NASA Global Atmospheric Sampling Program (GASP) data report for ...

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NASA TECHNICAL MEMORANDUM

NASA TM 73727

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N ti M ti Q N d Z

(NASA -TM- 73727) NASA SLOBAL ATMOSPHERIC SAMPANS PROGFAM (GASF) DATA 6EPOFT FOE TAPE VLJUC6 (NASA) 43 P HC A03/Mr A01 CSCL 13B

N77-18622 Unclas G3/45 40729

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NASA GLOBAL ATMOSPHERIC SAMPLING PROGR,A, ,M (GASP) DATA REPORT FOR TAPE VL0006

by Daniel J. Gaunt ner, J. D. Holdeman, and Francis M. Humenik

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1, Report No.

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2. Government Accession No.

3, Recipient's Catalog No.

NASA TM 73727 4. Title and Subtitle

5. Report Date

NASA GLOBAL ATMOSPHERIC SAMPLING PROGRAM (GASP) DATA REPORT FOR TAPE VL0006 7. Authors)

6. Performing Organization Cade 8. Performing Organization Report No.

Daniel J. Gauntner, J. D. Heideman, and Francis M. Humenik

E-9284 10. Work Unit No.

9. Performing Organization Name and Address

National Aeronautics and Space Administration

n, contract or Grant No.

Lewis Research Center Cleveland, Ohio 44135

13. Type of Report and Period Covered

12. Sponsoring Agency Name and Address

Technical Memorandum

National Aeronautics and Space Administration Washington, D. C.

14. Sponsorb.g Agency Code

20546

15. Supplementary News

16. Abstract

The NASA Global Atmospheric Sampling Program ( GASP) is obtaining measurements of atmospheric trace constituents in the upper tropospher:- and lower stratosphere using fully automated air sampling systems on board several commercial B-747 aircraft in routine airline service. Atmospheric ozone, and related flight and meteorological data were obtained during 245 flights

of a Qantas Airways of Australia B-747 and two Pan American World Airways B-7475 from July 1976 through September 1976. In addition, whole air samples, obtained during three flights, were analyzed for trichlorofluoromethane, and filter samples, obtained during four flights, were analyzed for sulfates, nitrates, fluorides, and chlorides.

These data are now available on GASP

tape VL0006 from the National Climatic Center, Asheville, North Carolina. In addition to the GASP data, tropopause pressure fields obtained from NMC archives for the dates of the GASP flights are included on the data tape.

Flight routes and dates, instrumentation, data processing

procedures, data tape specifications, and selected analyses are discussed in this report..

17. Key Words (Suggested by Author(s))

18. Distribution Statement

Air quality; Trace constituent measurements;

Unclassified - unlimited

Atmospheric ozone; Chlorofluoromethanes; Filter samples; Troposphere-stratosphere;

STAR category 45

Meteorology 19. Security Classif. (of this report)

Unclassified

1 20. Security Classif. (of this page)

21. No, of Pages

22. Price'

Unclassified

'For sale by the National Technical Information Service, Springfield, Virginia 221x1 NASA-C-168 (Rev. 10-75)

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ii NASA GLOBAL ATMOSPHERIC SAMPLING PPOGRAM DATA REPORT FOR TAPE. VL0006

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by Daniel J. Gauntner, J. D.

Holdeman,

and Francis M. Humenik fi

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Lewis Pesearch Center SUMMARY co

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Atmospheric trace constituents in the upper troposphere and lower stratosphere are being measured as part of the NASA Global Atmospheric Sampling Program (GASP), using fully automated air sampling systems on board several commercial B-747 aircraft in routine airline service. Measurements of atmospheric ozone and related meteorological and flight information were obtained during 245 GASP flights from July Also, bottle samples d, 1976 through September 26, 1976. were obtained during three flights aqd filters were exposed during four flights. These were analyzed respectively for trichlorefluoromethane and sulfates, nitrates, chlorides, These data are now available from the and fluorides. National Climatic Center, Asheville, North Carolina. In addition to the data from the aircraft, tropopause pressure data obtained from the National Meteorological Center (NMC) archives for the dates of the flights Are included. This report is the sixth in a series of reports which describes the data currently available from GASP, including flight routes and dates, instrumentation, data processing procedures, date. tape speci.ficdtions, and selected analyses. TNTRODUCTION This report announces the availability of atmospheric trace constituent data obtained at altitudes from 6 to 13.5 km during flights of a Qantas Airways of Australia B-747 (VH-EBE) and two Pan American World Airways B-747's (N655PA and N533PA) from July 1976 through September 1976.

The objectives of the NASA Global Atmospheric Sampling Program are to provides baseline data of selected atmospheric constituents in the upper troposphere and lower stratosphere jfor the next 5-to-10 year period. and to document and analyze these data to assess potential adverse effects from f^ aircraft exhaust. emissions on the natural atmosphere. At present there is much uncertainty in environmental impact studies on this subject due to the lack of comprehensive, long-term upper atmospheric data (refs. 1 and 2).



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The GASP program began in 1972 with a feasibility study of the concept of using commercial airliners in routine service to obtdin atmospheric data. This program has progressed from design and acquisition of hardware (ref. 3) to collecting glcbal data on a daily basis. Fully automated GASP systems are now operating on a United Airlines P-747, two Pan American World Airways B-747's, a Qantas Airways of Australia B-747, and the NASA CV-990 research aircraft. The United airliner is collecting data over the contiguous United States and between the west coast and Hawaii. Global coverage is providad by the Pan American and Qantas B-747's. The NASA CV-990 aircraft obtains off-commercial route data. Pan Am routes from the United States include around-the-world flights in the Northern Hemisphere, transatlantic flights to Europe, transpacific flights to the Orient, intercontinental flights to Central and South America, and occasionally transpacific flights to Australia. More frequent coverage in the Southern Hemisphere is provided by the Qantas B-747 on transcontinental Australian flights and on flights from Australia to the South Pacific and Australia to Europe. T he GASP system design, the measurement instruments, the on-board computer for automatic control and data management, and system maintenance procedures are. described in reference 4.

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This report is the sixth in a series of re ,jor.ts to anncunce the availat.ility of GASP data from the National Climatic Center, Asheville, North Carolina, 28801. Northern Hemisphere data for March, 1975 have been previously reported and analyzed (tape VL0001; refs. 5, 6 and 7). Data over the contiguous United States and to Hawaii for March October, 1975 are provided on GASP tape VL0002 (ref. 8) Data obtained in May, 1975 on flights in North, Central, and South America, and from the United States to the Orient are on tape VL0003 (ref. 9). Global and domestic U.S. data for December, 1975 through June, 1976 are provided on tapes VL0004 and VL0005 (refs. 10 and 11). GASP measurements from July 8 through September 26, 1976 are reported herein. In addition to the atmospheric cons'ituent measurements, the data on this tape, VL0005, include related meteorological and flight information from the aircraft systems, and tropopause pressure fields obtained from the National Meteorological Center (NMC) for the dates of the GASP flights.

