of the aircraft. Air flowed in a 

2.54-cm-diam tube from the probe to the ozone instrument and associated 

equipment mounted on a special rack below the passenger deck and adjacent to 

the nose gear wheel well. Air from inside the aircraft was sampled at only 

one point in the cabin. Air was drawn from a 0.62-cm-diam port about 1.5 m 

above the floor in the right outside wall of the staircase to the upper deck 

(left side of the right aisle). A Teflon ring attached to the wall extended 

the inlet to the port about 0,62 cm from the wall surface (detail in fig. 2). 

 his minimized drawing air from along the wall surface into the sample since 

ozone can be destroyed by contact with surfaces. About 6 m of 0.62-cm-diam 

Teflon-coated tubing was used between this port and the ozone analyzer in 

the GASP rack. The tubing was cleaned and found to cause negligible loss of 

ozone. 

Ambient air sample pressurization. - For the ambient measurement a diaphragm pump was used to increase the low-pressure air at altitude to 1 atm 

pressure. A pressure regulation system (ref. 17) held the inlet pressure to 

the instruments constant at 1+0.007 atm at altitudes up to 13.8 km with a 

flow rate of 14 liters/min. Pressurization resulted in increased instrument 

sensitivity and prevented cabin air from leaking into the sample lines. 

Instrument type. - Ozone was measured on GASP-equipped aircraft by commercially available ultraviolet absorption photometers (~asibi ~nvironmental 

Corp.) modified and repackaged to operate in the airborne environment 

(ref. 18). The instrument reads continuously, updating every 10 sec, Its 

range is from 0.003 to 20 ppmv (parts per million by volume). Modifications 

to the commercial-type instrument for use in the fully automated GASP system 

included: (1) manual control mode switch replaced with logic circuits activated by the preprogrammed GASP onboard computer, (2) visual display replaced 

with an output shift register for digital recording of the airborne data, 

(3) circuit added to provide instrument identification, and (4) output logic 

modified to read out a negative zero offset not available in the original 

instrument. 

1n-flight checks and calibration. - Operational procedures were set up 

to insure the integrity of the data. These included in-flight instrument 

health checks, instrument calibration techniques, measurement of ozone loss 

in the GASP air sample inlet line and pressurization system, and periodic 

instrument maintenance. 

rn-flight instrument checks, recorded with the data, monitored the instrument zero, span, and frequencies of the two electronic counters used to 

measure the ozone concentration. These checks were performed once each hour. 

Zero gas was provided for the instrument zero by directing the air sample, 

at the proper time, through an ozone scrubber in the inlet line. 
All flight instruments were calibrated before installation in the aircraft and periodically thereafter using a secondary transfer standard. This 

standard is a laboratory-type ultraviolet photometer which was initially 

calibrated using a 1 percent, neutral-buffered potassium iodide (KI) method. 

Later in the GASP program, the standard was calibrated at the Jet ~ropulsion 

Laboratory (JPL). This calibration is traceable to the JPL 5-meter UV 

photometer described in reference 19. The KI calibration was found to be 9 

percent higher than the W photometer calibration. ~hus, all published GASP 

ozone data are 9 percent high compared with the JPL calibrations. his is a 

systematic difference and can be easily corrected for if the KI method is 

determined incorrect and other methods such as the UV photometer is adopted 

as the standard. 

The acceptability criterion which was adopted for GASP ozone data required that the recalibration of an instrument after its removal from the 

aircraft be within LO percent of the standard instrument. Data from instruments which had recalibrations near or beyond this limit are identified with 

tags in the GASP data files (see ref. 20) and in the tabulations herein. 

The reliability of the instruments was determined from flight and ground 

checks and the laboratory recalibrations following installation in the aircraft. Most component failures could be detected from the instrument output 

or ground checks. One type of failure (deterioration of the ozone scrubber 

within the instrument) was detected only at the time of recalibration and is 

believed to be the cause of the low recalibrations cited above. Excluding 

failures, the stability of the 10 flight instruments during 1 year of operation (seven calibrations per instrument) was within 1 percent (ref. 18). 

A concern in the ambient ozone measurement is the destruction of ozone 

in the lines from the stainless-steel inlet probe to the instrument and in 

the pump that raises the sample pressure to 1 atm. The lines are Teflon, 

and the pump is a Teflon coated diaphragm type. Ozone destruction through 

the aircraft installed system was measured under conditions simulating operation in flight. An ozone destruction test package was developed by NASA to 

periodically determine this loss on the aircraft. Initial test data from 

different systems indicated ozone destruction from 13 to 19 percent (1975 to 

mid-1977). his was later (mid-1977 to 1979) reduced to less than 6 percent 

with a random error of +2 percent using improved materials in the pump 

diaphragm. The random error of the ambient ozone measuring system was found 

to be less than 4 percent of reading or 0.003 ppmv, whichever is greater. A 

complete description of the ozone measurement system is given in reference 

18. 

It has been observed that smoke ingested into the ozone instrument produces transitory fluctuations in the readings, either positive or negative. 

This effect may account for some of the spikes that appear occasionally in 

the ozone data recorded in the cabin. 

Data acquisition system. - Ozone data (atmospheric and in-cabin) were 

taken with the existing GASP data acquisition and control system. All major 

components of this system were airborne units used by many airlines in normal 

flight data rgcording systems. The preprogrammed processor for automatic 

system control (DMCU) was a modified Data Management unit. This unit also 

provided certain data-acquisition functions. Additional data acquisition 
was handled by a standard flight data acquisition unit (FDAU). All data 

were recorded on a digital cassette recorder of the same type (Digital ids 

Recorder (DAR)) used by the airlines for flight recording. The GASP system 

was autonomous having dedicated units for all data acquisition and system 

control functions. 

Instruments were turned on during aircraft preflight preparations. The 

computer-processor assumed control just before takeoff. A standby condition 

was held until a signal was received by the processor from the altimeter to 

set up the system for sampling. This was set at 6.1 km (FL200). A basic 

60-min sampling cycle was constructed by alternating 5-min air sampling and 

5-min calibration modes. Thus, there were six sample readings and six different calibrations in each cycle. All data were recorded during a 16-second 

period at the end of each 5-min air sampling or calibration mode. The ozone 

instrument required only four calibrations during each 1 hour cycle. Thus, 

ozone measurements were taken every 10 min during the first 40 min of the 

cycle and every 5 min during the remaining 20 min. The time, position of 

the aircraft, altitude, speed, heading, winds, and air temperature were also 

recorded to provide spatial and temporal identification for each ozone measurement. Before landing, the system was returned to a standby condition. 

Data reduction procedure. - The tape recorder cassettes were removed 

from the aircraft about every 2 weeks. Data on the cassettes were transcribed onto computer compatible tape, which was shipped to the NASA Lewis 

Research Center. This tape was initially processed to provide a direct 

printout of the flight data, dividing the continuous data record into flight 

segments based on flight origin and destination (see table I). Further 

data processing included the ozone system calibration correction, deletion 

of questionable and redundant data, and a retranscription to a final format. 

A complete discussion of data reduction specifications is given in reference 

20. 

PRESENTATION OF DATA 

All GASP data, including the cabin and ambient ozone data presented 

herein, are available to the public on magnetic computer tape from the 

National Climatic Center, Federal Building, Asheville, North Carolina 28801. 

In addition to providing compact storage of a large amount of data, the 

availability of the data on computer tape facilitates data analysis and 

alternate presentations which would be awkward if not impossible from the 

hard copy. 

The data tabulated and plotted here are from GASP tapes VL0015, VL0016, 

VL0017, and VL0018. These tapes include all cabin ozone data obtained by 

GASP equipped aircraft from January 6 to October 6, 1978. Flight routes and 

dates, instrumentation, data processing procedures, and data tape specifications are reported in reference 20. 

Summary tabulations. - A data summary, arranged chronologically by 

flight for all flights with cabin and/or ambient ozone from January to 

October 1978, is given in appendixes A and B for airplanes N533PA (8747SP) 

and N4711U (B747-loo), respectively. The parameters presented were selected 

based on the requirements of reference 3, and include for each flight, the 
departure date, route (see table I for code), mean flight level, data time 

interval, and cabin and ambient ozone data, A11 ozone levels are expressed 

as ppmv. 

The number of cabin ozone measurements for each flight is given in the 

column headed ND following the departure date, route, and mean flight level. 

The elapsed time from the first to the last cabin ozone measurement for each 

flight is given in the TOTAL time column. If no cabin ozone measurements 

were made during a given flight, the elapsed time from the first to the last 

ambient ozone measurement is given as the TOTAL time. Since the GASP system 

did not normally obtain data at altitudes below FL 200, the TOTAL times here 

are less than the segment time specified in reference 3. The time during 

which the cabin ozone level exceeded 0.1-ppmv sea-level equivalent1 (ppmv 

SLE) is given in thes0.1~ column; and the time during which the cabin ozone 

level exceeded 0.25 ppmv SLE is given in theL<0. 25E column. 

The mean (MEAN) and mean plus 1 standard deviation (M + SD) cabin ozone 

levels are time-weighted averages over the time period given by TOTAL. The 

maximum observed cabin ozone level in each flight is also listed, The maximum time-weighted average cabin ozone level during any 3-hr interval in the 

flight is given under 3HR. If TOTAL is less than 3 hr, then the 3HR column 

is left blank. 

