IAGOSaeronautic certification for retrofitting on civil aircraft and the development of new...

IAGOS-DS Final Report

IAGOS INTEGRATION OF ROUTINE AIRCRAFT

MEASUREMENTS INTO A GLOBAL OBSERVING SYSTEM

Design Study for Research Infrastructures Implemented as Specific Support Action

Contract No.: 011902‐DS

Coordinator: Andreas Volz‐Thomas http://www.fz‐juelich.de/icg/icg‐ii/iagos

Final Report

INTEGRATION OF ROUTINE AIRCRAFT MEASUREMENTS INTO A GLOBAL OBSERVING SYSTEM


Contact Information: Dr. Andreas Volz‐Thomas Forschungszentrum Jülich Institut für Chemie und Dynamik der Geosphäre 2 52425 Jülich Germany E‐mail: a.volz‐thomas@fz‐juelich.de Web: http://www.fz‐juelich.de/icg/icg‐2/iagos

Editors: K. Thomas and A. Volz‐Thomas

Forschungszentrum Jülich Acknowledgement The success of the project is owed to the skills and engagement of the PIs and their co‐workers involved. Particular thanks go to: Marcel Berg, Norbert Houben, Hans‐Werner Pätz, Herman Smit (FZJ); Gilles Athier, Jean‐Pierre Cammas, Jean‐Marc Cousin, Fabrice Gangneron, Yves Meyerfeld, Philippe Nédélec, Valérie Thouret (CNRS); Fernand Karcher, Freddy Lek, Yvan Lemaitre, Magali Stoll (CNRM‐Météo‐France); Rod Jones, M. Iqbal Mead, (UCAM); Karl Beswick, Keith Bower, Martin Gallagher (UNIMAN); Markus Fiebig, Andreas Petzold (DLR); Andreas Waibel (DLH); Yohan Allouche, Christine Bickerstaff, Alain Corbière, Rainer von Wrede (Airbus); Timothy Gill, Andy Kershaw (BA); Huilin Chen, Christoph Gerbig (MPG); We also like to acknowledge the assistance of experts involved in the technical design and certification of new instrumentation: Luc Pelle (Aeroconseil); Frédérique Azum (Rockwell‐Collins); Stewart Taylor (UK Met. Office); Bill Dawson (DMT); Harald Franke, Ina Schweitzer (enviscope); Kurt Dahlmann, Achim Kocks (Gomolzig); Dietmar Adebar, Thomas Dauer, Sonja Gritschke, Lars Hebeler, Stefan Hübner, Heiko Meusch, Alexander Peters, Susanne Roth, Alfonso Schemel, Thorsten Schütt, (Lufthansa Technik); Mike Proffitt (Proffitt Instr.); Stephane Quebre, Francois Reveillere, Max Scarsi (Sa‐bena Technics); Darrell Baumgardner (Universidad Nacional Autonoma de Mexico), Steve De‐verau (FAAM), and feedback from the members of the NERC‐Met Office Cloud Physics Wor‐king group, and the calibration expertise provided by NCAS instrument scientists.

Project funded by the European Community under the “Structuring the European Research Area” Specific Programme

Research Infrastructures Action


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Content: 1 Summary ............................................................................................................................ 4 2 Introduction ........................................................................................................................ 5

2.1 The history of regular aircraft observations ............................................................... 5 2.2 The value of regular aircraft observations.................................................................. 6 2.3 From MOZAIC to worldwide sustainable operation ................................................. 6

3 The Project Objectives ....................................................................................................... 7 4 Achievements ..................................................................................................................... 8

4.1 Redesign of the MOZAIC Instrumentation................................................................ 8 4.1.1 Design and qualification of Package 1............................................................. 10 4.1.2 Design and qualification of Package 2............................................................. 12 4.1.3 Installation of the IAGOS STC aboard Lufthansa D-AIGT ............................ 14

4.2 Realtime data transmission....................................................................................... 16 4.3 New technical developments.................................................................................... 18

4.3.1 A new IAGOS Package for autonomous aerosol measurements ..................... 18 4.3.2 A new IAGOS Package for CO2 and CH4 measurements................................ 19 4.3.3 A new Backscatter Cloud Probe....................................................................... 21 4.3.4 A very small instrument package for wider deployment ................................. 22

