Modeling of aircraft exhaust emissions and infrared spectra for remote measurement of nitrogen oxides

Infrared (IR) molecular spectroscopy is proposed to perform remote measurements of NO_x concentrations in the exhaust plume and wake of aircraft. The computer model NIRATAM is applied to simulate the physical and chemical properties of the exhaust plume and to generate low resolution IR spectra and synthetical thermal images of the aircraft in its natural surroundings. High-resolution IR spectra of the plume, including atmospheric absorption and emission, are simulated using the molecular line-by-line radiation model FASCODE2. Simulated IR spectra of a Boeing 747–400 at cruising altitude for different axial and radial positions in the jet region of the exhaust plume are presented. A number of spectral lines of NO can be identified that can be discriminated from lines of other exhaust gases and the natural atmospheric background in the region around 5.2 µm. These lines can be used to determine NO concentration profiles in the plume. The possibility of measuring nitrogen dioxide NO₂ is also discussed briefly, although measurements turn out to be substantially less likely than those of NO. This feasibility study compiles fundamental data for the optical and radiometric design of an airborne Fourier transform spectrometer and the preparation of in-flight measurements for monitoring of aircraft pollutants.     

Modelling exhaust plume mixing in the near field of an aircraft

A simplified approach has been applied to analyse the mixing and entrainment processes of the engine exhaust through their interaction with the vortex wake of an aircraft. Our investigation is focused on the near field, extending from the exit nozzle until about 30 s after the wake is generated, in the vortex phase. This study was performed by using an integral model and a numerical simulation for two large civil aircraft: a two-engine Airbus 330 and a four-engine Boeing 747. The influence of the wing-tip vortices on the dilution ratio (defined as a tracer concentration) shown. The mixing process is also affected by the buoyancy effect, but only after the jet regime, when the trapping in the vortex core has occurred. In the early wake, the engine jet location (i.e. inboard or outboard engine jet) has an important influence on the mixing rate. The plume streamlines inside the vortices are subject to distortion and stretching, and the role of the descent of the vortices on the maximum tracer concentration is discussed. Qualitative comparison with contrail photograph shows similar features. Finally, tracer concentration of inboard engine centreline of B-747 are compared with other theoretical analyses and measured data.     

Chemical composition and photochemical reactivity of exhaust from aircraft turbine engines

Assessment of the environmental impact of aircraft emissions is required by planners and policy makers. Seveal areas of concern are: 1. exposure of airport workers and urban residents to toxic chemicals emitted when the engines operate at low power (idle and taxi) on the ground; 2. contributions to urban photochemical air pollution of aircraft volatile organic and nitrogen oxides emissions from operations around airports; and 3. emissions of nitrogen oxides and particles during high-altitude operation. The environmental impact of chemicals emitted from jet aircraft turbine engines has not been firmly established due to lack of data regarding emission rates and identities of the compounds emitted. This paper describes an experimental study of two different aircraft turbine engines designed to determine detailed organic emissions, as well as emissions of inorganic gases. Emissions were measured at several engine power settings. Measurements were made of detailed organic composition from C₁ through C₁₇, CO, CO₂, NO, NO _x , and polycyclic aromatic hydrocarbons. Measurements were made using a multi-port sampling pro be positioned directly behind the engine in the exhaust exit plane. The emission measurements have been used to determine the organic distribution by carbon number and the distribution by compound class at each engine power level. The sum of the organic species was compared with an independent measurement of total organic carbon to assess the carbon mass balance. A portion of the exhaust was captured and irradiated in outdoor smog chambers to assess the photochemical reactivity of the emissions with respect to ozone formation. The reactivity of emissions from the two engines was apportioned by chemical compound class.     