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ROUTE ST" • !CTIIRE AND DATA ACQUISITION

on the tape, GASP data are grouped by aircraft and identified by flights with the airports of departure and} arrival d p signated by th.a standard three-letter airport codes (ref. 12). A listing of flights on each aircraft data file on tape VL0006 by airport-pair, date, and data r

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acquisition time, is given in table I. The distribution of the data observations over altitude and latitude is shown in Figure 1. The majority of the data is distributed between flight levels 310 and 41C (9.5 and 12.5 km) and between 20 and 60 degrees North latitude. This distribution reflocts the airlines' present scheduling and route structure. The data at flight levels 410 and 430 (12.5 and 13.1 km) are primarily obtained by the P.-747SP, which generally flies higher than the regular aircraft. A sizable data base between 20 degrees North and 40 degrees South is due to the Qantas oFerations. For each flight, data acquisition begins on ascent through the 6 km altitude flight level, and terminates on descent through 6 km. A complete GASP sampling cycle is 60 minutes, divided into 12 five minute sampling segments. A 16 second recording is made at the end of, each five minute sampling segment. During alternate segments (at 10 minute' intervals), air sample data are recorded for all instruments. During the intervening segments the system is in one of six different calibration modes to allow for in-flight checks on instrument operation (if required). Whenever any calibration mode is not needed for a given instrument, that instrument acquires air sample data during the segment. Cassette tapes, recorded in serial format, are removed from the aircraft at approximately two week intervals and transcribed to computer-compatible form for data reduction. At this stage, laboratory instrument calibration information required for data processing is included, redundant and non-usable data are removed, and the data are re-transcribed to final form and units. The detailed specifications and formats for the GASP data are given in appendix A. Data for each flight begins with an FLHT record (table A-I) to provide flight identification information. This record is followed by a series of DATA records (table A-II), one for each recording made during the flight.

MEASUREMENTS Ozone Ozone measurements are made using a continuous Ultraviolet absorption ozone photometer (ref. 13). The concentration of atmospheric ozone is determined by measuring the difference in intensity of an ultraviolet light beam which alternately passes through the sample gas

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and all ozone-free zero gas (generated within the it\at-rument). The instrument range is from 3 to 20,000 ppbv (parts per billion by volume), with a sensitivity of 3 ppbv Data from flight tests of the instrument are given in

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reference 14. The ozone instrument is checked at NASA-Lewis (over the range 0 to 1000 ppbv) against an ozone generator which is calibrated by the one percent neutral buffered potassium iodide (ICI) method (ref. 15). The estimated accuracy of the KI procedure is seven percent. In-flight monitorinq of the ozone instrument includes measurement of the instrument zero by flowing the sample through a charcoal filter external to the instrument, and measurement of the electronic span setting and control frequencies available from the instrument. For all GASP ozone instruments, the span is set by the manuEacturer at 58200 counts. The instrument is not calibrated in-fliqht with an ozone calibration qas du e to the difficulty of generating a precisely known ozone concentration in the flight system. Periodic checks for calibration consistency are performed in the laboratory, as described previously.

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The destruction of ozone in the Teflon sample lines from the inlet prohe to the instrument, an3 in the Teflon-coated diaphragm pump that raises the sample pressure up to 100 kPa (1 atm), has been measured under conditions simulating operation in flight. The ozone mixing ratio at the probe inlet (03, in ppbv) is expressed it terms of the measured ozone mixing ratio (03m, in ppbv) as b

03 = a(03m)

+

o3m 1 + c (03m)

+ d

(1)

with the constants a, b, c and d determined by a regression

analysis on the appropriate destruction test data. For all flights on tape VL0006, the ambient ozone mixing ratios were determined using equation (1) with a = 0.13, b = 1.0 and c = d = 0. This linear relationship between 03 and 03m, and the data from which it was determined are shown in figure 2. The uncertainty in this approximation is + 8 percent. The destruction constants used are given in the FLHT record for each flight (see table A-I). The form chosen for equation (1) is based on the ozone destruction mechanisms expected in the GASP system. If b = 0.5 in the first term, this term then approximates destruction cf ozone in the sample lines (c.f.. ref. 16). If c > 0 in the second term, this term is of the type which describes thermal decomposition of ozone (refs. 17 and 18). This mechanism could be important in the pump as the sample is heated by the (approximatel y ; 3:1 compression. The percentage of the incoming a - one destroyed by the line

mechanism decreases with increasing concentrations, whereas the percentage of the incoming ozone destroyed by the thermal mechanism increases with increasing concentration. Since both mechanisms are likely contributing to the system 11i

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destruction, it is not surprising that the destruction data are approximated well with a linear relationship which gives a constant percentage destruction. Cloud Detector Flight test experience with the light-scattering particle counters included in the GASP systems has indicated that flight through clouds results in a significantly greater count of the largest size particles (D > 3 micrometers) than is obtained in clear air. A simple c_.,ud detector is thus available by observing the counting rate of the largest size particles. This signal is monitored for 256 seconds prior to each data recording. The time (in seconds) during which the cloud rate, CLDRT, is greater than a preset level, CLDHI, is interpreted as time in clouds (CLSEC; see table A-II). The CLDHI level was programmed on board the Urited airliner based on visual observation of a light haze, and corresponds to a local particle density (for D > 3 micrometers) of 66,000 particles/cubic meter. If CLSEC > 0, CLTAG = "C". If cloud data are not available, CLTAG = "H".

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The number of cloud encounters (CLAYR, see table A-II) is also available. Whenever clouds are detected (CLDRT > CLDHI), this is interpreted as a continuous encounter until cloud-free air is detected. This determination requires a second preset level, CLDLO. If n is the number of times that the cloud rate crosses CLDHI and CLDLO (or CLDLO and CLDHI) in succession, then CLAYR = (n+1)/2. For the data on tape VL0006, CLDLO was set at CLDHI/8.

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Flight Data In addition to the air sample measurements, aircraft flight data are obtained with each data recording to precisely describe conditions when the data are acquired. Aircraft position, heading, and the computed wind speed and direction are obtained from the inertial navigation system. Altitude, air speed, and static air temperature are collected from the central air data computer in the aircraft. Vertical acceleration information (an indication of turbulence) is taken from the aircraft flight recording system. Date and time are provided by a separate GASP clock-calendar unit. The formats and units for these data are given in table A-II. I i

Filter Samples Atmospheric concentration data for sulfates, nitrates, chlorides, and fluorides are provided by exposure and

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subsequent laboratory analysis of filter samples. Filter exposures are programmed to occur at altitudes greater than 9.6 kilometers on every third calendar day. Whether or not an exposure actually occurs depends on the. availability of an unexposed filter. Filters are normally exposed for two hours, although shorter exposures may occur if the aircraft descends to an altitude less than 9.6 kilometers before two hours have elapsed. Filter data are included in the FLHT record (table A-I) for each flight. If an exposure occurs (FILEX = "T") and data from the laboratory analysis are available (FDATA = "T"), the exposure data, time, altitude, the type of filter, and the constitutent data are reported. The data from the laboratory analysis (in micrograms/filter) are divided by the integrated filter flow rate (in ambient cubic meters), and data are reported as micrograms/cubic meter. Single filter apparatus. The air inlet probe and the filter sampling system are described in reference 4. Briefly, the filter sampling apparatus contains a single filter holder which is inserted into a 7.62 cm diameter duct for sampling, then retracted and stored, all on command from the GASP system control unit. The filter mechanism is stainless steel and is pressure tight. The filter holder can accommodate different types of filter material as appropriate to the atmospheric constituents of interest. Filter preparation. All filter exposures for which data are reported on tape VL0006 were made using IPC-1478 filter paper. This is a low resistance, cellulose type material made from second cut cotton linters with cotton scrim backing for added strength. This paper was specially designed for high altitude air sampling and thus features low pressure drop, high flow rate, and good retention for small airborne particles. This paper is impregnated with dibutoxyethylphthalate during manufacture to improve collection efficiency. Prior to use, this paper must be, washed to remove residual amounts of water soluble contaminants (ref. 19). Pre-soaking with an acid solution has also been found necessary. For the filters reported herein a 1.01 citric acid solution was used. Using a coarse fritted disc funnel (to support the filter paper), the acid solution is poured onto the filter and momentarily vacuum-drawn through the filter to insure complete wetting. After at least a two minute soaking, the remainder is then vacuum-drawn through the filter until air permeates it. Each filter is then rinsed (vacuum-drawn) with six separate 30-35 ml portions of deicnized water saturated with dibutoxyethylphthalate. After overnight vacuum dryin g , samples from each wash group are analyzed for b1c:7ground levels of contamination to verify the vashing procedure.

