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PRELIMINARY ANALYSISAND INTEGRATION OF FLIGHT-LEVELAND LIDAR DATA
TAKEN BYTHE UNIVERSITY OF WASHINGTON DURING AGASP II
Lawrence F. Radke, Charles A. Brock, Jamie H. Lyons and Peter V. HobbsCloud and Aerosol Research Group
Department of Atmospheric Sciences, AK-40University of Washington
Seattle. WA 981 95
Final Report to the National Oceanic and Atmospheric AdministrationUnder Requisition NO-NRMGC400640559
Dr. Russell C. SchnellContracting Officer’s Technical Representative
October 1986
TABLE OF CONTENTS
Overview 1
Section 1 Flight Summaries 3
Section 2: Selected Gray-Scale Lidar images 1 3
Section 3: Vertical Profiles of Selected Parameters 37
Section 4: Selected Particle Size Spectra 61
Section 5: Selected Data From Chemical Analysis of Flights 64
Section 6: Flight Tracks 66
Section 7: Surface Weather Charges 79
Section 8: Instrumentation 89
OVERVIEW
For the purpose of studying arctic haze, the University of
Washington’s Convair C-1 31A research aircraft was operated on flights
from Patrick Henry Airport, VA (near Hampton) along the East Coast to
Labrador, Baffin Island, and Thule, Greenland, during the period 31 March to
2 April, I986. The return flight was along the west coast of Greenland, to
Baffin Island, across Hudson Bay, to Edmonton, and finally Seattle during
the period 1 7-18 April. Whilst in Greenland, six flights were made
departing from and returning to Thule, two of these were trips to Alert,
Ellesmere Island, Canada, for coordinated sampling with other AGASP
aircraft and surface instruments.
Preliminary analysis has been carried of the data collected on these
flights. With the assistance of Mr. Bruce Merely of SRI, we have compiled,
as a photographic time series, the lidar data taken aboard the aircraft.
The lidar data that appears in this report (Section 2) is a semiqualitative
gray-scale record. This quick-look data set, together with corresponding
in situ aircraft data, will provide the basis for more selective and
quantitative analysis to be undertaken later. Work is underway to
reformat the lidar digital record onto 9-track tapes (from the present
cartridge storage) for analysis at the University of Washington When
this task is completed, quantitative analysis will begin.
-1
Section 1 contains a flight-by-flight summary of the pertinent
observations, as well as some limitied interpretation. The time-series of
lidar images are contained in Section 2. Vertical profiles of five
parameters [particle light scattering coefficient, condensation nucleus
(CN) concentrations, ozone concentrations, and temperature and dew
(frost) point] from each flight are shown in Section 3. Section 4 contains
selected particle size spectra plots, Section 5 selected chemical analysis
data, Section 6 selected gray-scale lidar images, Section 7. flight tracks,
Section 8 weather maps pertinent to each flight, and Section 9
information on instrumentation.
-2-
SECTION 1 FLIGHT SUMMARIES
UW Flight 1 233 (30 March I986)
Takeoff: Patrick Henry Airport, VA 1412 GMT
Landing: Bangor, ME, 1817 GMT
Instrument Failure: Ozone monitor out during large portions of flight.
Meteorological Conditions: Cold front extending from low pressure
center in N. Labrador across St. Lawrence Seaway and S. Great Lakes. High
pressure over Atlantic off Florida. Clear air, visibility unlimited (CAVU)
on takeoff. Expected flow from west to bring heavily polluted air from
United States roughly perpendicular to flight track.
Observations: Extremely polluted air was encountered all the way up
to cruising altitude and over the entire flight path. The pollution appeared
in multiple layers of appreciable thickness and was clearly visible on the
lidar screen. Peak condensation nucleus (CN) values of >1 8,000 cm’3,
particle light scattering (bgp) of 1 .5x1 0’4 m’1 and ozone of 120+ ppmv,
demonstrate the heavily polluted nature of the continental air mass.
Filter samples show particulate sulfate near 3 p.g/m3 and gaseous sulfate
-3-
of >5 p.g/m3; particle size spectra indicate a prominent nucleation mode,
demonstrating the presence of extensive gas-to-particle conversion.
UW Flight 1234 f30 March 1986^
Takeoff: Bangor, ME, 1943 GMT
Landing: Goose Bay, Labrador, 2313 GMT
Instrument Failure: Occasional trouble with data reduction computer;
some flight data not yet available.
Meteorological Conditions: Flight penetrated a warm front associated
with the Labrador low. Temperature drop of about 1 0 C in 25 km across
the front. Heavy wet snow on landing.
Observations: This flight passed from the heavily polluted airmass
encountered during the previous flight to relatively clean air in
precipitation on the cold air side of the front. Cloud layers prevented good
lidar data in the second half of the flight. CN dropped from >5000 cm"3 to
< 300 cm"3, ben from 1 x1 0’4 to < 3x1 0’5 m"1, and ozone from >120 toP
-4-
< 90 ppmv as the front was crossed, indicating the effectiveness of
precipation scavenging at the below flight level.
UW Flight 1235 (31 March 1986^
Takeoff: Goose Bay, Labrador, 02213 GMT
Landing: Frobisher Bay, Baffin Island, 0642 GMT
Meteorological Conditions: Snowing at takeoff, under dominance of a
weak high pressure system over S. Baffin Island. The weather cleared once
the frontal influence passed. Gradual cooling from 0 C to -30 C at Baffin
Island under strong inversion (at least 700 mb to surface). Aurora visible
in flight.
Observations: Data recording begun at 850 mb after takeoff. Some
slight haze layers were noted on the nephelometer; CN counts showed
correspondence with bgp in these layers. On descent, very heavy haze
layers were found between 800 and 875 mb. There was one case of high CN
values not associated with particularly high bgp (at 725 mb, the cruising
altitude). Gradually increasing bgp and CN values were found toward the
-5-
surface, with local CN sources clearly visible during landing approach.
Lidar images show multiple layers during the flight; sensitivity of the
lidar appeared to be similar to that of the nephelometer. Filter sample
were not taken.
UW Flight 1 236 M -2 April I986)
Takeoff: Frobisher Bay, Baffin Island. 2221 GMT
Landing: Thule Air Base, Greenland, 0431 GMT
Meteorlogical Conditions: Clear and visibility-unlimited weather for
entire flight. Dominant surface feature was a weak high pressure center
just west off Baffin Island, with weak pressure gradients across a col to
Thule. Some high cirrus present; surprisingly strong headwinds, flowing
around high, restricted flight altitude for fuel conservation. Partly cloudy
at Thule, with some low cloud present due to local effects.
Observations: A slight haze layer near the surface was present during
takeoff. this decreased at cruising altitude as the flight proceeded north.
bgp values were near 2x1 0"5 m"1 during most of the flight increasing
-6-
toward the surface during landing approach. Local pollution from Thule
was clearly seen in the CN counts below 1 000 nnb. CN values in remote air
were well below 200 cm’^ for most of the flight, and did not reflect the
increasing bgp values with decreasing height. Ozone concentrations were
slightly lower (at 75 ppmv) aloft then they were near the surface.
Exposed particulate filter samples did not contain material above blank
levels (about 0.5 p-g/m^).
