A case study was conducted at Tianjin Airport by the research team, in which the predicted emissions using default parameters (recommended values) were compared with the results based on inputs that had been adjusted to real-world airport operations. A high spatial resolution (45m×45m) emission inventory was established in the airfield area to identify emission hotspots, and the results indicated that the daily emissions generated by all mobile sources at the airport based on recommended values were 2,320.01kg (NO_x), 12,919.90kg (CO), 199.36kg (SO₂), 76.83kg (PM) and 635.92kg (HC). After adjustment of inputs based on real-world airport operations, the emissions results were 1,982.65kg (NO_x), 722.25kg (CO), 157.27kg (SO₂), 70.48kg (PM) and 86.38kg (HC). The time between 08:00 to 09:00 (the departure peak at the airport) was identified as the period when the maximum total emissions across time of day occurred. Results of the spatial analysis showed that the emission hotspots were predominantly distributed as follows: for NO_x, near the end of the departure runway; for CO, the merging area of taxiways (which connect arriving and departing flights); for SO₂ and PM, the aprons with a larger number of arriving and departing flights; and for HC, both the merging area of connecting taxiways and the aprons with a larger number of flights. The top 20% of emissions were primarily from: for NO_x the take-off stage of aircraft; for CO, taxiing stage of aircraft; for SO₂ and HC, the ground support equipment in the parking position during the service stage and taxiing stage of aircraft; and for PM, ground support equipment at parking lots and service lanes.