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Upon acceptance, the group of filters is transferred to a The clean room for filter holder, assembly and sealing. filters for which data are reported on tape VL0006 were sealed in ultra-clean polyethylene bags to prevent After filter contamination during shipping and handling. exposure and removal from the aircraft, the assembly was re-bagged and carefully re-packaged for return shipment and analysis. Prior to analysis, each filter was cut Filter analysis. into four equal quarter segments for separate constituent analysis if necessary and for comparative repeat analyses. Sulfate, nitrate, chloride, and fluoride ion concentrations The basics of this were determined by ion chromatography.

analysis technique are described in references 20, 21, and This procedure requires netting a filt-er segment with 22. 10 ml of carbonate buffer (0.0024M sodium carbonate; and A 0.003M sodium bicarbonate) as the extracting solution. 0.5 ml sample is injected into the ion chromatograph flow system, which includes a carbonate eluent background, an anion seFarator column, a ,,uppressor column for anion conversion to its acid form, and a conductivity detector. The instrument is calibrated using solutions with known Calculations of the concentrations of the various anions. anion concentration are made by comparing the constituent peak heights from the sample chromatograms to those obtained The fluoride ion with the standard calibrating solution. Further verification is Identification is still tentative. necessary because the possibility of an interferring agent has not been completely eliminated.

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The net amount of any constituent on a filter was deduced by subtracting an average background level determined from several reference filter blanks which were removed from The background levels unexposed filter holder assemblies. were lowest for sulfate ( approximately 1.6 micrograms per filter) and highest for nitrate ( approximately 8.2 No other adjustment for any micrograms per filter). contamination due to handling and shipping was made. Bottle Samples Atmospheric concentration data for trichlorofluoromethane (F-11) were obtained by exposure and subsequent laboratory Bottle exposures are analysis of whole air " grab" samples. programmed to occur at altitudes greater than 9.3 kilometers on every third calendar day, provided that an unexposed bottle is available. Bottle data are included in the PLNT If an exposure occurs record (table A-I) for each flight. (SBUEX = '+T"), and if data from the laboratory analysis are

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available (SDATA = "T"), constituent data are reported in During a units of parts per trillion by volume (pptv). bottle exposure, the GASP system is in a continuous record's-' mode (MODE = 11 10 11 , see table A-I) to provide a record of the S'yy atmospheric conditions which the aircraft encountered during the ex p osure period.

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The sample is taken from a 1.90 cm Sampling system. stainless steel line which is connected to the inlet probe The sample line is through an expanded duct section. continuously purged, with the aid of a bypass line installed just upstream of the sample bottle unit, to clear the duct wall surfaces of possible contamination by adsorbed chlorofluoromethanes. Each sample bottle unit consists of four one-liter stainless-steel cylindrical sample bottles which have been, electropolished, cleaned, and specially prepared for Hand operated bellows valves are attached at each sampling. end. of the bottle to form an integral sub-assembly and to Each sample facilitate handling and processing procedures. bottle sub-assembly is connected in series to individual inlet and exit solenoid valves which operate on remote command from the GASP system control unit.

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Bottle exposures are normally five minutes in duration. During this time, both the inlet and exit solenoid valves are open. The sampling time was selected to provide more than ten total volume ch&nges to purge the bottle and sample The sample flowrate lines prior to trapping the sample. through the bottle is limited to eight liters/minute by an orifice installed in the exit fitting of the sample bottle unit. 1

Sample bottle re aration. The bottle sub-assemblies are E^ - -- p- - p--baked at approximately 300 degrees c for 40 hours or more, during which they are continuously purged with pure helium The fia g l fill at a flow rate of 100 standard cc/minute. At least one bottle from each pressure is about 172 kPa. baked group is pumped down to sub-atmospheric pressure and stored for about a day to allow for wall desorption, and Upon zero level then analyzed for halocarbons. verification, the bottle sub-assemblies are installed in sample bottle units. Each unit is then leak checked with the inlet and exit sample lines evacuated using a helium mass spectrometer leak detector.

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Tr ichlorofluoromethane 1F-111 analysis. Bottle samples from which data are included on tape VL0006 were analyzed at Lewis utilizing a gas chromatograph with an electron capture detector. For determining F-11 concentrations, the chromatograph was equipped with a Porasil C column (100-150 mesh, 3.2 mm dia. x 4.0 m long) maintained at a temperature

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of 60 degrees C. A sample loop volume of 20 cc at nominally 13 kPa was flushed into the chromatographic column by helium carrier gas flow at about 38 cc/min. The chromatographic retention time was nominally nine minutes. The electron capture detector element was a tritium impregnated scandium foil type maintained at a temperature of 240 degrees C. Instrument sensitivity was determined to be less than 10 ppty.

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Calibration was obtained by inter-laboratory comparisons of standards supplied by NOAA Environmental Research Laboratories (Boulder, Colorado) and Washington State University. These standards were derived from the °Halocarbon Analysis and Measurement Techniques Workshop" held at Boulder on March 25-26, 1976. A peak height comparison with these known calibration gases was used to obtain the data included on tape VL0006. Duplicate determinations were made for each sample and the results were averaged. Measurement precision was estimated to he about + 5 percent. S ample pressure conside y;atians_ Each whole air sample from which data are reported here was obtained at a pressure slightly above the ambient pressure aT tha exposure altitude. Concern about adsorption-desorption of halocarbon from the walls of the sample, containers at low sample pressures has been expressedby participants at the Boulder Workshop, and effects have been observed in recent work at the NOAA Environmental Research Laboratories (ref. 23). Tests at Lewis have shown that when unstable wall conditions exist, they are revealediby the initial zero halocarbon check after storage at low pressure: (see Sample bottle preparation ). our tentative conclrsien is that the effects are minimal for the sample data reported.