Next, the number of data points, time-weighted mean and mean plus 1 

standard deviation, and maximum values of ambient ozone data are given for 

each flight. For measurement periods in which both cabin and ambient ozone 

data are available, and in which the ambient level is greater than 0.1 ppmv, 

the mean ratio of these data points, as well as their standard deviations 

are given following the ambient ozone data for each flight. 

The final column in the Summary Tabulations is used to identify ventilation system modifications and changed operating procedures which occurred 

during the period for which data are reported. Since a charcoal filter 

system was installed on N533PA on August 6, 1977, and remained in place 

throughout the flight period reported herein, this column contains an IF' 

for all flights in appendix A. There were no air conditioning system modifications on N4711U during the period of the data reported herein. 

Three periods of ozone data (parts of tapes VL0015, 16, and 18) originated from instruments which were found to be reading low when recalibrated 

after removal from the airplane. The airplane, measurement, installation 

period, and recalibration results are given in table 11. The cause of these 

failures is thought to be gradual degradation of the ozone scrubber within 

the instrument. Consistent with this suspected failure mode, data in the 

appendixes A and B tabulations have been corrected using a parabolic correction with time assuming that (1) the instrument was correctly calibrated 

l~he statement of the rule in units of sea-level-equivalent ppmv ( pmv SLE) 

is equivalent to specifying limits on ozone density (e.g., S pg/m ). 

For a constant ozone density, the allowable true volume fraction (e.g., 

ppmv) in the cabin will vary inversely with cabin pressure (see refs. 3 

and 4). 
when installed, (2) the instrument had not yet begun to fail when installed, 

and (3) the instrument was reading low by the amount in table I1 when removed from the airplane. his correction can be expressed mathematically as 

- day - day on RECA L 

O 3cor r '3meas (l + (day off - day on)' (loo - l?ECAL)) 

where 

03meas is the level as reported and tagged on GASP data tapes 

day is the day of year 

day on is the day of year the instrument was installed 

day off is the day of year the instrument was removed 

RECAL is the percentage that the instrument was reading below the 

standard when recalibrated (see table 11). 

The correction applied for the measurement periods in table 11 was greater 

than 11 percent (measurement more than 10 percent low) only for cabin ozone 

data from N533PA from August 9th to September 29th, and for ambient ozone 

data from N4711U from September 8th to 20th. 

Flight data plots. - Plots of GASP ozone data for all flights with 

simultaneous measurements of cabin and ambient ozone are organized chronologically in appendixes C and D for N533PA and N4711U, respectively. In the 

plots for each flight, the upper panel gives the altitude (boxes) and latitude 

(crosses), the center panel gives the ambient (boxes) and cabin (crosses) 

ozone levels, and the lower panel gives the ozone ratio (cabin divided by 

ambient). Data are plotted at the multiple of 5 min nearest to their actual 

elapsed time. Data points are not connected if the time interval between 

points is greater than 10 min. For ambient ozone less than 0.1 ppmv, the 

corresponding ratios are not plotted. 

Microfiche flight data tabulations, - Cabin and ambient ozone data for 

all flights on which cabin ozone measurements are available are tabulated on 

the microfiche included herein as appendix E. These, of course, include data 

for those flights plotted in appendixes C and D. In addition to the tables, 

line printer plots of the cabin and ambient ozone data follow the tabulation 

for each flight. 

An example of the microfiche tabulation is given in table 111. Each 

table has a heading where the departure and arrival airports are identified 

by the standard three-letter airport code (table I), and the departure date 

and the aircraft number are given. The remainder of the heading is selfexplanatory, although special cases arise: if no ambient ozone values were 

observed on a flight, then asterisks are entered for the maximum ambient ozone 

value and for the maximum ratio value; if no ambient ozone value greater than 

0.1 ppmv was observed, then asterisks are also entered for the maximum ratio 

value. 

In the tables ETIM is the elapsed time after the time of the first data 

record on the flight. RATIO is the cabin ozone amount divided by the ambient 

ozone amount. If any variable is missing, its position in the table is left 

blank. Observations are entered at minimum time intervals of 5 min (during 

the data processing, any observation made less than 5 min after the most 
recent acceptable observation was disregarded). If two or more observations 

were made during the same GMT minute, they were averaged, and an "A" is 

entered after the GMT. If the GMT was missing for an observation, then for 

all following observations on the flight, the elapsed time between observations was computed using the aircraft speed and the distance traveled between 

the geographic coordinates of the data points. The GMT of each observation 

was then estimated by adding the computed elapsed time to the GMT of the previous observation. In these cases an "Mn is entered in the table after the 

GMT, unless two or more observations had the same estimated GMT, in which 

case the "A" tag takes precedence. 

During the period of data reported herein, a charcoal filter system was 

in use on aircraft N533PA. These cabin ozone measurements are identified by 

an "Fat in the tables to the right of the ratio column. Data from instruments 

found to be reading low when recalibrated after removal from the airplane 

(see table 11) are presented without correction in appendixes C to E and are 

identified by an "L" or an "H" tag in the ratio tag column in the appendix E 

tabulations. An "L" indicates that the measured cabin ozone level may be too 

low, and thus the ratio may be low; and similarly, an "H" indicates that the 

measured ambient ozone level may be too low, and thus the ratio may be too 

high. The "L" and "H" tags take precedence over all other ratio tags (" 'I, 

"B" , and "Fn) , 

The header on each microfiche identifies the GASP tape and airplane from 

which the data originated. The corresponding dates of data acquisition are 

given in table IV. For completeness, microfiche for tapes VL0009, 10, 12, 

and 14 (ref. 16) are included here, in addition to those for tapes VL0015-18. 

Statistical results. - Table V summarizes the ozone retention ratio data 

to October 1978 for both GASP equipped airliners. As we are concerned only 

about those times when ozone may be a problem, only those observations when 

the ambient ozone amount was above 0.1 ppmv were used when compiling table 

V. Because of ventilation system modifications or changed operating procedures, the data from the 747SP are divided among the following categories: 

(1) unmodified, (2) unmodified with 15th-stage (high temperature) compressor 

bleed, (3) increased air recirculation, (4) increased air recirculation with 

15th-stage compressor bleed, and (5) charcoal filter. A measure of the variability of the retention ratio is given by its standard deviation, which has 

been included in the table along with the correlation coefficient between the 

cabin and ambient ozone levels. The values reported in categories (I), (2), 

and (3) for the SP are the same as given in references 14 and 16 and are included here for completeness. There may be factors other than those listed 

that influence the retention ratio from flight to flight or even within a 

flight, such as ambient level (ref. 15) , load factor, or flight duration 

(ref. 9), but these are not considered separately here. 

CONCLUDING REMARKS 

Measurement of ozone concentrations both outside and inside the cabin of 

airline operated Boeing 747SP and 747-100 airliners are tabulated and plotted. 

In addition, summary tabulations are provided for all flights with ozone data 

on both aircraft, and statistical results from the simultaneous measurements 

are presented. Data were taken at 5- or 10-min intervals by automated 
instrumentation used in the NASA Global Atmospheric Sampling Program (GASP). 

All cabin ozone data obtained by GASP-equipped airliners N533PA and N4711U 

from January to early October 1978 are presented in this volume. 

REFERENCES 

1. Aircraft Cabin Ozone Contamination, Advanced Notice of proposed Rulemaking, Federal Register, vol, 42, no. 194, Oct. 6, 1977, 

pp. 54427-54428. 

2. Ferrarese, J. A.: Airplane Cabin Ozone Contamination. Notice of Proposed ~ulemaking, Federal ~egister, vol, 43, no. 194, Oct, 5, 1978, 

pp. 46034-46037. 

3. Bond, Langhorne: Airplane Cabin Ozone Contamination. Final Rule, 

Federal Register, vol. 45, no. 14, Jan. 21, 1980, pp. 3880-3883. 

4. Hunt, Kenneth S.: Transport Category ~irplanes Cabin Ozone Concentrations. FAA Advisory Circular AC 120-38, U.S. Dept. of Transportation, 

Oct. 1980. 

5. ~iggins, E. A.; et al,: Effects of Ozone on ~xercising and Sedentary 

Adult Men and Women Representative of the Flight Attendant Population. FAA-AM-79-20, U.S. Dept. of rans sport at ion, Oct. 1979. 

6. perkins, Porter J.; and Gustafsson, Ulf. R. C.: An Automated Atmospheric Sampling System Operating on 747 ~irliners. NASA TM X-71790, 

1975. 

7. perkins, Porter J.; and Papathakos, L. C.: Global Sensing of Gaseous 

and Aerosol Trace Species Using Automated Instrumentation on 747 Airliners. NASA TM-73810, 1977. 

8. perkins, Porter J.; Holdeman, J. D.; and Gaunter, ~aniel 3.: ~ircraft 

Cabin Ozone Measurements on B747-100 and B747-SP Aircraft - Correlations with Atmospheric Ozone and Ozone Encounter Statistics. NASA 

TM-79060, 1978. 

9. Perkins, Porter J.; Briehl, Daniel: Simultaneous Measurements of Ozone 

Outside and Inside Cabins of Two B-747 Airliners and a Gates Learjet 

Business Jet. NASA TM-78983, 1978. 

