The Interrelation of Cruise Fuel Consumption, Temperature and Track Selection in Supersonic Transport Operations

1965 ◽  
Vol 18 (2) ◽  
pp. 123-140 ◽  
Author(s):  
S. M. Serebreny
Keyword(s):  
New York ◽  
Fuel Consumption ◽  
North Atlantic ◽  
Great Circle ◽  
Seasonal Distribution ◽  
Temperature Variations ◽  
Supersonic Transport ◽  
The North ◽  
Data Requirements ◽  
Data Period

This paper, which was presented at an Ordinary Meeting of the Institute held in London on 20 November, 1964, presents the results of a study on the interrelation of cruise fuel consumption, temperature and track selection in supersonic transport operations on the New York–London/Paris route. The range of temperature variations at S.S.T. altitudes over the North Atlantic for 26 months is illustrated and from this data period 24 cases are chosen to reflect extreme departures from standard and to give a seasonal distribution of such variation. The results of the application of a computerized nasa programme to these 24 cases to determine whether diversion from the great circle is warranted, in terms of economy of cruise fuel consumption due to existing temperature gradients over the area, are then discussed and illustrated.The results of a general solution, taking into account all these considerations, applied to an additional 117 cases are also discussed and illustrated. Finally the influence of climb fuel consumption upon cruise fuel consumption and data requirements for temperature forecasts in climb and cruise are discussed.

scholarly journals Lagrangian analysis of low level anthropogenic plume processing across the North Atlantic

2008 ◽  
Vol 8 (2) ◽  
pp. 7509-7554
Author(s):  
E. Real ◽  
K. Law ◽  
H. Schlager ◽  
A. Roiger ◽  
H. Huntrieser ◽  
...  
Keyword(s):  
New York ◽  
North Atlantic ◽  
West Coast ◽  
Wet Deposition ◽  
Lagrangian Analysis ◽  
The North ◽  
Lagrangian Framework ◽  
Chemical Destruction ◽  
Research Aircraft ◽  
The North Atlantic

Abstract. The photochemical evolution of an anthropogenic plume from the New-York/Boston region during its transport at low altitudes over the North Atlantic to the European west coast has been studied using a Lagrangian framework. This plume, originally strongly polluted, was sampled by research aircraft just off the North American east coast on 3 successive days, and 3 days downwind off the west coast of Ireland where another aircraft re-sampled a weakly polluted plume. Changes in trace gas concentrations during transport were reproduced using a photochemical trajectory model including deposition and mixing effects. Chemical and wet deposition processing dominated the evolution of all pollutants in the plume. The mean net O3 production was evaluated to be -5 ppbv/day leading to low values of O3 by the time the plume reached Europe. Wet deposition of nitric acid was responsible for an 80% reduction in this O3 production. If the plume had not encountered precipitation, it would have reached the Europe with O3 levels up to 80-90 ppbv, and CO levels between 120 and 140 ppbv. Photochemical destruction also played a more important role than mixing in the evolution of plume CO due to high levels of both O3 and water vapour showing that CO cannot always be used as a tracer for polluted air masses, especially for plumes transported at low altitudes. The results also show that, in this case, an important increase in the O3/CO slope can be attributed to chemical destruction of CO and not to photochemical O3 production as is often assumed.

scholarly journals Modeling ozone plumes observed downwind of New York City over the North Atlantic Ocean during the ICARTT field campaign

2011 ◽  
Vol 11 (14) ◽  
pp. 7375-7397 ◽  
Author(s):  
S.-H. Lee ◽  
S.-W. Kim ◽  
M. Trainer ◽  
G. J. Frost ◽  
S. A. McKeen ◽  
...  
Keyword(s):  
New York ◽  
New York City ◽  
Atlantic Ocean ◽  
North Atlantic ◽  
York City ◽  
North Atlantic Ocean ◽  
Mixing Ratios ◽  
The North ◽  
The North Atlantic ◽  
Urban Plumes