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Tropopause Pressure Data

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lThe National Meteorological Center (NMC) is presently maintaining a library of gridded meteorological data fields accessible on various disk and magnetic tape systems (ref. 24). Briefly, the data are interpolated to points on the NMC 65 X 65 grid, a square matrix map transformed from a polar stereographic map of the Northern Hemisphere. Amonq these gridded data are tropopause pressures, available on a twice daily basis (0000 and 1200 GMT). i

The NMC tropopause pressure data arrays are included, when available, for the dates of the GASP flights to provide independent data for analysis of the constituent behavior. The NMC reporting periods for which these data appear on tape VL0006 are given in table II. The tropopause pressure arrays form a separate file (see appendix A) following the

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GASP data. Each array (4225 points) is written as seven TRPR records (table A-III). Coordinates for these data are the NMC 65 X 65 matrix. The relations for obtaining latitude and longitude from the NMC coordinates are given in appendix B. The aircraft location for each GASP DATA record is given both in NMC coordinates and latitude and longitude (see table A-II). The tropopause pressure corresponding to each GASP data location is obtained by time and space interpolation from the NMC arrays. These pressures and th= corresponding geopotential heights for the standard atmosphere are included in the GASP DATA records (TRPRMB and TRPRHM in table A-II). For normal interpolations (within a 12 hour If ht r aever, NMC data are missinq for interval) TPTAG = It It . one reporting period such that the interpolation must be performed within a 24 hour interval, TPTAG is set = "L". If NMC data are missing for two or more consecutive reporting periods the time interpolation is not performed. In this case if the time of the GASP data point is within six hours of an NMC reporti.nq period for which data are available, the space interpolated values at that reporting period are returned and TPTAG is set = "E", but if the time of the GASP data point is not within 6 hours of an NMC reporting period for which data are available, TRPRMB and TRPRHM are set = 0, and TPTAG is set = "M". Whenever tropopause pressure values are available, DELP = TRPRMB - PAMB, and DELHGT = ALTMAV TRPRHM are also reported. From September 1974, through mid-December 1975, the location of the tropopause surface archived by NMC was determined by means of the Flattery global analysis method (ref. 25). This procedure made use of the vertical temperature profiles calculated for each NMC grid point, and tested the slope of the profile curve upwards from the first mandatory pressure level. However, as of December 17, 1975, (1200 GMT), the tropopause pressure surface, archived in the NMC 65 x 65 arrays, has been determined using a different analysis scheme. This change adopts a procedure conceived by Gustafson (ref. 26) which attempts to model the tropopause in terms of the potential temperature, which is a meteorologically significant height indicator. The method is based on climatological observations that the tropopause surface is generally in phase with pressure variations along potential temperature surfaces in the lower stratosphere. The modeled tropopause is constrained to lie near various, pre-selected, potential temperature surfaces, depending on month and geographical location.

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The Gustafson. method first calculates a potential temperature, THETA, profile above each of the 4225 NMC grid points from the ambient temperature T, at each of the reported pressure levels, p, from the following definition

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of the potential temperature: THETA = ( T)(1000/p)

.2857 (2)

This profile is then scanned downward, and delta THETA/delta p is evaluated for each layer, until a distinct stability transition occurs near the expected THETA location of the mean tropopause. The temperature at the top of this layer is defined as the tro p opause temperature. Next, temperatures are calculated upwards from the bottom of the layer assuming pre-selected tropospheric lapse rates (depending on temperature range). The pressure at which this profile attains a temperature equal to the previously determined tropopause temperature is defined as the tropopause pressure. Many details have been omitted from this brief description, and tha reader would be best advised to refer to reference 26. The differences between the tropopause pressures identified by the Gustafson and Flattery mathods are significant. These differences are apparent in the monthly zonal averages at 5 degree latitude intervals shown in table III. Here, the values for January through November 1975 were obtained with the Flattery analysis, and values for January through October 1976 were obtained with the Gustafson method. Since the NMC changeover occurred in mid-December 1975, values for that month are a composite. From the table, it is apparent that not only does the current ( Gustafson) analysis render tropopause pressures greater than those derived from the previous ( Flattery) method, but that the differences increase toward the equator. We believe that the tropopause locltions south of 30 degrees N, as reported after December 17, 1975, are suspect, and should be used with ca p tion in analyzing GASP data. North of 30 degrees, the new tropopause pressures seem to fall within the statistical range of observed, mean pressures reported by Reiter ( ref. 27) for the North American continent. SELECTED ANALYSES During the first nine days in September the variation of local ozone with the Northern Hemisphere mid-latitudes was obtained as the Pan Am 8-747SP flew the Los Angeles ( LAX) to Tokyo ( HND) route three times. The latitude range was obtained because the flight routes, which followed great circles, crossed as much as 24 degrees of latitude even though the latitudes of the two cities differ by less than two degrees. The rou ^s also spanned 100 degrees in longitude and ranged between 10 . 6 and 13.1 km in altitude. Each flight began at 2000 GMT and ended the following day at f

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0600 GMT. Flight records of GASP data, showing NMC tropopause height, flight level, ozone mixing ratio (03), and static air temperature (SAT) are useful indicators of stratospheric air (e.g.,refs. 6-10). The data from September 2-3, are

shown in figure 3. An examination of these data shows ozone levels typical of stratospheric flight between: 128 degrees Nest and 144 degrees East longitude. An independent indicator of stratospheric flight is provided by the difference between the flight level and the 'tropopause height. The ozone mixing ratio data are plotted against latitude for the three flights in figure 4. Stratospheric data as determined from the difference between the flight level and the time-and-space interpolated NMC tropopause height are shown as open symbols. These data show the large natural variability in ozone levels at any given latitude. Ozone data from GASP were shown previously (ref. 11) to he in substantial agreement with the mean bzone data of the North American ozonesonde network (ref. 28). Similar zonal mean ozone values for the GASP September 1976 data are shown in figure 4 for comparison with the local ozone mixing ratios.' The mean values were obtained for 5 degree latitude intervals using all data between 10.6 and 13.1 km, the altitude range for the three B-747SP flights. The day-to-day local ozone variation about the zonal mean value is illustrated by the data obtained from the first flight and the third flight at 45 degr:es North latitude. The local value obtained on September 3 was 2.6 times the mean value, while the local value for September 9 almost equaled the mean value. This variation is due to local meteorological conditions,. Poleward of 45 degrees North latitude the local values are consistently greater that the mean value. This is a consequence of differences in average flight altitudes, in addition to the local meteorological conditions. For these latitudes, the average altitude of the three B-747SP flights was 75 hPa above the tropopause height. The corresponding difference for the GASP September 1976 mean value was 40 hPa above the tropopause. This difference in pressure interval above the tropopause and the corresponding difference between the local ozone data and the September zonal means, are in excellent agreement with the distribution of the January-June 1976 GASP ozone data shown as a function of pressure intervals from the tropopause in reference 11. I R

The filter analysis data for SO4=, NO3-, Cl-, and Fl- are given in Table IV. values of 0.000 reported in Table IV indicate analyzed filters having net constituent amounts

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less than the background levels. More GASP filter data are needed, however, before any definitive statement can be made regarding constituent concentrations above and below the tropopause. 1 f

11

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The GASP sample bottle analyses for F - 11 concentrations are shown in Table V. Whenever the location of the exposure altitude with respect to the local tropopause was evident, either from the GASP ozone and temperature Qata and/or the NMC tropopause pressure data, this information has been entered in the table. The sample pressures shown in Table V are slightly less than total pressure for each exposure. Although the GASP trichlorofluoromethane data are too limited to support any conclusions about variability of this species, it can be observed that the F-11 :measurements are within the range of measurements reported in reference 29. The concentrations in bottles 4-3 and 4-4 are representative of stratospheric flight just above the tropopause.