UW Flight 1237 (4 April I986)
Takeoff: Thule Air Base, Greenland, 1422 GMT’..- i,..
Landing: Thule Air Base, Greenland, 1814 GMT
Meteorological Conditions: Complex weather situation over North
Greenland and North Canadian Islands. A very strong synoptic-scale storm
over South Greenland and high pressure over Hudson Bay, suggests that the
air mass situated in the Arctic Basin might have been transported across
Greenland. Our flight headed south searching for evidence of such
transport, but instead encountered unexpected clouds. Flight turned
toward Thule, but again encountered clouds; flight abandoned.
-7-
Observations: Since encounters with clouds greatly restricts the
utility of the lidar, an attempt was made to avoid any extensive cloud
layers. Vertical of the nephelometer readings show some "roughness,"
indicating layers of slightly reduced visibility. In general, bgp values
were less than 2x1 0’*3 m’1, with gradually increasing values toward the
surface. The CN and bgp measurements showed some layering, particularly
above 760 mb, where CN values roughly doubled from those at lower
altitudes. Ozone concentrations were reduced near the surface, with
values at altitude of 80-90 ppmv. Some layering of the ozone was also
apparent, particularly at 880 mb. Particulate sulfate was again below
detection level on this flight.
UW Flight 1238 (9 April I986)
Takeoff: Thule Air Base, Greenland, 1700 GMT
Landing: Thule Air Base, Greenland, 2040 GMT
Meteorological Conditions: High pressure over N. Alaska and E.
Greenland, gentle pressure gradients between, with Thule situated in a col.
-8-
Some surface high and low pressure features over Baffin Islands, probably
thermally produced. Weak transport from NW Canada expected; clear skies
to west, some cloud to south, clear and visibility unlimited at takeoff.
Observation: After takeoff, a heavy low-level haze was sampled,
which was homogeneously mixed in the lower troposphere but with
decreased mixing at altitude. This haze was not reflected in the CN
measurements. Occasional light, layered haze was found above 850 mb;
these hazes were observable with the CN counter. A roughly parallel
return flight track showed very similar profiles, both in ascent and
descent. Low-level (about 25 m AGL) aircraft passes over ice near Thule
showed elevated bgn (>4x1 0"5 m’1 ) and CN (>200 cm’3) values; pollution
from Thule was observable as a jump in CN to >500 cm"3. Ozone showed
some layering (associated with CN and bgp fluctuations at altitude), as
well as destruction near the ground (except for the final low-level
passes), with values near 1 00 ppbv at altitude. Particulate sulfate values
were from 1 to 2 p/m’3 in haze regions.
-9-
UW Flight 1 239 (1 1 April I986)
Takeoff: Thule Air Base, Greenland, 1335 GMT
Landing: Thule Air Base, Greenland, 1720 GMT
Meteorological Conditions: Clear and warm (-7 C) at Thule, poor
weather reported at Alert to the north of Thule. A synoptic low was over
North Baffin Islands and an associated front near the East Baffin coast.
Weak high pressure over South Greenland, together with ridging over
Labrador, suggests possible transport of pollution from East Coast of the
U.SA
Observations: Flight proceeded south and then east to fly
perpendicular to the flow from the south. A relatively clean atmosphere
with low bgp at the surface and only a few minor haze layers aloft were
encountered, bgp decreased slightly with height, while CN showed a
stronger increase with height, with substantial CN values (>300 cm"3)
aloft. Lidar images showed some slight haze layers (such as those seen on
the ego profile near 859 mb); some had a wavelike character that appeared
-1 0-
to follow surface features. Ozone profiles did not display the pronounced
low-level destruction present during some other flights; surface values
were rather high, near 1 00 ppbv. Particulate filter samples show sulfate
values near 0.85 ng/m3.
UW Flight 1 240 (13 April I986)
Takeoff: Thule Air Base, Greenland, 1240 GMT
Landing: Thule Air Base, Greenland, 1908 GMT
Instrument Failures: Data reduction-computer failure poses problems
in extracting some data, notably particle size spectra (but it is
recoverable). Complete losses were Omega aircraft position recording,
in-flight voice recording of comments and intercom/radio exchanges, and
all flight data between 1451 and 1 518 GMT (including the early stages of
the spiral descent).
Meteorological Conditions: A very strong (1044 mb) high pressure
over north Canadian Islands dominated much of the polar region. Low
pressure over Labrador and a disturbance over Iceland were the only other
prominent synoptic features. Flow emptying polar basin. Clear at takeoff
-1 1-
with some thin cloud layers between Thule and Alert. Clearer near Alert,
but surface lidar socked in.
Observations: This flight proceeded from Thule to Alert. Ellesmere
Island, for joint research errort with two other AGASP aircraft (the AES
Twin Otter and the NOAA WP-3D) and comparisons with ground
observations at Alert. After takeoff, heavy low-level haze, that was
homogeneously mixed in the lower troposphere and decreasing with
altitude, was sampled. This haze was detected with the nephelometer, but
was not reflected in the CN measurements. Occasional moderate hazes
were found above 850 mb; in these cases, both nephelometer and CN values
showed the presence of haze. A roughly parallel return flight track
showed a very similar profile, suggesting a widespread and persistent
phenomena. Over Alert, a side-by-side spiral with the Twin Otter,
descending from 1 0,000 to 4,500 ft, was carried out for the purposes of
instrument comparison and calibration. The WP-3D aircraft arrived aloft
and carried out concurrent upper-tropospheric measurements. On the
return leg, low-level (about 25 m AGL) passes over the ice pack revealed
elevated bgp (>4x1 0’5 m"1) and CN(>200 cm"3) values. An encounter with
local pollution carried downwind from Thule was easily detectable by high
CN and NO concentrations.
-1 2-
SECTION 2: SELECTED GRAY-SCALE UDAR IMAGES
The SRI lidar was mounted aboard the University of Washington’s
C-131A research aircraft. The following diagrams (provided by Mr. Bruce
Morley of SRI) show the gray-scale outputs of the lidar backscatter return
signal. Dark regions represent aerosol-laden air; ice clouds and
precipitation produce very strong returns that are easily recognizable. A
few of the more obvious haze and cloud cases are indicated on the plots;
further analysis will require the raw digital data.
-13-
range markers: 500mtime ticks: 5 minutes
H Flight 1233aircraft level-------------
surface
-P-
1645 1700 1715 1730
,.3 1233 (cont’d)
1800
2-1 Flight 123-’! 30 March 1986 heavy haze layers
2015 2030 2045 2100
1-1 1234 (cont’d)
2130 2145 2200
opticsadjusted
cloud, precip heavy,, banded haze
1235 (cont’d)0500 0515haze at aircraft level
0530 0545
I’L__gJ-J-ht.J-236 1-2 April 1986_____________fog, stratus
0030 0045 0100 0115 0130
4-3 1236 (cont’ d) cloud, precip||,.^..,|||..I.,.,.A...,.|..|.
