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The role of vibrationally excited oxygen and nitrogen in the D and E regions of the ionosphere

In this paper we present the results of a study of the effect of vibrationally excited oxygen, O*2, and nitrogen, N*2, on the electron density, Ne, and the electron temperature, Te, in the D and E regions. The sources of O*2 are O-atom recombination, the photodissociation of O3, and the reaction of O3 with O at D region altitudes. The first calculations of O*2( j) number densities, Nj, are obtained by solving continuity equations for the models of harmonic and anharmonic oscillator energy levels, j=1-22. It is found that day time values of Nj are less than nighttime values. We also show that the photoionization of O*2 ( j ≥ 11) by Lα-radiation has no influence on the D region Ne. In the nighttime D region the photoionization O*2 ( j ≥ 11) by scattered Lα-radiation can be a new source of O+2. We show that the N*2 and O*2 de-excitation effect on the electron temperature is small in the E region of the ionosphere and cannot explain experimentally observed higher electron temperatures.
A Monte Carlo simulation of the effect of ion self-collisions on the ion velocity distribution function in the high-latitude F-region

Non-Maxwellian ion velocity distribution functions have been theoretically predicted and confirmed by observations, to occur at high latitudes. These distributions deviate from Maxwellian due to the combined effect of the E×B drift and ion-neutral collisions. The majority of previous literature, in which the effect of ion self-collisions was neglected, established a clear picture for the ion distribution under a wide range of conditions. At high altitudes and/or for solar maximum conditions, the ion-to-neutral density ratio increases and, hence, the role of ion self-collisions becomes appreciable. A Monte Carlo simulation was used to investigate the behaviour of O+ ions that are E×B-drifting through a background of neutral O, with the effect of O+ (Coulomb) self-collisions included. Wide ranges of the ion-to-neutral density ratio ni/nn and the electrostatic field E were considered in order to investigate the change of ion behaviour with solar cycle and with altitude. For low altitudes and/or solar minimum (ni/nn≤ 10-5), the effect of self-collisions is negligible. For higher values of ni/nn, the effect of self-collisions becomes significant and, hence, the non-Maxwellian features of the O+ distribution are reduced. For example, the parallel temperature TiVert increases, the perpendicular temperature Ti&bottom; decreases, the temperature anisotropy approaches unity and the toroidal features of the ion distribution function become less pronounced. Also, as E increases, the ion-neutral collision rate increases, while the ion-ion collision rate decreases. Therefore, the effect of ion self-collisions is reduced. Finally, the Monte Carlo results were compared to those that used simplified collision models in order to assess their validity. In general, the simple collision models tend to be more accurate for low E and for high ni/nn.
Long-term variations in the geomagnetic activity level Part II: Ascending phases of sunspot cycles

Monthly averages of the Helsinki Ak-values have been reduced to the equivalent aa-indices to extend the aa-data set back to 1844. A periodicity of about five cycles was found for the correlation coefficient (r) between geomagnetic indices and sunspot numbers for the ascending phases of sunspot cycles 9 to 22, confirming previous findings based on a minor number of sunspot cycles. The result is useful to researchers in topics related to solar-terrestrial physics, particularly for the interpretation of long-term trends in geomagnetic activity during the past, and to forecast geomagnetic activity levels in the future.
Impact on ozone of high-speed stratospheric aircraft: effects of the emission scenario

A photochemical-transport two-dimensional model has been used to assess the impact of a projected fleet of high-speed stratospheric aircraft using different emissions scenarios. It is shown that the presence in the background atmosphere of nitric acid trihydrate aerosols is responsible for a lower stratospheric denoxification in addition to that caused by the sulfate aerosol layer. This has the effect of further decreasing the relative role of the odd nitrogen catalytic cycle for ozone destruction, so that the lower stratosphere is primarily controlled by chlorine species. The effect of aircraft injection of nitric oxides is that of decreasing the level of ClO, so that the lower stratospheric ozone (below about 20-25 km altitude) increases. The net effect on global ozone is that of a small increase even at Mach 2.4, and is enhanced by adopting emission scenarios including altitude restriction at 15 or 18 km. Reductions of the emission index (EI) of nitric oxides below relatively small values (about 15) are shown to reduce the aircraft-induced ozone increase, because of the associated smaller decrease of ClO. This conclusion is no more valid when the emission index is raised at the present values (about 45).
Transport and structure of the Weddell Gyre

A cyclonic gyre controls the advection of source waters into the formation areas of bottom water in the southern and western parts of the Weddell Sea and the subsequent transport of modified water masses to the north. Determination of the structure of the Weddell Gyre and of the associated transports was one of the objectives of the "Weddell Gyre Study" which began in September 1989 and ended in January 1993. The collected data set comprises records of moored current meters and profiles of temperature and salinity distributed along a transect between the northern tip of the Antarctic Peninsula and Kapp Norvegia. The circulation pattern on the transect is dominated by stable boundary currents of several hundred kilometers width at the eastern and western sides of the basin. They are of comparable size on both sides and provide nearly 90% of the volume transport of the gyre which amounts to 29.5 Sv. In the interior, a weak anticyclonic cell of 800 km diameter transports less than 4 Sv. Apart from the continental slopes, the near-bottom currents flow at some locations in an opposite direction to those in the water column above, indicating a significant baroclinic component of the current field. The intensity of the boundary currents is subject to seasonal fluctuations, whereas in the interior, time scales from days to weeks dominate. The large-scale circulation pattern is persistent during the years 1989 to 1991. The heat transport into the southern Weddell Sea is estimated to be 3.48×1013 W. This implies an equivalent heat loss through the sea surface of 19 W m-2, as an average value for the area south of the transect. The derived salt transport is not significantly different from zero; consequently, the salt gain by sea ice formation has to compensate almost entirely the fresh water gain from the melting ice shelves and from precipitation. Estimation of water mass formation rates from the thermohaline differences of the inflow and outflow through the transect indicates that 6.0 Sv of Warm Deep Water are transformed into 2.6 Sv of Weddell Sea Bottom Water, into 1.2 Sv of Weddell Sea Deep Water, and into 2.2 Sv of surface water.
Chemical composition and photochemical reactivity of exhaust from aircraft turbine engines