10. Ozone Contamination in Aircraft Cabins. NASA CP-2066, 1979. 

11. Holdeman, James D.: Procedures for Estimating the Frequency of Commercial Airplane lights Encountering High Cabin Ozone Levels. NASA 

TP-1560, 1979. 

12. Holdernan, James D.; and Nastrom, Gregory D.: Analysis of Atmospheric 

Ozone Levels at Commercial Airplane Cruise ~ltitudes in Winter and 

Spring 1976-77. NASA TP-1807, 1980. (Also FAA-EE-81-1) . 13. Nastrom, Gregory D.; and Holdeman, James D.: ~abulations of Ambient 

Ozone Data Obtained by GASP ~irliners, March 1975 to December 1977. 

FAA-EE-80-43, NASA TM-81528, 1980, 

14. Nastrom, Gregory D.; Holdeman, James D.; and Perkins, Porter J.: 

Measurements of Cabin and Ambient Ozone on B-747 Airplanes. J. Airc., 

vol. 17, no. 4, Apr. 1980, pp. 246-249. 

15. Holdeman, J. D.; and Nastrom, G. D.: Ozone Contamination in ~ircraft 

Cabins: Results from GASP Data and Analyses. NASA TM-81671, 1981. 

Also AIAA Paper 81-0305, 1981. I 

16. Perkins, Porter J.; Holdeman, J. D.; and Nastrom, G. D.: Simultaneous 

Cabin and Ambient Ozone Measurements on Two Boeing 747 Airplanes. 

Volume I. FAA-EE-79-05, NASA TM-79166, 1979. 
17. Reck, Gregory M.; Briehl, Daniel; and perkins, Porter J.: Flight Test of 

a pressurization System used to Measure Minor Atmospheric Constituents 

from an Aircraft. NASA TN D-7576, 1974. 

18. ~iefermann, Marvin W.: The Ozone Measurement System for the NASA Global 

Air Sampling Program. NASA TP-1451, 1979. 

19. DeMore, W. B.; and Patapoff, M.: Comparison of Ozone Determinations by 

Ultraviolet Photometry and Gas Phase itr ration. ~nviron. Sci. 

Technol., vol. 10, no. 9, Sep. 1976, pp. 897-899. 

20. Papathakos, Leonidas C.; and Briehl, Daniel: NASA Global Atmospheric 

Sampling Program (GASP): Data Report for Tapes ~10015, VL0016, 

VL0017, VL0018, VL0019, and VL0020. NASA TM-81661, 1981. 
TABLE I. - AIRPOR'r/CITY CODES 

AMS 

AKL 

BAH 

BKK 

BOM 

80s 

SRU 

CPH 

C PT 

CTS 

DEN 

DFW 

DTW 

E ZE 

FA1 

GIG 

H KG 

Amsterdam, The Netherlands 

Auckland, New Zealand 

Bahrain, Saudi Aradia 

Bangkok, Thailand 

Bombay, India 

Boston, Massachusetts 

Br usse 1s , Be lg ium 

Copenhagen, Denmark 

Cape Town, South Africa 

Sapporo, Japan 

Denver, Colorado 

Dallas/Ft. Worth, Texas 

Detroit, Michigan 

Buenos Aires, Argentina 

Fairbanks, Alaska 

Kio de Janeiro, Brazil 

Hong Kong 

HNU 

H NL 

IT0 

J FK 

LAS 

LAX 

LH R 

MEL 

NAN 

NRT 

om 

PPG 

P PT 

SEA 

SIN 

SYD 

YYZ 

Tokyo, Japan 

Honolulu, Hawaii 

Hilo, Hawaii 

New York, New York 

Las Vegas, Nevada 

Los Angeles, California 

London, England 

Melbourne, Australia 

Nandi, Fiji 

Tokyo, Japan 

Cnicago, Illinois 

Pago Pago, Samoa 

Papeete, Tahiti 

Seattle, Washington 

Singapore, Malaysia 

Sydney, Australia 

Toronto, Canada 

TABLE I I. - OZONE INS'I'KUMENTS RECALIBRATION RESULTS 

File T 

Airplane Dates Flights 

(Day of Year) 

Instrumen t 

Cabin 

Ambient 

Cabin 

Measurement 

6/1/78 - 9/29/78 

(152 - 272) 

6/23/78 - 9/20/78 

(174 - 263) 

9/20/78 - 12/15/78 

(263 - 349) 

Recalibrat ion, 

percent 

ITape 

N53 3PA 

N47 11U 

N4711U 

2 2 

2 

2 3 

50-end 

All 

1 - 89 

All 

I - 32 

33 - end 

low 

2 5 

13 

8 

VL0015 

VL0016 

VLOOlb 

3 

1 

2 

V10018 

v~oola 

VL0018 

1 

2 

2 
TABLE 111. - 

SEO TO HKG 

- EXAMPLE OF CABIN AND AMBIENT OZONE FLIGHT DATA LISTING 

DEPARTURE: 1 FEB 78 AIRCRAFT': PANAM - 

MAXIMUM VALUES: AMBIENT OZONE=1.159 CABIN OZONEDATA SOURCE: GASP TAPE VL015. FI1.E 1. FLT 40 AN 

MO/DA/YR GMT ETIM FL LAT LONG TEMP 

HR:MN (C) 

z.132 RATIO (LIMITED TO AMB. OZONE ABOVE 0.1) =.46 TOTAL OBS IN CABIN: 10 

"A" AFTER THE GMT BELOW DENOTES MORE THAN ONE ORSERVATION WAS AVERAGED 

OZONE (PPMV) RATIO MO/DA/YR GMT ETIM FL LAT LONG TEMP 

CABIN AMB. HR:MN (c) 

OZONE 

CAB IN 

(PPMV) 

AMB. 

RATIO 
TABLE 

Tape 

VL0009 

VLOOlO 

VL0012 

VL0014 

IV. - MICROFICHE DATA PERIODS 

Airplane Dates 

N533PA 10/28 - 10/30/77 

N533PA 1/21 - 10/4/77 

N4711U 1/3 - 6/15/77 

N533PA 10/4/77 - 1/3/78 

N4711U 11/9 - 11/14/77 

N533PA 1/8 - 6/21/78 

N533PA 6/22 - 10/5/78 

N4711U 1/6 - 6/23/78 

N4711U 6/23 - 10/6/78 
TABLE V. - CORRELATION BETWEEN SIMULTANEOUS CABIN AND AMBIENT OZONE 

MEASUREMENTS FROM GASP DATA FROM MARCH 1977 TO OCTOBER 1978 

Airplane Added technique for ND Cabin to ambient Correlation 

destroying ozone ozone ratio coefficient 

(ambient >0.1) 

Mean Standard 

deviation 

747SP (1) Unmodified a527 0.825 0.208 0.87 

(N533PA) 5/12 - 6/4/77 

(2) Unmodified with a123 .268 .I32 .51 

15th-stage compressor bleed 

5/12 - 6/4/77 

(3) Modified air 1995 .552 .I91 .81 

recirculation 

6/4 - 8/6/77 

(4) Modified air 9 72 .221 .lo9 .42 

recirculation 

with 15thstage bleed 

6/4 - 8/6/77 

(5) Charcoal filter 12366 .081 .086 .71 

8/6/77 - 10/4/78 

747-100 None 4556 0.381 0.185 0.85 

(N4711U) 3/30/77 - 10/6/78 

a~ata from before 5/12/77 are not included because identification 

of periods of high temperature bleed use was not available on 

GASP data tapes. 
Figure 1. - Air sample inlet probes mounted on 747 airliner equipped for GASP. 
STATION 440 

INSTRUMENT 

LOOKING AFT 

/ 

/ LOCATION OF OZONE SAMPLING IN CABIN 

/ 

/ 

/ 1 

Figure 2. - Ozone measurement locations on B747 airliner. 
APPENDIX A - SUMMARY 'TABULATIONS OF GASP OZONE DATA 

FOR N533PA (BOEING 747SP); 1/8/78-10/5/78 
GASP CABIN AND AMBIENT OZONE DATA SUMMARY AIRCRAFT: N533PA (B747SP) 

TAPE VL0015, FILE 1 APPENDIX A: PAGE 1 OF 13 

DATE ROUTE 

JFK-HND 

HND-LAX 

LAX-HND 

HND-JFK 

JFK-HND 

HND-LAX 

LAX-HND 

HND-JFK 

JFK-HND 

HND-JFK 

HND-LAX 

SFO-HKG 

HKG-SIN 

SIN-HKG 

HKG-SF0 

SFO-HKG 

HKG-SIN 

SIN-HRG 

HKG-SF0 

SFO-HKG 

HKG-SIN 

SIN-HKG 

HKG-SF0 

HKG-SF0 

SFO-HKG 

SIN-HKG 

HKG-SF0 

HKCi-SF0 

SFO-HKG 

HKG-SIN 

SIN-HKG 

HKG-SF0 

SFO-HKG 

HKG-SIN 

SIN-HKG 

FL I------------------- CABIN OZONE------------------!---- AMBIENT OZONE----- I--CABIN/AMBIENT---I 

I I---- HOURS:MIN----~---------- ppHV---------- I I ------ pp~v------ I (FOR AMB >.I) I 

ND TOTAL >.1E >.25E MEAN N+SD MAX 3HR ND MEAN M+SD MAX ND MEAN SD 
GASP CABIN AND AMBIENT OZONE DATA SUMMARY AIRCRAFT: N533PA tB747SP) 