0145 0200 0215
4-4
0245 0300 0315 0330
4-5 1236 (cont’d) lyloud
0400
5-1 Flight 1237
0415
4 April 1986 _U_oud,^ice particle^
1515 1530 1545
1730 1745 1800
B-1 Fl ight 1238 9 Apri 1986
1830 1845 1900 1915
g-3 1238 (cont’d) haze layers with waves
1930 1945
M Flight 1239 11 April .1986
2000 2015
cloud
1400 1415 1430 1445
7-2 1239 (cont’d) stratus
1515 1530 1545
1630 1645
1315precip, virga
1330 1345
1430 1445
8-3 1240 (cont’d) haze layersprecip
1530 1545 1600 1615
1630 1645 1700 1715 1730
1745 1800
1900
I(H Flight 1241 14 April 1986 stratus______________________Nze layers
1400 1415 1430 1445 1 500
151 5 1530 545 1600
stratus
Mk0 1630 1645 1700
precip
1730 1745 1800 1815
^ 1241 (cont’d) 11-1 1241 (cont’d)
1900 19151845
121 Flight 1242 15 April 1986 precip
1445 1500 15301515
^1242 (cont’d)
1745 1800 1815
124 242 (cont’d)
1300 315 1330 1345 1400
13-2 1243 (cont’d)mixed haze from plane levelto surface
stratus. ^1111
ww 1415 1430 15001445
haze layerat plane level
1515 1.6001530 1545
13-4 _j 243 (.cont’d)
heavy, banded^^:;":::^1’ .’"::.i:;’.. ::^:;.,;.^;?;?iK;?^:::|;.’::i;’:i::i,.,,.^,,^~<--....--’.’..---:-.w^^g^
haze. layerswith waves
stratiformprecip
surface
wj^-
grecip
0930 0945 1000
14-2 1244 (cont’d)
1115 1130 1145
stratus
16001530 1545
Flight 1246 18-19 April 1986
2300 2315 2330
SECTION 3: VERTICAL PROFILESOFSELECTED PARAMETERS
Vertical profiles of selected perameters measured aboard the C-1 31A
aircraft were produced by averaging measurement, recorded at 1 3 Hz that
were stored on high-density magnetic cartridges. Each dot represents a 2
sec. average of this data; multiple dots at any one point are not allowed
(to prevent the plotter pen from puncturing the paper!). There are certain
quirks in this type of plot that must be understood before any useful
information can be extracted. These profiles are not instantaneous
"snapshots" of the troposphere; they include horizontal variations of the
parameters as well as vertical changes. Most flights tended to be
triangular or "out-and-back," with several changes of altitude, producing
multiple "profiles" within each flight. Flying at a constant altitude
results in a dense mass of dots that might be misinterpreted as enhanced
values of that parameter. Finally, the temperature and dew point plots are
a little confusing, with two parameters plotted on one graph (the original
has blue dots and lines for dew point). Of course, at such low
temperatures the frost point, not the dew point is being measured
(assuming that ice nucleation occurs on the mirror surface, which is
virtually certain). Finally, a word about data accuracy. The most
important pollution parameters (CN and nephelometer values) are quite
-37-
reliable, they have been tested and calibrated in numerous field
experiments. The ozone instrument, however, is a chemiluminescent
(ethylene) device that may have a reduced response at high altitudes.
The dropping of ozone values above about 800 mb may be an instrumental
error. We are currently working on this problem, and should have any
corrections needed worked out soon.
-38-
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} crJ’- [’- ^t..
200 400 600 800 1000
NEPH 1 V 5 PRE SSURE1500- 1720 DESCENT
500 FLIGHT 12394/ 1 1/86
565
630
695 -I4’
7 :y-...760 -J
^:825 4’
’^r >890 ^.V,t
955 r jta&-r1020
0 20 40 60 80 100 1208SP-1 (xl E-6/M)
CNC VS PRESSURE1500-1720 DESCENT
500 r FLIGHT 12391 4/ 1 1/86
565
630
’s^’"695 c.
^760 fyJr r
825 ^ J890 (- /
955
.j*.
1020 ’--’--’--’--’--’--’--’------0 200 400 600 800 1000
CNC (#/CM3)
OZONE VS PRESSURE1335- 1500 ASCENT
FLIGHT 1239 500
4/ 1 1/S6
565
500 r
565
OZ ONE V S PRE S SURE1500- 1720 DESCENT
FLIGHT 12394/ 1 1/86
L630 630 h
.^ 695
UJ
S 760 [inen LLU(X aoc; La. 82-’ r
890
955
102010 20 30 40 50 60
OZONE (PPB)
TEMP S DEW PT VS PRESS
CO2: 695 L
^ 760enLU(Xa- 825
890 \-
955
JL20 30 40
OZONE (PPB)1020
0 10 20 30 40 50 60
OZONE (PPB)
TEMP S DEW PT VS PRESS
500
565
I 630
L 695CD
LU 760acinin ancuj dc;Dda.
890 h
955
1335-1500 ASCENT 500 r
FLIGHT 12394/1 1/86
1500-1720 DESCENT
^O -40 -30 -20 -10
TEMPERATURE C)
-50 -40 -30 -20 -10 0DEW POINT C)
-50 -40 -30 -20 -10DEW POINT C)
0
500
565
NEPH 1 VS. PRESSURE NEPH 1 VS PRE SSURE1240-1451 ASCENT 145 1- 1613 SPIRAL
r FLIGHT 1240 500 j" FLIGHT 1240L 4/13/86 L 4/ 13/86
r ^ r630 [- 630
-’- r"W 695 K^- ^ 695
^K"T’*ks,IU "V. LU
% 760 ^- ^ 760icn ^~ ln "5-.en K w \~ SLU > ’L1J ^j 825 k- .; 825
890
955
1020
Bsp-1 (K1 E-6/M) Bsp-1 (1 E-6/M)
NEPH 1 VS PRESSURE1613-1730 ASCENT
500
565
630
sS 695.
LU
1 ^0inLUocCL 825
890
955
10200
Bsp-1 (H .E-6/M) Bsp-1 (M E-6/M)
^, .^. 890
^-^ 955
X-’,
’’’0 20 40 60 80 100 120
FLIGHT 12404/13/86
aw-.
>-%>t. ^-5. ^ 760< yi.
^a. aj
’^’ Q- 825
"* 890
955
20 40 60 80 100 120
1020
NEPH 1 VS PRESSURE1730-1908 DESCENT
500
565
630 r
s FE^..695 ^i..-,\ ,y*\df.
1020
"<f-’j^^
"A-.
vIXh20 40 60 80 100 120
FLIGHT 12404/ 13/86
..-.’-* ;. :,’H>1.: \\
S;l i..
20 40 60 80 100 120
CNC V ^ l-’HL’^UHC.1240-1451 ASCENT
500
565
630
^ 695
LLI
^ 760LDcnUJ
825
890
955
1020
CNC (#/CMin3)
CNC VS PRESSURE1613-1730 ASCENT
500 r- FLIGHT 1240 500
565
630
^ 695
LU
^ 760eninu
B25
890
955
1020
CNC (#/CM3)
r FLIGHT 1240 500 r
4/ 13/86 L565
630
J"^ 5
^ ^ S 695
7-{ ^ ^..L- ^ 760 ^r^ ;n (I -^ /? i
955
-Vi--i--l--1--I 1020
0 200 400 600 800 1000 0
4/13/86
565
630
f"--<-’ 03
^- S 695
T 5^60
890
955
--’--l--i--l--1--*--’--*---’--* m3n200 400 600 800 1000 l’"-w
Q
T 825 r
890
Ul.LLI1Za- 825
.’
i F< ,
-. }*..