CONCLUDING REMARKS y t

f

i

t

Atmospheric constituent data and related flight and meteorological data obtained during flights of GASP - equipped Qantas Airways of Australia and Pan American B-747's from July 8, 1976 through September 26, 1976 are now available. Tropopause pressure fields obtained from NMc data archives for the dates of the GASP flights are included as a supplement to the GASP data. These data may be obtained as GASP tape VL0006 from the National Climatic Center, Federal Building, Asheville, NC, 28801. Flight routes and dates, instrumentation, data processing procedures, tape specifications and formats, and selected analyses are discussed in this report.

i ACKNOWLEDGEMENTS

I{

The success of GASP of course depends on the dedicated effort of both government and contractor personnel. specific questions about GASP systems, instrumentation, or data may be addressed to the authors or to any of the NASA Lewis personnel listed below. 1

1 I

GASP system and airline installations - P. Ozone measurement - M. Cloud detector and particle measurement - T. Filter preparation and analysis - D. SamP - )e bottle PreP aration and anal sis - G I Data acquisition system - T. Data tape specification and formats - F.

J. Perkins W. Tiefermann W. Nyland A. Otterson M Bo yd W. Nyland P. Michaelis

;'



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t,

1$

j l

REFERENCES 1.

i' •

Grobecker, A. J.; Coroniti, S. C.; and Cannon, R. H., Jr.: The Effects of Stratospheric Pollution Report of Findings: DOT-TST-75-50, Dept. of Transportation, 1974. by Aircraft.

.y

t

En2. National Research Council, climatic Impact Committee: vironmental Impact of Stratospheric Flight, Biological and Climatic Effects of Aircraft Emissions in the Stratosphere. Nat'l. Acad. of Sci., 1975. Atmospheric Con3. Perkins, Porter J.; and Reck, Gregory M.: Secstituent Measurements Using Commercial 747 Airliners. and Joint Conference on Sensing of Environmental Pollutants, Instru. Soc. Am., 1973, pp. 309-318.

a` ! 1 (a

An Automated 4. Perkins, Porter J.; and Gustafssor„ Ulf R.'C.: InAtmospheric Sampling System Operating on 747 Airliners. ternational Conference on Environmental Sensing and AssessVol. 2, ILEE, 1976, no. 26-4, pp. 1-10. ment. NASA Global Atmos5. Holdeman; •J. D.; and Lezberg, E. A.: (GASP), Data Report for Tape VL0001. pheric Sampling Program NASA T14 X-71905, 1976.

j. d

is

Measurements 6. Falconer, Phillip D.; and Holdeman, James D.: of Atmospheric Ozone Made From a GASP-Equipped 747 Airliner: Mid-March, 1975. Geophys. Res. Lett., vol. 3, no. 2, Feb. 1976, pp. 101-104. 7. Holdeman, James D.; and Falconer, Phillip D.: Analysis of Atmospheric Ozone Measurements Made from a B-747 Airliner During March 1975. NASA TN D-8311, 1976.

ji ,S. Holdeman James D.; and Lezberg, g, Erwin A.: NASA Global Atmospheric Sampling Program (GASP), Data Report for Tape VL0002. NASA TM X-73484, 1976. f

9. Holdeman, James D.: NASA Global Atmospheric Sampling Program (GASP): Data Report for Tape VL0003. NASA TM X-73506, 1976,

10. Holdeman, J. D.; Humenik, F. M.; and Lezberg, E. A.: NASA Global Atmospheric Sam p ling Program (GASP), Data Report for Tape VL0004. NASA TM X-73574, 1976. i

11. F.aldeman, J. D.; and Humenik, F. M.: NASA Global Atmospheric Sampling Progrsl (GASP), Data Report for Tape VL0005. NASA

r

'f

TM X-73608, 1977. ;i

-^ i

12. Official Airline Guide. Int. Ed., published monthly, Rueben H. Donnelley Corp. 13. Bowman, Lloyd D.; and Horak, Richard F.: Continuous Ultraviolet Absor . -tion Ozone Photometer. Anal. Instrum., vol. 10, 1972, pp 103-108.

I

Ii



16 14. Reck, Gregory M.; Briehl, Daniel; and Perkins, Porter J.: Flight Test of a Pressurization System Used to Measure Minor Atmospheric Constituents from an Aircraft. NASA TN D-7576, 1974. 15. Saltzman, Bernard E.; and Gilbert, Nathan: Iodometric Microdetermination of Organic Oxidants and Ozone. Anal. Chem., vol. 31, no. 11, Nov. 1959, pp. 1914-1920. 16. McMillan, R. D., Jr.: Applications of a Precision Ozone Generator in Calibration of Ozone/Oxidant Analyzers and Inlet Sample Air Systems. Anal. Instrum., vol. 10, 1972, pp. 61-66. 17. Boberg, John E.; and Levine, Myron: Catalytic Filtration of Ozone in Airborne Application. J. Eng. Ind., vol. 84, no. 1, Feb. 1962, pp. 42-48. 18. Ozone Problems in High Altitude Aircraft. Aerospace Information Report 910, SAE, Nov. 1965. 19. Gandrud, Bruce W.; and Lazrus, Allan L.: Design of System for Removing Water-Soluble Materials from IPC-1478 Filter Paper. Environ. Sci. Technol., vol. 6, no. 5, May 1972, pp. 455-457. 20. Small, Hamish; Stevens, Timothy S.; and Bauman, William C.: Novel Ion Exchange Chromatographic Method Using Conductimetric Detection. Anal. Chem., vol. 47, no. 11, Sept. 1975, p. 1801-1809. 21. Mulik, J.; et a1'.: Ion.Chromatographic.Analysis of Sulfate and Nitrate in Ambient Aerosols. Anal. Lett., vol. 9, no. 7, 1976, pp. 653-663. 22. Otterson, D.: Ion Chromatographic Determination of Anions Collected on Filters at Altitudes Between 9.6 and 13.7 Kilometers. NASA TM X-73642, 1977. 23. Schmeltekopf, A. L.; et al.: Balloon-Borne Stratospheric Grab-Sampling System. Rev. Sci. Instrum., vol. 47, no. 12, Dec. 1976, pp. 1479-1485.

x x

24. Gelhard, Robert: NMC Archives. Office Note 1^8, U.S. Dept. Commerce, 1975. 25. Flattery, Thomas W.: Spectral Models for Global Analysis and Forcasting. Proceedings, of the Sixth AWS Technical Exchange Conference, AWS-TR-242, Air Weather Service, 1971, pp. 42-54. '(Available from DDC as AD-724093.) 26. Gustafson, A. F.: Objective Analysis of the Tropopause. (Available from NMC-TM-65-33, U.S. Dept. Commerce, 1965. National Weather Service, Silver Springs, MD,.)

i I

9,`

1

i

27. Reiter, Elmar R.: Stratospheric-Tropospheric Exchange Processes. Rev. Geophys. Space Phys., vol. 13, no. 4, Aug. 1975, pp. 459-474.

js

28. Hering, Wayne S.; and Borden, Thomas R., Jr.: Mean Distributions of Ozone Density Over North America, 1963-1964. AFCRL-65-913, Air Force Cambridge Research Labs. 1965. (Available from DDC as AD-629989.) 29. Robinson, E.; et al.: Detailed Halocarbon Measurements Across the Alaskan Tropopause. Geophys. Res. Lett., vol. 3, No. 6, June, 1976, pp. 323-326.