APPENDIX A: PAGE 2 OF 13 

DATE ROUTE FL I------------------- CABIN OZONE------------------I---- AMBIENT OZONE----- I--CABIN/AWBIENT---I 

I 1 ---- HOURS:NIN----I---------- pp~~---------- I I ------ pp~v------ I (FORAMB>.l) 1 

ND TOTAL >.1E >.25E MEAN MtSD MAX 3HR ND MEAN N+SD MAX ND MEAN SD 

HKG-SF0 

SFO-HKG 

HKG-SIN 

SIN-HKG 

HKG-SF0 

LAX-HND 

HND- JFK 

JFK-HND 

HND-JFK 

JFK-HND 

HND-LAX 

LAX-Ht4D 

HND- JFK 

JFK-HND 

HND-LAX 

LAX-HND 

HND- JFK 

JFK-CTS 

CTS-HND 

HND-LAX 

LAX-HND 

HND-JFK 

JFK-HND 

HND-LAX 

LAX-HND 

HND-JFK 

JFK-HND 

HND-LAX 

LAX-HND 

HND-JFK 

JFK-HND 

HND-LAX 

LAX-HND 

3/ 1/78 HND-JFK 380. 92 11:29 1:00 .080 ,118 .219 .117 90 .583 ,814 1.035 58 .142 .052 F 

VL0015 FILE 1 382.3858 563:37 29:36 :40 .047 .lo1 1.803 .2?8 2443 .419 .720 1.419 1580 .092 .062 F 
GASP CABIN AND AMBIENT OZONE DATA SUMMARY AIRCRAFT: N533PA (B747SP) 

TAPE VL0015, FILE 2 APPENDIX A: PAGE 3 OF 13 

DATE ROUTE FL I------------------- CABIN OZONE------------------I---- AMBIENT OZONE----- I--CABIN/AMBIENT---I 

I I ---- HOURS:NIN----I---------- PPWV---------- i I ------ PPMV------ I (FORAMB>.l) I 

ND TOTAL >.1E >.25E MEAN N+SD WAX 3HR ND MEAN W+SD MAX ND WEAN SD 

JFK-HND 

HND-LAX 

LAX-HND 

HND- JFK 

JFK-HND 

HND-LAX 

LAX-HND 

HND-JFK 

JFK-HKD 

HND-LAX 

LAX-HND 

HND-JFK 

JFK-HND 

HND-LAX 

LAX-HND 

HND-JFK 

JFK-HND 

HND-LAX 

JFK-HND 

HND-LAX 

LAX-HND 

HND-JFK 

4/ 1/78 JFK-HND 376. 96 12:28 : 30 .074 -107 ,166 -099 96 .606 .876 1.236 93 .136 .078 F 

4/ 2/78 HND-LAX 366. 59 8:00 :10 .045 .076 ,191 ,074 0 --- --- --- 0 --- --- F 

41 2/78 LAX-HND 372. 76 10:26 : 40 .064 ,101 -168 -101 64 ,707 -906 1.237 62 .104 .035 F 

41 3/78 HND-JFK 372. 86 11:25 .054 ,073 .lo7 -070 0 --- --- --- 0 --- --- 

0 --- --- --- 0 --- --- 

F 

4/4/78 JFK-HND 380. 95 12:25 1:40 -089 .120 -153 .117 F 
GASP CABIN AND AMBIENT OZONE DATA SUMMARY AIRCRAFT: N533PA (B747SP) 

APPENDIX A: PAGE 4 OF 13 

DATE ROUTE FL I------------------- CABIN OZONE------------------I---- AMBIENT OZONE----- I--CABIN/AmBIENT---I 

I I ---- HOURS:MIN----I---------- pp~v---------- 1 I ------ pp~v------ I (FORAVB>.lI 1 

ND TOTAL >.1E >.25E MEAN MtSD MAX 3HR ND MEAN M+SD MAX ND MEAX SD 

HND-LAX 

LAX-HND 

HND- JFC: 

JFK-HND 

HND-LAX 

LAX-HND 

JFK-HND 

HND-LAX 

JFK-HND 

HND-LAX 

HND-JF'K 

JFK-HND 

HND-LAX 

HND-JFK 

JFK-HND 

HND-LAX 

LAX-HND 

HND- JFK 

JFK-IIND 

tIND-LAX 

LAX-HND 

HND-JFK 

51 1/78 JFK-HND 381. 96 12:30 .062 ,093 ,120 .097 0 --- --- --- 0 --- --- 0 --- --- --- 0 --- --- 

F 

5/ 2/78 HND-SF0 391. 61 7:56 :10 .048 .088 -126 .098 0 --- --- --- 0 --- --- 

F 

5/ 2/78 SFO-LAX 316. 2 : 10 .OOO .OOO .OOO --- 0 --- --- --- 0 --- --- 

F 

5/ 2/78 LAX-HND 376. 80 10~42 : 05 .053 .092 -134 .098 0 --- --- --- 0 --- --- 

F 

5/ 3/78 HND-JFK 367. 86 11~15 : 20 .062 .lo7 .255 .lo5 F 

VL0015 FILE 2 372.3191 418:30 28:02 :10 ,064 .lo6 .414 .I60 2823 .470 ,727 1.237 1538 .I25 .060 F 
GASP CABIN AND AMBIENT OZONE DATA SUMMARY AIRCRAFT: N533PA (B747SPl 

TAPE VL0015, FILE 3 APPENDIX A: PAGE 5 OF 13 

DATE ROUTE FL I-----...------------- CABIN OZONE------------------I---- AMBIENT OZONE----- I--CABIN/AMBIENT---I 

I I ---- HOURS:MIN----I---------- pp~v---------- I I------ pp~v------ I (FORAMB>.l) I 

ND TOTAL >.1E >.25E MEAN N+SD MAX 3HR ND MEAN M+SD MAX ND MEAN SD 

JFK-HND 

HND-SF0 

SFO-LAX 

LAX-HND 

HNU-JFK 

JFK-HND 

HND-SF0 

SFO-LAX 

LAX-HND 

HND-ORD 

ORD-JFK 

JFK-HND 

HND-SF0 

SFO-LAX 

LAX-HND 

HND- JFK 

JFK-HND 

HND-SF0 

SFO-LAX 

LAX-HND 

HND-JFK 

JFK-HND 

HND-SF0 

SFO-LAX 

LAX-HND 

HND- JFK 

JFK-HND 

HND-SF0 
GASP CABIN AND AMBIENT OZONE DATA SUMMARY AIRCRAFT: N533PA (B747SPl 

APPENDIX A: PAGE 6 OF 13 

DATE ROUTE FL I------------------- CABIN OZONE------------------{---- AMBIENT OZONE----- 1 ---- HOURS:MIN----I---------- PPNV---------- I ------ I--CABIN/AMBIENT---I 

I I PPNV------ I (FORAMB>.l) I 

ND TOTAL >,lE >.25E MEAN M+SD MAX 3HR ND MEAN M+SD MAX ND MEAN SD 

SFO-LAX 

LAX-AKL 

AUL-SYD 

SYD-AEL 

AKL-LAX 

LAx-AI.:L 

AKL-SYD 

SYD-AKL 

AKL-NAN 

NAN-LAX 

LAX-SF0 

SFO-HKG 

HKG-SF0 

SFO-HKG 

HKG-SIN 

SIN-HKG 

FIKG-SF0 

SFO-HKG 

WKG-SIN 

SIN-HKG 

HKG-SF0 

6/ 1/78 SFO-AKL 375. 85 11:35 

6/ 1/78 AKL-SYD 374. 18 2:15 

6/ 2/78 SYD-LAX 368. 87 11:20 

6/ 3/78 LAX-AKL 376. 87 11:49 

6/ 3/78 AEL-SYD 376. 17 2:10 

6/ 4/78 SYD-MEL 312. 3 : 20 

6/ 4/78 MEL-SYD 365. 3 :13 
GASP CABIN AND AMBIENT OZONE DATA SUMMARY AIRCRAFT: N533PA (B747SP) 

APPENDIX A: PAGE 7 OF 13 

DATE ROUTE FL I------------------- CABIN OZONE------------------~---- AMBIENT OZONE----- I--CABIN/AMBIENT---I 

I I ---- HOURS:mIN----l---------- PPMV---------- 1 I------ PPNV------ I (FORAMB>.l) I 

ND TOTAL >.1E >.25E MEAN H+SD MAX 3HR ND MEAN H+SD MAX ND MEAN SD 

SYD-LAX 

LAX-JFK 

JFK-BAH 

BAH-JFK 

JFK-LAX 

LAX-AKL 

AKL-SYD 

SYD-AKL 

AKL-LAX 

LAX-NRT 

NRT- JFK 

JFK-NRT 

NRT-SF0 

SFO-LAX 

LAX-NRT 

NRT-JFK 

JFK-LAX 

LAX-NRT 

NRT-JFK 

JFK-NRT 

NRT-SF0 

SFO-LAX 

LAX-LHR 

LHR-AMS 

AMS - LHR 

LHR-LAX 

LAX-NRT 

NRT-JFK 

FILE 3 
GASP CABIN AND AMBIENT OZONE DATA SUMMARY AIRCRAFT: N533PA (B747SP) 