5 The future ......................................................................................................................... 24 5.1 Towards global coverage ......................................................................................... 24 5.2 IAGOS goes ESFRI ................................................................................................. 25 5.3 IAGOS and GMES................................................................................................... 26

6 Dissemination, spin-off and outreach............................................................................... 27 6.1 Public awareness ...................................................................................................... 27 6.2 Spin-off..................................................................................................................... 29 6.3 General Publications and Presentations from the Project ........................................ 30

6.3.1 General articles................................................................................................. 30 6.3.2 Selected Presentations ...................................................................................... 30

7 References ........................................................................................................................ 32 8 Glossary............................................................................................................................ 33 9 Organisations involved in IAGOS ................................................................................... 35


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1 Summary IAGOS was a design study pursuing the preparation of a resilient distributed infrastructure for routine observations of atmospheric composition, aerosols, clouds and contrails on the global scale from commercial in-service aircraft. Observations in the Upper Troposphere and Lower Stratosphere (UT/LS) are critical for improving the scientific understanding of chemistry-climate interactions, particularly those associated with the roles of clouds, aerosols and chemical composition. This information is essential for improving the scientific basis related to predictions of global climate change (see, e.g., IPCC 2001) and for the assessment of sur-face air pollution, including the influence of aviation impacts and of emissions from other parts of the world on Europe.

The project has made a significant step forward in the development of a globally operated in-situ observation system for climate research and air quality.

New instrument packages have been developed based on the former MOZAIC instrumenta-tion for O3, H2O, CO and NOy/NOx with significant reductions in size and weight. A central element was the aeronautic certification of the new instruments for installation and deploy-ment on Airbus longrange aircraft and for maintenance in compliance with aeronautical regu-lations. After several delays due to commercial and technical reasons, the first IAGOS STC was successfully installed aboard an Airbus A340 of Lufthansa in November 2009. While Package 2 certification was successfully completed, due to a technical problem with Package 1, the final tests have to be repeated before IAGOS can start routine operation.

Another important and extremely successful activity was the design of new instruments, in-cluding items not originally foreseen in the proposal. These include the development of an aerosol package, a Backscatter Cloud Probe, which was originally planned as a simple cloud indicator, and a new Package for carbon dioxide and methane, and the design of a very small package for water vapour and cloud particle measurements. The new developments have pro-vided significant spin-off to other European and national projects.

The design for realtime data provision from IAGOS aircraft was completed and prepared for implementation.

The logistical and financial boundary conditions for operation of the new infrastructure have been established and the dialog between scientific partners, users and airlines interested in supporting the new infrastructure was initiated. A Memorandum of Understanding was signed with partners in Taiwan for collaboration between IAGOS and the Pacific Greenhouse Gases Measurement project, which will open the door for global operation. In 2006 IAGOS has been accepted as a developing European infrastructure on the ESFRI Roadmap.


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2 Introduction 2.1 The history of regular aircraft observations The use of in-service aircraft for in situ observation of the atmosphere has a long tradition, beginning in the 1970s when NASA implemented the Global Atmospheric Sampling Pro-gramme1. In 1993, the idea was revived with the European MOZAIC project2, in which air-borne systems for ozone and water vapour were installed on five A340 aircraft (Marenco et al., 1998), with CO and NOy added in 2001 (Nedelec et al., 2003; Volz-Thomas et al., 2005; Cammas and Volz-Thomas, 2007). More than 30,000 flights have been completed since 1994 (Figure 1). At present, only two of the aircraft are still in service at Lufthansa.

A similar project was initiated in the 1990s to collect air samples for measurements of green-house gases on flights between Tokyo and Australia. In 2005, the project was renewed under the acronym CONTRAIL3 including in-situ measurements for CO2 on 5 aircraft (Machida et al., 2008). In parallel, NOAA/ESRL has been using small aircraft to measure greenhouse gases, carbon isotopes, halocarbons and hydrocarbons between 500 and 8000 m altitude, us-ing automated flask sampling over North America. By the late 1990’s, NOXAR provided the first regular measurements of nitrogen oxides from a passenger aircraft operated by Swiss Air (Brunner et al., 2001).

