北京大兴国际机场不利气象条件下飞机尾气排放对大气环境影响的模拟研究北大核心CSCD

北京大兴国际机场作为吞吐量巨大的超大型国际枢纽,其运营过程中飞机尾气排放量大,对机场周边地区大气环境的影响不容忽视。为研究不利气象条件下飞机尾气排放对大气环境的影响,根据北京市环境空气数据筛选出2020年度不利气象条件时段,基于北京大兴国际机场2025年规划相关基础数据,采用排放与扩散模型系统(EDMS)建立飞机尾气排放源清单,开展不利气象条件下大气污染扩散模拟预测分析。气象分析结果表明不利气象条件时段存在小静风、高湿、厚度薄而强度大的接地逆温等特征,该时段北京地区经历以PM_(2.5)为首要污染物的重污染过程,并伴随着低能见度天气。模式预测结果显示在不利气象条件下摩擦速度和混合层高度等参数均处于较小的水平,大气污染扩散条件较差,飞机尾气对周边环境产生较大程度的影响,且污染物落地浓度存在昼间较低、夜间较高的时间分布规律。分析不利气象条件下的污染气象特征和飞机尾气污染物落地浓度分布特征对开展机场大气污染控制措施研究工作具有一定的参考价值。     

气象要素对飞机增雨作业的影响

气象条件对增雨飞机的起降、航线作业和其它科学探测都有不同程度的影响,通过对风、云和能见度等影响飞机增雨作业主要要素的分析,研究了影响飞机起降的多种要素发生、发展和演变规律及其对增雨飞机的影响,对飞机人工增雨安全保障有一定的借鉴意义。     

双流机场秋季飞机颠簸的规律及云图特征分析

本文根据四川航空公司A319、A320机队在双流机场起降的飞机记录的QAR资料,研究了成都双流机场秋季起降飞机出现颠簸的规律,并分析了其形成颠簸的气象原因,根据产生颠簸时风云二号卫星云图,分析了飞机颠簸与卫星云图上的云状的关系。     

双流机场秋季飞机颠簸的规律及云图特征分析

本文根据四川航空公司A319、A320机队在双流机场起降的飞机记录的QAR资料,研究了成都双流机场秋季起降飞机出现颠簸的规律,并分析了其形成颠簸的气象原因,根据产生颠簸时风云二号卫星云图,分析了飞机颠簸与卫星云图上的云状的关系.     

机场多普勒激光雷达风切变探测与识别

近年来北京首都国际机场航班量增长,遭遇风切变的概率增加,目前仍缺乏有效预警风切变的手段。本文使用安装在北京首都国际机场跑道旁边的多普勒激光雷达执行下滑道扫描模式,对跑道附近区域进行风场探测,获取飞机起降区域的三维风场结构。通过对实时探测资料进行插值处理,选取飞机下降过程中所经区域内的数据来构成下滑道顶风廓线,并采用风切变识别算法对顶风廓线进行检测,以此获得风切变发生的位置和区域,并将其标识出来,从而为管制员指挥飞机起降以及飞行员执行飞机起降提供预警。本文使用飞机机组提供的风切变报告对研究结果进行验证,结果表明该方法能检测出飞机下滑道路径上的风切变,统计结果显示预警率达到了73.33%。研究结果为多普勒激光雷达有效探测和识别机场风切变提供了参考依据。     

气象条件和污染物排放对兰州市冬季空气质量的影响

利用人工神经网络(ANN)技术,基于气象条件、污染物排放变化和污染物浓度资料构建污染物浓度统计模型,在此基础上分析气象条件和污染物排放源排放变化对污染物浓度逐日变化和年际变化的影响。研究结果发现基于ANN建立的大气污染统计预报模型模拟NO_2浓度准确性较高,其次为SO2,PM10浓度准确性较低。ANN的输入参数更适合NO_2的模拟,SO2和PM10浓度的影响因子较为复杂。气象条件变化是NO_2浓度逐日变化的主要影响因子,污染物排放量变化是NO_2浓度年际变化的主要影响因子。因子分离法计算得到的气象条件、污染物排放及两者相互作用对NO_2浓度逐日变化的贡献率分别是57.9%、24.5%和17.6%,对NO_2浓度年际变化的贡献率分别是13.7%、73.3%和13%。     

基于单纯形优化方法的大气污染物总量控制模型

在总结大气污染物输送扩散模型和大气污染物排放总量模型的基础上 ,建立了基于线性规划单纯形方法的总量模型 ,并对多源正态烟流模型的适用性进行了检验。采用该模型计算了河北省唐山市高新技术开发区大气污染物排放总量 ,结果表明 :在平原地区 ,该模式简捷实用 ,可用于大气环境容量及规划研究。     

