Lyons Department Seattle. Reportcarg.atmos.washington.edu/sys/research/archive/agasp...Section 1...

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.

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.

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

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

< 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

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

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,..

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.

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

Meteorological Conditions: High pressure over N. Alaska and E.

Greenland, gentle pressure gradients between, with Thule situated in a col.

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.

UW Flight 1 239 (1 1 April I986)

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

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

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)

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

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.

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.

range markers: 500mtime ticks: 5 minutes

H Flight 1233aircraft level-------------

surface

1645 1700 1715 1730

,.3 1233 (cont’d)

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

0245 0300 0315 0330

4-5 1236 (cont’d) lyloud

5-1 Flight 1237

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

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

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

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

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.

;NC VS PRESSURENEPH 1 VS PRESSUREENTIRE FLIGHT

FLIGHT 1233 500

3/30/86

ENTIRE FLIGHT

OZONE VS PRESSUREINSTRUMENT PROBLEMS IN FLIGHT

FLIGHT 12333/30/86

0 5000 10000 15000 20000 25000CNC (iK/CM^3)

TEMP S DEW PT VS P500 r ENTIRE FLIGHT

FLIGHT 1233

UJcrin

uj -825IXa.

-20 -10 0 10

TEMPERATURE C)

m 695 r\

^ 76001inUJ

FLIGHT 1233/30/S6

^ ,;’’..\ "’’*-..’"x< /

,> ^(7 \

\ f< -, , ..

^ 760eninLU

’’f

15 30 45 60 75OZONE (PPB)

-30 -20 -10 0 10 20DEW POINT C)

NEPH 1 VS PRESSURE CNC V S PRE SSUREENTIRE FLIGHT E^I^ FLIGHT

,|i 695

^ 750en(HLU

OZONE VS PRESSURE^ENTIRE FLIGHT

^ 760yiinLU

^ ’"^O -20 -10 0 10 20

DEW POINT C)

FLIGHT, 1234 500

3/30/86

:"% ’**- LU"^’-. ...^-:’- 760

^ ^. 825’’*."

’.’?:’,.’l: 890";

’.i-’’"*\

’- ^ 955*.:

fi""’’ *.

O1-’ ’30 ’60 ’90 ’120 15010-0

0 2000 ,, 4000^|000 ouuu

8SP-1 (K1 E-6/M) CNC (#/CM^3)

r FLIGHT 12343/30/86 565

^ uj 760-afc. cr

....j- >; yi

-’wr’^iUP^’*****’ Ltj -825

^ ^ ?-^ ’y,. Q.

-^ A*?’ -’’..< 390

t ^ -<;.!

3 20 40 60 80 100OZONE (PPB) 3(

FLIGHT 12343/30/86

^.....:::"’ --< Up -’ ’-n"’’ -;*"

.-----------------1

TEMP S DEW PT VS P1- ENTIRE FLIGHT

FLIGHT 12343/30/86

B. ^.tt-*’tt^f \>

.p j-^1^-^S^^|L

^ l^^^^^^ "^^s.\ \ ’"’ v\ ^- \k \

’<:’*<, %*

u ^ ^<’ ,)’.< \

TEMPERATURE C)

3 -20 10 0 10 20

NEPH 1 VS PRESSURE C NC V S PRESSUREENTIRE FLIGHTENTIRE FLIGHT

500FLIGHT 12353/31/86

^ 760enenLU

FLIGHT 12353/30/86

OZONE VS PRESSUREENTIRE FLIGHT 500 (-

FLIGHT 12353/30/86

TEMP S DEW PT VS PRESS

400 600 800 1000CNC ()1/CM%3)

^ 760eninLU

10200 20 40 60 80 100 12C

BSD-1 (M E-6/M),......

S^B&BR*?---. .:....^^.^.,.-JfaB^&^lt----’-’- -<-4^ W

^’*-;;l-a^ ....---"

^’"-^.’’^ "’’’?

f: ^i: i^-1---l---

ENTIRE FLIGHT

^ 760 (-!cn:LD.LJ. 825

.^- .r.^;^...T-?>"- ;^.*-

10 20 30 40 50OZONE (PPB)

-50 -40 -30 -20 -10DEW POINT C)

NEPH 1 VS PRESSUREENTIRE FLIGHT

FLIGHT 1236 500 r4/01/86

565565 h

CNC VS PRESSUREENTIRE FLIGHT

FLIGHT 12364/0 1/86

CD 695

^ 760 ^-uiinLU

? 8250.