Assessment of the environmental impact of aircraft emissions is required by planners and policy makers. Seveal areas of concern are: 1. exposure of airport workers and urban residents to toxic chemicals emitted when the engines operate at low power (idle and taxi) on the ground; 2. contributions to urban photochemical air pollution of aircraft volatile organic and nitrogen oxides emissions from operations around airports; and 3. emissions of nitrogen oxides and particles during high-altitude operation. The environmental impact of chemicals emitted from jet aircraft turbine engines has not been firmly established due to lack of data regarding emission rates and identities of the compounds emitted. This paper describes an experimental study of two different aircraft turbine engines designed to determine detailed organic emissions, as well as emissions of inorganic gases. Emissions were measured at several engine power settings. Measurements were made of detailed organic composition from C1 through C17, CO, CO2, NO, NOx, and polycyclic aromatic hydrocarbons. Measurements were made using a multi-port sampling pro be positioned directly behind the engine in the exhaust exit plane. The emission measurements have been used to determine the organic distribution by carbon number and the distribution by compound class at each engine power level. The sum of the organic species was compared with an independent measurement of total organic carbon to assess the carbon mass balance. A portion of the exhaust was captured and irradiated in outdoor smog chambers to assess the photochemical reactivity of the emissions with respect to ozone formation. The reactivity of emissions from the two engines was apportioned by chemical compound class.
Modeling of aircraft exhaust emissions and infrared spectra for remote measurement of nitrogen oxides

Infrared (IR) molecular spectroscopy is proposed to perform remote measurements of NOx concentrations in the exhaust plume and wake of aircraft. The computer model NIRATAM is applied to simulate the physical and chemical properties of the exhaust plume and to generate low resolution IR spectra and synthetical thermal images of the aircraft in its natural surroundings. High-resolution IR spectra of the plume, including atmospheric absorption and emission, are simulated using the molecular line-by-line radiation model FASCODE2. Simulated IR spectra of a Boeing 747-400 at cruising altitude for different axial and radial positions in the jet region of the exhaust plume are presented. A number of spectral lines of NO can be identified that can be discriminated from lines of other exhaust gases and the natural atmospheric background in the region around 5.2 µm. These lines can be used to determine NO concentration profiles in the plume. The possibility of measuring nitrogen dioxide NO2 is also discussed briefly, although measurements turn out to be substantially less likely than those of NO. This feasibility study compiles fundamental data for the optical and radiometric design of an airborne Fourier transform spectrometer and the preparation of in-flight measurements for monitoring of aircraft pollutants.
Dynamics of aircraft exhaust plumes in the jet-regime

A computational model describing the two-dimensional, turbulent mixing of a single jet of exhaust gas from aircraft engines with the ambient atmosphere is presented. The underlying assumptions and governing equations are examined and supplemented by a discussion of analytical solutions. As an application, the jet dynamics of a B747-400 aircraft engine in cruise and its dependence on key parameters is investigated in detail. The computer code for this dynamical model is computationally fast and can easily be coupled to complex chemical and microphysical models in order to perform comprehensive studies of atmospheric effects from aircraft exhaust emissions in the jet regime.
South Atlantic sea surface temperature anomalies and air-sea interactions: stochastic models

Data on the South Atlantic monthly sea surface temperature anomalies (SSTA) are analysed using the maximum-entropy method. It is shown that the Markov first-order process can describe, to a first approximation, SSTA series. The region of maximum SSTA values coincides with the zone of maximum residual white noise values (sub-Antarctic hydrological front). The theory of dynamic-stochastic climate models is applied to estimate the variability of South Atlantic SSTA and air-sea interactions. The Adem model is used as a deterministic block of the dynamic-stochastic model. Experiments show satisfactorily the SSTA intensification in the sub-Antarctic front zone, with appropriate standard deviations, and demonstrate the leading role of the abnormal drift currents in these processes.
Tidal and residual currents in the Bransfield Strait, Antarctica

During the 1992-1993 oceanographic cruise of the Spanish R/V Hespérides, recording equipment was deployed in the Bransfield Strait. Six Aanderaa RCM7 current meters and three Aanderaa WLR7 tide gauges were successfully recovered after an operation period of 2.5 months. Relevant features of the time series obtained are presented and discussed in this paper. The emphasis is placed on the tidal character of the currents and the relative importance of tidal flow in the general hydrodynamics of the strait. For these purposes a dense grid of hydrographic stations, completed during the BIOANTAR 93 cruise, is used. Preliminary geostrophic calculations relative to a 400 m depth, yield current velocities of around 0.20 m s-1 in the study area, whereas the magnitude of tidal currents is seen to be 0.30-0.40 m s-1.