飞机排放的NOx对中国地区NOx和臭氧的影响

根据2000年亚音速飞机排放的NO_x,利用三维全球化学输送模式(OSLOCTM2)研究亚音速飞机排放的NO_x对中国地区NO_x和臭氧的影响。模式结果表明:亚音速飞机排放的NO_x明显地影响中国北方地区,在1月份,250hPa高度NO_x的浓度增加大约50pptv,最大的相对变化为60％;在4月份,250hPa高度臭氧增加8ppbv,相对变化为5％。NO_x的增加主要是由于输送过程引起的,但臭氧的增加则是化学过程生成的结果。由于中国地区亚音速飞机排放的NO_x造成的NO_x的增加不超过10pptv,而且臭氧增加小于0.4ppbv。即使中国地区亚音速飞机排放的NO_x增加一倍,这个影响仍然比较小。     

郑洛两地影响飞机起降的小气候条件差异

对郑州、洛阳两地影响飞机起降的小气候条件进行对比分析，结果发现，郑州的沙尘暴、雾日比洛阳明显偏多，洛阳机场的起降条件优于郑州。     

AMDAR资料的风温信息在机场终端区强对流天气分析中的应用

强对流天气引起风矢量和温度等气象要素突变,影响飞机正常起降和飞行。高时空分辨率的飞机气象资料中继AMDAR(Aircraft Meteorological Data Relay)是天气预报重要的资料源之一,可为机场终端区的强对流天气短临预报提供高时间密度的垂直探测信息。通过白云机场终端区的AMDAR资料,提取三维风矢和温度廓线,制作了风切变和湍流的预警分析图。以2011年4月17日一次广东省的强对流天气过程为例,将AMDAR资料结合雷达、卫星、探空等多源资料进行了分析。研究表明,在AMDAR资料的风矢-时间高度剖面上形成三维预警指示,对机场的强对流预报有指导意义;当1 km以下发生强风切变,对飞机起降威胁严重,AMDAR资料水平风的垂直分布印证了多普勒天气雷达强辐散区的回波特征;高时空分辨率的AMDAR风速和温度扰动,可揭示大气中的风切变及湍流运动。AMDAR资料为保障飞机的安全起降提供了一种实时、密集的垂直观测信息,有助于研发临近预报预警产品,弥补探空资料的不足。     

飞机积冰气象条件研究进展

飞机积冰的直接影响气象因子包括大气温度、云中过冷水含量、过冷水滴大小。飞机积冰气象条件的研究对于飞行安全保障、飞机适航验证、人工影响天气等方面具有重要意义。近年来在飞机积冰气象条件研究方面取得了很大进展,文章对飞机积冰气象条件的外场观测、天气系统、监测识别、预报方法、气候分布等方面进展进行了简要综述,并对有关问题进行了讨论。飞机探测结果表明,过冷水时空分布具有明显不均匀性,国外以大量飞机积冰观测试验为基础统计分析了积冰环境,并制定了用于飞机积冰适航验证的一系列标准。产生飞机积冰的主要天气系统是锋面、高空槽线和切变线,冻雨往往产生强积冰。综合多源遥感数据各自的优势信息,建立飞机积冰区域识别技术是主要趋势。具有对云水显式预报能力的中尺度模式为预报飞机积冰提供了更好的工具。同时将多种监测数据、模式数据相融合的实时积冰潜势系统是新的发展方向。     

Subsonic aircraft and ozone trends

Growth in subsonic air traffic over the past 20 years has been dramatic, with an annual increase of }6.1% over the decade between 1978 and 1988. Furthermore, aircraft activities in the year 2000 are predicted to be double those of 1990, with a shift towards more high-flying, longhaul subsonics. Aircraft exhaust gases increase the amount of nitrogen oxides (NO _x ) in the upper troposphere/lower stratosphere through injection at cruise altitudes. Given that NO _x is instrumental in tropospheric ozone production and stratospheric ozone destruction, it is important to determine the influence of subsonic aircraft NO _x emissions on levels of atmospheric ozone. This paper describes calculations designed to investigate the impact that subsonic aircraft may already have had on the atmosphere during the 1980s, run in a 2-D chemical-radiative-transport model. The results indicate a significant increase in upper tropospheric ozone over the decade arising from aircraft emissions. However, when comparing model results with observational data, certain discrepancies appear. Lower stratospheric ozone loss over the 1980s does not appear to be greatly altered by the inclusion of aircraft emissions in the model. However, given the trend in greater numbers of long-haul subsonic aircraft, this factor must be considered in any further calculations.     

