1.1 本指南提供了有助于解释机舱内空气质量测量结果的方法。特别是，本指南描述了基于健康和舒适性考虑得出空气中化学污染物可接受浓度的方法。 1.2 得出可接受浓度的程序基于对舒适性和健康影响的考虑，包括正在评估的单个化学污染物的气味和刺激性影响。该指南没有为个别化学品提供具体的基准值或指导值，以与空气质量测量结果进行比较。 1.3 考虑了乘客和机组人员在常规和偶发条件下的化学污染物暴露。 1.4 本指南不涉及空气微生物污染物，这在考虑飞机客舱空气质量时也很重要。本指南也不涉及调查空气质量投诉的方法。 1.5 本指南假设已根据现有浓度、排放或材料成分数据制定了潜在关注的化学污染物清单。 1.6 制定可接受浓度的主要信息资源是由有关接触污染物对健康影响的认识当局或组织维护或发布的数据库和文件。 1.7 通过本指南制定的可接受浓度可作为选择具有足够可靠性和灵敏度的测试方法的基础，以评估飞机座舱环境的可接受性。 1.8 本指南中描述的程序应与合格的毒理学专家和健康影响专家协商执行，以确保制定的可接受浓度与当前的科学理解和知识库一致。 1.9 以国际单位制表示的数值应视为标准值。本标准不包括其他计量单位。 1.10 本标准并非旨在解决与其使用相关的所有安全问题（如有）。本标准的用户有责任在使用前制定适当的安全、健康和环境实践，并确定监管限制的适用性。 1.11 本国际标准是根据世界贸易组织技术性贸易壁垒（TBT）委员会发布的《关于制定国际标准、指南和建议的原则的决定》中确立的国际公认标准化原则制定的。 ====意义和用途====== 5.1 虽然在许多场合和研究中测量了座舱空气质量，但对于解释此类数据，几乎没有可用的指导。识别可能引起机舱问题的污染物和相关暴露水平的指南非常有限。联邦航空局（FAA）适航标准（14 CFR 25）提供了明确适用于飞机客舱环境的监管指南。然而，FAA标准规定了有限数量的化学污染物（臭氧、二氧化碳和一氧化碳）的可接受暴露极限。 FAA标准的另一个限制是，这些仅为设计标准，不是操作标准；因此，一旦飞机投入使用，这些标准就不严格适用。 5.2 对飞机机舱空气质量的测量通常会产生大量潜在问题的挥发性和半挥发性有机化学品。然而，在工业工作场所之外，对这些化学品的接触基本上是不受管制的。 5.3 飞机客舱环境的一个重要特征是乘客（公众）和乘务员（工作人员）同时占用。 因此，工作场所暴露指南不能简单地扩展到解决飞机客舱环境中的暴露问题。此外，乘务员的飞行时间和工作班次可能会有很大差异。 5.4 公众关注的污染物水平必须考虑到人口的非同质性（例如，针对敏感个体、乘客和机组人员活动水平之间的差异、位置、健康状况、个人微环境）。与工业工作场所暴露相关的关注水平通常考虑每周暴露40小时的健康成年人群体 ( 1. ) . 4. 因此，为保护公众健康而制定的接触标准通常比工人的标准更为严格。 5.4.1 考虑到飞机客舱环境必须满足乘客和机组人员的需求，基于一般人群的更严格浓度水平将保护这两者。 5.4.2 飞机客舱空气质量必须在飞行期间和地面上都得到解决，因为飞行期间的条件与飞机在地面时有很大不同。

1.1 This guide provides methodology to assist in interpreting results of air quality measurements conducted in aircraft cabins. In particular, the guide describes methodology for deriving acceptable concentrations for airborne chemical contaminants, based on health and comfort considerations. 1.2 The procedures for deriving acceptable concentrations are based on considerations of comfort and health effects, including odor and irritant effects, of individual chemical contaminants being evaluated. The guide does not provide specific benchmark or guidance values for individual chemicals to compare with results of air quality measurements. 1.3 Chemical contaminant exposures under both routine and episodic conditions for passengers and crew are considered. 1.4 This guide does not address airborne microbiological contaminants, which are also important in consideration of aircraft cabin air quality. This guide also does not address methodologies for investigations of air quality complaints. 1.5 This guide assumes that a list of chemical contaminants of potential concern has been developed based on existing concentration, emission, or material composition data. 1.6 The primary information resources for developing acceptable concentrations are databases and documents maintained or published by cognizant authorities or organizations concerned with health effects of exposure to contaminants. 1.7 Acceptable concentrations developed through this guide may be used as a basis for selecting test methods with adequate reliability and sensitivity to assess the acceptability of aircraft cabin environments. 1.8 Procedures described in this guide should be carried out in consultation with qualified toxicologists and health effects specialists to ensure that acceptable concentrations developed are consistent with the current scientific understanding and knowledge base. 1.9 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard. 1.10 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. 1.11 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee. ====== Significance And Use ====== 5.1 Although cabin air quality has been measured on numerous occasions and in many studies, there is very little guidance available for interpreting such data. Guidance for identifying contaminants and associated exposure levels that would cause concern in aircraft cabins is very limited. Federal Aviation Administration (FAA) Airworthiness Standards (14 CFR 25) provide regulatory guidance that explicitly applies to the aircraft cabin environment. The FAA standards, however, define acceptable exposure limits for a limited number of chemical contaminants (ozone, carbon dioxide, and carbon monoxide). Another limitation of the FAA standards is that these are design standards only and are not operational standards; thus, once an aircraft is put in service these standards are not strictly applicable. 5.2 Measurements of aircraft cabin air quality often lead to a much larger list of volatile and semi-volatile organic chemicals of potential concern. Exposures to these chemicals, however, are largely unregulated outside of the industrial workplace. 5.3 An important feature of the aircraft cabin environment is that both passengers (public) and flight attendants (worker population) occupy it simultaneously. Therefore, workplace exposure guidelines cannot simply be extended to address exposures in aircraft cabin environment. Also, the length of flights and work shifts can vary considerably for flight attendants. 5.4 Contaminant levels of concern for the general public must account for the non-homogeneity of the population (for example, address sensitive individuals, the differences between passenger and crew activity levels, location, health status, personal microenvironment). Levels of concern associated with industrial workplace exposures typically consider a population of healthy adults exposed for 40 h per week ( 1 ) . 4 Consequently, exposure criteria developed to protect public health typically are more stringent than those for workers. 5.4.1 Given that the aircraft cabin environment must meet the needs of passengers as well as crew, a more stringent concentration level based upon the general population would protect both. 5.4.2 Aircraft cabin air quality must be addressed both during flight and on the ground because the conditions during flight are much different than when the aircraft is on the ground.