Small- and medium-scale effects of high-flying aircraft exhausts on the atmospheric composition

Following numerous model studies of the global impacts of sub- and supersonic aircraft on the atmosphere, this paper assesses the separate aircraft engine exhaust effects of the 45°N cruise flight and at the 10- and 18-km levels of the July atmosphere. A box diffusion photochemical model in the cross-section plane of the flight trajectory is used to compute the effects of gas-phase and heterogeneous reactions on the condensation trail particles in the troposphere, and on the sulphate aerosols in the stratosphere. The enhanced horizontal dispersion of the exhaust plume is considered in the model.A significant but short term depletion of ozone is predicted, which is 99% restored in about 1 h in the wide plume with enhanced horizontal dispersion, but requires more than 24 h in the narrow plume without it. The oxidation rate of NO and NO₂ into the HNO₃ depends on the OH content in the exhausts and varies in all the cases. The heterogeneous photochemistry has only a small influence on the initial evolution of N₂O₅ and HO₂ in the plume.     

Aviation-Produced Aerosols and Contrails

Liquid and solid particles in the plumes of jet aircraft cruising in the upper troposphere and lower stratosphere lead to the formation of ice clouds (contrails), modify the microphysical properties of existing cirrus clouds, and provide sites for heterogeneous chemical reactions. Characterization of aviation-produced particles in terms of physico-chemical properties is an important step in assessing the global impact of aircraft emissions upon atmospheric chemistry and climate parameters. Chemistry and microphysics of the gas-aerosol system in aircraft plumes and its evolution in the atmosphere is a field of intense research. This paper reviews the current knowledge (mid-1998) and outlines possible atmospheric implications.     

A note on the Aitken nuclei and ion flow measurements in the lower stratosphere

In the light of new measurements of small aerosol particles in the lower stratosphere, some of the old investigations—which were only published in part in scientific journals—are reviewed and compared. The discussion focuses on whether the Aitken nuclei (AN) size distribution up to 20 km can be described by Junge’s or log-normal density functions and under what circumstances one can find a bimodal distribution of these particles. The ion flow in correlated to the stratospheric pollution (intercept with the jet aircraft, volcanic activity) and is, in mean, directly proportional to the aircraft altitude in the undisturbed lower stratosphere. Note: The GCCPR, Univ. Missouri at Rolla, reports quoted in the article can be obtained from the author.     

Condensation of water vapor and carbon dioxide in the jet exhausts of rocket engines: 1. Model calculation of the physical conditions in a jet exhaust

Model calculations have been performed for the temperature and pressure of combustion products in the jet exhaust of rocket engines of last stages of Proton, Molniya, and Start launchers operating in the upper atmosphere at altitudes above 120 km. It has been shown that the condensation of water vapor and carbon dioxide can begin at distances of 100-150 and 450-650 m away from the engine nozzle, respectively.     

Condensation of water vapor and carbon dioxide in the jet exhausts of rocket engines: 1. Heterogeneous condensation of combustion products

Condensation of water vapor and carbon dioxide in the jet exhausts of rocket engines during last stages of Proton, Molniya, and Start launchers operating in the upper atmospheric with different types of fuels is considered. Particle heating is taken into account with emission of latent heat of condensation and energy loss due to radiation and heat exchange with combustion products. Using the solution of the heat balance and condensed particle mass equations, the temporal change in the temperature and thickness of the condensate layer is obtained. Practically, no condensation of water vapor and carbon dioxide in the jet exhaust of a Start launcher occurs. In plumes of Proton and Molniya launchers, the condensation of water vapor and carbon dioxide can start at distances of 120–170 m and 450–650 m from the engine nozzle, respectively. In the course of condensation, the thickness of the “water” layer on particles can exceed 100 Å, and the thickness of carbon dioxide can exceed 60 Å.     

半横向排烟下隧道火灾烟气控制效果试验研究

为了研究隧道火灾半横向排烟对烟气排放效果的影响参数,同时为半横向通风排烟下隧道火灾烟气蔓延情况的系统性研究提供试验数据支持,建立缩尺比例为1：10的水平模型隧道开展火灾试验,并对火灾半横向排烟时排烟阀和排烟道内的烟气流动进行理论分析。结果表明,水平公路隧道半横向排烟情况下,理论分析得出的排烟阀处烟气流速与模型试验结果基本吻合;在火源附近,冷空气与高温烟气掺混较少,温度较高;在靠近风机处,排烟阀烟气流速较大,但同时因远离火源,热量损失和掺混冷空气较多,因而温度较低;排烟阀开启个数、间距、单个面积以及排烟阀离风机的距离,均会对半横向排烟系统的排烟效果产生影响。     