TAPE VL0016, FILE 1 APPENDIX A: PAGE 8 OF 13 

DATE ROUTE FL I------------------- CABIN QZONE------------------I---- AMBIENT OZONE----- 1 ------ I--CABIN/AMBIENT---I 

I I ---- HOURS:mIN----I---------- ppflV---------- I PPMV------ I (FORAMB>.II I 

ND TOTAL >. 1E >.25E MEAN . M+SD MAX 3HR ND MEAN M+SD MAX ND MEAN SD 

JFK-LAX 

LAX-NRT 

NRT-JFK 

JFK-NRT 

NRT-SF0 

SFO-LAX 

LAX-LHR 

LHR-AMS 

ANS-LHR 

LHR-LAX 

LAX-AKL 

AKL-SYD 

SYD-AKL 

AKL-LAX 

LAX-JFK 

JFK-NRT 

NRT-SF0 

SFO-LAX 

LAX-LHR 

AMS-LHR 

LHR-LAX 

LAX-AKL 

AKL-SYD 

SYD-AKL 

AKL-LAX 

LAX-LHR 

AMS-LHR 

LHR-LAX 

LAX-NRT 

NRT- JFK 

JFK-NRT 

NRT-SF0 

SFO-LAX 
GASP CABIN AND AMBIENT OZONE DATA SUMMARY AIRCRAFT: N533PA (B747SP) 

APPENDIX A: PAGE 9 OF 13 

--------------- CABIN OZONE------------------l---- AMBIENT OZONE----- I ---- HOURS:MIN----I---------- PPNV---------- I I ------ PPMV------ I--CABIN/AMBIENT---I 

I (FORAMB>.lI I 

TOTAL >. 1E >.25E NEAN M+SD MAX 3HR ND MEAN M+SD MAX ND NEAN SD 

DATE ROUTE 

LAX-LHR 

LHR-AMS 

ANS-LHR 

LHR-LAX 

LAX-LHR 

LHR-LAX 

LAX-JFK 

JFK-NRT 

NRT-SF0 

SFO-LAX 

LAX-LHR 

LHR-AMS 

LHR-LAX 

LAX-AKL 

AKL-SYD 

SYD-AKL 

AKL-LAX 

LAX-NRT 

NRT-JFK 

JFK-NRT 

NRT-SF0 

SFO-LAX 

LAX-LHR 

LHR-AMS 

LHR-LAX 

LAX-AKL 

AKL-SYD 

SYD-MEL 

MEL-SYD 

SYD-LAX 

LAX-NRT 

NRT-JFK 

JFK-NRT 

NRT-SF0 

SFO-LAX 
GASP CABIN AND AMBIENT OZONE DATA SUMMARY AIRCRAFT: N533PA (B747SP) 

APPENDIX A: PAGE 10 OF 13 

DATE ROUTE FL I------------------- CABIN OZONE------------------I---- AMBIENT OZONE----- I--CABIN/ANBIENT---I 

t 1 ---- HOURS:~IN----I---------- ppm~---------- I I ------ PPrlV------ I (FORAMS>.l) I 

ND TOTAL >. 1E >.25E MEAN M+SD MAX 3HR tiD MEAN M+SD MAX ND MEAN SD 

LAX-LHR 

LHR-LAX 

LAX-AKL 

AKL-SYD 

SYD-AKL 

AKL-LAX 

LAX-NRT 

NRT- JFK 

JFK-NRT 

NRT-SF0 

SFO-LAX 

LAX-LHR 

LHR-L2X 

LAX-AKL 

AKL-SYD 

SYD-LAX 

LAX-NRT 

NRT- JFK 

JFK-NRT 

NRT-SF0 

SFO-LAX 

LAX-LHR 

LHR-LAX 

LAX-NRT 

NRT- JFK 

JFK-NRT 

NRT-SF0 

SFO-LAX 

LAX-LHR 

LHR-AMS 

LHR-LAX 

LAX-SF0 

FILE 1 
GASP CABIN AND AMBIENT OZONE DATA SUMMARY AIRCRAFT: N533PA (B747SP) 

TAPE VL0016, FILE 2 APPENDIX A: PAGE 11 OF 13 

DATE ROUTE FL I------------------- CABIN OZONE------------------I---- AMBIENT OZONE----- I--CABIN/AMBIENT---I 

I I ---- HOURS:HIN----I---------- PPHV---------- I I ------ PPMV------ I (FORAMB>.l) 1 

ND TOTAL >. 1E >. 25E ElEAN M+SD MAX 3HR ND MEAN M+SD MAX ND MEAN SD 

SFO-HKG 

HKG-BKK 

BKK-HKG 

HKG-SF0 

SFO-HKG 

HKG-SIN 

SIN-HKG 

HKG-SF0 

SFO-HKG 

HKG-SIN 

SIN-HKG 

HKG-SF0 

SFO-HRG 

HKG-SIN 

SIN-IIKG 

HKG-LAX 

LAX-NRT 

NRT-JFK 

JFK-LAX 

LAX-AKL 

AKL-SYD 

SYD-LAX 

LAX-NRT 

NRT-JF'K 

JFK-BAH 

BAH-BOH 

BOE1-BAH 

BAH-JFK 

JFK-NRT 

NRT-SF0 

LAX-NRT 

NRT-JFK 

9/ 1/78 JFK-NRT 374. 98 12:23 -008 -017 .035 .012 98 .238 .385 .552 73 .035 .041F 
GASP CABIN AND AMBIENT OZONE DATA SUMMARY AIRCRAFT: N533PA (3747SPl 

APPENDIX A: PAGE 12 OF 13 

DATE ROUTE FL I------------------- CABIN OZONE------------------!---- AMBIENT OZONE----- I --CABIN/AMBIENT--- I 

I I ---- HOURS:MIN----I---------- PpHV---------- I I ------ PPmV------ I (FORAPlB>.I) I 

ND TOTAL >.1E >.25E MEAN M+SD MAX 3HR ND MEAN M+SD MAX ND MEAN SD 

NRT-SF0 

SFO-LAX 

LAX-LHR 

LHR-AMS 

AMS-LHR 

LHR-LAX 

LAX-SF0 

SFO-L.9X 

LAX-LFIR 

AMS-LHR 

LHR-LAX 

LAX-NET 

NP.T- JFK 

JFK-NRT 

NRT-SF0 

SFO-LAX 

LAX-LHR 

LHR-APIS 

AMS-LHR 

LHR-LAX 

LAX-SF0 

SFO-HKG 

HKG-BKK 

BKK-HKG 

HKG-SF0 

SFO-HKG 

HKG-SIN 

SIN-HKG 

HKG-SF0 

SFO-HKG 

HKG-SIN 

SIN-Hl;G 

HKG-SF0 

SFO-HKG 

HKG-SIN 

SIN-HKG 
GASP CABIN AND AMBIENT OZONE DATA SUMMARY AIRCRAFT: N533PA (B747SPl 

APPENDIX A: PAGE 13 OF 13 

DATE ROUTE FL I------------------- CABIN OZONE------------------I---- AMBIENT OZONE----- I--CABIN/AMBIENT---I 

I 1 ---- HOURS:fiIN----[---------- PPnV---------- I I------ PpmV------ I (FOR AM3 >.I) I 

ND TOTAL >.1E >.25E MEAN N+SD MAX 3HR ND MEAN U+SD MAX ND MEAN SD 

HKG-LAX 

LAX-NRT 

NRT-JFK 

JFK-LAX 

LAX-NRT 

NRT- JFK 

JFK-EZE 

EZE-JFK 

JFK-NRT 

NBT-SF0 

SFO-LAX 

LAX-NRT 

NRT-JFK 

JFK-BAH 

BAH-BOH 

BOM-BAH 

BAH-JFK 

JFK-NRT 

NRT-SF0 

SFO-LAX 

LAX-LHR 

LHR-AMS 

AMS-LHR 

LHR-LAX 

LAX-AKL 372. 90 11:39 

AKL-SYD 398. 14 1:52 

SYD-AKL 393. 17 2:00 

AKL-LAX 378. 88 10:58 

LAX-NRT 381. 87 10:20 

NRT-JFK 377. 86 11:lO 

JFK-NRT 371. 98 13:00 

NRT-SF0 385. 61 7:50 

VL0016 FILE 2 375.5573 726:38 : 45 ,008 .021 ,217 .034 5680 .134 .253 .586 2470 .047 .072 F 
APPENDIX B - SUMMARY TABULATIONS OF GASP OZONE DATA 

FOR N4711U (BOEING 747-100) ; 1/6/78-10/6/78 
GASP CABIN AND AMBIENT OZONE DATA SUMMARY AIRCRAFT: N4711U (B747-100) 

TAPE VL0017, FILE 

DATE ROUTE 

SFO-HNL 

HNL-LAS 

LAS-ORD 

ORD-YYZ 

YYZ-ORD 

ORD-HNL 

SFO-LAX 

LAX-JFK 

JFK-LAX 

LAX-ORD 

ORD-SF0 

SFO-HNL 

HNL-SF0 

HNL-SF0 

SFO-ORD 

ORD-JFK 

JFK-SF0 

SFO-HNL 

HNL-ORD 

ORD-YYZ 

YYZ-ORD 

ORD-HNL 

HNL-LAX 

LAX-HNL 

HNL-LAX 

LAX-JFK 

JFK-LAX 

LAX-3FK 

JFK-LAX 

LAX-ORD 

ORD-HNL 

HNL-ORD 

ORD-HNL 

HNL-LAX 

LAX-HNL 

HNL-SF0 

SFO-ORD 

ORD- JFK 

JFK-SF0 

1 APPENDIX B: PAGE 1 OF 14 

FL I------------------- CABIN OZONE------------------I---- 

I ---- HOURS:mIN----I---------- AMBIENT OZONE----- I--CABIU/AflBIENT---I 

I ppfiv---------- I I ------ ppwv------ I (FORAMB>.lI I 

ND TOTAL >.1E>.25E WEAN M+SD MAX 3HR ND MEAN M+SD MAX ND MEAN SD 
GASP CABIN AND AMBIENT OZONE DATA SUMMARY AIRCRAFT: N4711U (B747-100) 

