Vertical distributions of non-methane hydrocarbons and halocarbons in the lower troposphere over northeast China

Vertical distributions of air pollutants are crucial for understanding the key processes of atmospheric transport and for evaluating chemical transport models. In this paper, we present measurements of non-methane hydrocarbons (NMHCs) and halocarbons obtained from an intensive aircraft study over northeast (NE) China in summer 2007. Most compounds exhibited a typical negative profile of decreasing mixing ratios with increasing altitude, although the gradients differed with different species. Three regional plumes with enhanced VOC mixing ratios were discerned and characterized. An aged plume transported from the northern part of the densely populated North China Plain (NCP; i.e. Beijing–Tianjin area) showed relatively higher levels of HCFC-22, 1,2-dichloroethane (1,2-DCE) and toluene. In comparison, the plume originating from Korea had higher abundances of CFC-12, tetrachloroethene (C₂Cl₄) and methyl chloride (CH₃Cl), while regional air masses from NE China contained more abundant light alkanes. By comparing these results with the earlier PEM-West B (1994) and TRACE-P (2001) aircraft measurements, continuing declining trends were derived for methyl chloroform (CH₃CCl₃), tetrachloromethane (CCl₄) and C₂Cl₄ over the greater China–northwestern Pacific region, indicating the accomplishment of China in reducing these compounds under the Montreal protocol. However, the study also provided evidence for the continuing emissions of several halocarbons in China in 2007, such as CFCs (mainly from materials in stock) and HCFCs.     

Aircraft and road traffic noise exposure and children's mental health

There have been few studies examining noise and psychological disorders in children and the results are equivocal. The objective of this study was to examine exposure–effect relationships between aircraft and road traffic noise exposure and children's mental health. We conducted a cross-national, cross-sectional study assessing 2844 pupils, aged 9–10, from 89 schools around three major airports in the Netherlands, Spain and United Kingdom matched within country for socio-economic position. We selected children on the basis of exposure to external aircraft and road traffic noise exposure. The Strengths and Difficulties Questionnaire (SDQ) assessed child mental health, including emotional problems, conduct disorder, hyperactivity, peer problems and prosocial behaviour. Aircraft noise exposure was significantly associated with an increased score on the hyperactivity subscale (pooled B estimate 0.013 CI 0.007–0.019) after full adjustment. Road traffic noise was significantly associated with lower scores on the conduct problems subscale maintained after full adjustment (pooled B estimate 0.010 95%CI −0.020 to −0.001). There was no association between either aircraft or road traffic noise exposure and the SDQ total score. The hyperactivity results have been found in a previous UK study and may indicate that high aircraft noise exposure exacerbates hyperactivity symptoms in children although this finding requires further replication.     

Annoyance due to aircraft noise has increased over the years—Results of the HYENA study

In the HYENA study (HYpertension and Exposure to Noise near Airports) noise annoyances due to aircraft and road traffic noise were assessed in subjects that lived in the vicinity of 6 major European airports using the 11-point ICBEN scale (International Commission on Biological Effects of Noise). A distinction was made between the annoyance during the day and during the night. L_den and L_night were considered as indicators of noise exposure. Pooled data analyses showed clear exposure–response relationships between the noise level and the noise annoyance for both exposures. The exposure–response curves for road noise were congruent with the EU standard curves used for predicting the number of highly noise annoyed subjects in European communities. Annoyance ratings due to aircraft noise, however, were higher than predicted by the EU standard curves. The data supports other findings suggesting that the people's attitude towards aircraft noise has changed over the years, and that the EU standard curve for aircraft noise should be modified.     

Aircraft emissions and local air quality impacts from takeoff activities at a large International Airport

Real time number concentrations and size distributions of ultrafine particles (UFPs, diameter <100 nm) and time integrated black carbon, PM_2.5 mass, and chemical species were studied at the Los Angeles International Airport (LAX) and a background reference site. At LAX, data were collected at the blast fence (∼140 m from the takeoff position) and five downwind sites up to 600 m from the takeoff runway and upwind of the 405 freeway. Size distributions of UFPs collected at the blast fence site showed very high number concentrations, with the highest numbers found at a particle size of approximately 14 nm. The highest spikes in the time series profile of UFP number concentrations were correlated with individual aircraft takeoff. Measurements indicate a more than 100-fold difference in particle number concentrations between the highest spikes during takeoffs and the lowest concentrations when no takeoff is occurring. Total UFP counts exceeded 10⁷ particles cm⁻³ during some monitored takeoffs. Time averaged concentrations of PM_2.5 mass and two carbonyl compounds, formaldehyde and acrolein, were statistically elevated at the airport site relative to a background reference site. Peaks of 15 nm particles, associated with aircraft takeoffs, that occurred at the blast fence were matched with peaks observed 600 m downwind, with time lags of less than 1 min. The results of this study demonstrate that commercial aircraft at LAX emit large quantities of UFP at the lower end of currently measurable particle size ranges. The observed highly elevated UFP concentrations downwind of LAX associated with aircraft takeoff activities have significant exposure and possible health implications.     