5

j i" I^

iF

y ,

J" TABLE I - WASP FL IGHTS ON TAPE

VL0006

A)

)

FILF 0001

(

FLIGH ROUTF

1 2 3 4 5 6 7 8

PANAM

-N655PA

DEPARTURE DATE

10 11 12 13

GIG-JFK .JFK-FRA PRA -MOC nuc-PRA FRA-JFK JFK-FRA sFo-HNn HND-HKG HKG-BKK 99R -DEL DEL -TAR THR-FRA PRA-LHR

7/11/76 7/11/76 7/12/76 7/12/76 7/12/76 7/15/76 8/12/76 8/13/76 8/13/76 8/13/76 8/14/76 8/14/76 8/14/76

14

LHR-JPK

8/14/76

15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45

JPK-FCO FCO-JFK JFK -FRA PRA-JFK JFK-LHR LHR-FRA PRA -THR THR -DEL DEL-BKR BKK-HKG HKG-HND HND-SFO SFO-LAX LAX-HNL HNL-NAN NAN-STD SYD-MEL MEL-SYD SYD-PPG PPG-HNL HNL-LAX LAX-HNL HNL-PPG PPG-STD SYD-MEL MEL-SYD SYD-PPG PPG-HNL HNL-LAX LAX-HNL HNL-PPG

8/15/76 8/15/76 8/16/76 8/16/76 8/17/76 8/17/76 8/17/76 8/17/76 8/18/76 8/18/76 8/19/76 8/19/76 8/19/76 8/20/16 8/20/76 8/20/76 8/20/76 8/21/76 R/21/76 8/21/76 8/21/76 8/22/76 8/22/76 8/22/76 8/23/76 8/23/76 8/23/76 8/23/76 8/23/76 8/24/76 8/24/76

9

BZ°RC)JUCff3i[JTS' OF Tl" W PAGE IS N:

DATA TIME INTERVAL ((;MT)

DATA

0447-1106 2252-0457 0653-0659 1000-1005 1228-1911

0 0 0 0 n

'200-0500 2015-0655 0330-1235 1400-17145 1855-2240 2355-0330

0 0 0 0

0500-1010

0

1125-1255 1415-2150 0030-0825, 1030-1935 0045-0310 0950-1315 2300-0540 0300-0925 1030-1520 1655-2015 2130-0115 0215-0609

0

0115-0413 0634-1427 2341-0006 0410-OP25 1050-1610 1753-2138 2336-0011 0346-0416 0628-1038 1224-1643 1930-2335 0337-0807 1033-1442 1628-2200 0014-0051 0354-0424 0633-1033 1214-1635 1956-2350 0317-0757 1016-1427

F 9 F

n

0 0 0 n

0 0 0 0 0 0 0

0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

,

r

1

4

1:) TABLE I - A)

FLIGHT ROUTE

'

46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90

PPG-PPT PPT-PPG PPG-HNL HNL-LAX LAY-HNL HNL-PPG SYD-MEL MEL-SYD SYD-NAN NAN-HNL LAX-HNL HNL-NAN NAN-STD SYD-MEL MEL-STD SYD-NAN NAN-HNL HNL-LAX LAX-HNL HNL-PPG PPG-SYD SYD-AKL AKL-HNL HNL-LAX LAX-SFO SFO-LAX LAX-GUA GUA-CCS CCs-GIG, GIG-VCP VCP-G,IG GIG-PTT PTT-GUA GUA-LAX LAX-SFO SFO-HND 4ND-HKG HKG-BKK BKK-DEL DEL-THR THR-FRA PRA-LHR LHR-JFK JFK-IHR LHR-BRU

FILE 0001 CONTINUED

DEPARTURE DATE 8/24/76 8/25/76 8/25/76 9/25/76 8/26/76 8/26/76 8/26/76 8/27/76 8/27/76 8/27/76 8/28/76 8/28/76 8/28/76 8/28/76 8/29/76 8/29/76 8/29/76 8/29/76 8/30/76 8/30/76 8/30/76 8/31/76 8/31/76 8/31/76 9/ 1/76 9/ 1/76 9/ 1/76 9/ 1,-76 9/ 2/76 9/ 2/76 9/ 4/76 9/ 4/76 9/ 4/76 9/ 4/76 9/ 5/76 9/ 5/76 9/ 6/76 9/ 6/76 9/ 6/76 9/ 7/76 9/ 7/76 9/ 7/76 9/ 7/76 9/ 8/76 9/ 8/76

DATA TIME INTERVAL (GMT)

1631-1831 0806-1026 1201-1626 2010-0006 0330-0802 1034-1445 2348-0025 0349-0414 0628-0918 1114-1633 0329-0759 1025-1534 1739-2118 2314-2354 0347-0416 0623-0913 1112-1628 1931-2353 0316-0738 1012-1429 1930-0054 0528-0721 0946-1707 1943-0003 0149-0204 1456-1521 1810-2149 2353-0220 0522-1013 1352-1412 0648-0658 0913-1448 1646-1801 2027-0007 0331-0351 2050-0634 0904-1203 1419-1720 1922-2211 0017-0307 0538-1015 1158-1228 1443-2101 1431-2011 2148-2153

DATA'

0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

F

TABLE I -

A)

FLIGHT ROUTE

91 92 93 94 95 96 97 98 94 100 101 102 103 104 105 106 107 108 109 1 10

111 112 113 114 115 116 117

118 119 120 121 122 123 124 125 126 127 128 129 130

131

BRU-LHR LHR-JFK IAD-I.HR LHR-JFK JFK-LHR LHR-BRU BRU-LHR LHR-JFK IAD-LHR LHR-IAD JFK-PRA FRA-JFK JFK-LHR LHR-BOS BOS-DTW DTW -BOS BOS-LHR LHR -BOS BOS-DTW DTW -BOS BOS-LHR LHR-IAD .)FK-FRA PRA-JFK JFK-FRA PRA -MUC MUC -PRA FRA-JFK JFK-FCO FCO -JFK JFK - FCO FCO-LHR LHR-JFK IAD-LHR LHR-IAD JFK-FRA FRA-JFK .JFK-FRA PRA -MUC MUC -FRA PRA-JFK

FILE 0001 CONTINUED

DEPARTURE DATE 9/ 9/76 9/ 9/76 9/10/76 9/10/76 9/11/76 9/11/76 9/12/76 9/12/76 9/13/76 9/13/76 9/14/76 9/14/76 9/15/76 9/15/76 9/15/76 9/15/76 9/16/76 9/16/76 9/16/76 9/16/76 9/17/76 9/17/76 9/18/76 4/18/76 9/18/76 9/19/76 9/19/76 9/19/76 9/20/76 9/20/76 9/22/76 9/22/76 9;22/76 4/24/76 9/24/76 9/25/76 9/25/76 9/25/76 9/26/76 9/26/76 9/26/76

0 - OZONE F - FILTER EXPOSURE B - BOTTLE EXPOSURE

DATA TIME INTERVAL (GMT)

0812-0817 1024-1639 0115-0715 1135-1825 1433-2027 2207-2212 0805-0810 1030-1645 0121-0729 1016-1632 0304-0940 1228-1922 0139-0707 1155-1805 1947-2049 2242-23j2 0123-0620 1121-1731 193A-2033 2232-2322 0122-0619 1021-1649 0259-0904 1137-1842 2247-0447 0632-0641 0954-0959 1229-1921 0119-OR05 1114-1909 0126-0820 1154-1319 1521-2149 0107-0657 1035-1725 0147-0808 1044-1759 2237-0447 0653-0701 0954-0959 1233-1932

DATA-

0 0 O 0 0 0 n

0 0 0 0

0 n 0 0 0

0 0 0

O 0 0

0 0 0 0

0 0 0 0 0 0

0 0

0 0 0

0 0

0 0

t

21 TABLE I - GASP FLIGHTS ON TAPE VL0006 B)

FILE 0002 ( PANAM -N533PA )