The present-day and future impact of NOx emissions from subsonic aircraft on the atmosphere in relation to the impact of NOx surface sources

The effect of present-day and future NO_x emissions from aircraft on the NO_x and ozone concentrations in the atmosphere and the corresponding radiative forcing were studied using a three-dimensional chemistry transport model (CTM) and a radiative model. The effects of the aircraft emissions were compared with the effects of the three most important anthropogenic NO_x surface sources: road traffic, electricity generation and industrial combustion. From the model results, NO_x emissions from aircraft are seen to cause an increase in the NO_x and ozone concentrations in the upper troposphere and lower stratosphere, and a positive radiative forcing. For the reference year 1990, the aircraft emissions result in an increase in the NO_x concentration at 250 hPa of about 20 ppt in January and 50 ppt in July over the eastern USA, the North Atlantic Flight Corridor and Western Europe, corresponding to a relative increase of about 50%. The maximum increase in the ozone concentrations due to the aircraft emissions is about 3-4 ppb in July over the northern mid-latitudes, corresponding to a relative increase of about 3-4%. The aircraft-induced ozone changes cause a global average radiative forcing of 0.025 W/m² in July. According to the ANCAT projection for the year 2015, the aircraft NO_x emissions in that year will be 90% higher than in the year 1990. As a consequence of this, the calculated NO_x perturbation by aircraft emissions increases by about 90% between 1990 and 2015, and the ozone perturbation by about 50-70%. The global average radiative forcing due to the aircraft-induced ozone changes increases by about 50% between 1990 and 2015. In the year 2015, the effects of the aircraft emissions on the ozone burden and radiative forcing are clearly larger than the individual effects of the NO_x surface sources. Taking chemical conversion in the aircraft plume into account in the CTM explicitly, by means of modified aircraft NO_x emissions, a significant reduction of the aircraft-induced NO_x and ozone perturbations is realised. The NO_x perturbation decreases by about 40% and the ozone perturbation by about 30% in July over Western Europe, the eastern USA and the North Atlantic Flight Corridor.     

Ausbreitung eines Abwasserauftriebstrahls in einem See Verifikation eines mathematischen Modells in der Natur

The object in view—namely the recording of the trajectory of a buoyant jet in stratified lake and the comparison of this trajectory with that predicted by a mathematical model developed at the VAW—was achieved to a great extent. The field experiments were performed in the summer of 1981 in Lake Hallwil. The comparison shows that, given the same conditions, the results obtained from the mathematical model agree with the measured quantities. Although the final layer where the jet levels appears to be at a greater depth than predicted, the horizontal and vertical spreading of the jet and its dilution accord well with the theory.     

Seismic noise at the international gravity point in Prague-Ruzyně (Czechoslovakia)

Summary The vertical component of ground displacement was measured at the Prague - Ruzyn International Gravity Point in the frequency range of 1–300 Hz. The permanent noise, the vibrations caused by the observers during gravimetric observations and by the wind, as well as those due to normal operations at the airport, display maximum peak-to-peak amplitudes of 0.06 µm in the frequency range of 1–50 Hz; with a CG-2 gravimeter this is not detrimental to the accuracy of the observations. The taxiing of turbo-jet and jet aircraft and engine tests of aircraft generate vibrations in frequency ranges of 75–90 and 190–270 Hz. Their amplitudes, according to the results of laboratory tests published for various types of gravity meters (CG-2, GAK-PT, GVP-3, KVG), are of magnitudes which generate errors in tenths of mgl.     

