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By National Research Council, Division on Earth and Life Studies, Environment and Resources Commission on Geosciences, Panel on Atmospheric Effects of Aviation

The NRC Panel at the Atmospheric results of Aviation (PAEAN) was once tested to supply counsel to NASA's Atmospheric results of Aviation application (AEAP) by means of comparing the appropriateness of the program's examine plan, appraising the project-sponsored effects relative to the present country of clinical wisdom, selecting key medical uncertainties, and suggesting examine actions more likely to lessen these uncertainties.

Over the previous few years, the panel has written periodic experiences of either the subsonic aviation (Subsonic Assessment-SASS) and the supersonic aviation (Atmospheric results of Stratospheric Aircraft-AESA) elements of AEAP, together with: An meantime overview of the Subsonic evaluation venture (1997); An intervening time evaluate of AEAP's Emissions Characterization and Near-Field Interactions parts (1997); An period in-between assessment of the AESA venture: technological know-how and growth (1998); Atmospheric results of aviation: A overview of NASA's Subsonic overview venture (1998). This file constitutes the ultimate evaluation of AESA and should be the final document written through this panel. the first viewers for those stories is this system managers and scientists affiliated with AEAP, even supposing in certain cases the subjects mentioned are of curiosity to a much wider audience.

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Extra resources for A Review of NASA's 'Atmospheric Effects of Stratospheric Aircraft' Project

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Because the stratosphere is not well mixed, and the HSCT emissions will be highly localized at middle latitudes, the mean age and HSCT residence time will not be identical. However, they should scale with one an- Page 18 other. Hence, if a specific model does not reproduce atmospheric mean age estimates well, it is unlikely to accurately model the HSCT effluent residence time. Models used for the assessment report tend to have younger mean ages than those deduced from measurements (Figure 1). The major transport uncertainty in regards to assessing HSCT effluent is determining how much mixing occurs between the tropics and middle latitudes in the lower stratosphere.

PAEAN recommends that the effects of trace species such as these be included in future assessments. Fuel-bound nitrogen may also be worth some additional investigation. g. LPP) are designed for greatly reduced production of NOx by this mechanism, so that fuel-bound nitrogen is likely to produce a more significant fraction of exhaust NOx. It is also recommended that additional emphasis be placed on sulfur emissions. Improved understanding is needed of the chemistry and kinetics of fuel sulfur combustion in the engine, and sulfur particle formation in the near-field exhaust plume.

DOT commissioned the Climatic Impact Assessment Program (CIAP) in 1972. S. SST program, for both economic and environmental reasons, CIAP was completed in 1975 with a Report of Findings and a voluminous set of monographs (over 5,000 pages) that attempted to record all the scientific research on the effect of aviation on the atmosphere up to that date. In 1976, Congress assigned NASA the role of primary agency for stratospheric research, and its Upper Atmosphere Research Program (UARP) has been active since then in continuing much of the research begun under CIAP.

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