Figure 1: Regular flight routes of MOZAIC, CARIBIC and CONTRAIL, and locations of the NOAA aircraft net-work (from Volz-Thomas et al, 2009).

The European project CARIBIC4 took a different approach by monthly deploying an instru-mented cargo container aboard an LTU Boeing 767 and later a Lufthansa A340-600 (Brenninkmeijer et al., 2007). The large set of measurements comprises those mentioned above as well as hydrocarbons, halocarbons, and isotopic composition. A sophisticated inlet system allows accurate measurements of aerosols and allows remote sensing by differential absorption spectroscopy.

1 http://gcmd.nasa.gov/records/GCMD_NCAR_DS368.0.html 2 http://mozaic.aero.obs-mip.fr 3 www.jal-foundation.or.jp/shintaikikansokue/Contrail_index(E).htm 4 www.caribic-atmospheric.com


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2.2 The value of regular aircraft observations MOZAIC has provided novel information on the distributions of H2O, O3, CO and NOy in the upper troposphere and lower stratosphere (UT/LS) as well as vertical profiles down to the sur-face. The data have been exploited by investigators from research institutions world-wide, meanwhile resulting in more than 10 PhD theses and more than 150 peer-reviewed publica-tions. Research topics include the seasonal, geographical and interannual variation of the trace gases in relation to their sources and atmospheric dynamics, the evaluation of global chemical transport models and the evaluation of satellite retrievals. Key findings concern the persistent layering of the atmosphere, the large fraction of ice super-saturation in the UT and the strong influence of biomass burning over some regions on the concentrations of CO and NOy in the UT/LS, which are usually not captured by global models.

The combination of MOZAIC data with data from surface stations has been shown relevant for understanding the processes governing the distribution of ozone and its precursors in the boundary layer. For example, the MOZAIC profiles over Frankfurt allowed to accurately de-fine the ozone and carbon monoxide anomalies within the boundary layer during the summer 2003 heat wave and demonstrated the influence of fires over Portugal to the pollution over Frankfurt during the heat wave (Tressol et al., 2008). The most recent analysis (Cooper et al., 2010) demonstrates the large influence of Asian emissions on the observed increase in spring-time ozone concentrations over North America during the past decades.

2.3 From MOZAIC to worldwide sustainable operation After 10 years of successful operation and owing to the strong support from the international scientific community, the MOZAIC community decided in 2003 to tackle the challenge of expanding towards a sustainable infrastructure with enhanced measurement capabilities. It was clear at this time, that MOZAIC, originally designed as a 3 year project, would come to an end and that a new resilient structure was required for longterm operation. The first step in this development was the redesign of the heavy MOZAIC rack into a compact package with aeronautic certification for retrofitting on civil aircraft and the development of new instru-ments for NOx, H2O, aerosol, cloud particles, CO2 and CH4, in order to tackle new scientific questions. Expansion of the operation to the global scale was one of the wishes of the growing MOZAIC user community. Another request was the provision of realtime data into the mete-orological network in support of the new forecast tools envisaged for the GMES Atmospheric Service. The enormous success of MOZAIC was due to the open data policy and the continu-ous interaction with the scientific users. In the end, it was the strong support by the user community which helped to formulate a successful proposal for IAGOS.


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3 The Project Objectives The overall objective of IAGOS-DS was to explore and prepare the ground for a new virtual infrastructure comprising a distributed sustainable in situ observation system for atmospheric composition with global coverage from commercial aircraft on the basis of the former EU-funded MOZAIC project. In order to reach this goal, the design study addressed several scien-tific, technological and logistic elements. These included the exploration of the logistic and financial basis for the new virtual infrastructure and the design of new instrumentation, in-cluding certification studies for the new prototypes for installation on Airbus longrange air-craft.

The specific objectives of the design study were:

• To establish the logistic and financial basis for the new infrastructure by establishing links to the user community and to new partner airlines.

• To formulate a work plan for the longterm operation of the new virtual infrastructure.

• To redesign the MOZAIC instrumentation for overall size and weight reductions and for enhanced measurement capabilities by integration of a Cloud Droplet Probe (CDP) and NOx measurements.