风垂直切变对大气静力适应过程的影响——第一部分:波动响应

本文基于描述可压缩大气静力适应过程的线性模型,分别采用正交模法和WKBJ法,从波动响应的角度研究了风垂直切变对大气静力适应过程的影响.结合实际天气现象构造了四种风垂直切变模型,分别为垂直无切变的定常模型、类似锋面特征的线性切变模型、表征东风急流的反气旋式切变模型和类似西风急流的气旋式切变模型.分析了相应模型下静力适应过程中的波动特征及波能量演变规律.得到结论:(1)在定常模型中,破坏静力平衡的能量激发出四支两两成对的、传播性质类似声波和重力波的波动,波动能量在闭合系统假设下为守恒量;(2)风切变的存在改变了波动及其能量的传播特征,也改变了波动能量的守恒性;(3)在大气稳定层结下,若波动多普勒频率大于0且小于0.7倍的浮力振荡频率,则发展(衰亡)型波动的螺旋结构分别为:(a)在线性切变模型中,等相位线自下而上需向西(东)倾斜;(b)在反气旋式切变模型中,等相位线在急流轴上层自下而上需向西(东)倾斜,在急流轴下层自下而上需向东(西)倾斜;(c)在气旋式切变模型中,等相位线在急流轴上层自下而上需向东(西)倾斜,在急流轴下层自下而上需向西(东)倾斜;若波动多普勒频率大于0.7倍的浮力振荡频率,则情形相反.     

Numerical simulation of 2D buoyant jets in ice-covered and temperature-stratified water

A two-dimensional (2D) unsteady simulation model is applied to the problem of a submerged warm water discharge into a stratified lake or reservoir with an ice cover. Numerical simulations and analyses are conducted to gain insight into large-scale convective recirculation and flow processes in a cold waterbody induced by a buoyant jet. Jet behaviors under various discharge temperatures are captured by directly modeling flow and thermal fields. Flow structures and processes are described by the simulated spatial and temporal distributions of velocity and temperature in various regions: deflection, recirculation, attachment, and impingement. Some peculiar hydrothermal and dynamic features, e.g. reversal of buoyancy due to the dilution of a warm jet by entraining cold ambient water, are identified and examined. Simulation results show that buoyancy is the most important factor controlling jet behavior and mixing processes. The inflow boundary is treated as a liquid wall from which the jet is offset. Similarity and difference in effects of boundaries perpendicular and parallel to flow, and of buoyancy on jet attachment and impingement, are discussed. Symmetric flow configuration is used to de-emphasize the Coanda effect caused by offset.     

陆地下垫面与环境气流对锋面气旋发展过程影响的理想试验

地面摩擦和大尺度流场是影响锋面气旋结构演变的重要因子,本文使用WRF模式并采用湿物理方案,通过理想化试验,综合考虑陆面摩擦、气旋式扰动相对于急流位置和大尺度流场对锋面气旋结构变化的影响.结果表明：当仅考虑单一因子时,气旋式扰动位于急流南侧和辐合流流场有利于气旋形成Shapiro-Keyser（S-K）模型结构.当同时考虑地面摩擦和大尺度辐合时,气旋式扰动位于急流北侧的气旋发展整体向经典的挪威气旋模型转变;扰动位于急流南侧的的气旋发展则整体呈现S-K模型结构,此时辐合流场有利于S-K模型结构出现.当同时考虑地面摩擦和大尺度辐散时,扰动处于急流北侧的气旋呈现挪威气旋模型结构;由于气旋式扰动穿越急流和辐散流场同时有利于暖锋后弯发展以及冷暖锋距离加大和锋消,扰动处于急流南侧的气旋呈现典型S-K气旋模型结构.这个结果解释了在东亚大陆地区辐散场形势下出现的S-K模型结构气旋个例.     

Convection Regime of the Development of an Impulse–Buoyant Transient Jet Submerged in a Homogeneous Fluid

An intergral model of a transient vertical impulse–buoyant jet is suggested. The model contains a universal equation describing the propagation of the upper boundary of the convection front depending on the strength of the point source of buoyancy and momentum. The convective regime of jet propagation is considered, which includes a class of self-similar solutions corresponding to the buoyancy sources, whose strength varies with time following power and exponential laws. The obtained numerical solutions are compared with available experimental data on the profiles of vertical velocity and buoyancy on the jet axis.     