20 40 60 80 100 120 1020

Bsp-1 (X1 E-6/M)

OZONE VS PRESSUREENTIRE FLIGHT

FLIGHT 12364/01/86

200 400 600 800 100C..CNC_(#/CM^3)

TEMP S DEW PT VS PENTIRE FLIGHT

FLIGHT 12364/0 1/86

565 \-

uj 760(T

2 B25crQ-

^O10 20 30 40 50 60

OZONE (PPB)

-40 -30 -20 -10 0

TEMPERATURE C)

-40 -30 -20 10 0

DEW POINT C)-50

NEPH 1 V5 PRESSURE1422- 1555 ASCENT

NEFH 1 V S PRE SSURE1555- 1814 DESCENT

FLIGHT 12374/04/86

102020 40 60 80 100 120 0

Bsp-1 (M E-6/M)

CNC VS PRESSURE1422-1555 ASCENT

40 60 80 100 120Bsp-1 (^l E-6/M)

CNC VS PRESSURE1555-1814 DESCENT

LOcnLU

FLIGHT 12374/04/86

r """i.~SBsff

(^Jf- 200 400 600 800 1000

CNC (#/CM3)

3S 695

1 7BO01LLIcr.CL 825

FLIGHT 12374/04/86

C..t-"

4i. .^-i

200 400 600 800 1000CNC (#/CMt3)

O ZONL \/ S PHE SSUnL1422- 1555 ASCENT

U Z jNc V S ^b SS^L1555- 15 14 QE3CENT

FLIGHT 1237 5004/04/86

FLIGHT 12374/04/86

rII ^o p

825 L[

CDS 695

I 760(/)LU(Ta- S25

955 [-

102060 00 10 20 30 4Q 50

OZONE (PPB)10 20 30 40 50 60

OZONE (PPB)

TEMP S DE^I PT VS PRESSTEMP’STE^ PT VS PRESS500 1422-1555 ASCENT 500 r

1555-1814 DESCENTFLIGHT 1237 FLIGHT 1237

4/04/864/04/86565

u 760cr3-U)(/ ancUj 32-)czQ.

955 \-

^ fl25a.

0| io20^Q -40 -30 -20 ,-10

TEMPERATURE C)w0^ -40 -30 -20 -10

TEMPERATURE C)0

-50 -40 -30 -20 -10 03EW POINT C)

-50 -40 -30 -20 -10 0DEW POINT C)

565 [-630

^ 695 r

^ 760Ln Lin Lu825

NEPH 1 V S PRESSURE1700- 1835 ASCENT

FLIGHT. 1238 5004/09/86

630 1-

T s^ 3: 695 h-f [

^f. UJ

-^’ 1 760 [-<., en

’-; UJ<t CC

-^Q- 825

^V.y 890-fl"1""...>--;,,. 955

..^...

.. [20 40 60 80 100 120 ^^ Q

Bsp-1 (1 E-6/M)

FLIGHT 1238 5004/09/86

^- L^ ;1 695w

^. ^LL)

<^ S 760

S aS (X

a- 825

5- 955

0 200 400 600 800 1000 i020

CNC (/CM3)

NEPH 1 V S PRE SSURE1835-2040 DESCENT

FLIGHT 12384/09/96

S.’S

r <"’.^’’"TTWo- A--i---!