• To study and obtain the aeronautical certification of the new instrument packages ac-cording to aeronautical rules and to study the installation and inlet configuration of the packages on board Airbus longrange aircraft, develop certified installation and main-tenance procedures, and to produce a prototype of the mounting kit for Airbus aircraft.

• To design and evaluate small, automatic instrumentation suitable for future measure-ments of aerosols on board commercial aircraft.

• To design an ultra-lightweight package for measurements of a reduced set of species on a larger fleet of aircraft.

• To design a realtime data delivery and ground processing system for scientific and forecasting products.


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4 Achievements 4.1 Redesign of the MOZAIC Instrumentation The major objective of the design study was the redesign and EASA approved certification of the MOZAIC instrumentation so that it can be retrofitted to Airbus A340 aircraft already in service. The need for this was born out by two issues: The MOZAIC Rack had been installed in 1994 by AIRBUS on five A340 during final assem-bly. The installation was designed for a short term research project without provisions for continued airworthiness. While it was possible to extend the operation for several years, it was clear that the increasing demands of aeronautic regulation established by EASA would not allow to continue MOZAIC for much longer. Indeed, operation of MOZAIC on the A340 of Air France and Austrian had to be terminated soon after the start of IAGOS and the re-maining three A340 (Air Namibia and Lufthansa) are being terminated now. The second reason was that the original location of the MOZAIC rack is now occupied by other systems. This required a redesign of the scientific instruments with significant reduc-tions in size and weight. Finally, it was planned to include new sensors, i.e., for cloud parti-cles, in order to tackle new scientific questions.

The MOZAIC instruments were installed on the right side of the avionics compartment of the A340 in a full size 19" Rack as sown in Figure 2. In 2001, a NOy instrument was installed to one of the MOZAIC aircraft on the left side of the avionics compartment. The location was reserved by Airbus for a so-called Ground Refreshing Unit, an optional cooling system for the aircraft electronics, which had not been installed on the majority of the A340 in service. Therefore, this location was selected for the new IAGOS installation (see Figure 3).

Figure 2: Photos of the MOZAIC rack (left) with instruments for the measurement of ozone, carbon monoxide and water vapour and of the NOy instrument (right). The position of the NOy instrument was chosen for the new IAGOS installation.


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The redesign of the MOZAIC instrumentation was carried out by CNRS and FZJ based on the experience gained in MOZAIC and the expertise of the groups. The instrumentation was split in two packages, named Package 1 and Package 2 in the following.

Package 1 was developed by CNRS and includes the ozone and carbon monoxide instru-ments, as well as the data acquisition system and an interface to collect aircraft parameters, such as height and location, required for geo-referencing of the data. Associated components to Package 1 are a water vapour sensor by FZJ and a new probe for cloud particles contrib-uted by UNIMAN (see chapter 4.3.3).

Package 2 developed by FZJ includes the NOy instrument with its own data acquisition sys-tem. The design of Package 2 was planned such that it can host other instruments in the fu-ture. These include an option for NOx measurements (Package 2b), which was developed by FZJ during the project. Other options foreseen for future deployment are an aerosol instru-ment developed by DLR (see chapter 4.3.1) and a CO2/CH4 instrument developed by MPG (see chapter 4.3.2).

Basis for the design of the instrument packages was a pre-study by Sogerma Services (now Sabena Technics) under contract of CNRS for the installation in the avionics compartment. This study defined the maximum dimensions and loads permitted for the instruments and as-sociated components.

Figure 3: Schematics of the nose of the A340 with indication of the IAGOS installation (green arrow)


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4.1.1 Design and qualification of Package 1 In the MOZAIC rack, standard instruments for the measurement of ozone and carbon monox-ide had been installed with minor modifications for measurement performance and safety re-quirements. The data acquisition system was a separate unit and data were collected on a re-movable disk which was exchanged on a monthly basis. The new IAGOS installation required a complete redesign of the instruments and integration of the components into a new housing compatible with the available space on the new IAGOS rack. Major efforts included:

- Selection of new pumps with better performance and less maintenance requirements o The first approach was to integrate pumps into instrument o later it was decided to have a separate pump box because of weight and space

distribution on the IAGOS rack - Redesign and integration of the data acquisition system including the ARINC interface

for collection of the aircraft parameters - Integration of a GSM modem for transmission of the entire data set after each flight, to

allow faster access to the data and better planning of maintenance tasks - Integration of the electronics of the water vapour sensor and of a new probe for cloud

particle measurements into the Package - Provision of a data interface to Package 2 via Ethernet and to the RTTU via ARINC

for realtime data transmission during flight.