1 FLIGHT ROUTE

DEPARTURE DAT E

DATA TIME INTERVAL ((-,MT)

DATA >

iE

i

1 2 3 4 5 6 7 8 9 10 11 12 13 1 11 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 1

JFK-LHR LHR-BRU BRU-LHR LHR-BOS BOS-DTW DTW-BOS BOS-LHR LHR-AMS AMS-LHR LHR-JFK JFK-LHR LHR-BRU BRU-LHR LHR-BOS EOS-DTW DTW-BOS BOS-LHR LHR-AMS AMS-LHR LHR-JFK JFK-HND HND-LAX LAX-HND HND-JFK JFK-LHR LHR-BRU BRU-LHR JFK-LHR I.AX-HND HND-JFK JFK-HNP HND-LAX LAX-HND HND-JFK JFK-HND HND-LAX LAX-HND HND-JFK JFK-ANC ANC-HND HND-JFK JFK-HND HND-JFK JFK-HND HND-LAX

7/ 8/76 7/ 8/76 7/ 9/76 7/ 9/76 7/ 9/76 7/ 9/76 7/10/76 7/10/76 7/10/76 7/10/76 7/11/76 7/11/76 7/12/76 7/12/76 7/12/76 7/12/76 7/13/76 7/13/76 7/13/76 7/13/7a 7/15/76 7/16/76 7/17/76 7/1R/76 7/19/76 7/19/76 7/20/76 8/26/76 9/ 2/76 9/ 3/76 9/ 4/76 9/ 5/76 9/ 5/76 9/ 6/76 9/ 7/76 9/ 8/76 9/ 8/76 9/ 9/76 9/10/76 9/11/7b 9/11/76 9/12/76 9/13/76 9/14/76 9/15/76

0 - OZONE B - BOTTLE EXPOSURE

1440-2020 2144-2154 0805-0810 1108-1647 1838-1933 2219-2315 0115-0624 0929-0934 1503-1514 1718-2314 1444-2020 2200-2206 0826-0836 1118-1658 1834-1930 2214-2304 0104-0621 0924-0929 1508-1518 1726-2326 1626-0441 1017-1857 2009-0612 0939-2055 1435-2009 2151-2201 0803-0818 1447-2035 2001-06OR 0958-2059 1630 -0ron 0737-1614 1959-0610 0944-2123 1630-0524 0738-1645 1950-0600 0957-2115 1639-2247 0024-0729 1113-2210 1735-0629 0947-2107 1629-0528 0818-1641

0 0 0 0 O 0 0 0 0 0 .0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 n 0 0 0 0 0 0 0 n 0 0 O 0 0 0 0 0 0 0 0

B

B

,

.

wn

r^ TABLE I - GASP FLIGHTS ON TAPE VL0006 C)

FILE 0003 (QANTAS VH-FHE )

PLIGHT ROUTE 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45

SYD-PER PER-BOM BOM-LHR SYD-PER PER-BOM BOM-LHR LHR-BOM BOM-PEA PEP-STD SYD-PER PER-BOM 90M-LHR LHR-BOM BOM-PER PER-SYD SYD-MEL MEL-BKK BKK-THR THR - ATH ATH-FCO FCO-ATH ATH-THR THR-BKK BKK-MEL MEL-STD STD-MEL MEL-BKK BKK-THR THR-ATH ATH-FCO FCO-ATH ATH-THR THR-BKK BKK-MEL MEL-SYD SYD-MNL MNL-HKG HKG-MNL MNL-SYD STD-DRW DRW - BKK BKK-DAM DAM-ATH ATH-BEG BEG-ORT

DEPARTURE DATE

DATA TIME INTERVAL (GMT)

DATA

7/13/76 7/13/76 7/13/76 P,/ 3/76 B/ 3/76 8/ 3/76 8/ 4/76 8,/ 4/76 8/ 5/76 8/ 6/76 8/ 6/76 8/ 6/76 8/ 7/76 8/ 7/76 8/ 8/76 8/ 9/76 8/ 9/76 8/ 9/76

0611-1001 1155-1949 2158-0624 0612-1007 1309-2059 2302-0719 1156-1x34 2141-0516 0702-0955 0607-1011 12(16-1950 2138-•0605 1151-1931 2131-0447 0636-0916 0501-0536 0729-1603 1758-2336

0 0 0 0 U 0 0 0 0 0 0 0 0 0 0 0 0 0

8/10/76

0119-0404

0

8/10/76 8/10/76 8/11/76 8/11/76 8/11/76 8/11/76 8/14/76 8/14/76 8/14/76 8/15/76 8/15/76 8/15/76 8/15/76 8/16/76 8/16/76 8/16/76 8/17/76 8/17/76 8/17/76 8/17/76 8/18/76 8 /18/76 8/18/76 8/19/76 8/19/76 8/19/76

0551-0656 2125-2220 0000-0240 0437-1022 1232-2023 2210-2235 0358-0433 0624-1439 1645-2233 0017-0310 0509-OF14 1847-1943 2132-0012 0212-0757 1046-18f)8 2002-2032 0126-0804 0949-1049 1308-1403 1552-2227 0612-0932 1128-1613 1832-0137 0316-0451 0640-0715 0842-1002

0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

^

V

F.

TABLE I - C)

FLIGHT ROUTE

FILE 0003 CONTINUED

DE?ARTURE DATE

DATA TIME INTERVAL (GAT)

OAT A1

j,

46

ORY-BEG

8/19/76

150."?-1708

0

47 48

BEG-ATH ATH-DEL

8/19/76 8/19/76

1849-1y2l 2205-0315

0

49 50

DEL-BKK BKK-DRY

8/20/76 8/20/76

0513-0808 1115-1610

O 0

51

DRY-SYD

8/20/76

1828-2123

0

52 53 54

STD-BKK BKK-ATH ATH-LHR

8/22/76 8/22/76 8/23/76

1042-1959 2203-0704 0857-1133

0 0 0

0

5E

LHR-ATH

8/23/76

1631-1901

0

56 57 58 59 60 61 62

ATH-BKF BKK-MEL MEL-SYD SYD-NOU NOU-SYD SYD-CHC CHC-SYD

8/23/76 8/24/76 8/24/76 8/25/76 8/25/76 8/26/76 8/26/76

2131-0639 0919-1659 1905-1945 0052-0236 0447-0702 0434-0634 0905-1120

0 0 0 0 0 0 0

63

SYD-BKK

8/29/76

1053-1938

0

64 65 66

5KK-ATH ATH-LHR LHR-ATH

8/29/76 R/30/76 8/30/76

2142-0650 0835-1100 1634-1859

0 0 0

67

ATH- BKK

8 /30/76

1132-0625

0

68 69

BKK-MEL MEL-SYD

8/31/76 9/31/76

0934-1704 1009-1939

0 0

0 - OZONE

^

_,

`

i

I

TASLE II - NMC TROPOPAOSE PRESSURE DATA ON GASP TAPE VL0006, FILE 4 From

s

Through

1

7/08/76, 1200 GMT

7/20/76, 1200 GMT

2

0/03/76, 0000 GMT

9/29/76, 0000 GMT

i

l

Q'

J

tS

yn^ i

I

,e

}

1}

Table III - Zonal Averaged NMC Jropopause Pressure Data, January 1975 - October 1976 (Data expressed in hPa) •

25

20

30

35

LATITUOE (De9rees North)