APPENDIX B: PAGE 2 OF 14 

DATE ROUTE FL I------------------- CABIN OZONEI 1 ---- HQURS:MIN----I------- 

ND TOTAL >.1E >.25E MEAN 

SFO-HNL 

HNL-SF0 

SFO-HNL 

HNL-LAX 

LAX- JFK 

JFK-ORD 

ORD-LAX 

LAX-IT0 

ITO-LAX 

LAX-ORD 

ORD-JFK 

JFK-LAX 

LAX-HNL 

HNL-SF0 

SFQ-HNL 

HNL-LAX 

LAX-JFK 

JFK-LAX 

LAX-IT0 

ITO-LAX 

LAX-ORD 

OED-SF0 

SFO-HIiL 

HNL-SF0 

SFO-HNL 

HNL-LAX 

LAX-JFK 

JFK-ORD 

ORD-LAX 

LAX-JFK 

JFK-LAX 

LA>:-HNL 

HNL-LAX 

LAX-HNL 

HNL-LAX 

LAX-JFK 

JFK-LAX 

LAX-ORD 

ORD-SF0 

HPIL-LAX 

-----------------I---- AMBIENT OZONE----- I--CABIN/AMBIENT---I 

---ppnV---------- I I ------ PPMV------ I (FORAMB>.L) I 

R+SD MAX 3HR ND MEAN M+SD MAX ND MEAN SD 
GASP CABIN AND AMBIENT OZONE DATA SUMMARY AIRCRAFT: N4711U (B747-100) 

DATE ROUTE 

LAX-JFK 

JFK-ORD 

ORD-HNL 

HNL-LAX 

LAX-HNL 

HNL-SF0 

SFO-ORD 

ORD-JFK 

JFK-SF0 

SFO-HNL 

HNL-ORD 

ORD-YYZ 

YYZ-ORD 

ORD-HNL 

HNL-LAX 

LAX-HNL 

HNL-SF0 

SFO-ORD 

ORD-JFK 

SFO-HNL 

HNL-ORD 

ORD-DEN 

DEN-LAX 

LAX-HNL 

HNL-LAX 

LAX- JFK 

JFK-ORD 

ORD-LAX 

LAX-JFK 

JFK-LAX 

LAX-ORD 

ORD-SF0 

SFO-HNL 

HNL-SF0 

SFO-HNL 

APPENDIX B: PAGE 3 OF 14 

FL I------------------- CABIN OZONE------------------l---- 

I ---- HOURS:MIN----I---------- PPMV---------- I ------ PPMV------ ANBIENT OZONE----- I--CABIN/AMBIENT---I 

I 1 I (FORAPlB>.l) 1 

ND TOTAL >.1E >.25E NEAN N+SD MAX 3HR ND NEAN N+SD MAX ND NEAN SD 

375. 29 3:40 1:55 .I35 ,204 .252 -153 29 ,341 .531 ,712 28 .401 -096 

309. 20 2:09 : 10 .065 .113 .198 --- 19 .084 .124 ,193 

0 --- --- --- 2 ,662 .232 

345. 58 7:50 : 35 .056 .083 .122 ,067 0 --- --- 

349. 29 3:54 -037 .061 .lo0 .042 28 .125 .178 .271 15 .274 -137 

355. 35 4:35 .043 .059 .080 .043 35 .lo6 .144 ,198 24 .377 .099 

361. 30 3:45 .041 .059 .097 .044 29 .115 -141 .168 20 .341 ,121 

372. 22 2:40 2:30 :40 .223 .334 ,455 --- 22 .527 .793 .971 20 .447 .116 

343. 6 :40 :40 .150 -177 .172 --- 6 .372 .427 .443 6 .431 -143 

366. 34 4:35 3:50 :40 .211 .296 -386 .255 1 .192 --- .192 1 .313 --- 355. 30 4:05 .048 .060 ,073 .050 0 --- --- --- 0 --- --- 345. 53 6:52 1:55 .082 .I49 -242 .138 0 --- --- --- 0 --- --- 289. 3 :20 :10 .085 .127 .I27 --- 0 --- --- --- 0 --- --- 318. 2 :20 .053 .079 ,079 --- 0 --- --- --- 0 --- --- 343. 73 7:29 ,048 .069 .lo8 .050 0 --- --- --- 0 --- --- 384. 68 3:59 1:16 ,099 ,137 .173 .I15 0 --- --- --- 0 --- --- 

343. 38 4:32 .038 -056 .094 .040 0 --- --- --- 0 --- --- 

362. 27 3:40 : 15 -064 ,098 -168 .067 --- --- --- 0 --- --- 

356. 24 3:OO 1:30 :10 1 -253 -308 -141 0 --- --- --- 0 --- --- 364. 8 :40 :40 .270 ,318 ,310 --- 0 --- --- --- 0 --- --- 344. 33 4:15 ,053 .078 ,119 -054 26 .059 .076 .147 1 .449 --- 348. 54 6:47 1:42 :42 .097 .206 .378 .187 54 ,178 .346 .583 27 .515 -206 

365. 11 1:20 1:lO :05 .223 .296 .320 --- 10 .538 ,625 -638 10 .418 .I05 

331. 10 1:lO .052 .070 .095 --- 9 ,086 .I16 .I41 

0 --- 4 -477 ,052 

340. 39 4:38 .048 .065 .lo2 .055 --- --- 0 --- --- 

335. 30 3:47 .041 .061 .091 .044 30 .I17 .206 .348 7 .279 ,096 

361. 28 3:35 1:OO .089 .176 .276 .lo0 26 .211 ,429 .655 9 ,392 .064 

349. 9 1:OO :50 :05 ,233 .298 .317 --- 9 .643 ,846 .783 

0 --- --- --- 

8 .349 .a38 

356. 27 3:20 :20 -080 ,129 .226 .083 0 --- --- 356. 26 3:30 1:OS -078 .I49 .222 .089 24 .211 .439 .684 11 .340 ,097 

353. 37 4:53 2:28 :30 .153 -265 ,397 .225 0 --- --- --- 0 --- --- 354. 19 2:20 : 05 .079 ,100 .129 --- 19 ,241 .330 .323 16 .305 .099 

378. 27 3:24 2:09 .148 .195 ,218 .159 0 --- --- --- 0 --- --- 

369. 33 4:15 : 30 ,062 .121 ,247 .077 --- --- --- 0 --- --- 357. 26 3:26 1:Ol ,072 ,149 .254 .083 26 .220 ,426 ,677 16 .287 .092 

346. 32 4:lO :30 .052 .lo7 ,214 .064 34 ,140 .270 .589 14 ,387 .232 

3/ 1/78 HNL-LAX 329. 34 3:37 : 48 .082 .I55 .246 ,094 0 --- --- --- 0 --- --- 

3.' 1/78 LAX-SF0 297. 0 :10 --- ,..-- --- --- 2 .163 ,309 .309 0 --- --- 

3/ 1/78 SFO-ORD 358. 20 2:35 : 50 .097 .183 .247 --- 20 .228 ,415 ,531 10 .404 ,101 

3/ 1/78 ORD-JFK 328. 6 : 40 :40 :20 .261 .378 .394 --- 0 --- --- --- 0 --- --- 

31 2/78 JFK-SF0 362. 42 5:04 2:05 .106 .166 .239 .148 0 --- --- --- 0 --- --- 
GASP CABIN AND AMBIENT OZONE DATA SUMMARY AIRCRAFT: N4711U (B747-100) 

APPENDIX B: PAGE 4 OF 14 

DATE ROUTE FL I------------------- I ---- 

CABIN OZONEI HOURS:MIN----I------- 

ND TOTAL >.1E >.25E MEAN 

3/ 2/78 SFO-HNL 345. 35 4:55 .052 

3/ 3/78 HNL-ORD 343. 38 4:51 1:51 .lo0 

ORD-SF0 

SFO-HNL 

HNL-LAX 

LAX-DEN 

DEN-ORD 

ORD-DEN 

DEN-LAX 

LAX-HNL 

HNL-SF0 

SFO-HNL 

HNL-SF0 

SFO-HNL 

HNL-LAX 

LAX-HNL 

HNL-SF0 

SFO-JFK 

JFK-ORD 

DEN-LAX 

LAX-HNL 

HNL-ORD 

ORD-YYZ 

YYZ-ORD 

ORD-HNL 

HNL-ORD 

ORD-LAX 

LAX-IT0 

ITO-LAX 

LAX-ORD 

ORD- JFK 

JFK-LAX 

LAX-H:iL 

ORD-HNL 

HNL-ORD 

OED-YYZ 

YYZ-ORD 

ORD-HNL 

HNL-LAX 

FILE 1 

.-----------------I---- AMBIENT OZONE----- I--CABIN/AMBIENT---I ---ppMV---------- I I ------ PPMv------ I (FOR ArlB >.I) I 

