Aircraft pollution: a futuristic view

International audienceImpacts of NOx, H2O and aerosol emissions from a projected 2050 aircraft fleet, provided in the EU project SCENIC, are investigated using the Oslo CTM2, a 3-D chemical transport model including comprehensive chemistry for the stratosphere and the troposphere. The aircraft emission scenarios comprise emissions from subsonic and supersonic aircraft. The increases in NOy due to emissions from the mixed fleet are comparable for subsonic (at 11–12 km) and supersonic (at 18–20 km) aircraft, with annual zonal means of 1.35 ppbv and 0.83 ppbv, respectively. H2O increases are also comparable at these altitudes: 630 and 599 ppbv, respectively. The aircraft emissions increase tropospheric ozone by about 10 ppbv in the Northern Hemisphere due to increased ozone production, mainly because of subsonic aircraft. Supersonic aircraft contribute to a reduction of stratospheric ozone due to increased ozone loss at higher altitudes. In the Northern Hemisphere the reduction is about 39 ppbv, but also in the Southern Hemisphere a 22 ppbv stratospheric decrease is modeled due to transport of supersonic aircraft emissions and ozone depleted air. The total ozone column is increased in lower and Northern mid-latitudes, otherwise the increase of ozone loss contributes to a decrease of the total ozone column. Two exceptions are the Northern Hemispheric spring, where the ozone loss increase is small due to transport processes, and tropical latitudes during summer where the effect of subsonic aircraft is low due to a high tropopause. Aerosol particles emitted by aircraft reduce both aircraft and background NOx, more than counterweighting the effect of NOx and H2O aircraft emissions in the stratosphere. Above about 20 km altitude, the NOx (and thus ozone loss) reduction is large enough to give an increase in ozone due to aircraft emissions. This effect is comparable in the Northern and Southern Hemisphere. At 11–20 km altitude, however, ozone production is reduced due to less NOx. Also ClONO2 is increased at this altitude due to enhanced heterogeneous reactions (lowered HCl), and ClO is increased due to less NOx, further enhancing ozone loss in this region. This results in a 14 ppbv further reduction of ozone. Mainly, this results in an increase of the total ozone column due to a decrease in ozone loss caused by the NOx cycle (at the highest altitudes). At the lowermost latitudes, the reduced loss due to the NOx cycle is small. However, ozone production at lower altitudes is reduced and the loss due to ClO is increased, giving a decrease in the total ozone column. Also, at high latitudes during spring the heterogeneous chemistry is more efficient on PSCs, increasing the ozone loss

Radiative forcing from particle emissions by future supersonic aircraft

La industria nacional, para salir bien librada de la competencia generada por la apertura económica, requiere de capacitación, tecnología y organización que óptimice recursos, diseños y procesos. En el campo de las estructuras, los diseños deben ser seguros, para soportar cargas evitando deformaciones excesivas; funcionales, para posibilitar su construcción en la mforma más ventajosa y económica empleando secciones livianas, de fácil fabricación montaje y mantenimiento, para asegurar competitividad en el mercado

Long-term and short-term assessments of the potential impact of subsonic aircraft on various tropospheric species : first results

Communication to : International Scientific Colloquium on the Impact of Emissions from Aircraft and Spacecraft upon the Atmosphere, Koln (Germany), April 18-20, 1994Available at INIST (FR), Document Supply Service, under shelf-number : 22419, issue : a.1994 n.80 / INIST-CNRS - Institut de l'Information Scientifique et TechniqueSIGLEFRFranc

Aircraft pollution: a futuristic view

Cleu Hubert. Les fibres végétales attaquées par Dermestes lardarius L. (Col. Dermestidae). In: Bulletin de la Société entomologique de France, volume 57 (9), novembre 1952. pp. 143-144

An improved infrared carbon monoxide analyser for routine measurements aboard commercial Airbus aircraft: technical validation and first scientific results of the MOZAIC III programme

International audienceThe European-funded MOZAIC programme (Measurements of ozone and water vapour by Airbus in-service aircraft) has been operational since 1994 aboard 5 commercial Airbus A340. It has gathered ozone and water vapour data between the ground and an altitude of 12 km from more than 20 000 long-range flights. A new infrared carbon monoxide analyser has been developed for installation on the MOZAIC equipped aircraft. Improvements in the basic characteristics of a commercial CO analysers have achieved performance suitable for routine aircraft measurements : ±5 ppbv, ±5% precision for a 30 s response time. The first year of operation on board 4 aircraft with more than 900 flights has proven the reliability and the usefulness of this CO analyser. The first scientific results are presented here, including UTLS exchange events and pollution within the boundary layer