’.v-:
L i\i L v ;3 h ;- L ^ b U H L.1451 1613 SPIRAL
FLIGHT 12404/ 13/86
200 400 600 800 1000CNC ()(/CM*t3)
CNC VS PRESSURE1730- 1908 DESCENT
FLIGHT 12404/13/86
’".^"R
c’.1 1- ’}
200 400 600 800 1000CNC (#/CM#3)
500 r
565 |-
630
OZONE VS PRESSURE1240-1451 ASCENT
FLIGHT 1240 5CO
4/ 13/86
565
630
O Z ONE VS PRE SSURE145 1- 16 13 SPIPAL
FL IGHT 12404/ 13/56
^ 695
UJ
^ 760LDcnLU
825
890
955
CD695 h-
LJ
H ^oinUJdQ- 825
890
955
1020, 10 20 30 40 50 60OZONE (PPB)
102010 20 30 40 50
OZONE (PPB)
.-_j
60
500 (-’L
565i_
630
OZONE VS PRESSURE OZONE VS PRESSURE1613- 1730 ASCENT 1730- 1908 DESCENT
FLIGHT 1240 500 |- FLIGHT 12404/13/86 [ 4/ 13/96
565
630 ’\-
m 695
LU
^ 760 .-[/)enLU
825
890 I-
955
1020
03
10 20 30 40 50 60OZONE (PPB)
695
LU
1- 760inu-i(XQ- 825
890
955
1020
:<--y-’
10 20 30 40 50 60OZONE (PPB)
TEMP S DE’^ P500 r 1240- 1451
555
530
695
760
325
890
955
^O
-50
500 r
565
630
695
760
825
890
955
^SO
VS PRESS
FLIGHT 12404/ 13/8B
PR!
500
565
630
69500
oj 760crui
2 B25crQ-
890
955
T EMP S DE’^ P T V S1451- 16 13 SPIRAL
FLIGHT 12404/13/86
-40 -30 -20 -10
TEMPERATURE C)
0 ^O
-40 -30 -20 -10DEW POINT 0
1613-1730 ASCENTFLIGHT 12404/13/86
-40 -30 -20 -10
TEMPERATURE C)
-40 -30 -20 -10
TEMPERATURE C)
-50 -40 -30 -20 -10DEW POINT C)
-30 -20 -10DEW POINT C)
500
565
630
^ 695
890
955
NEPH 1 VS PRESSURE1330-1630 ASCENT
FLIGHT. 12414/14/86
u760
inenLU
825
1020012020 40 60 80 100
Bsp-1 (1 E-6/M)
NEPH 1 VS PRESSURE1716-1850 ASCENT
FLIGHT 1241 500
4/14/86
565
__________-1----1----1 102040 60 80 100 120 0
BSP-1 OH .E-6/M)200.
NEPH 1 VS PRE SSURE1630- 17 16 SPIRAL
FLIGHT 12414/14/86
20 40 60 80 100 120Bsp-1 (N1 E-6/M)
NEPH 1 VS PRESSURE1850-1950 DESCENT
FLIGHT 12414/14/86
J12040 60 80 100
Bsp-1 (N1 E-6/M)
CNC VS PRESSURE CNC VS PRE SSURE1330-1630 ASCENT
500500 FLIGHT 1241
565
630
695
UJ760
inn
825
890
955
10200 ’200 "400 ’600 800 1000 0 200 40 600- 800 1000
CNC (#/CMt3) CNC (*/CM^3)
CNC VS PRESSURE1716-1850 ASCENT
500
565
630
^ 695
UJ
^ 760inUljj
^ 825
890
955
1020
4/14/86
565
630
> m 695*C
( UJ/- ^ 760
-j
l (n
r (^01(X ooc
I 0. 0<-:1
890
(P 955
m3n
r FLIGHT 1241; 500 r4/14/86
565
^ 695!- \n
825
0 200 400 600 800 1000CNC (#/CMn3)
630
UJS.760inLL)
890
955
1020
-T
-=^.SllS
^kvly
^^ t,
0
1630-1716 SPIRAL
FLIGHT 12414/14/86
-^
I
CNC VS PRESSURE1850-1950 DESCENT
FLIGHT 12414/14/86
l>->’r"T<l-r200 400 600 800 1000
CNC (#/CMn3)
S^-.
OZONE VS PRESSURE1330-1630 ASCENT
FLIGHT 1241 500
4/ 14/86
565
630
OZONE VS PRESSURE1655-1716 SPIRAL
FLIGHT 12414/14/86
^ 695
LU
^ 760enenLU
825
890
955
10 20 30 40 50OZONE (PPB)
OZONE VS PRESSURE1716- 1850 ASCENT
60 ^ O
FLIGHT 1241 ^y4/14/86
10 20 30 40 50 60,
OZONE (PPB)
OZONE VS PRESSURE1850-1950 DESCENT
FLIGHT 12414/14/66
565 h
630
S 695
^ 760-^/.ininLU
825-ji.^S^’fts’SS""-^9r-
890
955
10 20 30 40 50 60 1020OZONE (PPB)
,<ti=r-"-10
"...^.^:*’.r--^y20 30 40 50 60
OZONE (PPB)
TEMP & DE^f PT VS. PRESS1330-1630 ASCENT 500
FLIGHT. 12414/14/86 cfic
FLIGHT 1241 h4/14/86 565 \-565 \-
T EMP S DE ^ P T VS PRE SS1630- 17 16 SPIRAL
FLIGHT 12414/ 14/86
-40 -30 -20 -10 0
TEMPERATURE C)
-40 -30 -20 -10 0DEW POINT C)
1850-1950 DESCENT
FLIGHT 12414/14/86
630 \-
69503S
oj 760CC3en
2 S25ccQ.
890
955
1020,-50 -40 -30 -20 -10 0
TEMPERATURE C)
50 -40 -30 -20 -10
TEMPERATURE C)
-50 -40 -30 -20 -10 0DEW POINT C)
-50 -40 -30 -20 -10 0DEN POINT C)
NEPH 1 VS PRE SSURE1410- 1644 ASCENT
FLIGHT 1242 500
4/15/86
565 ^630
^ 695
LU760
minLU
? 825
NEPH 1 VS PRE SSURE1644-1855 DESCENT
FLIGHT 124;
4/15/86
Q-
890
955
102040 60 80 100 1208sp-l (xl E-6/M)
CNC VS PRESSURE1410-1644 ASCENT
FLIGHT 1242 500 r4/15/86
20 40 60 80 100Bsp-1 (X1 E-6/M)
120
"1CNC VS PRESSURE
1644-1855 DESCENT
FLIGHT 12434/15/86
565 h
630
ffl695f-
LJ
’ 760
825
890
955
0 200 400 600 800 1000 1020
CNC (<t/CMMN3)0 200 400 600 800 1000
CNC (#/CM%x3)
OZONE VS PRE SSURE OZONE VS PRESSURE14 15- 1644 ASCENT 1644-1855 DESCENT
FLIGHT 1242 500 (-4/15/86
500 r-
565
630
FLIGHT 124;
4/15/86
565
630
^ 695 m 695 \-
LULU
Sj 760en(/)UJ
825
760enenUJ
B25
890 h
955
1020 ^ ,^.
