1981—2010年青藏高原地区气温变化与高程及纬度的关系

基于青藏高原地区高质量、均一化的气象站点观测资料,研究1981—2010年青藏高原地区气温变化趋势特征。结果表明:1981—2010年青藏高原地区整体呈升温趋势,平均升温率为0.40℃/10a,冬春季升温率大于夏秋季节,以三江源区、西藏中西部和青海北部升温趋势最为显著。青藏高原地区年和冬、春、秋三季的升温率随海拔高度的升高而增大,海拔每升高1000 m,站点年平均气温倾向率增加0.1℃/10a,冬季更为显著。青藏高原地区夏季气温倾向率的空间分布具有显著的经向差异,纬度每增加10°,气温倾向率增加0.33℃/10a。     

探空高度与雷达高度的比较研究

利用2009年1月南京探空站L波段高空探测的试验记录,以GPS所测的高度数据作为标准,分别从探空高度和雷达高度作了详细分析.结果表明:探空高度与GPS高度的差值随着探测高度的升高而增大,并且随着高度升高,增大的幅度越快;雷达高度与GPS高度的差值有正有负,随着探测高度的升高,总体上高度差值变大,且差值变化幅度出现较大起伏,其稳定性较差.100 hPa以下,探空高度比雷达高度的可信度大,选取探空高度较好;100hPa以上,雷达高度比探空高度可信度大,选取雷达高度较好.     

多年冻土区与季节冻土区地表反照率对比观测研究

利用多年冻土区唐古拉气象站与季节冻土区那曲毕节气象站2008年辐射、土壤未冻水含量及积雪等数据,对两种冻土类型下垫面上的地表反照率进行分析研究,得出两站地表反照率均呈现冬春季较大,夏秋季较小的规律,并且,积雪使地表反照率形成极大值,最大极值接近0.9。唐古拉站的地表反照率整体上比毕节站大,年平均地表反照率分别为0.38和0.31。地表反照率月较差(每月日平均地表反照率最大值与最小值的差值)冬季毕节站高于唐古拉站,而夏秋季节则相反。晴天,两站地表反照率均呈现"U"形,表现出早晚大、中午小,春、夏、秋、冬各季节典型晴天的地表反照率日平均值唐古拉站分别为0.23、0.20、0.20和0.25,毕节站为0.26、0.21、0.22和0.29。此外,讨论了两站太阳高度角和土壤湿度对地表反照率的影响,得出两站地表反照率随太阳高度角的增大均呈现e指数衰减趋势,土壤湿度与地表反照率呈负相关关系,且降雨对地表反照率的变化影响较大。     

A Preliminary Analysis of the Relationship between Precipitation Variation Trends and Altitude in China

Characteristics of the relationship between precipitation variation trends (PVT) and altitude were analyzed using monthly mean precipitation data from 526 observation stations in China from 1961 to 2008.With respect to elevation,China was divided into three subregions,below 200 m,200-1500 m,and above 1500 m.The results showed that the correlations between annual PVT and altitude are different among the three regions.In the region below 200 m in elevation,the best relationship has a correlation coefficient of-0.19 (0.49),passing the 90% (99.9%) significance level south (north) of 35 N.However,the correlation coefficient is close to zero,and the latitude strongly governs the spatial distribution of the amplitude of annual PVT in the 200-1500-m elevation region.In most of the Tibetan Plateau,where the elevation is greater than 1500 m,there is a weak negative correlation.The Mann-Kendall method was used to test the trend of regional mean annual precipitation,which indicated that the annual mean precipitation had no obvious trend of change in China due to the reverse significant variation trends in different areas of the country.     