Abstract. Transport and chemical transformation of well-defined New York City (NYC) urban plumes over the North Atlantic Ocean were studied using aircraft measurements collected on 20–21 July 2004 during the ICARTT (International Consortium for Atmospheric Research on Transport and Transformation) field campaign and WRF-Chem (Weather Research and Forecasting-Chemistry) model simulations. The strong NYC urban plumes were characterized by carbon monoxide (CO) mixing ratios of 350–400 parts per billion by volume (ppbv) and ozone (O3) levels of about 100 ppbv near New York City on 20 July in the WP-3D in-situ and DC-3 lidar aircraft measurements. On 21 July, the two aircraft captured strong urban plumes with about 350 ppbv CO and over 150 ppbv O3 (~160 ppbv maximum) about 600 km downwind of NYC over the North Atlantic Ocean. The measured urban plumes extended vertically up to about 2 km near New York City, but shrank to 1–1.5 km over the stable marine boundary layer (MBL) over the North Atlantic Ocean. The WRF-Chem model reproduced ozone formation processes, chemical characteristics, and meteorology of the measured urban plumes near New York City (20 July) and in the far downwind region over the North Atlantic Ocean (21 July). The quasi-Lagrangian analysis of transport and chemical transformation of the simulated NYC urban plumes using WRF-Chem results showed that the pollutants can be efficiently transported in (isentropic) layers in the lower atmosphere (<2–3 km) over the North Atlantic Ocean while maintaining a dynamic vertical decoupling by cessation of turbulence in the stable MBL. The O3 mixing ratio in the NYC urban plumes remained at 80–90 ppbv during nocturnal transport over the stable MBL, then grew to over 100 ppbv by daytime oxidation of nitrogen oxides (NOx = NO + NO2) with mixing ratios on the order of 1 ppbv. Efficient transport of reactive nitrogen species (NOy), specifically nitric acid (HNO3), was confirmed through the comparison of the CO/NOy ratio in photochemically fresh and aged NYC plumes, implying the possibility of long-range transport of O3 over the stable MBL over the North Atlantic Ocean in association with NOx regeneration mechanism. The impact of chemical initial and boundary conditions (IC/BCs) on modelled O3 urban plumes was investigated in terms of the background O3 level and the vertical structure of the urban plumes. Simulations with dynamic ("time-variant") chemical IC/BCs enhanced the O3 level by 2–12 ppbv on average in the atmospheric layer below 3 km, showing better agreement with the observed NYC plumes and biomass-burning plumes than the simulation with prescribed static IC/BCs. The simulation including MOZART-4 chemical IC/BCs and Alaskan/Canadian wildfire emissions compared better to the observed O3 profiles in the upper atmospheric layer (>~3 km) than models that only accounted for North American anthropogenic/biogenic and wildfire contributions to background ozone. The comparison between models and observations show that chemical IC/BCs must be properly specified to achieve accurate model results.

scholarly journals Impact of the North Atlantic Oscillation on Transatlantic Flight Routes and Clear-Air Turbulence

2016 ◽  
Vol 55 (3) ◽  
pp. 763-771 ◽  
Author(s):  
Jung-Hoon Kim ◽  
William N. Chan ◽  
Banavar Sridhar ◽  
Robert D. Sharman ◽  
Paul D. Williams ◽  
...  
Keyword(s):  
New York ◽  
North Atlantic Oscillation ◽  
North Atlantic ◽  
Large Scale ◽  
Jet Streams ◽  
Weather Patterns ◽  
Teleconnection Patterns ◽  
The North ◽  
Air Turbulence ◽  
The North Atlantic Oscillation

AbstractThe variation of wind-optimal transatlantic flight routes and their turbulence potential is investigated to understand how upper-level winds and large-scale flow patterns can affect the efficiency and safety of long-haul flights. In this study, the wind-optimal routes (WORs) that minimize the total flight time by considering wind variations are modeled for flights between John F. Kennedy International Airport (JFK) in New York, New York, and Heathrow Airport (LHR) in London, United Kingdom, during two distinct winter periods of abnormally high and low phases of North Atlantic Oscillation (NAO) teleconnection patterns. Eastbound WORs approximate the JFK–LHR great circle (GC) route following northerly shifted jets in the +NAO period. Those WORs deviate southward following southerly shifted jets during the −NAO period, because eastbound WORs fly closely to the prevailing westerly jets to maximize tailwinds. Westbound WORs, however, spread meridionally to avoid the jets near the GC in the +NAO period to minimize headwinds. In the −NAO period, westbound WORs are north of the GC because of the southerly shifted jets. Consequently, eastbound WORs are faster but have higher probabilities of encountering clear-air turbulence than westbound ones, because eastbound WORs are close to the jet streams, especially near the cyclonic shear side of the jets in the northern (southern) part of the GC in the +NAO (−NAO) period. This study suggests how predicted teleconnection weather patterns can be used for long-haul strategic flight planning, ultimately contributing to minimizing aviation’s impact on the environment.

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