Figure 4: Schematic design of the IAGOS installation comprising Package 1 with associated pump box and Package 2 with associated gas cylinder (by Sogerma Services, now Sabena Technics).


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The final design of Package 1 shown in Figure 5 contains the following components:

- The O3 analyser is derived from the commercial Thermo Environment Instruments cells and UV source and detectors. The measurement precision is ± 2 ppb ±2% for 4 sec. integration time. An integrated ozone source allows for in-flight calibration check of the analyser.

- The CO device is derived from the development realised in the MOZAIC II programme and flown on 5 Airbus A340 since 2001 in the MOZAIC III programme. By optimisation of the flows and the pressure inside the cell, it was possible to improve the integration time for CO from 30s to 15s.

The H2O sensor and electronics was provided by FZJ. It was adapted from MOZAIC based on a new version of the Vaisala humidity sensor HMT333, which was modified to qualify to the aeronautic requirements. The sensor is mounted inside a Rosemount housing Model 102 BX (see Figure 9).

The new Backscatter Cloud Probe (BCP, see section 4.3.3) was integrated on the IAGOS inlet plate, as shown in Figure 9. Its electronic box is fixed on the top of IAGOS Package 1 for easy replacement during maintenance. The design of the BCP Optical Bloc was optimised for installation and easy replacement during maintenance.

Package 1 (35 kg)

Pump Box (11 kg) BCP Box (1kg) and H2O Box (1kg)

Figure 5: Photographs of Package 1 system, including pump box and BCP/H2O electronics.


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Qualification: The equipment SN001 (Package 1, Pumps box, H2O and BCP sensors) has been submitted to environmental qualification tests, according to the aeronautic qualification procedure DO-160E (see deliverable D3.6 “Package 1 aeronautic certification) under the responsibility of CNRS sub-contractor Lacroix Electronique Solutions (L.E.S., ex Tharsys).

The Qualification Report was issued in June 2009 and accepted by the IAGOS STC holder Sabena Technics in October 2009. Declarations of Design and Performance (DDP) have been issued by LES for the 4 aeronautic equipments:

Designation Manufacturer P/N

Package 1 Tharsys 000214D000000-01

Pump Box Tharsys 000228D000000-01

BCP Box DMT 000214D010000-01

H2O Box FZJ/Vaisala/Aerodata 000214D020000-01

4.1.2 Design and qualification of Package 2 Two versions of Package 2 were developed in the project: Version A measures NOy, i.e., the sum of nitrogen monoxide (NO) and its atmospheric oxidation products, such as nitrogen di-oxide (NO2), nitric acid (HNO3), and peroxyacetyl nitrate (PAN). Version B was designed to measure NOx, i.e., the sum of NO and NO2. The new instruments were based on an instru-ment deployed since 2001 aboard an A340 of Lufthansa as part of the former EU-Project MOZAIC. The new version for NOx measurements was developed in IAGOS and success-fully tested aboard one of the MOZAIC aircraft operated by Lufthansa for more than one year.

The measurement principal is based on the chemiluminescent chemical reaction between at-mospheric NO and ozone (R1), after the conversion of the oxidation products to NO either by photolysis (R2a) for the measurements of NOx, or by catalytic reduction with H2 (R2b) for the measurement of NOy.

Detection: R1a NO +O3 NO2* R1b NO2* NO2 + hv

Conversion: R2a NOy + H2 NO + H2O (Au-catalysed) R2b NO2 + hv NO +O (395nm)

Both instruments measure the mixing ratio of nitrogen monoxide (NO) by mixing the sample air with a small quantity (0.5%) of ozone (O3) and counting the photons that are emitted in re-action (R1b) with a photomultiplier tube. The reaction is conducted at reduced pressure (ca. 10hPa), which is maintained by two membrane pumps in (one pump for the NOy instrument). The O3 is produced in-situ by a silent discharge in a flow of oxygen (O2).