20 40 60 80 100 120Bsp-1 (X 1 E-6/M)

FLIGHT 12384/09/86

^<a?- -....-

’. ">"""""~}-

T5^-,- r , >0 200 400 600 800 1000

CNC (#/CM3)

O ZONE VS PRE SSURE1655- 1835 ASCENT

OZONE V S PRE SSURE1835-2CMO DESCENT

FLIGHT 123q 500 i-

4/09/86

565 LFLIGHT 12384/09/86

m^ 695 r

^ r^ 760 henUJ h(XQ- 825

890 \-

10 5020 30 40OZONE (PPB)

TEMP S DEl^ P T VS PRESS1655- 1835 ASCENT

FLIGHT 123B4/09/86

60 102010 20 30 40 50 60

OZONE (PPB)

TEMP S DE^ P T VS PRE SS1835-2040 DESCENT

~-50 -40 -30 -20 -10

TEMPERATURE 0-30 -20 ’-10TEMPERATURE C)

-40 -30 -20 -10 0DEW POINT C) -50 -40 -30 -20 -10 0

DEW POINT C)

NEPH 1 VS PRESSURE1335-1500 ASCENT

500 FLIGHT 1239

S 695sLU

^ 760enLDLU; 925

955 ?^-1020

m 695^^,

inenuj

CNC (#/CM*3)

4/ 1 1/86

\~ LUcrr>

0 20 40 60 80 100 120Bsp-1 (1 E-6/M)

FLIGHT 12394/1 1/86

1/ UJ/ (I

( ^? tnI aj

} crJ’- [’- ^t..

200 400 600 800 1000

NEPH 1 V 5 PRE SSURE1500- 1720 DESCENT

500 FLIGHT 12394/ 1 1/86

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)

500 r FLIGHT 12391 4/ 1 1/86

’s^’"695 c.

^760 fyJr r

825 ^ J890 (- /

1020 ’--’--’--’--’--’--’--’------0 200 400 600 800 1000

CNC (#/CM3)

OZONE VS PRESSURE1335- 1500 ASCENT

FLIGHT 1239 500

4/ 1 1/S6

OZ ONE V S PRE S SURE1500- 1720 DESCENT

FLIGHT 12394/ 1 1/86

L630 630 h

.^ 695

S 760 [inen LLU(X aoc; La. 82-’ r

102010 20 30 40 50 60

OZONE (PPB)

CO2: 695 L

^ 760enLU(Xa- 825

890 \-

JL20 30 40

OZONE (PPB)1020

0 10 20 30 40 50 60

OZONE (PPB)

L 695CD

LU 760acinin ancuj dc;Dda.

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)

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

Bsp-1 (K1 E-6/M) Bsp-1 (1 E-6/M)

sS 695.

1 ^0inLUocCL 825

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

>-%>t. ^-5. ^ 760< yi.

^a. aj

’^’ Q- 825

"* 890

20 40 60 80 100 120

NEPH 1 VS PRESSURE1730-1908 DESCENT

s FE^..695 ^i..-,\ ,y*\df.

"<f-’j^^

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

^ 760LDcnUJ

CNC (#/CMin3)

500 r- FLIGHT 1240 500

^ 760eninu

CNC (#/CM3)

r FLIGHT 1240 500 r

4/ 13/86 L565

^ ^ S 695

7-{ ^ ^..L- ^ 760 ^r^ ;n (I -^ /? i

-Vi--i--l--1--I 1020

0 200 400 600 800 1000 0

4/13/86

f"--<-’ 03

^- S 695

T 5^60

--’--l--i--l--1--*--’--*---’--* m3n200 400 600 800 1000 l’"-w

T 825 r

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)

565 |-

OZONE VS PRESSURE1240-1451 ASCENT

FLIGHT 1240 5CO

4/ 13/86

O Z ONE VS PRE SSURE145 1- 16 13 SPIPAL

FL IGHT 12404/ 13/56

^ 760LDcnLU

CD695 h-

H ^oinUJdQ- 825

1020, 10 20 30 40 50 60OZONE (PPB)

102010 20 30 40 50

OZONE (PPB)

500 (-’L

OZONE VS PRESSURE OZONE VS PRESSURE1613- 1730 ASCENT 1730- 1908 DESCENT

FLIGHT 1240 500 |- FLIGHT 12404/13/86 [ 4/ 13/96

630 ’\-

^ 760 .-[/)enLU

890 I-

10 20 30 40 50 60OZONE (PPB)

1- 760inu-i(XQ- 825

:<--y-’

10 20 30 40 50 60OZONE (PPB)

