The effects of aircraft on climate and pollution. Part I: Numerical methods for treating the subgrid evolution of discrete size- and composition-resolved contrails from all commercial flights worldwide

Jacobson, Mark Z.; Wilkerson, Jordan; Naiman, A. D.; Lele, Sanjiva K.

doi:10.1016/j.jcp.2011.03.031

Cited by 36 publications

(50 citation statements)

References 47 publications

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“…Righi et al (2013) reported a cooling effect of similar magnitude by aviation sulfate aerosols as in this study. Simulations using GATOR-GCMOM (Gas, Aerosol, Transport, Radiation, General-Circulation, Mesoscale, and Ocean Model) (Jacobson et al, 2011(Jacobson et al, , 2013 found a warming effect. The treatment of aviation soot in the parameterization can also lead to very different conclusion of their impact.…”

Section: Discussionmentioning

confidence: 99%

Simulated 2050 aviation radiative forcing from contrails and aerosols

Chen

Gettelman

2016

Atmos. Chem. Phys.

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Abstract. The radiative forcing from aviation-induced cloudiness is investigated by using the Community Atmosphere Model Version 5 (CAM5) in the present (2006) and the future (through 2050). Global flight distance is projected to increase by a factor of 4 between 2006 and 2050. However, simulated contrail cirrus radiative forcing in 2050 can reach 87 mW m −2 , an increase by a factor of 7 from 2006, and thus does not scale linearly with fuel emission mass. This is due to non-uniform regional increase in air traffic and different sensitivities for contrail radiative forcing in different regions.CAM5 simulations indicate that negative radiative forcing induced by the indirect effect of aviation sulfate aerosols on liquid clouds in 2050 can be as large as −160 mW m −2 , an increase by a factor of 4 from 2006. As a result, the net 2050 radiative forcing of contrail cirrus and aviation aerosols may have a cooling effect on the planet. Aviation sulfate aerosols emitted at cruise altitude can be transported down to the lower troposphere, increasing the aerosol concentration, thus increasing the cloud drop number concentration and persistence of low-level clouds. Aviation black carbon aerosols produce a negligible net forcing globally in 2006 and 2050 in this model study.Uncertainties in the methodology and the modeling are significant and discussed in detail. Nevertheless, the projected percentage increase in contrail radiative forcing is important for future aviation impacts. In addition, the role of aviation aerosols in the cloud nucleation processes can greatly influence on the simulated radiative forcing from aircraft-induced cloudiness and even change its sign. Future research to confirm these results is necessary.

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Section: Discussionmentioning

confidence: 99%

Simulated 2050 aviation radiative forcing from contrails and aerosols

Chen

Gettelman

2016

Atmos. Chem. Phys.

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“…Horizontal and vertical transport are also calculated at the global grid scale. Details of these calculations are described by Jacobson et al (2010).…”

Section: Climate Model Interfacementioning

confidence: 99%

“…Over the lifetime of a long-lived line contrail (e.g., five hours), such a particle would therefore descend approximately 200 m -on the same order as the initial vertical depth of an SPM segment in the model. The focus of the SPM as used in Jacobson et al (2010) is to simulate line contrails. While it is true that a small number of particles grow to much larger sizes in line contrails and young cirrus clouds (as reported in the references above), the typical particle is less than 20 µm in diameter and does not descend significantly over the typical line contrail lifetime.…”

Section: Applicability To Contrailsmentioning

confidence: 99%

Parameterization of subgrid plume dilution for use in large-scale atmospheric simulations

et al. 2010

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Abstract.A new model of plume dynamics has been developed for use as a subgrid model of plume dilution in a largescale atmospheric simulation. The model uses mean wind, shear, and diffusion parameters derived from the local largescale variables to advance the plume cross-sectional shape and area in time. Comparisons with a large eddy simulation of aircraft emission plume dynamics, with an analytical solution to the dynamics of a sheared Gaussian plume, and with measurements of aircraft exhaust plume dilution at cruise altitude show good agreement with these previous studies. We argue that the model also provides a reasonable approximation of line-shaped contrail dilution and give an example of how it can be applied in a global climate model.

