Ozone consumption and volatile byproduct formation from surface reactions with aircraft cabin materials and clothing fabrics

We have used multiple analytical methods to characterize the gas-phase products formed when ozone was added to cabin air during simulated 4-hour flights that were conducted in a reconstructed secti...

Ozone-initiated chemistry in an occupied simulated aircraft cabin.

We used proton-transfer-reaction mass spectrometry (PTR-MS) to examine the products formed when ozone reacted with the materials in a simulated aircraft cabin, including a loaded high-efficiency particulate air (HEPA) filter in the return air system. Four conditions were examined: cabin (baseline), cabin plus ozone, cabin plus soiled T-shirts (surrogates for human occupants), and cabin plus soiled T-shirts plus ozone. The addition of ozone to the cabin without T-shirts, at concentrations typically encountered during commercial air travel, increased the mixing ratio (v:v concentration) of detected pollutants from 35 ppb to 80 ppb. Most of this increase was due to the production of saturated and unsaturated aldehydes and tentatively identified low-molecular-weight carboxylic acids. The addition of soiled T-shirts, with no ozone present, increased the mixing ratio of pollutants in the cabin air only slightly, whereas the combination of soiled T-shirts and ozone increased the mixing ratio of detected pollutants to 110 ppb, with more than 20 ppb originating from squalene oxidation products (acetone, 4-oxopentanal, and 6-methyl-5-hepten-2-one). For the two conditions with ozone present, the more-abundant oxidation products included acetone/propanal (8-20 ppb), formaldehyde (8-10 ppb), nonanal (approximately 6 ppb), 4-oxopentanal (3-7 ppb), acetic acid (approximately 7 ppb), formic acid (approximately 3 ppb), and 6-methyl-5-hepten-2-one (0.5-2.5 ppb), as well as compounds tentatively identified as acrolein (0.6-1 ppb) and crotonaldehyde (0.6-0.8 ppb). The odor thresholds of certain products were exceeded. With an outdoor air exchange of 3 h(-1) and a recirculation rate of 20 h(-1), the measured ozone surface removal rate constant was 6.3 h(-1) when T-shirts were not present, compared to 11.4 h(-1) when T-shirts were present.

Products of ozone-initiated chemistry in a simulated aircraft environment

Factors affecting ozone removal rates in a simulated aircraft cabin environment

Few studies have examined the broad health effects of occupational exposures in flight attendants apart from disease-specific morbidity and mortality studies. We describe the health status of flight attendants and compare it to the U.S. population. In addition, we explore whether the prevalence of major health conditions in flight attendants is associated with length of exposure to the aircraft environment using job tenure as a proxy. We surveyed flight attendants from two domestic U.S. airlines in 2007 and compared the prevalence of their health conditions to contemporaneous cohorts in the National Health and Nutrition Survey (NHANES), 2005-2006 and 2007-2008. We weighted the prevalence of flight attendant conditions to match the age distribution in the NHANES and compared the two populations stratified by gender using the Standardized Prevalence Ratio (SPR). For leading health conditions in flight attendants, we analyzed the association between job tenure and health outcomes in logistic regression models. Compared to the NHANES population (n =5,713), flight attendants (n = 4,011) had about a 3-fold increase in the age-adjusted prevalence of chronic bronchitis despite considerably lower levels of smoking. In addition, the prevalence of cardiac disease in female flight attendants was 3.5 times greater than the general population while their prevalence of hypertension and being overweight was significantly lower. Flight attendants reported 2 to 5.7 times more sleep disorders, depression, and fatigue, than the general population. Female flight attendants reported 34% more reproductive cancers. Health conditions that increased with longer job tenure as a flight attendant were chronic bronchitis, heart disease in females, skin cancer, hearing loss, depression and anxiety, even after adjusting for age, gender, body mass index (BMI), education, and smoking. This study found higher rates of specific diseases in flight attendants than the general population. Longer tenure appears to explain some of the higher disease prevalence. Conclusions are limited by the cross-sectional design and recall bias. Further study is needed to determine the source of risk and to elucidate specific exposure-disease relationships over time.

/pdf/the-self-reported-health-of-u-s-flight-attendants-compared-1adws5zntf.pdf

The self-reported health of U.S. flight attendants compared to the general population

UNLABELLED: Ozone concentrations were passively monitored in passenger cabins of commercial airliners flying domestic, Pacific, and south-east Asian routes. One-hundred and six flight segments were monitored for either the full duration and/or approximately 3 h during the middle portion of the flight for a total of 145 time-integrated measurements. Over all samples the mean (+/-SD) concentration was 80 p.p.b. (30.1). Twenty percent of the measurements exceeded 100 p.p.b., the FAA-recommended level. Eleven percent of the measurements exceeded 120 p.p.b., the US EPA's short-term National Ambient Air Quality Standard for ozone. Ozone concentrations measured on Pacific flights were substantially higher during mid-flight than over the full flight (95 p.p.b. vs. 56 p.p.b). Ozone concentrations on the northern Pacific routes were higher than concentrations for other Pacific flights. Season comparison showed that ozone levels were higher during the winter and spring than for the summer and fall. Our study shows that even in aircraft with catalytic ozone converters, passengers and flight crew may be exposed to elevated ozone levels on domestic and international flights. Given the frequency of ozone excess, it is recommended that (1) ozone converters should be required equipment on all commercial passenger aircraft for mid and high latitude routes (2) improved maintenance procedures should be required for catalytic converters (e.g., more frequent servicing/replacement), and (3) ozone should be routinely monitored on all mid and high latitude flights. PRACTICAL IMPLICATIONS: The authors have demonstrated elevated ozone concentrations in passenger cabins. They give several practical recommendations to help solve the problem.

S. Ludwig

Papers

Ozone exposures during trans-continental and trans-pacific flights