For the measurement of NOy a catalytic converter is employed in which the reduction of all atmospheric oxidation products to NO (R2a) occurs by a small flow (0.1 sccm) of hydrogen (H2) in a heated gold tube (300°C). The H2 is supplied from a metal hydride reservoir. For the measurement of NOx (Package 2b), the atmospheric NO2 is converted to NO (R2b) by passing the sample air through a tube which is illuminated by four UV-LEDs (395 nm).

The instrument is calibrated in-situ by adding to the sample air flow a small flow (0.2 ml/min) of oxygen (O2) with known traces of NO2 (< 10ppm) from a permeation tube. The permeation


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tube contains a small amount of liquid NO2 which diffuses through a PTFE membrane into the calibration gas. For calibration of the NO-detector, the NO2 calibration gas is converted to NO by reaction with FeSO4, before being added to the sample air.

The functions of the instrument are controlled by a single board PC via an interface board us-ing a LabVIEW program, which also records the signal of the NO-detector and the house-

keeping signals (temperatures, pressures, and gas flows) for data quality assurance.

The instrument components were integrated into a new housing (see Figure 6), which was especially designed to fit the IAGOS installa-tion and to meet the requirements for installation aboard A340 in-service aircraft. Pictures of the prototypes of Package 2a and Package 2b are shown in Figure 7.

Package 2 is installed on the lower shelf of the rack, which also contains provisions for mounting of two oxygen cylinders for operation of the NOy and NOx instruments. The same space will be used for future packages 2c and d for mounting calibration gas cylinders in the case of the CO2 instrument and a liquid reservoir for the aerosol package.

A standard aeronautic probe (Rosemount, Model 102 BK) is used as inlet to the NOy and NOx instrument (see above) and a backward facing probe on the plate is used for venting of gases

Figure 7: View into open Package2a (NOy, left) and 2b (NOx, right): The left part of the lower compartment contains the hydrogen storage and the vacuum pump, the right part contains NO detector, ozone generator, converter and calibration unit. The data acquisition is contained in the cover of the cabinet. The NOx version employs two vacuum pumps for higher sensitivity and a photolytic converter for specific conversion of NO2.

Figure 6: Photograph of Package 2. Weight: 28kg (NOy)


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from the instrument. Power to Package 2 is supplied through the IAGOS control panel. The total power consumption is < 250 VA (28V DC) during normal operation and less than 320 VA during start-up.

The certification of Package 2a and Package 2b was performed by LHT under contract of FZJ. Originally it was foreseen to certify Package 2 by an EASA STC (Supplementary Type Certificate), as an addition to the main IAGOS STC. The reason for splitting the STC between Package 1 and Package 2 was to facilitate implementation of future Packages 2 without the need for amendment of the first STC, as this would imply additional ground tests and cost.

Package 2 installation does not imply a modification of the aircraft itself, because STC 1 pro-vides all mechanical and electrical provisions, including safety features like smoke detectors. Therefore, the installation of Package 2 constitutes a so-called "minor change" which can be certified by LHT without the involvement of EASA. The certification was based on design documents by enviscope/GFM under subcontract of FZJ (for details see Deliverable D3.12). The prototypes passed the required tests for shock, vibration, and electromagnetic interference according to the test plan defined by LHT certification department. After successful comple-tion of the ground test procedure during the initial installation aboard the Lufthansa D-AIGT (see 4.1.3), the instruments were approved for deployment aboard A340 aircraft within the IAGOS installation (Deliverable D3.13).

4.1.3 Installation of the IAGOS STC aboard Lufthansa D-AIGT The first installation of the IAGOS STC aboard an A340-300 of Lufthansa was completed in November 2009. The installation kit was designed and produced by Sabena Technics under subcontracts to CNRS for the main STC and to FZJ for the provisions for Package 2. As de-tailed in Deliverable D3.18, the kit included:

- structural parts, i.e. the IAGOS Rack with provisions for mounting Package 1, Package 2 and two gas cylinders, and the inlet plate with probes and mounting provisions for the BCP,

- electrical provisions for powering Package 1 and 2 - safety provisions, including relais for disabling the GSM modem in Package 1 during

flight and the BCP on ground, a ventilation system with smoke detectors, and an indicator in the cockpit.