机场周围飞机噪声影响规律的研究

针对目前我国飞机噪声对机场周围敏感区域影响的状况,应用大量的环保验收等实测数据,对机场周围飞机噪声的变化规律进行了分析研究.其结果时于情况相近的机场周围飞机噪声的管理与治理提供参考.     

直升机桨叶安装螺栓强度与疲劳寿命计算分析

目的 分析桨叶安装螺栓在不同位移载荷真实试车载荷以及螺牙缺齿情况下的剩余强度以及疲劳寿命。方法 基于有限元方法分析不同载荷下桨叶安装螺栓的对数应变,依据失效应变判定其强度,提取有限元模型的单元应力,通过临界平面法计算最大组合应力平面,运用曲线走势、损伤准则预估桨叶安装螺栓的疲劳寿命。结果 0.36 mm位移载荷下螺栓应变未达到破坏值,真实试车载荷超过4倍情况下,螺栓失效的可能性较高,螺栓断牙超过2个,失效风险较高。依据试车载荷谱,初始长度螺栓寿命为20 794 h,初始长度螺栓断1螺牙寿命为10 912 h,拉伸至29.36 mm螺栓疲劳寿命为7 725 h。结论 在额定载荷状态下,材料结构破坏的可能性小。实际载荷超过4倍、螺栓断牙超过2个情况下,应力应变状态显著恶化,桨叶安装螺栓失效的风险较高,需要预防超载荷过大的情况,还需在修理过程中关注螺栓螺纹的损伤情况,即螺纹的正常磨损可不作为故障进行更换,但出现掉牙、断牙情况则需要更换。     

飞机货舱低气压环境对火灾探测参量影响研究

旨在为飞机货舱火灾探测系统设计和研制提供理论支撑,在飞机货舱环境模拟实验舱内开展了70kPa、80kPa、90kPa和100kPa下正庚烷火灾实验,分析了低气压环境对顶棚温度、烟气密度和气体浓度火灾探测参量的影响规律。低压下空气密度较小,卷吸系数减小,导致顶棚最高温升增加,顶棚温度衰减变快。同时,低压下烟气密度降低,并与压力呈指数关系,指数系数约为0.946,扩展了前人研究结果的应用范围。CO浓度最大值随压力降低而增加,且CO增长速率与压力呈负指数关系。CO2增长速率随着压力降低而略有减小。     

航空垃圾的特性研究及其处理处置探讨

本文通过大量的实测数据,对国内航空垃圾的物理特性和化学元素组成进行了分析,对其排放情况进行了研究,并以此为依据进行了航空的处理和处置的探讨。     

民航机内非定常燃烧过程的计算机模拟

本文采用数值方法,对民航机内火灾非定常燃烧过程包括其内固体可燃物的受热热解及其挥发份的湍流气相燃烧进行了较为细致的计算,揭示了其火灾非定常燃烧的规律,得到了较好的结果。     

The influence of south Foehn on the ozone distribution in the Alpine Rhine valley—results from the MAP field phase

During the Mesoscale Alpine Programme (MAP) special observation period (SOP) between 7 September and 15 November 1999, ground-based and airborne measurements have been conducted in the Rhine valley south of the Lake of Constance to investigate the unstationary aspects of Foehn and related phenomena, like the impact of Foehn on the ozone concentrations in the valley. Foehn events occurred with above-average frequency and high diversity. Foehn induced ozone peaks in October and November are found to be much lower than the September Foehn case of the period. An inversion layer in the lake area with ozone concentrations below 10 ppb often shields the monitoring stations from the Foehn air aloft. Trajectory calculations for the Foehn period between 19 and 24 October 1999 reveal that the Foehn air originated from below 1 to 1.5 km above the Po Basin and the Mediterranean Sea. Tethered balloon soundings in the source area south of the Alps, ozone measurements at the mountain station Jungfraujoch (3580 m a.s.l.) and airborne measurements across the Alpine crests reveal that the ozone levels found in the Foehn air correspond to the concentrations just above the mixing height in the Po Basin and are transported across the Alpine crest within the lowest flow layer.