基于飞行阶段的精细化航空二氧化碳排放因子研究

航空运输是交通领域CO₂排放增长最快速的部门。文中选择中国民航使用频率较高的超大型、大型、中型和小型飞机的典型机型,基于不同飞机在起飞、爬升、巡航、接近和滑行阶段引擎油耗速率、运行时间和油耗量的变化,计算航空飞机CO₂排放因子。同时结合各机型碳排放因子、额定载客量与客座率评估旅客搭乘不同飞机时的人均CO₂排放量（即单位客运周转量CO₂排放因子)。结果显示,超大型飞机、大型飞机、中型飞机和小型飞机在其航程区间内的平均CO₂排放因子分别为49.8、31.7、16.2和8.5 kg CO₂/km;满载条件下单位客运周转量CO₂排放因子均值分别为102.6、95.2、81.7和112.4 g CO₂/(人∙km)。起飞和爬升阶段引擎油耗速率约为巡航阶段油耗速率的2.6~3.4倍和2.0~2.8倍,飞机CO₂排放因子随飞行里程的提高而降低。航空运输是高碳客运方式,相同里程条件下,航空单位客运周转量CO₂排放因子显著高于高铁、道路机动车等其他客运方式。提升燃油效率、减少短途航运、合理安排航线以提高客座率并减少中途转机是降低航空碳排放量的有效途径。     

河南省人工增雨飞机云微物理探测设计

人工增雨是一项研究型业务,飞机外场作业、探测是它的重点,只有根据一定目的方案设计下才能体现探测、作业资料的研究价值。根据河南省人工增雨作业、探测分析研究的需要并结合行业专项飞机探测,探讨了5种云微物理探测目的及相应飞机探测设计:1典型锋面云系垂直剖面结构探测;2降水性层状云垂直结构探测;3人工增雨催化作业效果检验飞行探测;4云中过冷水探测;5催化剂在云中的扩散及其物理响应的探测。以2013年3月25日飞机人工增雨探测为例,探讨了飞行探测人工增雨的催化作业效果检验。     

Climate effect of ozone changes caused by present and future air traffic

 The potential of aircraft-induced ozone changes to force a substantial climate impact is investigated by means of simulations with an atmospheric general circulation model, coupled to a mixed layer ocean model. We present results from several numerical experiments that are based on ozone change patterns for 1992 aviation and on a future scenario for the year 2015. In both cases, the climate signal is statistically significant. The strength of the ozone impact is of comparable magnitude to that arising from aircraft CO₂ emissions, thus meaning a non-negligible contribution to the total climate effect of aviation emissions. There are indications of a characteristic signature of the aircraft ozone related temperature response pattern, distinctly different from that associated with the increase of well-mixed greenhouse gases. Likewise, the climate sensitivity to non-uniform ozone changes including a strong concentration perturbation at the tropopause may be higher than the climate sensitivity to uniform changes of a greenhouse gas. In a hierarchy of experiments, for which the spatial structure of an aircraft-related ozone perturbation was left fixed, while the amplitude of the perturbation was artificially increased, the climate signal depends in a non-linear way on the radiative forcing. Received: 10 September 1998 / Accepted: 4 May 1999     

The impact of high altitude aircraft on the ozone layer in the stratosphere

The paper discusses the potential effects on the ozone layer of gases released by the engines of proposed high altitude supersonic aircraft. The major problem arises from the emissions of nitrogen oxides which have the potential to destroy significant quantities of ozone in the stratosphere. The magnitude of the perturbation is highly dependent on the cruise altitude of the aircraft. Furthermore, the depletion of ozone is substantially reduced when heterogeneous conversion of nitrogen oxides into nitric acid on sulfate aerosol particles is taken into account in the calculation. The sensitivity of the aerosol load on stratospheric ozone is investigated. First, the model indicates that the aerosol load induced by the SO₂ released by aircraft is increased by about 10–20% above the background aerosols at mid-high latitude of the Northern Hemisphere at 15 km for the NASA emission scenario A (the NASA emission scenarios are explained in Tables I to III). This increase in aerosol has small effects on stratospheric ozone. Second, when the aerosol load is increased following a volcanic eruption similar to the eruption of El Chichon (Mexico, April 1982), the ozone column in spring increases by as much as 9% in response to the injection of NO _x from the aircraft with the NASA emission scenario A. Finally, the modeled suggests that significant ozone depletion could result from the formation of additional polar stratospheric clouds produced by the injection of H₂O and HNO₃ by the aircraft engines.     