TEMP S DE’^ P500 r 1240- 1451

VS PRESS

FLIGHT 12404/ 13/8B

oj 760crui

2 B25crQ-

T EMP S DE’^ P T V S1451- 16 13 SPIRAL

FLIGHT 12404/13/86

-40 -30 -20 -10

TEMPERATURE C)

-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)

FLIGHT. 12414/14/86

inenLU

1020012020 40 60 80 100

Bsp-1 (1 E-6/M)

FLIGHT 1241 500

4/14/86

__________-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

10200 ’200 "400 ’600 800 1000 0 200 40 600- 800 1000

CNC (#/CMt3) CNC (*/CM^3)

^ 760inUljj

4/14/86

> m 695*C

( UJ/- ^ 760

r (^01(X ooc

I 0. 0<-:1

(P 955

r FLIGHT 1241; 500 r4/14/86

^ 695!- \n

0 200 400 600 800 1000CNC (#/CMn3)

UJS.760inLL)

-=^.SllS

1630-1716 SPIRAL

FLIGHT 12414/14/86

l>->’r"T<l-r200 400 600 800 1000

CNC (#/CMn3)

FLIGHT 1241 500

4/ 14/86

OZONE VS PRESSURE1655-1716 SPIRAL

FLIGHT 12414/14/86

^ 760enenLU

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

^ 760-^/.ininLU

825-ji.^S^’fts’SS""-^9r-

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.

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

NEPH 1 VS PRE SSURE1644-1855 DESCENT

FLIGHT 124;

4/15/86

102040 60 80 100 1208sp-l (xl E-6/M)

FLIGHT 1242 500 r4/15/86

20 40 60 80 100Bsp-1 (X1 E-6/M)

"1CNC VS PRESSURE

1644-1855 DESCENT

FLIGHT 12434/15/86

ffl695f-

’ 760

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-

FLIGHT 124;

4/15/86

^ 695 m 695 \-

Sj 760en(/)UJ

760enenUJ

1020 ^ ,^.

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

FLIGHT 1243 500

4/ 17/86

760=)jiLD+/-1GC3.

102020 40 60 80 100 120’ 0

Bsp-1 (1 .E-6/M)

FLIGHT 1243 500 \4/17/86

FLIGHT 12434/ 17/66

20 40 60 80 100 120Bsp-1 (X1 E-6/M)

FLIGHT 12434/17/86

CD 695

01enLU

-i 10200 200 400 600 800 1000

CNC (i/CMn3)

"’.’.S

-’0 200 400 600 800 1000

CNC (#/CM**3)

FLIGHT 1243 500 r4/17/86

OZ ONE VS PRESSURE1655- 1730 DESCENT

FLIGHT 12434/17/86

^ 760ininLU

"’V-

u 760crm{3 825ira.

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 |-

iii 760.-

enui Q-.acuj 820crQ.

--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.

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

’i 13’-

0 io’

^ 10-\

^3 .^1.10

10-’-

ia-0-r

9’ /<

’L?,<^

0-’ /

"tt f)M’

^0’ IC K

^^s "0 u

fn *">’<

^ (0- K

1.\hT1 (0- /<

’D.w*fc’1’ ^(

isr.l.

^0’ K

t**")3’ 1C

^^-1 .t

0J’-0

> ^-<<

3* ,-* id’1

(1.r40" Ifl* |0’ 10

ttr (iAw}

il-/’^

^i ’r

TOTRL 1 986 SURFRCE (20)

’ A\ .* S-

SV -^, t-i

^ ^S’S=* "S-

---------t--1------1----------1---------it-1+H-H---l 0-3.00 -2.00 -1.00 0.00 1.00 2.00

LOG OIUH1

^inw-* ^T

^^0-+ 0

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.

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

.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

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

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

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.

UW Fl ight 1233 30 March 1986 Patrick Henry. Va.-Bangori--^----------i--------------- -----i

[Bangor__ __; 45

1810 GMT

UW Fl ight 1235 30-31 March 1986 Goose-Frobisher

UW Fl ight 1236 2 April 1986 Frobisher Bay-Thule

DM Fl ight 1238 9 Apri 1986 Thule-Thule

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.