R+SD MAX 3HR ND MEAN M+SD MAX ND MEAN S D 
GASP CABIN AND AMBIENT OZONE DATA SUMMARY 

TAPE VL0017, FILE 2 

AIRCRAFT: ~4711~ (13x7-100) 

APPENDIX B: PAGE 5 OF 14 

DATE ROUTE FL I------------------- CABIN OZONE------------------I---- AMBIENT OZONE----- I--CABIN/AMBIENT---I 

I 1 ---- HOURS:~IN----I----------PPMV---------- 1 1 ------ pp~v------ I (FORAMB>.l) I 

ND TOTAL >.1E >.25E MEAN M+SD MAX 3HR ND MEAN M+SD MAX ND MEAN SD 

SFO-HNL 

LAX-JFK 

JFK-LAX 

ORD-YYZ 

YYZ-ORD 

ORD-HNL 

HNL-ORD 

ORD-HNL 

HNL-LAX 

LAX-DEN 

DEN-ORD 

ORD-HNL 

HNL-LAX 

LAX-HNL 

HNL-SF0 

SFO-ORD 

ORD-JFK 

SFO-HNL 

HNL-ORD 

ORD-DEN 

DEN-LAX 

LAX-HNL 

HNL-SF0 

SFO-HNL 

HNL-ORD 

ORD-DEN 

DEN-LAX 

LAX-HNL 

HNL-OED 

ORD-DEN 

SE'O-ORD 

ORD-JFK 

SFO-HNL 

HNL-ORD 

JFK-LAX 

LAX-HNL 

HNL-SF0 

SFO-JFK 

JFK-ORD 
GASP CABIN AND AMBIENT OZONE DATA SUMMARY AIRCRAFT: N4711U (B747-100) 

APPENDIX 3: PAGE 6 OF 14 

DATE ROUTE FL I------------------- CABIN QZONE------------------I---- AMBIENT OZONE----- I--CABIN/AMBIENT---I 

I I---- HOURS:NIN----I---------- pp~v---------- I I ------ pp~v------ I (FORAMB>.l) 1 

ND TOTAL >. 1E ;. 25E MEAN M+SD MAX 3HR ND MEAN N+SD MAX ND MEAN SD 

ORD-LAX 

LAX-DEN 

DEN-ORD 

ORD-DEN 

DEN-LAX 

LAX-HNL 

HNL-ORD 

ORD-LAX 

LAX-IT0 

ITO-LAX 

LAX-ORD 

ORD-JFK 

JFR-LAX 

LAX-HNL 

ZINL-SF0 

SFO-HNL 

HNL-SF0 

SFO-JFK 

JFK-LAX 

LAX-ORD 

ORD-SF0 

SFO-HNL 

HIIL-SF0 

SFO-ORD 

ORD-JFK 

JFK-SF0 

SFO-HNI, 

HNL-LAX 

LAX-DEN 

DEN-ORD 

ORD-DEN 

DEN-LP,X 

LAX-HNL 

IiNL-LAX 

LAX-IiNL 

HNL-SF0 

5/7/78 SFO-ORD 358. 22 2:40 1:25 :05 .127 .216 .403 --- 22 .419 .686 .712 16 .323 .I50 

51 7/78 ORD-JFK 344. 5 : 30 .045 .072 -095 --- 5 ,079 .085 .a85 0 --- --- 51 8/78 JFK-SF0 381. 33 3:55 2:35 .170 .270 .309 -212 33 .463 .716 .799 29 .363 .loo 

VL0017 FILE 2 352.1989 252:14 43:18 :50 .073 3 .403 .212 1478 -184 .376 .864 704 ,350 .I46 
GASP CABIN AND AMBIENT OZONE DATA SUMMARY AIRCRAFT: N471lU (B747-100) 

TAPE VL0017, FILE 3 APPENDIX B: PAGE 7 OF L4 

DATE ROUTE FI, {-------------------CABIN OZONE------------------[---- AMBIENT OZONE----- I--CABIN/AMBIENT---I 

I I ---- HOURS:MIN----I---------- pp~v---------- I I------ pp~v------ 1 (FORAMB>.l) I 

ND TOTAL >.1E >.25E MEAN N+SD tlAX 3HR ND MEAN MtSD MAX ND MEAN SD 

SFO-HNL 

HNL-ORD 

ORD-DEN 

DEN-LAX 

LAX-HNL 

HNL-ORD 

ORD-YYZ 

YYZ-ORD 

ORD-IINL 

HNL-LAX 

LRX-HNL 

HNL-LAX 

JFK-ORD 

ORD-LAX 

LAX-WNL 

HNL-SF0 

SFO-ORD 

OED-3FK 

JFK-SF0 

SFO-HNL 

HNL-ORD 

ORD-LAX 

LAX-IT0 

ITO-LAX 

LAX-ORD 

ORD-3FK 

JFK-LAX 

LAX-HNL 

HNL-SF0 

SFO-JFK 

JFK-ORD 

ORD-HNL 

LAX-HNL 

HNL-SF0 

SFO-ORD 
GASP CABIN AND AMBIENT OZONE DATA SUMMARY AIRCRAFT: N4711U (B747-100) 

APPENDIX B: PAGE 8 OF 14 

DATE ROUTE FL ~-------------------~ABIN OZONE------------------+- AMBIENT OZONE----- 1--cABIN/AMBIENT---{ I 1 ---- HOURS:mIN----I---------- PPMV---------- 1 I ------ PPMV------ I (FORAMB>.ll 1 

ND TOTAL >.1E >.25E MEAN M+SD MAX 3HR ND MEAN M+SD MAX ND MEAN S1) 

JFK-SF0 359. 0 4:27 

SFO-HNL 347. 18 2:25 

HNL-SF0 334. 30 3:45 

SFO-JFK 366. 35 4:02 

JFK-ORD 327. 8 :50 

ORD-HNL 347. 54 7:05 

HNL-ORD 343. 52 6:45 

ORD-YYZ 306. 0 : 10 

YYZ-ORD 302. 2 :10 

ORD-HNL 343. 58 7:20 

WNL-SF0 361. 28 3:26 

SFO-MNL 354. 31 3:50 

HNL-LAX 334. 29 3:44 

LAX-JFK 345. 32 4:00 

JFK-LAX 

LAX-OED 

OPD-SF0 

SFO-HNL 

KNL-SF0 

SFO-HNL 

HNL-LAX 

LAX-JFK 

JFK-ORD 

ORD-LAX 

LAX-HNL 

HNL-SF0 

SFO-ORD 

ORD-JFK 

JFK-SF0 

SFO-HNL 

HNL-ORD 

ORD-LAX 

LAX-IT0 

ITO-LAX 

LAX-ORD 

ORD-JFE 
GASP CABIN AND AMBIENT OZONE DATA SUMMARY AIRCRAFT: N4711U (B747-100) 

APPENDIX B: PAGE 9 OF 14 

DATE ROUTE FL I------------------- CABIN OZONE------------------I---- AMBIENT OZONE----- I--CAEIN/AMBIENT---I 

I 1 ---- HOURS:MIN----I---------- pp~v---------- 1 1 ------ pp~v------ I (FOR AMB >.I) I 

ND TOTAL >.1E >.25E MEAN H+SD MAX 3HR ND MEAN N+SD MAX ND MEAN SD 

6/ 8/78 

6/ 8/78 

61 9/78 

6110178 

6/11/78 

6/11/78 

6/11/78 

6/12/78 

6/13/78 

6/13/78 

6/13/78 

6/13/78 

6/14/78 

6/14/78 

6/15/78 

6/15/78 

5/15/78 

6/15/78 

6/16/78 

6/17/78 

6/17/78 t-' 

o 6/17/78 

6/17/78 

6/18/78 

6/18/78 

6/19/78 

6/20/78 

6/20/78 

6/21/78 

6/21/78 

6/22/78 

6/22/78 

6/22/78 

6/23/78 

JFK-LAX 

LAX-HNL 

HNL-LAX 

LAX-JFK 

JFK-LAX 

LAX-HNL 

HNL-SF0 

SFO-OED 

OED-JFK 

JFK-ORD 

ORD-SF0 

SFO-JFK 

JFK-SF0 

SFO-HNL 

HNL-ORD 

ORD-DEN 

DEN-LAX 

LAX-HNL 

HNL-SF0 

SFO-HNL 

HNL-SF0 

SFO-JFK 

JFK-LAX 

LAX-ORD 

ORD-HNL 

HNL-SF0 

JFK-ORD 

ORD-HNL 

ITO-ORD 

ORD-LAX 

LAX-HNL 

HNL-LAX 

LAX-HNL 

ITO-LAX 

FILE 3 
GASP CABIN AND AMBIENT OZONE DATA SUMMARY AIRCRAFT: N4711U (B747-100) 

TAPE VL0018r FILE I APPENDIX 3: PAGE 10 OF 14 

DATE ROUTE FL I----...-------------- CABIN OZONE------------------I---- AMBIENT OZONE----- I--CABIN/AMBIENT---I 

I I---- HOURS:NIN----I---------- pp~~---------- I 1 ------ PPMV------ I (FORAMB>.ll I 

ND TOTAL >. 1E >. 25E HEAN M+SD MAX 3HR ND MEAN N+SD MAX ND MEAN SD 

LAX-JFK 

JFK-LAX 

LAX-HNL 

HNL-SF0 

SFO-ORD 

ORD- JFK 

JFK-ORD 

ORD-SF0 

SFO- JFf: 