Aerosol Chemistry, and Light-Scattering and Hygroscopicity Budgets during Outflow from East Asia

During the ACE-Asia field campaign, 41 aerosol filter samples were obtained by airborne sampling over the ocean to the north, south and west of Japan, generally under conditions of outflow from the Asian continent. These samples were analyzed for their water-soluble chemical components, particularly organic species. Suites of inorganic anions, carbohydrates, organic acids and metallic elements were identified and quantified (21 distinct species). Simultaneously, measurements were made of the aerosol hygroscopicity and light scattering. A factor analysis performed on the compositional data identified several sources for the aerosols sampled during the field campaign. Regression of the light-scattering data onto tracers for each of these factors suggests that the aerosol light scattering could be largely attributed to three of these factors: anthropogenic emissions, biomass burning, and soil dust. Similarly, the aerosol hygroscopicity was largely consistent with an empirical mixing model based on past measurements of the hygroscopicity of these individual aerosol types. Limited size-resolved , aerosol composition measurements were also obtained and suggested different sources for various chemical species.     

Ground-Based and Airborne Measurements of Nonmethane Hydrocarbons in BERLIOZ: Analysis and Selected Results

During the Berlin Ozone Experiment BERLIOZ in July–August 1998 quasi-continuous measurements ofC₂–C₁₂ nonmethane hydrocarbons (NMHCs) were carried out at 10 sites in and around the city of Berlin using on-line gas-chromatographic systems (GCs) with a temporal resolution of 20–120 minutes. Additional airborne NMHCmeasurements were made using canister sampling on three aircraft and an on-line GC system on a fourth aircraft. The ground based data are analyzed to characterize the different sites and to identify the influence of emissions from Berlin on its surroundings. Benzene mixing ratios at the 4 rural sites were rather low (<0.5 ppbv). Berlin (and the surrounding highway ring) was identified as the main source of anthropogenic NMHCs at Eichstädt and Blossin, whilst other sources were important at the furthermost site Menz. The median toluene/benzene concentration ratio in Berlin was 2.3 ppbv/ppbv, agreeing well with measurements in other German cities. As expected, the ratios at the background sites decreased with increasing distance to Berlin and were usually around one or below. On 20 and 21 July, the three northwesterly sites were situated downwind of Berlin and thus were influenced by its emissions. Considering the distance between the sites and the windspeed, the city plume was observed at reasonable time scales, showing decreasing toluene/benzene ratios of 2.3, 1.6 and 1.3 with increasing distance from Berlin. Isoprene was the only biogenic NMHC measured at BERLIOZ. It was themost abundant compound at the background sites on the hotter days, dominating the local NMHC reactivity with averaged contributions to the total OH loss rate of 51% and 70% at Pabstthum and Blossin, respectively. Emissionratios (relative to CO and to the sum of analysed NMHCs) were derived from airborne measurements. The comparison with an emission inventory suggests traffic-related emissions to be the predominating source of the considered hydrocarbon species. Problems were identified with the emission inventory for propane, ethene and pentanes.     

Relative radiative forcing consequences of global emissions of hydrocarbons, carbon monoxide and NOx from human activities estimated with a zonally-averaged two-dimensional model

A global two-dimensional (altitude-latitude) chemistry transport model is used to follow the changes in the tropospheric distribution of the two major radiatively active trace gases, methane and ozone, following step changes to the sustained emissions of the short-lived trace gases methane, carbon monoxide and non-methane hydrocarbons. The radiative impacts were dependent on the latitude chosen for the applied change in emissions. Step change global warming potentials (GWPs) were derived for a range of short-lived trace gases to describe their time-integrated radiative forcing impacts for unit emissions relative to that of carbon dioxide. The GWPs show that the tropospheric chemistry of the hydrocarbons can produce significant indirect radiative impacts through changing the tropospheric distributions of hydroxyl radicals, methane and ozone. For aircraft, the indirect radiative forcing impact of the NO _x emissions appears to be greater than that from their carbon dioxide emissions. Quantitative results from this two-dimensional model study must, however, be viewed against the known inadequacies of zonally-averaged models and their poor representation of many important tropospheric processes.     

Blacklist Design of AMDAR Temperature Data and Their Application in the CMA-GFS

Blacklist methods are used in the CMA Global Forecasting System (CMA-GFS) to improve the application of aircraft temperature data to numerical weather prediction in the Northern Hemisphere and the tropics. In this paper, the ERA5 re-analysis data are used to analyze aircraft temperature observation errors of each aircraft and a blacklist is established using pre-quality controls and threshold methods. The blacklist-filtered and blacklisted aircraft temperature data are then applied to the four-dimensional variational assimilation system, respectively, and an assimilation cycle forecast for the period from September 1 to 30, 2019 is carried out. The results show an uneven distribution in the global aircraft blacklist data. After the application of the blacklist methods, the RMSE of geopotential height and temperature analysis field decrease in the vertical direction by a maximum of ~ 1.5 gpm at 200 hPa and ~ 0.15 K at 250 hPa, respectively. Overall, the blacklist methods of aircraft temperature data improve the analysis and forecast in the CMA-GFS.