UU Fl ight 1241 14 Apri 1986______Thule-Thute

-80 -75 -70 -65 -60 -55

UU Fl ight 124? 5 Apri 1986________Thule-Thule

UW Fl ight 1243 17 April 1986 Thule-Sondrestromfjor-d

UW Fl ight 1244 18 April 1986 Sondre-Frobisher

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.

axrfc ^ ^A^ ^

99I TX APRt^ ^

M l 04 ^n. ftsfc

\ll 9<\ Aya-ti, (^

n. t n Apfc-c,. ^

\^ ^ A?tL |<^

\Vt. IS- APRTL l^fc

\vk n. AP(^ i^

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.

(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

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

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

+/- 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

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

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

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

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

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-segregatedconcentrations ofparticles

Light scattering

coefficient

35-120 deg. lightscattering

Forward light scat-

tering

Cascade impactor

Integrating nephelo-

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

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

NO,, HNO- PAN

Pulsed fluorescence

Chemiluminescence

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

Ground communica-tion

Inflight data pro-cessing

Inflight colorgraphics

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

Calcomp Model140C

Radio ShackModel 3C

h, min, s

(1 :105)

200 km

Digital printout Impact printer

Analog strip 6-channel Hi-speed Brushcharts ink recorder Model 260

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

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

AEROSOL INLET

SAMPLING PORT

ASRC (or Hintznbrg et ol.lCLOUD WATErtSAMPLER-

GUEST RACK(e.g. HIGHSENSITIVITYNOx -HNOsAND NOx-PANANALYZERS)

To nose ofaircraft -i

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.

<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.

(B) THE SRI ALPHA-2 LIDAR

Transmitter

Wavelength

Pulse energy

Pulse width

Pulse repetitionfrequency

Beam divergence

1.064 urn100 mJ

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

Lyons Department Seattle. Reportcarg.atmos.washington.edu/sys/research/archive/agasp...Section 1...

Documents

Lyons - Semántica Lingüística.pdf

Lyons' Memorial Site. The Lyons' Memorial Site for Airborne Brothers

Mary Ross Lyons Cairnsgrandlakehistory.org/wp-content/...Scetch-written-by-Mary-Lyons-Cair… · Mary Ross Lyons Cairns Biographical Sketch written by Mary Lyons Cairns (in quotes)

754Su-bhuti.. includinglegendaryIndianpersonagesasre-incarnations,aswell asthefollowingsixTibetans,thefourthofwhichisusullyheldto bethefirstoftheTashi-lhunpoGrandLamas.As,however,Tashi"

Minnie C. Lyons

Jeremiah Washington Lyons and Minnie Jane Barker Lyons · Children of JAMES LYONS and SARAH MAUK are, i LYONS, b. 1874. ii, b. February01, 1877. iiL JOSEPfiBLYONS,b. Descendants of

TOWN OF LYONS - lyonsparksmp.com · town of lyons limits lyons valley river park mcconnell ponds pocket park bohn park lyons to boulder trail st. vrain greenway trail sandstone park

Lyons Andelle

United Kingdom aswell

Lyons 4010077

Introduction - Julia Computing · The“LaunchLocalJulia”buttonwilllaunchanewchildJuliaprocess,aswell asstartaJuliaInXLserverprocessthatlistensonthecurrentlydeﬁnedTCP endpoint

Lyons House

Frank Lyons

Ethan And Chazs Film Techniques Slideshow, And Were Cool Aswell

Cabaña Lyons

LYONS VILLAGE · 23236-23248 Lyons Avenue | Santa Clarita | CA Spectrum Commercial Real Estate, Inc. presents Lyons Village, a premier mixed-use building on Lyons Avenue. Lyons Village

Ccp2011 6 lyons

John & Josh Lyons Certification Program · PDF fileJohn & Josh Lyons Certification Program . The John & Josh Lyons Certification Program is designed to teach the Lyons’ conditioned-response

William & Mary Lyonswilliammarylyons.com/yahoo_site_admin/assets/docs/nunda...rnarrlage: Bessie (Lyons) Schuster, Richard Lyons, John Lyons, Nelle (Lyons) Mailand, and Mary (Lyons)

LYONS TALES