JFK-SF0 

SFO-HNL 

HNL-ORD 

ORD-DEN 

DEN-LAX 

LAX-IiNL 

ITO-ORD 

ORD-LAX 

LAX-HNL 

HNL-LAX 

LAX-DEN 

DEN-ORD 

ORD-HNL 

HNL-ORD 

ORD-JFK 

JFK-LAX 

LAX-HNL 

ITO-ORD 

ORD-LAX 

LAX-HNL 

HNL-SI'O 

SFO-HNL 

HNL-LAX 

LAX-DEN 

DEN-ORD 

ORD-HNL 

HNL-LAX 

LAX-DEN 
GASP CABIN AND ANBIENT OZONE DATA SUMMARY AIRCRAFT: NGfllU (B747-100) 

APPENDIX B: PAGE 11 OF 14 

DATE ROUTE FL I----- 

I 

ND 

DEN-ORD 

ORD-HNL 

HNL-SF0 

SFO-HNL 

HNL-LAX 

LAX-HNL 

HNL-SF0 

SFO-ORD 

OED-JFK 

JFK-ORD 

ORD-SF0 

SFO- JFK 

JFK-SF0 

SFO-HNL 

HNL-ORD 

ORD-HNL 

HNL-SF0 

SFO-HNL 

HHL-LAX 

LAX-JFK 

JFK-ORD 

ORD-HNL 

ITO-ORD 

ORD-LAX 

LAX-HNL 

HNL-LAX 

LAX-HNL 

ITO-LAX 

LAX-JFK 

JFK-LAX 

LAX-HNL 

HNL-SF0 

SFO-HNL 

7/23/78 HNL-LAX 367. 21 

7/23/78 LAX-JFK 373. 28 

7/23/78 JFK-ORD 354. 7 

7/23/78 ORD-HNL 356. 59 

7/24/78 ITO-ORD 357. 47 

7/24/78 ORD-LAX 358. 21 

7/25/78 LAX-HNL 354. 30 

-------------- CABIN OZONE------------------[---- AMBIENT OZONE----- I--CABIN/AMBIENT---I 

I ---- HOURS:NIN----~---------- pp~v---------- I I ------ ~FMV------ 1 (FORAMB>.l) I 

TOTAL >.lE >.25E MEAN M+SD MAX 3HR ND MEAN M+SD WAX ND MEAN SD 
GASP CABIN AND AMBIENT OZONE DATA SUMMARY AIRCRAFT: N4711U (B747-100) 

APPENDIX B: PAGE 12 OF 14 

DATE ROUTE FL I------------------- CABIN OZONE------------------I---- AMBIENT OZONE----- f--CABfN/AMBIENT---I 

I I ---- HOURS:MIN----I---------- pp~v---------- I 1 ------ pp~v------ I (FORAMB>.l) 1 

ND TOTAL >.IE >.25E MEAN M+SD MAX 3HR ND MEAN M+SD MAX ND MEAN SD 

HNL-LAX 

LAX-HNL 

HNL-LAX 

LAX-HNL 

HNL-SF0 

SFO-JFK 

JFK-SF0 

SFO-HNL 

HNL-02D 

ORD-DEl4 

DEN-LAX 

LAX-HNL 

HNL-SF0 

SFO-HNL 

HNL-SF0 

SFO- JFK 

JFK-LAX 

LAX-JF'K 

JFK-LAX 

LAX-HNL 

HNL-SF0 

SFO-IINL 

HNL-LAX 

LAX-ORD 

ORD-HNL 

HNL-0P.D 

ORD-3FK 

JFK-LAX 

LAX-HNL 

HNL-SF0 

SFO-JFK 

JFK-SF0 

SFO-HNL 

HNL-LAX 

LAX-HNL 

HNL-SF0 

VL0018 FILE 1 354.3171 418:50 7:06 .029 ,056 -247 -096 3435 -076 -138 .620 564 .328 .I81 
GASP CABIN AND AMBIENT OZONE DATA SUMMARY AIRCRAFT: N4711U (B747-100) 

TAPE VL0018, FILE 2 APPENDIX B: PAGE 13 OF 14 

DATE ROUTE FL I------------------- CABIN OZONE------------------[---- AMBIENT OZONE----- I--CABIN/AMBIENT---I 

I 1 ---- HOURS:MIN----I---------- PPflV---------- 1 I ------ PPHV------ I (FORAMB>.l) I 

ND TOTAL >. 1E >. 25E PIEfxN HtSD MAX 3HR ND MEAN U+SD MAX ND MEAN SD 

SFO- JFK 

JFK-ORD 

ORD-SF0 

SFO-JFK 

JFK-SF0 

SFO- JFK 

JFK-ORD 

ORD-SF0 

SFO-JFK 

ORD-SF0 

SFO-ORD 

ORD- JFK 

JFK-ORD 

ORD-SF0 

ORD-SF0 

JFK-SF0 

SFO-HNL 

HNL-ORD 

ORD-DEN 

DEN-LAX 

LAX-HNL 

HNL-LAX 

LAX-HNL 

ITO-LAX 

LAX-ORD 

DTGJ-QRD 

ORD-HNL 

SFO-ORD 

ORD-JFK 

JFK-ORD 

ORD-SF0 

SFO-JFK 

JFK-SF0 
GASP CABIN AND AMBIENT OZONE DATA SUMMARY AIRCRAFT: N4711U (B747-100) 

APPENDIX B: PAGE 14 OF 14 

DATE ROUTE FL I------------------- CABIN OZONE------------------I---- AMBIENT OZONE----- I--CABIN/AMBIENT---I 

f I---- HOURS:MIN----I---------- pp~~---------- I I------ pp~v------ I IFOR AMB >.I) I 

ND TOTAL >.1E >.25E MEAN MtSD MAX 3HR ND MEAN M+SD MAX ND MEAN SD 

VLO 0 18 

SFO-ORD 

ORD-JFK 

JFK-SF0 

SFO-HNL 

HNL-ORD 

ORD-HNL 

HNL-LAX 

LAX-HNL 

HNL-LAX 

LAX-ORD 

ORD-HNL 

HNL-ORD 

ORD-YYZ 

YYZ-ORD 

ORD-HHL 

HNL-LAX 

LAX-DEN 

DEN-ORD 

ORD-HNL 

HNL-ORD 

ORD-YYZ 

YYZ-ORD 

ORD-HNL 

HNL-SF0 

SFO-HNL 

HNL-LAX 

LAX-DEN 

DEN-ORD 

ORD-DEN 

DEN-LAX 

LAX-HNL 

HNL-SF0 

FILE 2 
 or sale by the National Technical Information Service, Springfield, Virginia 22161 

-. 

3. Rec~p~ent's Catalog No 

5. Report Date 

!larch 1984 

6. Performing Organlzat~on Code 

505-08-22 

8. Performing Organizat~on Repon No 

E-783 

10. Work Un~t NO. 

11. Contract or Grant NO. 

13. Type Of Report and Period Covered 

Technical Memorandum 

14. Sponsoring Agency Code 

1. Report No. NASA Tll-81733 

FAA-EE-83-7 

2. Government Accession No. 

4. T~tle and Subtttle 

Simultaneous Cabin and Ambient Ozone Measurements on 

TWO Boeing 747 Airplanes. Volume I1 - January to 

October 1378 

7. Author(s) 

James D. Holdeman, Leonidas C. Papathakos, 

Glenn J. Higgins, and Gregory D. Nastrom 

9. Performing Organizat~on Name and Address 

National Aeronautics and Space Administration 

Lewis Research Center 

Cleveland, Ohio 44135 

12. Sponsoring Agency Name and Address 

National Aeronautics and Space Admi ni stration 

Washington, D .C . 20546 

15. Supplementary Notes 

James D. Holdeman and Leonidas C. Papathakos, NASA Lewis Research Center, 

Cleveland, Ohio, and Glenn J. Higgi ns and Gregory D. Nastrom, Control Data 

Corporation, Minneapolis, Minnesota. Work partly supported by FAA through 

interagency agreement DOT-FA78WAI-893. 

16. Abstract 

?leasurements of ozone concentrations at cruise altitudes both outside and in the 

cabin of a Boeing 747SP and Boeing 747-100 airliners in routine commericial service are presented in this series of reports. Plotted and tabulated data are 

identified by route and are arranged chronologically for each airplane. These 

data were taken at 5- or 10-minute intervals by automated instrumentation used 

in the NASA Global Atmospheric Samping Program (GASP). A1 1 GASP cabin ozone data 

obtained from January to early October 1978 are presented in this volume. 

17. Kay Word8 (Suggestad by Author(s)) 

Ai rl i ne operations ; Ai rcraft hazards ; 

Cabin atmosphere; Ozone; Toxic hazards; 

Fl yi ng personnel 

18. Distribution Statement 

Unclassified - unlimited 

STAR Category 80 

19. Securlty Claarlt. (of this mport) 

Unclassi fi ed 

20. hcurlty Claasif. (of thls page) 

Uncl assi fi ed 

21. No. of pages 22. Prlce'