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“…As submicron particles, gas turbine engine particle material (PM) emissions may potentially impact human health (Stettler et al 2011;Levy et al 2012), local air quality (Dodson et al 2009;Arunachalam et al 2011;Hsu et al 2011Hsu et al , 2012Zhu et al 2011), and global climate (Lee et al 2010;Dallara et al 2011;Dorbian et al 2011;Jacobson et al 2011;Unger 2011). Since aircraft use is predicted to increase in the coming decades (Lee et al 2009) and since post-treatment of aircraft engine exhaust is not feasible, better understanding of the combustion emissions is required so that the potential impacts can be properly accounted for in atmospheric models and to improve aircraft combustor designs.…”

Section: Introductionmentioning

confidence: 99%

Composition and Sources of the Organic Particle Emissions from Aircraft Engines

Timko

Albo

Onasch

et al. 2013

Aerosol Science and Technology

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We report a positive matrix factorization (PMF) analysis of organic particulate material (PM) emissions of aircraft engine exhaust that includes data from five different aircraft engines and two different fuels (petroleum jet fuel and a Fischer-Tropsch fuel) collected over three field missions. PMF of aerosol mass spectrometer (AMS) data was used to identify six distinct factors: two lubrication oil factors, two aliphatic factors, an aromatic factor, and a siloxane factor. Of these, the lubrication oil factors and the siloxane factor were noncombustion sources. The siloxane factor was attributed to silicone tubing used in the sampling system deployed in one of the three missions included in this study, but not the other two. The two lubrication oil factors correlate with the two different lubrication oils used by the aircraft engines evaluated in this study (Mobil II and Air BP) as well as minor differences presumably due to variation in the blend stocks, temperature history, and analytical factors. Overall, the sum of the aliphatic and aromatic factors decreased with increasing power, as expected based on known trends in VOC emissions. The aliphatic #1 factor correlated with soot emissions, especially at power conditions where EI m -soot was greater than Received 26 June 2013; accepted 11 October 2013. The authors thank NASA for leading the APEX-3 and AAFEX measurement activities and for supporting our participation in AAFEX-1 (NRA # NNC07CB57C). FAA (via Missouri University of Science and Technology) supported our participation in AAFEX-2. NASA DAOF and Cleveland Hopkins Airport were gracious hosts for the field measurement campaigns. Discussions with Kathy Tacina, Chris Heath, Bruce Anderson, and Andreas Beyersdorf helped guide our analysis and discussion of our results. Scott Herndon's efforts made sure that Aerodyne's involvement in the APEX-3 and AAFEX campaigns were successful. Berk Knighton generously shared his PTR-MS benzene measurement data. Ezra Wood (APEX-3 and AAFEX) and Jon Franklin (AAFEX-2) were valuable team members who contributed to preparation, execution, and analysis efforts. John Jayne developed AMS operating procedures used in this study and advised the team during the data analysis effort.Address correspondence to Richard C. . The aliphatic factor #2 mass spectrum shared some similarities with ambient aerosol organic PM present during the tests and correlated most strongly with dilution levels, two observations that suggest that aliphatic #2 contains components found in ambient aerosol. The aromatic factor correlated with benzene emissions, especially at low power conditions were EI m -benzene was greater than 0.03 mg kg ?1 . Our results improve the current understanding of aircraft PM composition.

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The effects of aircraft on climate and pollution. Part I: Numerical methods for treating the subgrid evolution of discrete size- and composition-resolved contrails from all commercial flights worldwide

Cited by 36 publications

References 47 publications

Simulated 2050 aviation radiative forcing from contrails and aerosols

Simulated 2050 aviation radiative forcing from contrails and aerosols

Parameterization of subgrid plume dilution for use in large-scale atmospheric simulations

Composition and Sources of the Organic Particle Emissions from Aircraft Engines

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