By National Research Council, Division on Earth and Life Studies, Environment and Resources Commission on Geosciences, Panel on Atmospheric Effects of Aviation
The NRC Panel at the Atmospheric results of Aviation (PAEAN) was once demonstrated to supply advice to NASA's Atmospheric results of Aviation application (AEAP) via comparing the appropriateness of the program's study plan, appraising the project-sponsored effects relative to the present kingdom of clinical wisdom, settling on key medical uncertainties, and suggesting examine actions prone to decrease these uncertainties.
Over the previous couple of years, the panel has written periodic reports of either the subsonic aviation (Subsonic Assessment-SASS) and the supersonic aviation (Atmospheric results of Stratospheric Aircraft-AESA) parts of AEAP, together with: An period in-between evaluate of the Subsonic evaluate undertaking (1997); An intervening time evaluation of AEAP's Emissions Characterization and Near-Field Interactions parts (1997); An intervening time evaluate of the AESA venture: technological know-how and development (1998); Atmospheric results of aviation: A assessment of NASA's Subsonic overview undertaking (1998). This document constitutes the ultimate assessment of AESA and may be the final document written by way of this panel. the first viewers for those reviews is this system managers and scientists affiliated with AEAP, even supposing in certain cases the themes mentioned are of curiosity to a much wider audience.
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Extra resources for A Review of NASA's 'Atmospheric Effects of Stratospheric Aircraft' Project
For example, the EI (Nox)3 of the only current HSCT, the 3NOx represents the sum of nitric oxide (NO) and nitrogen dioxide (NO2), and the emission index for NOx is noted as EI (NOx). By convention, EI (NOx) is calculated as if it is all in the form of NO2. , 1995). A long-term goal of NASA's High Speed Research (HSR) program has been development of an HSCT with an EI (NOx) of 5. Because this goal will require new engine designs, and success is not guaranteed, the current AESA assessment studies employed EI (NOx) values of 5, 10, and 15 to capture the range of NOx emissions that might result from the new HSCT aircraft.
The change with latitude of the measured ozone trend (due to halogen chemistry) is not in close accord with the assessment models, and it is unclear whether this discrepancy can be explained by deficien- Page 21 cies in the representation of polar processing, or whether some processes at the mid-latitudes are poorly represented or missing. It will be important to re-examine this data in light of the recent revisions in the models discussed above. Some of the remaining issues pertinent to gas phase kinetics, including possible missing chemistry and final resolution of the NOx/NOy issue, may be addressed in the context of other research programs and may not require an aircraft-focused effort.
New laboratory kinetic studies continue to provide improvements in rate constants applied in these models. , in press), while the curves correspond to mean age profiles from the GSFC (dashed) and Monash1 (solid) models. , 1999. Page 20 Views on the accuracy of the representation of photochemistry used in the AESA assessment models have evolved over time. , for NOx/NOy determined in a stratosphere strongly perturbed by aerosol from the Mt. Pinatubo eruption. More recent measurements, long after the eruption, indicate important discrepancies that were not apparent earlier.