Introduction to the SONEX (Subsonic Assessment Ozone and Nitrogen Oxides Experiment) and POLINAT-2 (Pollution from Aircraft Emissions in the North Atlantic Flight Corridor) Special Issue

• Main Authors: Singh, Hanwant B., Schlager, Hans, Thompson, Anne M., Einaudi, Franco
• Language: unknown
• Published: 2000
• Subjects: Environment Pollution; North Atlantic
• Online Access: http://hdl.handle.net/2060/20010003579

Emissions of atmospheric species from the engines of subsonic aircraft at cruise altitude (roughly, above seven kilometers) are of concern to scientists, the aviation industry and policymakers for two reasons. First, water vapor, soot and sulfur oxides, and related heterogeneous processes, may modify clouds and aerosols enough to perturb radiative forcing in the UT/LS (upper troposphere/lower stratosphere). A discussion of these phenomena appears in Chapter 3 of the IPCC Aviation Assessment (1999). An airborne campaign conducted to evaluate aviation effects on contrail, cirrus and cloud formation, is described in Geophysical Research Letters. The second concern arises from subsonic aircraft emissions of nitrogen oxides (NO + NO2 = NO(sub x)), CO, and hydrocarbons. These species may add to the background mixture of photochemically reactive species that form ozone. In the UT/LS, ozone is a highly effective greenhouse gas. The impacts of subsonic aircraft emissions on tropospheric NO(sub x) and ozone budgets have been studied with models that focus on UT chemistry [e.g. see discussions of individual models in Brasseur et al., 1998; Friedl et al., 1997; IPCC, 1999]. Depending on the model used, projected increases in the global subsonic aircraft fleet from 1992 to 2015 will lead to a 50-100 pptv increase in UT/LS NO. at 12 km (compared to 50-150 pptv background) in northern hemisphere midlatitudes. The corresponding 12-km ozone increase is 7-11 ppbv, or 5-10% (Chapter 4 in IPCC, 1999). Two major sources of uncertainties in model estimates of aviation effects are: (1) the often limited degree to which global models - the scale required to evaluate aircraft emissions - realistically simulate atmospheric transport and other physical processes; (2) limited UT/LS observations of trace gases with which to evaluate model performance. In response to the latter deficiency, a number of airborne campaigns aimed at elucidating the effect of aircraft on atmospheric nitrogen oxides and ozone were performed between 1990 and 1996 (see descriptions in Friedl et al., 1997; Brasseur et al., 1998).