40

45

50

55

60

65

70

75

80

85

J

131.5

138.3

165.5210.6234.6243.9253.5262.1267.4

26!!.1

264.0260.8256.9251.8

F

134.3

153.5

189.5

223.6

241.3

254.1

262.6

265.1

264.4

262.0

261.8

264.8265.9

264.~

M

132.6

149.0

183.2

212.8

228.7

242.9

255.3

262.9

268.1

274.3

281.5

286.7

287.5

285.1

A

134.0

145.2

169.3

195.~

212.9

226.0

239.3.251.3

262.7

275.0

287.9

299.4

306.5

308.7

H

130.2

135.1

154.9

184.9

207.1

221.7

234.9

247.0

258.6

269.3

276.0

286.6

297.2

304.9

J

130.2

130.7

135.4

152.3

180.3

205.7

220.8

232.2

244.9

256.7

267.4

277.1

281.9

280.8

J

130.3

130.5

130.6

133.9

150.7

182.7

213.0

229.1

235.9

242.8

252.8

261.4

265.7

267.2

A

130.4130.8131.1133.9148.7179.8211.1227.9235.4240.5

247.0

256.0

265.2

270.8

5

130.3

131.0

132.1

137.7

158.2

191.6

218.4

232.7

242.2

251.5

262.5

272.4

276.6

275.1

:I:

o

132.0

132.8

136.4

151.8

182.3

215.4

237.5

247.0

251.4

257.7

267.7

271.9

286.3

292.1

I2:

N

131.1134.4145.1172.2201.9223.0239.0252.2263.0

270.3

27~6

275.7

279.9

285.5

'" .... '"

o :E

0155.3165.3190.0226.0251.5261.9268.0

273.3

27~.1

282.0284.8286.3287.1

28B.5

298.9

298.6

294.2

277.6

288.4

285.3

283.1

N

U1

J

192.0

209.3

237.0

267.4

286.2

292.4

295.8

F

192.6

211.0

242.6

266.5

280.2

293.9

305.1307.8302.2294.2287.6282.5280.5280.3

~

H

187.6

204.1

232.8

255.5

274.2

292.8

306.7

312.0

310.7

302.9

292.2

284.2

280.5

278.7

;;t:::1

A

181.7

191.9

214.3

236.4

255.5

273.6

287.9

298.7

308.8

319.2

328.4

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332.8

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TABLE V - SAMPLE BOTTLE DATA ON TAPE VL0006

jf

"

GASP Identification

I Y^

Bottle no.

4-3

4-4

10-1

Analysis no.

117

128

220

File, flight

2,4

2,20

1,6

I

ii

Sample Data ,a Date

7/09/76

7/13/76

7/15/76

Latitude, deg

54N

54N

52N

Lcngitude, deg

5W

5W

34W

Altitude, km

11.9

11.9

11.3

Region

stratosphere

stratosphere

uncertain

Pressure, kPa

30

30

31

100

100

143

Constituent Data F-11, pptv

}

I

F

F

•

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d

G

1 E

^^ v

2000

25 —1

. 20 .

— 1500 .15

—

1000

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500 c,

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0

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J Q H

250

330

370

410

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450

A) FLIGHT LEVEL

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290

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B) LATITUDE FIGURE

1-

DISTRIBUTION OF GASP VL0006 DATA, .JULY - SEPTEMBER 1976

1400

1200

(n 1000 03 1.13 03m

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800

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600 0 N4711U, 10^ 5/7/76 q 4

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N 655PA, 6/23/76 6 N655PA, P vTT655PA, 6 55 A , io/4/76

200

0

200

Wo

Measured Ozone

600

800

1000

1200

MiAng Ratio, 03m, ppbv

Figure 2 —GASP System Ozone Destruction Test Results Used for vz0006

i

a

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200

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—

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5

155

165 175

175

0

E

165

155

X4 5_ 135 125

0

Longitude W

Figure 3 - Flight record for September 2-3, 1976. P11 data are from GASP and aircraft systems except for the tropopause pressures which are from time and space interpolations from NMC data archives.

E-

A

Jl IdW

0

t7-

stratosphere • Troposphere 2000 - 0030

(7- - G GMT

* 0030 - 0600

a) September 2 - 3

b) September 5 - 6

ti

Latitude, I)N c) September 8 - 9 Figure 4 - Latitudinal variation ufozone mixing ratio over the northeM Pacific ocean for early September 1976

PAGE 1

APPENDIX A - Specifications for GASP Archive Tapes (VLXXXX)

GENERAL

1.

Tapes are written in EBCDIC format using nine track tapes.

2.

Tape density is 800 BPI.

3.

Physical records (blocks) are 4096 bytes.

4.

The tapes are unlabeled, and contain one or more GASP data files followed by a tropopause pressure data file.

GASP DATA FILE 1.

Each GASP data file contains data from a single GASP each file, data are grouped and aircraft. Within by flights (takeoff identified to, landing) in chronological order.

2.

The GASP data for each flight begins with a logical FLHT record (flight identification data), which is followed by logical DATA records (one for each data recording made during the flight). Bot-^ FLHT and DATA records contain 512 bytes, hence there are 8 logical records per physical record (block).

3.

A FLHT record will always be the first logical record in a block. However, every block need not begin with a FLHT record (i.e., if there are more than seven DATA records in a flight). If the FLHT record plus the available DATA records for a flight do not fill an integer number of blocks, the unused logical records in the final block are padded with zeros creating PADD

records. The diagram below shows how several short flights would be blocked. Block

1

2

3

------------ - -F'--D- -D--D--- --- - -U-D--- PP-D DD D F D D D D DP P PPP

P----

^

^.t.:.

---------------- -------------- ------------ Logical

i

Record

1 2 3 4 5 6 7 8

1 2 3 4 5 6 7 8

12345678

_

r

AO

4

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^;



Block



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4



5



6

F D D D D D D D

D D D D D D D D

F D D D D D D P

1 2 3 4 5 6 7 8

1 2 3 4 5 6 7 8

1 2 3 45 6 7 8

where F is a FLHT record D is a DATA record P is a PADD record 4. The first four bytes in each logical record identify the record type as FLHT, DATA, or PADD. Detailed specification of the parameters and formats for FLHT and records are given in Table A-I and DATA A-II respectively. a)

In each FLHT record, the number of DATA records to follow is given by NDATA (Bytes 78-81), and the number of blocks in the flight is given by NBLOCK (Bytes 82-84) b) For the ldst DATA record of each fliqht, LBFLG (Byte 5) = "L"; for the last DATA record in each file, LBFLG = "G" if the following file is a GASP data file, and LBFLG = "T" if the following file is the tropopause pressure file; for all other DATA records, LBFLG = " " Note: DATA records with LBFLG " " will be followed by PADD records if th , 2 physical record (block) is not complete.

f i E

TROPOPAUSE PRESSURE DATA FILE 1.

Following the GASP data, in a separate file, tropopause pressure data for the dates of the GASP flights are included. Data are currently available from the National Meteorological Center (NMC) twice daily for 4225 locations in the Northern Hemisphere. Coordinates for these data are the NMC 65X(-5 square matrix grid, transformed from a polar stereographic map of the Northern Hemisphere.

2.

Each 65X65 tropopause pressure array is written as seven TRPR records. Each TRPR record is a physical record (block), and is the same length as the GASP physical records (4096 bytes). All TRPR records contain identification information. Specifications and formats for the TRPR records are given in Table A-III.

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