890
955’..
60 ^ O 10 20 30 40 50 60OZONE (PP8)
10 20 30 40 50OZONE (PPB)
TEMP S DEW PT VS PRESSTEMP S DEW PT VS PRESS1410-1644 ASCENT 500
FLIGHT 12424/15/86 565
1644-1855 DESCENT
NEPH 1 VS PRE SSURE1655- 1730 DESCENT
825
a
NEPH 1 VS PRESSURE1235-1655 ASCENT
FLIGHT 1243 500
4/ 17/86
565
630
m 695
760=)jiLD+/-1GC3.
890
955
102020 40 60 80 100 120’ 0
Bsp-1 (1 .E-6/M)
CNC VS PRESSURE1235-1655 ASCENT
FLIGHT 1243 500 \4/17/86
565
FLIGHT 12434/ 17/66
20 40 60 80 100 120Bsp-1 (X1 E-6/M)
CNC VS PRESSURE1655-1730 DESCENT
FLIGHT 12434/17/86
630
CD 695
LU760
01enLU
825
890
955
-i 10200 200 400 600 800 1000
CNC (i/CMn3)
^y~-
"’.’.S
-’0 200 400 600 800 1000
CNC (#/CM**3)
500
565
630
OZONE VS PRESSURE1235-1655 ASCENT
FLIGHT 1243 500 r4/17/86
565
630
OZ ONE VS PRESSURE1655- 1730 DESCENT
FLIGHT 12434/17/86
^ 695
^ 760
^ 825
890
955
1020
^ 695
^ 760ininLU
325
890
955
1020
"’V-
^
J!s.
500 r
L
565
630
695
u 760crm{3 825ira.
890
955 h
60 7010 20 30 40 50OZONE (PPB)
10 20 30 40 50 60 70_________OZONE (PP8)__________TEMP S DE^I PT VS PRE SS
1655-1730 DESCENT
FLIGHT 12434/ 17/86
TEMP S OEW PT VS PRESS1235-1655 ASCENT 500
FLIGHT 12434/17/86 565
630 |-
695
^O
m
iii 760.-
enui Q-.acuj 820crQ.
890
955 h
--0 i020^ -^ -30 -20 -10 0
TEMPERATURE C)-40 -30 -20 -10
TEMPERATURE C)
-50 -40 -30 -20 -10 0DEW POINT C)
-50 -40 -30 -20 -10DEW POINT C)
SECTION 4: SELECTED PARTICLE SIZE SPECTRA
These particle size spectra plots represent averages of spectra
obtained through the "free-piston" chamber system aboard the C-1 31 A
aircraft (see Section 8) for the given conditions. Categories include haze,
light haze, no (or slight) haze, and near-surface measurements. The tail of
the distributions (very small size ranges) has considerable uncertainty,
due to the difficulties inherent in measuring very small (0.05 )J.m
diameter) particles.
-61
GREENLAND 1986
CATEGOBIES BASED OM BSP--NO HAZE: BSP < 2 E-5 M-l
LIGHT HAZE: 2 E-5 < BSP < 3 E-5 M-l-HAZE: BSP 2 3 E-5 M-l
19--1
10s
’i 13’-
0 io’
^ 10-\
^3 .^1.10
Itf1
o 5
10-’-
tO-1K
ia-0-r
9’ /<
^o-1
’L?,<^
’i^
0-’ /
"tt f)M’
\ -<
^0’ IC K
-)
>-,-
|UB
n-
^^s "0 u
fn *">’<
3fc
2^
11.
^ (0- K
1.\hT1 (0- /<
’D.w*fc’1’ ^(
|
isr.l.
^0’ K
t**")3’ 1C
10
Ib
M
^^-1 .t
-t10
0J’-0
> ^-<<
i
0
3* ,-* id’1
D."
--1
(1.r40" Ifl* |0’ 10
ttr (iAw}
il-/’^
^i ’r
TOTRL 1 986 SURFRCE (20)
tM
0
8.
0
’ A\ .* S-
* 4
SV -^, t-i
^ ^S’S=* "S-
S0
^SS-
1
---------t--1------1----------1---------it-1+H-H---l 0-3.00 -2.00 -1.00 0.00 1.00 2.00
LOG OIUH1
S
g
;-<
^inw-* ^T
^^0-+ 0
-1
0+
g
+
^,- g
y^ +v -<- -+. gil-t"llnn
1.00 -fc.OO -1.00 i-’dO 1.00 2.00 cl-
LOG 0 IUM1
*
y ’ ^r .’+ ** *
,/ ^-----------t------Hf.---------,---------T*-IH-<M-1.00 -2.00 -1.00 0.00 1.C.U
LOG U IUM>
SECTION 5: SELECTED DATA FROM CHEMICALANALYSIS OF FILTERS
Filter samples were taken from the 1 .5 m3 bag aboard the C-131A
aircraft during periods of interest. Air was pulled through two or three
stage Teflon-lined, stainless steel cassettes, taking approximately 5
minutes per sample. Less than half of the bag was emptied on any given
sample to reduce wall effects. The sequential filters were A) stretched
Teflon for virtually all aerosol particles, B) Nylasorb nylon filters for
HN03 removal, and C) Whatman 41 filter paper permeated with Zn04 for
SO^ removal. After Flight 1 237, the nylon filters were eliminated due to
their high flow resistance, which produced unacceptably long sampling
times. The filters were placed in clean planchets after sampling and were
refrigerated before and after extraction. The extraction was made with
1 0 ml of distilled deionized water, and was followed by ion analysis on a
Dionex 2000i chromatograph.
Table 1 gives flight number, particulate nitrate and sulfate
concentrations, gaseous nitrate from NN03, and gaseous sulfate from SO^
Average pressure, CN count and nephelometer readings for the bag fill
times are also given.
-64-
ION CHEMISTRY ANALYSIS OF FILTERS
Fi lter samples were taken from the .5 m3 bag aboard the ai rcraftduring the periods of interest. Air was pulled through 2 or 3 stage Teflon-ined stainless steel cassetes, taking approximately 5 minutes per sample.
Less than 1/2 of the bag was emptied on any given sample to reduce waleffects. The sequential filters were A) stretched Teflon for virtual ly a1aerosol particles, B) Nylasorb nylon fi lters for HN03 removal and C) whatman41 filter paper permeated with Zn04 for SO^ removal After fl ight 1237 thenylon fitters were el iminated due to their high flow resistance, whichproduced unacceptably long sampling times. The fi ters were placed in cleanplanchets after sampling and were refrigerated before and after extraction.The extraction was made with 10 ml of distilled deionized water, and wasfol lowed by ion analysis on a Dionex 2000i chromatograph.