Numerical modeling of the penetration area of reversed submerged jet by the methods of finite elements and finite volumes

Water jet flow has many usages in the field of management and water resource operation that can be applied in mixing, dilution and aerification. The current study has calculated the flow velocity, length and height of jet penetration area (jet and main flow are of opposite directions) by the use of methods of finite element (FEM) and finite volume (FVM) and k–ε model. In order to evaluate and verify this turbulent model, the results of the numerical model have been compared with the experimental results. This model has been studied for consideration of various jet flow velocities and thicknesses. The conclusions have indicated that the length and the height of the penetration area have linear relationship with jet flow velocity; therefore, as the jet flow velocity increases, the length of jet penetration increases as well. The comparison of the results of numerical method with the experimental data have demonstrated that the FVM holds less convergence time and better results compared with FEM.     

Numerical simulation and analysis of the mean coastal circulation off California

A two-dimensional numerical model is applied to a coastal ocean wherein alongshore elevation and density gradients, normally calculated by a three-dimensional model, are instead supplied by climatologically averaged data for the California Current System between 25 and 40°N. Surface wind stress is also obtained from climatological data. Both surface and bottom boundary layers are resolved in the model calculations; a second moment turbulence closure submodel supplies vertical diffusivities. Near steady state solutions are possible when surface buoyancy flux is imposed at the surface.Model results are as follows: Southward wind stress produces a broad equatorward current with an embedded coastal jet in accordance with previous studies. Positive wind stress curl reduces the jet current and produces a poleward undercurrent which then surfaces as the curl is increased. The jet currents are reduced and poleward flow increases as bottom steepness increases; to a lesser extent, inclusion of the beta effect has a similar effect. The existence of near bottom, poleward or equatorward flow is explained rather simply in terms of the bottom stress resulting from the alongshore balance of surface wind stress and vertically integrated pressure gradient, the latter involving the alongshore surface elevation and density gradient. A further finding is that the upwelling circulation associated with wind stress is confined to the top 200 to 300 m of the ocean along the California coast.     

东亚副热带高空急流区中尺度扰动分布特征及可能机理

东亚副热带高空急流强度变化和天气气候密切相关,本文利用WRF模式输出的高时空分辨率模拟资料研究了东亚副热带高空急流区的中尺度扰动特征,并结合动力学理论,揭示了急流区中尺度扰动产生的可能机制.研究表明,急流轴南侧更容易出现水平尺度为几十公里的高频扰动,这些扰动的时空分布具有波动特征.对高空急流区中出现中尺度扰动区域的拉格朗日Rossby数、Richardson数以及绝对涡度的计算发现,高空急流轴南侧中尺度扰动出现的物理机制与非地转平衡流的不稳定发展有关,并且高空急流强度的大尺度整体变化与急流区中尺度扰动变化的累积效应有关.因此,开展高空急流强度变化规律研究不能忽视其内部中尺度动力过程的作用.     

与东北冷涡相伴的高空急流诱发平流层重力波的数值模拟研究

使用中尺度数值模式WRF-ARW,针对2010年6月发生在中国东北地区一例伴随对流层高空西风急流（位于~9 km高度）演变过程出现的平流层重力波活动特征开展了数值模拟. 事件发生期间,对流层区域环流处在一个东北冷涡系统的控制之下. 模拟结果再现了该东北冷涡的发展和维持过程,以及与之相伴的高空急流的特征. 模拟结果揭示出在急流区域上空的平流层中存在显著重力波活动现象. 分析结果显示,重力波活动与急流存在紧密联系,在水平方向上,重力波呈显著的二维结构,出现在急流出口区上部并逆背景流向西传播. 功率谱分析结果表明盛行波动具有~700 km水平尺度、9~12 h时间尺度以及4~5 km垂直波长. 由于急流的存在,造成其与平流层中下部之间存在显著的水平风速垂直切变,与切变相伴的耗散使得上传的重力波动量通量数值随着高度升高而递减. 同时,在18~20 km高度间出现的西风-东风转换带极大地抑制了波动在垂直方向的传播,形成显著动量通量沉积效应. 估算结果表明,在11~20 km高度之间,这种效应的整体作用相当于对该层背景流施加强度为0.86 m·s^-1·day^-1的动力阻曳.