Radiative forcing from particle emissions by future supersonic aircraft, Atmos

Abstract. In this work we focus on the direct radiative forcing (RF) of black carbon (BC) and sulphuric acid particles emitted by future supersonic aircraft, as well as on the ozone RF due to changes produced by emissions of both gas species (NO x , H 2 O) and aerosol particles capable of affecting stratospheric ozone chemistry. Heterogeneous chemical reactions on the surface of sulphuric acid stratospheric particles (SSA-SAD) are the main link between ozone chemistry and supersonic aircraft emissions of sulphur precursors (SO 2 ) and particles (H 2 O-H 2 SO 4 ). Photochemical O 3 changes are compared from four independent 3-D atmosphere-chemistry models (ACMs), using as input the perturbation of SSA-SAD calculated in the University of L'Aquila model, which includes on-line a microphysics code for aerosol formation and growth. The ACMs in this study use aircraft emission scenarios for the year 2050 developed by AIRBUS as a part of the EU project SCENIC, assessing options for fleet size, engine technology (NO x emission index), Mach number, range and cruising altitude. From our baseline modeling simulation, the impact of supersonic aircraft on sulphuric acid aerosol and BC mass burdens is 53 and 1.5 µg/m 2 , respectively, with a direct RF of −11.4 and 4.6 mW/m 2 (net RF=−6.8 mW/m 2 ). This paper discusses the similarities and differences amongst the participating models in terms of changes to O 3 precursors due to aircraft emissions (NO x , HO x ,Cl x ,Br x ) and the stratospheric ozone sensitivity to them. In the baseline case, the calculated global ozone change is −0.4 ±0.3 DU, with a net radiative forcing (IR+UV) of −2.5± 2 mW/m 2 . The fraction Correspondence to: G. Pitari ([email protected]) of this O 3 -RF attributable to SSA-SAD changes is, however, highly variable among the models, depending on the NO x removal efficiency from the aircraft emission regions by large scale transport

Radiative forcing from particle emissions by future supersonic aircraft

In this work we focus on the direct radiative forcing (RF) of black carbon (BC) and sulphuric acid particles emitted by future supersonic aircraft, as well as on the ozone RF due to changes produced by emissions of both gas species (NO<sub>x</sub>, H<sub>2</sub>O) and aerosol particles capable of affecting stratospheric ozone chemistry. Heterogeneous chemical reactions on the surface of sulphuric acid stratospheric particles (SSA-SAD) are the main link between ozone chemistry and supersonic aircraft emissions of sulphur precursors (SO<sub>2</sub>) and particles (H<sub>2</sub>O–H<sub>2</sub>SO<sub>4</sub>). Photochemical O<sub>3</sub> changes are compared from four independent 3-D atmosphere-chemistry models (ACMs), using as input the perturbation of SSA-SAD calculated in the University of L'Aquila model, which includes on-line a microphysics code for aerosol formation and growth. The ACMs in this study use aircraft emission scenarios for the year 2050 developed by AIRBUS as a part of the EU project SCENIC, assessing options for fleet size, engine technology (NO<sub>x</sub> emission index), Mach number, range and cruising altitude. From our baseline modeling simulation, the impact of supersonic aircraft on sulphuric acid aerosol and BC mass burdens is 53 and 1.5 μg/m<sup>2</sup>, respectively, with a direct RF of −11.4 and 4.6 mW/m<sup>2</sup> (net RF=−6.8 mW/m<sup>2</sup>). This paper discusses the similarities and differences amongst the participating models in terms of changes to O<sub>3</sub> precursors due to aircraft emissions (NO<sub>x</sub>, HO<sub>x</sub>,Cl<sub>x</sub>,Br<sub>x</sub>) and the stratospheric ozone sensitivity to them. In the baseline case, the calculated global ozone change is −0.4 ±0.3 DU, with a net radiative forcing (IR+UV) of −2.5± 2 mW/m<sup>2</sup>. The fraction of this O<sub>3</sub>-RF attributable to SSA-SAD changes is, however, highly variable among the models, depending on the NO<sub>x</sub> removal efficiency from the aircraft emission regions by large scale transport