The table below gives fl ight number, particulate nitrate and sulfate,gaseous nitrate from HN03, and gaseous sulfate from SO^. Average pressure,CN count and nephelometer readings for the bag fil times are given as wel
U.W. PARTICULATE GASEOUS CM h,p PRESSUREFLIGHTNUMB
1233123312341234123712371238123812381239124012401240124012411241124212421242124212431243124312431243124312431244124512451245
ER SULFATE
(ug m-3)2.84+/-.673.15+/-.593.81+/-.703.97+/-.83
1.86+/-.541.49+/-.481.92+/-.532.36+/-.882.26+/-.531.71+/-.771.89+/-.391.69+/-.471.68+/-.652.62+/-.661.87+/-.651.36+/-.641.58+/-.791.98+/-.621.57+/-.671.31+/-.533.06+/-.592.82+/-.631.28+/-.862.64+/-.482.72+/-.671.05+/-.481.89+/-.61.95+/-.54
1.10+/-.49
NITRATE SULFATE NITRATE
(ug m-3) (ug m-3) (jig m-3)19+/-.03 5.67+/-.61.19+/-.02 2.87+/-.55 .44+/-.02.23+/-.03 1.28+/-.64 1.03+/-.03.13+/-.03 5.84+/-.77 .56+/-.03.10+/-.04 .34+/-.04
1.22+/-.48 .10+/.02
.06+/-.02
.06+/-.02
.10+/-.03
.08+/-.02
.10+/-.03
.05+/-.03
.08+/-.03
.09+/-.03
04+/-.02.06+/-.03
.11+/-.02
.10+/-.03 1.20+/-.791.11+/-.44.77+/-.62
.07+/-.02
.07+/-.02 1.78+/-.57
.10+/-.02 .62+/-.50.75+/-.45
(cm-3
681221301491236020012013519214217387
12811314557738084
1239797
10710199
179202230180323103112
(10-5)(m-’)
4.307.046.075.080.501.172.170.923.040.562.311.651.881.322.862.392.701.670.661.931.501.641.601.612.312.362.811.412.542.412.76
(mb)
792.1730.3781.2766.7657.7799.0878.4656.5959.2680.3912.1738.4857.5707.9980.5916.1984.9851.2625.0851.2910.7847.6849.6894.1799.0780.8725.2791.0813.31008.71013.4
-65-
SECTION S: FLIGHTTRACKS
These flight tracks (arrowed lines) were computer-produced from the
continuous outputs of the VLF-Omega navigation system aboard the
C-131A aircraft. The mapping routine makes non-U.S. coastlines on a very
rough scale. Flight 1 240 data was not recorded due to partial computer
failure; the flight track should be very similar to that of Flight 1 241 on
the next day.
-66-
UW Fl ight 1233 30 March 1986 Patrick Henry. Va.-Bangori--^----------i--------------- -----i
[Bangor__ __; 45
1810 GMT
-67-
40
-68-
UW Fl ight 1235 30-31 March 1986 Goose-Frobisher
-69-
UW Fl ight 1236 2 April 1986 Frobisher Bay-Thule
-70-
-71-
DM Fl ight 1238 9 Apri 1986 Thule-Thule
-72-
Partial computer failure during fl ight
resulted in the loss of Omega position
data. The flight track should be verysimilar to that of Flight 1241.
-73-
UU Fl ight 1241 14 Apri 1986______Thule-Thute
-80 -75 -70 -65 -60 -55
-74-
UU Fl ight 124? 5 Apri 1986________Thule-Thule
-75-
UW Fl ight 1243 17 April 1986 Thule-Sondrestromfjor-d
-76-
UW Fl ight 1244 18 April 1986 Sondre-Frobisher
-77-
-78-
SECTION 7: SURFACEWEATHERCHARTS
These charts were taken from the NMC final analysis surface charts.
Contour intervals were increased to 8 mb for clarity. The intent is not to
provide exact synoptic data, but rather to give a feel for the
meteorological conditions present during each flight.
-79-
axrfc ^ ^A^ ^
99I TX APRt^ ^
M l 04 ^n. ftsfc
-83-
\ll 9<\ Aya-ti, (^
-84-
n. t n Apfc-c,. ^
-85-
\^ ^ A?tL |<^
-86-
\Vt. IS- APRTL l^fc
\vk n. AP(^ i^
-88-
SECTIONS: INSTRUMENTATION
A description of the instruments used aboard the University of
Washington’s C-131A aircraft in AGASP II is given below. This is followed
by a description of the characteristics of the SRI Alpha-2 lidar that was
mounted aboard the C-131A aircraft.
-89-
(A) THE UNIVERSITY OF WASHINGTON’S CONVAIR C-131A RESEARCH AIRCRAFT
The University of Washington’s Convair C-131A aircraft is a twin-engine
propeller-driven plane that ie big enough to carry a large instrumentation
payload plus a crew of up to eight persons (the plane was originally a 42-
passenger transport ) The layout of the work stations and major
instrumentation units on the aircraft is shown in Figure 1.
Details on the instrumentation are given in Table 1 where they are
grouped under the following headings navigational and flight
characteristics meteorological cloud physics aerosol cloud and
atmospheric chemistry, remote sensing and data processing and display. The
interrelationships between the scientific crew, the various measurement
systems and the data display and recording systems -are "shown schematically
in Figure 2.
Given below are brief descriptions of the major measurements that can
be obtained with this airborne facility that are of particular importance to
the 1986 AGASP data.
The meteorological instrumentation provides continuous measurements of
air temperature, humidity, horizontal and vertical winds and UV radiation.
Measurements of the physical properties of clouds include: liquid
water content, size spectrum of cloud and precipitation particles, ice
particle concentrations and 2-D imagery of the cloud particles.
Aerosol measurements obtained aboard the aircraft include the size
spectrum of aerosol ( 0.01-45 ^an) the mass and number concentrations of
aerosols and the light-scattering coefficient. Size-segregrated particles
are also collected for chemical analyses through use of a cascade inpactor.
