Current and future climate impacts of aviation emissions are quantified using a combination of atmospheric models, surface and satellite observations, and laboratory experiments. IMPACT OF AVIATION ON CLIMATEFAA's Aviation Climate Change Research Initiative (ACCRI) Phase II by Guy P. brasseur, Mohan GuPta, bruce e. anderson, sathya balasubraManian, steven barrett, david duda, GreGG FleMinG, Piers M. Forster, Jan FuGlestvedt, andrew GettelMan, ranGasayi n. halthore, s. daniel Jacob, Mark Z. Jacobson, areZoo khodayari, kuo-nan liou, Marianne t. lund, richard c. Miake-lye, Patrick Minnis, seth olsen, Joyce e. Penner, ronald Prinn, ulrich schuMann, henry b. selkirk, andrei sokolov, nadine unGer, PhiliP wolFe, hsi-wu wonG, donald w. wuebbles, binGqi yi, PinG yanG, and chenG Zhou D uring the course of flight, aircraft burn fuel and emit gases and particles into the atmosphere, primarily at cruise altitudes within the upper troposphere and the lower stratosphere (UTLS).These emissions include carbon dioxide (CO 2 ), water vapor (H 2 O), hydrocarbons (HC), carbon monoxide (CO), nitrogen oxides (NO x or NO + NO 2 ), sulfur oxides (SO x ), and nonvolatile black carbon (BC or AFFILIATIONS: brasseur-Max Planck Institute for Meteorology, Hamburg, Germany, and National Center for Atmospheric Research, Boulder, Colorado; GuPta, halthore, and Jacob-Federal Aviation Administration, Washington, d.c.; anderson and Minnis-nasa Langley Research Center, Hampton, Virginia; balasubraManian and FleMinG-Volpe Center, Department of Transportation, Cambridge, Massachusetts; barrett, Prinn, sokolov, and wolFe-Massachusetts Institute of Technology, Cambridge, Massachusetts; dudassai/nasa Langley Research Center, Hampton, Virginia; ForsterUniversity of Leeds, Leeds, United Kingdom; FuGlestvedt and lundcicero, Norway; GettelMan-National Center for Atmospheric Research, Boulder, Colorado; Jacobson-Stanford University, Palo Alto, California; khodayari*, olsen, and wuebbles-University of Illinois at Urbana-Champaign, Champaign, Illinois; liou-University of California, Los Angeles, Los Angeles, California; Miake-lye and wonG*-Aerodyne Research Inc., Billerica, Massachusetts; Penner and Zhou-University of Michigan, Ann Arbor, Michigan; The impact of these emissions on UTLS has been examined for several decades (Schumann 1994;Brasseur et al. 1998;Penner et al. 1999;Lee et al. 2009 1 Gaseous emissions of SO x and NO x evolve and partially transform into volatile nitrate and sulfate aerosols and those of gaseous HC emissions into semivolatile organic particles, which also contribute to climate change. Particles like sulfates generally have a cooling effect (negative RF) unless they coat soot particles, which exert warming effects. Note that BC particles are normally considered to be the main component of soot particles.Persistent linear contrails produced in the wake of aircraft contribute to net climate warming. Contrailinduced cirrus clouds (AIC) are also expected to affect the solar and terrestrial infrared radiative budget of the atmosphere, but t...

[1] One of the significant uncertainties in understanding the effects of aviation on climate is the effects of aviation emissions on ozone and atmospheric chemistry. In this study the effects of aviation emissions on atmospheric ozone for 2006 and two projections for 2050 are compared among seven models. The models range in complexity from a twodimensional coupled model to three-dimensional offline and fully coupled three-dimensional chemistry-climate models. This study is the first step in a critical assessment and comparison among these model results. Changes in tropospheric O 3 burdens range from 2.

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