气温、气压对飞行安全的影响分析

分析了气温，气压变化造成的高度表误差及气温及气温的变化带来的飞 机空速表误差，认为现行民航航线飞行安全高度的规定存在一定的不足，并提出了改进办法。     

Air transport cruise altitude restrictions to minimize contrail formation

While quantification of the effects of NO_x and water vapor is still at an early stage there is evidence that contrail formation could make a significant contribution to global warming. This paper builds on previous research that analyzed a policy of restricting air transport cruise altitudes to eliminate contrail formation. Our previous work [Transport. Res. D 7(6) (2002) 451], examined altitude restrictions in European airspace and concluded that this could be a beneficial policy for reducing climate change impacts from aviation. Since most of the flights in European airspace are short-haul flights, this paper evaluates the trade-offs between altitude restrictions, fuel burn and journey times for longer haul flights of up to 6000 nm. Our focus is on the North Atlantic and US airspace and we examine potential contrail fraction to determine optimal cruise altitudes for reducing contrail formation. Changes in fuel burn and travel times associated with flight levels of 18,000 and 31,000 ft for different aircraft types are analyzed. We find that, in most cases, CO₂ emission increases would be unlikely to entirely counteract the benefit of possible reductions in contrail formation. For some aircraft types, the percentage increase in emitted CO₂ was found to be strongly dependent on journey length. In general, journey times appear not to be a major issue except for some aircraft types. Our results suggest that reducing aircraft cruise altitudes could be a beneficial policy for mitigating climate change impacts from the aviation sector. This is clearly dependent on aircraft type and the distances traveled, but more importantly on ambient atmospheric conditions which can vary significantly between regions and due to daily variation. This suggests that real time flight planning to minimize contrail formation should be investigated as a possible climate mitigation policy.     

Air transport cruise altitude restrictions to minimize contrail formation

Abstract

While quantification of the effects of NO _x and water vapor is still at an early stage there is evidence that contrail formation could make a significant contribution to global warming. This paper builds on previous research that analyzed a policy of restricting air transport cruise altitudes to eliminate contrail formation. Our previous work [Transport. Res. D 7(6) (2002) 451], examined altitude restrictions in European airspace and concluded that this could be a beneficial policy for reducing climate change impacts from aviation. Since most of the flights in European airspace are short-haul flights, this paper evaluates the trade-offs between altitude restrictions, fuel burn and journey times for longer haul flights of up to 6000 nm. Our focus is on the North Atlantic and US airspace and we examine potential contrail fraction to determine optimal cruise altitudes for reducing contrail formation. Changes in fuel burn and travel times associated with flight levels of 18,000 and 31,000 ft for different aircraft types are analyzed. We find that, in most cases, CO₂ emission increases would be unlikely to entirely counteract the benefit of possible reductions in contrail formation. For some aircraft types, the percentage increase in emitted CO₂ was found to be strongly dependent on journey length. In general, journey times appear not to be a major issue except for some aircraft types. Our results suggest that reducing aircraft cruise altitudes could be a beneficial policy for mitigating climate change impacts from the aviation sector. This is clearly dependent on aircraft type and the distances traveled, but more importantly on ambient atmospheric conditions which can vary significantly between regions and due to daily variation. This suggests that real time flight planning to minimize contrail formation should be investigated as a possible climate mitigation policy.     

电感耦合等离子体质谱法测定高海拔地区地热水中的微量元素

西藏地区地热水矿化度较高,且西藏地区海拔高分压低,造成电感耦合等离子体质谱/发射光谱仪(ICP-MS/OES)的工作条件与低海拔地区不同,因此测定样品时无法采用与低海拔地区相同的测定方法。本文通过优化仪器的工作条件、加入内标元素和建立干扰校正方程等方法,消除了低分压和高矿化度的影响,建立了ICP-MS同时测定高海拔地区地热水中的12种微量元素的方法,并对地热水中的放射性元素铀进行检测。测定元素校准曲线的相关系数都在0.9995以上,方法检出限为0.012~0.128μg/L,相对标准偏差(RSD)为1.2%~6.8%,样品加标回收率为95.7%~106.5%。结合本课题组前期的研究成果,本文提出,ICP-MS法更适合较高矿化度地热水中微量和痕量元素的测定,ICP-OES法则适用于主量元素的测定,两种方法的结合,可建立高海拔地区地热水的分析技术体系。     

四川盆地低空飞行的气象条件分析

根据2011～2018年四川省152个站点逐日08、14、20时的常规地面观测资料、逐小时加密自动站资料,以及3个探空站08时探空资料,详细分析了四川盆地低空(3000m以下)飞行的气象条件,包括不同高度层风场、温度、低云等气象要素的时空分布特征,以及对通用航空飞行器的影响。结果表明：四川盆地一年之中春季以及一日之中下午地面风对通航飞行的影响最大,秋季最小;盆地西北地区850hPa以下存在逆温层以及风向的切变,因此容易产生飞机颠簸,700hPa高度层因风向均匀而受到切变的影响最小;冬季盆地西北地区最易产生飞机积冰,且850hPa高度最容易发生中度积冰;盆地中部低云对飞行的影响最小。