In addition, we obtain measurements of the size spectrum of particles that
-90-
KEY TO FIGURE 1
I) WORK STATIONS
1. Pilot2. Co-pilot3,5,6. Flight Scientist/Meteorologist4. Aerosol Scientist7. Flight Chemist8. Flight Engineer9. Cloud Absorption Radiometer Operator (not used on AGASP flights)
10. Lidar Operator11-16. Landing, Take Off, and Crew Rest Stations
II) LOCATIONS OF MAJOR RESEARCH INSTRUMENTATION UNITS
A. Inverters and power distributionB Scientific situation display including digital and graphical
monitors, analog and digital hard copies, radio and tele-communicationsC. Primary aerosol characterization system
Cl Inlet supplies the grab sampler (free piston chamber)C2 Inlet supplies the heated plenum and Hi Vol sample ports
C3 Inlet supplies the 1.5 m bag sampler and trace gas detectionsystem
D. Trace gas system for NO, NO,, SO,, and 0.,
E. Analyzers for high-resolution measurements of odd-nitrogen species
F. Enclosed 1.5 m bag sampler and aerosol filter systemG. Vacuum pump cabinetH. Data computer and recording systemI. Controls for meteorological sensorsJ. Cloud absorption radiometer (CAR) controls and data recorderK. Scientific supplies, cold-weather gearL. Lidar data systemM. Pod (located on aircraft belly under position 3) for liquid water
sensors. Ice particle counter and PMS FSSP probeN. Under wing mounts for 1 and 2-D PMS cloud and precipitation probes0 Visible and UV net radiometers on the top and bottom of fuselageP. Lidar laser optics through port in bottom of fuselage
-91-
TABLE 1. INSTRUMENTATION ABOARD THE UNIVERSITY OF WASHINGTON’S C-131A
PARAMETER INSTRUMENT TYPE MANUFACTURER RANGE (AND ERROR)
A) NAVIGATIONAL AND FLIGHT CHARACTERISTICS
Latitude and VLF: Omega Littonlongitude, ground navigator LTN-3000speed and hori-zontal winds
Doppler navigatorGround speed anddrift angle
True airspeed
Heading
Bendix modelDRA-12
Variable capacitance Rosemountmodel 831 BA
Gyrocompass King KCS-55A
Pressure altitude Variable capacitance Rosemountmodel 930 BA
Altitude aboveterrain
Radar altimeter AN/APN22
0-300 m/s (+/- 1m/s groundspeedand +/- 1 deg.drift angle)
0-300 m/s (+/- 1m/s & +/- 1 deg)
0-230 m/s 0.2Z)
0-360 deg (+/-0.5Z)
150-1060 mb0.2Z)
0-6 km 5X)
Aircraft position From VLF Omega system In-houseand course plotter
180 ton (1 km)
Angle of attack
Pitch angle
Rate of climb
Potentiometer
Gyroscope
Variometer
RosemountModel 861
Sperry Ml 2
Ball
+/- 23 deg.
+/- 30 deg.
+/- 12 n/s
Used to calculate vertical velocity
B) METEOROLOGICAL
Total air temper-ature
Static air temper-ature
Dew point
Platinum wireresistance
Computer value
Dew/frost conden-sation
Rosemount -70 to 30 deg. CModel 102CY2CG (<0.5 deg. C)+ 414L bridge
In-house -70 to 30 deg. C1 deg. C)
Cambridge -40 to 50 deg. C
systems model (<1 deg. C)TH73-244
-93-
Air turbulence Differential2/3 -1
Meteorology 0 to 10 on s
Research, Inc. <102)Model 1120
Pyranometer(s) Eppley thermopile(one upward and onedownward viewing)
Eppley Labor- 0-1400 W/m (1Z)atory modelPSP
UV radiation-2 -1
Barrier-layer photo- Eppley Labor- 0-70 Jm s
atory model (<5Z)14042
electric cell
Photography 35 mm time-lapse Automax model 1 s to 10 mincamera (aide viewing) GS-2D-111
C) CLOUD PHYSICS
Liquid water
content
Size spectrum ofcloud particles
Forward light-scattering
Diode occultationSize spectrum ofcloud particles
Size spectrum ofprecipitation par-ticles
Images of cloudparticles
Diode occultationimaging
Diode occultationimaging
Images of Precipi-tation particles
Ice particle con- Optical polarizationcentrations technique
Hot wire resistance
Diode occultation
0 to 2 and 0 to 63
Johnson-
Williams ug/m
*Particle Meas- 2 to 47 urn
uring Systems(PMS) Model FSSP
PMS Model OAP- 20 to 300 urn
200X
PMS Model OAP- 300 to 4500 urn200Y
Resolution 25 urn
Resolution 200
PMS Model OAP-2D-C
PMS Model OAP-2D-P
In-house 0 to 1000 I"1(detects parti-cles > 50 urn)
All particle sizes refer to maximum dimensions
D) AEROSOL
Number concen-trations of par-ticles
Light transmission GE Model CNC 102 to 106 cm"3II (particles >.005
^m)
-94-
Number concen-trations of
Rapid expansion Gardner 2xl02 to 107 cm"3
Mass concentration Electrostatic deposi
of particles
Sizes and types ofparticles
Size spectrum ofparticles
Size spectrum ofparticles
Size spectrum ofparticles
Size spectrum ofparticles
tion onto matched os-cillators
Direct impactionin airstream
Electric aerosol anal-yzer
90 deg. light scat-
tering
Forward light scat-tering
Diffusion battery
Thermal Sys- 0.1 to 3000 ug/m’
terns. Inc. (<0.2 ug/m )(TECO) model3205
Greased glass 5 to 100 um
slides
TECO model3030
PMS ModelLAS-200
0.0032 to 1.0 um
0.5 to 11 um
Royco 245 (in- 1.5 to 40 umhouse modified) 1
TECO Model 3040 0.01 to 0.2 um
with in-houseautomatic valvesand sequencing
Size spectrum ofparticles
Size spectrum ofparticles
Size-segregatedconcentrations ofparticles
Light scattering
coefficient
35-120 deg. lightscattering
Forward light scat-
tering
Cascade impactor
Integrating nephelo-
meter
PMS ModelASASP-X
0.09 to 3.0 um(<.007 um)
PMS Model FSSP 2 to 47 um
Sierra Instru- 0.1 to 3 um
ments. Inc. (6 size cuts)
MRI Model 1567 0-1x10" m~ or
(modified for 0-2.5x10" m"increased sta-bility & betterresponse time)
Optical backseat- Lidarter at 1064 nm
SRI, Inc. Vertical resolu-tion of 3 m
E) CLOUD AND ATMOSPHERIC CHEMISTRY
Cloud water sam-ples
Impaction on slottedrods
In-house modi-fication ofASRC (Mohnen)sampler
Bulk cloud watercollection effi-ciency of about40Z
-95-
Particulate andtrace gas chem-istry
Ion-exchange chroma-tography
Dionex model2000i
0.1 to 50 ug/m’
Particulate elemen- Proton-Induced X-tal composition ray Emission (PIXE)
of filter samples
SO.