Sabena also provided the required documentation and applied to EASA for STC approval.

The installation was conducted by DLH/LHT during a scheduled layover (D-check) of the aircraft (registration D-AIGT). After installation of the rack, wiring and inlet plate, the pack-ages were mounted and the required ground test procedure was conducted according to the predefined procedures issued by Sabena for the rack and Package 1 and by LHT for Package 2.

Package 2 passed all tests and was certified for installation and deployment within IAGOS. The test procedure for Package 1 was not completed due to an unexpected electrical problem which could not be resolved within the scheduled ground time of the aircraft. As the aircraft had to be released to service, the test had to be cancelled and EASA issued the STC with the restriction "IAGOS deactivated". Package 1 has been repaired in January 2010 and a ground time for completion of the test procedure and activation of the IAGOS STC is currently nego-tiated with Lufthansa.


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Figure 8: IAGOS system aboard Lufthansa A340 MSN304 during installation in Hamburg – November 2009

Figure 9: IAGOS inlet plate from outside (left) and inside (right)


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4.2 Realtime data transmission One of the objectives of IAGOS is to provide data in near-realtime to users involved in air quality forecasting, for example for the GMES Atmospheric Service, which is being devel-oped in the EU projects GEMS and MACC. For this purpose it was necessary, to design the soft- and hardware components compatible with aeronautic regulations and suitable to pro-duce and transmit a suitably reduced data set in a cost effective manner.

Some decades ago, the AMDAR system was established in the framework of WMO in order to transmit meteorological observations from passenger aircraft in real-time to weather predic-tion centres for the mutual benefit of aircraft safety and weather observation. Because of the similarity of the data transmission from the IAGOS systems to operational air quality predic-tion centres in terms of origin, target and timeliness requirements, it was first studied if the structure established by AMDAR could be utilised by IAGOS. This approach was discarded because the specific data processing required for the complex IAGOS instruments, including selection of most useful data, data size reduction, encoding, and interfacing with aircraft transmission systems. In addition, the proposed modification of the AMDAR downlink stan-dards to include chemical observations was not considered feasible by the AMDAR panel, as it would have imposed a large burden on the operational data transmission system, although relevant only for approximately 20 aircraft compared to thousands of aircraft providing mete-orological data within AMDAR.

The IAGOS real-time transmission was therefore designed to use a specific stand-alone sys-tem for the air-to ground communication via, e.g., SATCOM and to use only the E-AMDAR ground facility for sending IAGOS data over the Global Telecommunication System of the WMO Information System. For the latter purpose, a new template was defined in BUFR for-mat that describes the IAGOS real-time profiles available on the GTS. The template was submitted to E-AMDAR for validation and acceptance. Details are summarised in deliverable report D6.8v2.

RTTU design

The RTTU has 3 functions: acquisition of data from Package 1, reduction of the data set to a suitable number of vertical levels, and preparation of the data for download through the com-munication system of the aircraft.

On Airbus aircraft, operational transmissions are routed to the surface networks using a com-puter called ATSU (Air Traffic Services Unit). It uses either a direct link with the surface ra-dio communication network or a link via geostationary satellites. IAGOS data may be sent di-rectly to ATSU with ARINC 619 protocol or through a Data Management Unit (DMU) with ARINC 429 protocol. While ATSU is part of the Airbus equipment, DMUs are constructed by various equipment manufacturers (Honeywell, Teledyne, SAGEM) and installed specifically for each airline to match their specific needs.

In principle three options exist for IAGOS real time data transmission, via DMU, ATSU or directly to SATCOM. The best solution depends on the availability of resources on the differ-ent units and, therefore, on the aircraft to be equipped.

For the first aircraft, a direct connection to SATCOM was chosen because it has the lowest impact on the avionic systems. However, it required the development of specific software.


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Figure 10: Overview of the real-time data transmission designed for IAGOS. The Real-Time Transmission Unit (RTTU) is the interface between the instruments and the aircraft communication system. Design of the RTTU and selection of appropriate hardware components was achieved in a subcontract by Aeroconseil. The company's recommendation was to utilise existing aircraft equipment manufactured by Rockwell Collins. Other solutions investigated were the imple-mentation of the RTTU in Package 1, either as a stand alone unit or as a software programme in the data acquisition system of package 1. The design information and cost estimates were provided to IAGOS-ERI WP 4.1, which will pursue the realisation of the RTTU.