Ozone
HNO-
NO,, HNO- PAN
Pulsed fluorescence
Chemiluminescence
(0^4)
Nylon filters with
ion-exchange chromato-graphy
Chemiluminescent reac-
tion with luminol
CNL, UC DavisT. A. Cahill
TECO SP43
(modified in-house)
Monitor LabsModel 8410 A
Nylasorb
filters
<100 ng/m formost elements(mass > Na)
1 .0 ppb to 5 ppm
0 to 5 ppm7 ppb)
Variable
Prof. D. Stedman <1 ppt
(D. of Denver)
F) DATA PROCESSING AND DISPLAY
Time Time code generator
Time
Ground communica-tion
Inflight data pro-cessing
Inflight colorgraphics
Recording(digital)
Recording(digital)
Recording (ana-log voice tran-scription with timevoice recording
Radio WWV
FM transceiver
Mini-computer
Micro-computer
Micro-computer direc-ted high-density car-tridge recorder
Floppy disk1
Cassette recorder
Systron Donner
Model 8220
Gertsch RHF 1
Motorola
Computer Auto-omation LSI-III
Apple II
3M
Calcomp Model140C
Radio ShackModel 3C
h, min, s
(1 :105)
min
200 km
-96-
Digital printout Impact printer
Analog strip 6-channel Hi-speed Brushcharts ink recorder Model 260
-97-
FLIGHT SCIENTIST
[^ Chemist Systems Engineer Pilot Co-pilot Aerosol Scientist Meteorologist
Analog StripChart Hardcopy
Digital & graphicalcolor display
DigitalHardcopy
Hydrometeor ImageDisplay & Recording
Graphics generator
Data Processingand Recording
/ telemetry air-to-ground
WWV Receiver Master ClockHydrometeor ImagingDevices (2)25 and 200 pm resolution
Meteorological
pressure
’ temperaturedewpointverticalvelocityhorizontalwinds
(R) UV radiationPyranometers(up anddownward)Cloud absorp-tion radiometernadir tozeni thtime lapsephotography
Aerosol system(automated)
sizing: 0.01-45 pmweighting: 0.1-2 pmAitken nucleiconcentrationDiffusion batteryCCN activity:0.2 1.5XsupersaturatlonIon mobi lityIntegratingnephelometer
Ion conductivity--.----1--..-..-Aerosol system
(manualCascade Impactors
0. 1-3 urn< Multiple fi lter
manifoldAerosol system
j. .-i j "_.Lidar (downwardviewing) at 1Q64 nm
Navigation andFlight Parameters
Omega-VLFNavigation systemDoppler radarRadar altitude(0 7 km)
Heather radar(5 .cm)
VOR/DMETrue airspeedAngle’ of attackHeadingPitch angleVerticalacceleration
Cloud Physics
Liquid watercontent
hydrometeorsize 2-4500 urnIce particleconcentrationElectric Field
Cloud and AtmosphericChemistry
Cloud water samplerH^ concentration
(Liquid phase)
Gaseous sulfurconcentrationSOy Oy NO.
N0^, WOy PAN
concentrationsTotal hydrocarbons
"PosT Fl ight"Capabilities
SO;? Wy C1-. Ha\
K\ N1^. \\Wy SU^,concenlrdLlons
I’j. 2 Sc k’ntlf ic crew, measuring systems and data display and record rig sy^lvmsaboard the University of Washington’s Convatr C-131A rcscnrcli aircraft.
exist interstitially between cloud droplets Clear air ( i. e. cloud-free)
chemical measurements include: SO-, 0- NO, PAN, and post-flight analysis of
filters for SO" NO", NO Cl Na K Mg and NH, Fast time response
detection of odd nitrogen species is accomplished with the devices of Dr.
Don Stedman of Denver University.
Remote sensing of aerosols is accomplished by means of a lidar provided
for this project by SRI, Inc. This lidar operates at 1064 nm with a
vertical resolution of 3 m, and is used in the downward-looking mode to
detect multiple haze and ice layers below aircraft level and to
differentiate between the two.
Finally, we describe briefly below some of the unique facilities aboard
our aircraft for obtaining rapid, high-volume samples of ambient air for
physical and chemical analyses.
Shown in Figure 3 is a schematic of the air sampling systems for the
trace chemical species. A large isokinetic sampling tube (Figure 3a) brings
air samples (containing aerosol and possibly cloud water) into the aircraft
cabin. The cloud water is collected by a large-pore nuclepore filter (not
used in very cold air) but the aerosol passes through the filter. Large
volumes ( 1 5 m ) of the aerosol-laden air can be sampled a lmo s t
instantaneously and fed through a filter manifold. These filters are
subsequently analyzed for water soluble ions.
Shown in Figure 4 is a second high-volume batch sampler aboard the
aircraft that is used for sampling aerosol in clear air and also cloud
interstitial aerosol. The batch sampler consists of a stainless steel
cylinder (90 liters in volume and 1 5 m high) that has a freely-floating
piston. Electric valves control the filling and emptying of ambient air
-99-
-100-
EXHAUST PORT FORTRACE GAS SAMPLER
EXHAUST PORT FORAEROSOL AND CLOUOWATER SAMPLER
I.Sm BAGSAMPLER FORSEQUENTIALAEROSOLSAMPLING
FORFILTRATION(SO;. NO,.HNOg.tte.)
ISOKINET1C AEROSOL ANDCLOUD WATER SAMPLE PROBE
r-CLOUD WATER COLLECTOR(Aerosol posses throughnuclapor* filfr)
TRACE GASSAMPLE PROBE
TRACE GASI- RACK (SOi.f S. N02. NO.L O. MaOa.Liquid Phos)
AEROSOLSIZE
|(0.01 45/tmll
NEPHELOMETER
BATCH SAMPLERFOR AEROSOL
SIZEMEASUREMENTS
To nosf ofaircraft
CLOUD CHEMISTRY WORK TABLE-
yFUSELAGE SKIN
(0
AEROSOL INLET
SAMPLING PORT
ASRC (or Hintznbrg et ol.lCLOUD WATErtSAMPLER-
GUEST RACK(e.g. HIGHSENSITIVITYNOx -HNOsAND NOx-PANANALYZERS)
To nose ofaircraft -i
( b )
Figure 3 Schematic of the air sampl ing systems for aerosol and trace chemicalspecies aboard the Universi ty of Washington’s C-131 research aircraft.
-101-
<J AIR VENT
Figure ! High volume, isokinetic batch sampler aboard the Univers ty ofWashington’ s C-131 research aircraft. This system is used to obtain thesize distribution of aerosol in clear air and between cloud droplets.
samples into and from this cylinder Ram-air pressure forces the piston
upwards filling the cylinder with ambient air and closing the air inlet
valve. Since the piston offers negligible resistance to the inrushing air
( the pressure above the piston is reduced), sampling of particles is close
to isokinetic.
After the cylinder is full, air from its base passes into the various
instruments shown in Figure 4 (and described in Table 1 ) The instruments
shown on the right-hand side of Figure 4 size the particles after any water
on them has been evaporated by passage through a diffusion dryer. Hence,
these instruments provide the size spectra of dry particles from 0.01 to 11
m. The Royco 245, on the other band, measures particles in the size range 2
to 45 m without any drying.
Data recording and reduction is done through a Computer Automation LSI
II mini-computer, supported by Apple II and TRS 80, model 100 micro-
computers. Storage of data is done on high-density cassette, at resolutions
as high as 13 hz (for meteorological and continuous chemistry data)
Additional recording of particle size spectra is made on floppy disks and
comments are typed onto the real-time printout, recorded by voice on the
tape recorder (with automatic time voice recording) or recorded on the
continuous strip chart. Real-time displays and graphics are shown on
multiple color and black-and-white screens.
Data reduction and analysis is performed on a twin LSI II computer and
on a Harris H-800 super-mini computer, both at the Cloud and Aerosol
Research Group’s facility on campus.
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(B) THE SRI ALPHA-2 LIDAR
Transmitter
Wavelength
Pulse energy
Pulse width
Pulse repetitionfrequency
Beam divergence
1.064 urn100 mJ
15 ns
5 pps maximum
2 n rad
Receiver
Telescope
Field of view
Optical filter:
Detector
Logarithmicamplification
14 inch.Dall-Klrkman
4 m rad
bandwidth .0045 urntransmission ,-- 62%nlllcon avalanche photodiode
dynamic range 40 dB,bandwidth 40 MHz
Data System
Backscatter digitization
Processing
Data Recording
Data Display
Sample Interval 0.01 p sec,resolution 8 bits
LSI /23 microcomputer
60 M-byte cartridge tape
Real-time color video display
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