Data selection and reduction

A vertical profile sampled every 4 seconds by the IAGOS instruments comprises ca. 450 ob-servations during ascent and descent of an A340 aircraft. In order to avoid extensive transmis-sion costs, the vertical resolution of the data can be reduced by a factor of 10 to match the ver-tical resolution of the forecast models.

Three different methods for the reduction have been evaluated:

- constant time intervals, - 47 predefined standard pressure levels as used in AMDAR for meteorological data, - 40 characteristic levels, determined from the variance in the data.

Raw data from MOZAIC were used for the tests. The characteristic levels are iteratively re-trieved from the original measurements with the criterion of minimal deterioration of the ac-curacy of the profile.

The characteristic levels were found to provide the most accurate representation of the vast majority of the profiles. Standard pressure levels are only better in cases where individual pa-rameters have many missing data. In order to use in all cases the best selection method, dif-ferent methods are computed and compared by the RTTU software in realtime.

Package 2


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For easy adaption of the methods to future needs, a configuration table was developed that enables modifications in the computing of the real-time profiles without the need to change the RTTU software. This is required as many of the IAGOS measurements have not yet been measured under a wide range of atmospheric conditions and the most efficient data selection can therefore not be determined a priori for all species.

4.3 New technical developments

4.3.1 A new IAGOS Package for autonomous aerosol measurements The objective was to design a robust instrument for routine measurements aboard longhaul in-service aircraft of the aerosol particle size distribution and the integral numbers of particles and non-volatile particle cores.

The aerosol size information for the so-called accumulation mode with particle diameters > 100 nm covers the range of particles available for the formation of liquid water and ice clouds. The total number concentration for particles larger than 5 nm in diameter provides in-formation on gas-to-particle conversion and particle nucleation at flight altitude level. The number concentration of the non-volatile particle cores yields complementary information on the anthropogenic contribution to the atmospheric aerosol burden. Also, non-volatile soot par-ticles emitted by aircraft are thought to play a role in the indirect aerosol effect on climate by acting as condensation nuclei for cirrus particles.

The aerosol package was designed for automated, low-maintenance operation. It contains one instrument for measuring particles of the aerosol accumulation mode by light scattering tech-niques (optical particle counter OPC), and a two-channel instrument for the measurement of particles down to diameters of 5 nm by means of condensation particle counters (CPC). The dual-channel set-up permits the separation of total aerosol particles and non-volatile aerosol particles by applying a thermal denuder.

In order to count the number of non-volatile particle cores, any volatile material has to be re-moved from the particles. This is accomplished thermally by heating the aerosol sample to a temperature of 250°C, where only materials like soot, sea salt or mineral dust remain solid.

The OPC technology was well developed for this application. For the layout of the IAGOS Package 2 – Aerosols, the devel-opment started from a commercially avail-able instrument which was re-designed for the needs of IAGOS. The new develop-ment is now a stand-alone instrument (GRIMM Model 1.129 Sky OPC, GRIMM Aerosol Technik, Germany), which was successfully tested and evaluated for the IAGOS application. Figure 11 shows the result from a side-by-side operation of two identical instruments which agree within less than 2 % deviation. This optimised OPC forms one of the key spin-off prod-ucts from IAGOS to the research commu-nity and is now widely used in airborne aerosol research.

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The CPC technology was not per se designed for automated and low-maintenance operation and required further technological development. Based on a newly developed kernel CPC from GRIMM Aerosol Technik, the IAGOS CPC was re-designed. The final CPC module for IAGOS Package 2 – Aerosols was successfully tested down to operation pressures of < 150 hPa which is lower than the ambi-ent pressure at typical flight levels of civil long-haul aircraft. Repeti-tive measurements of the instru-ment response function at various pressure levels (Figure 12) demon-strate the excellent reproducibility of the instrument to the exposure of a distinct aerosol. Low-maintenance operation is ensured by the basic design of the instru-ment.

The thermal denuder selected for IAGOS Package 2 – Aerosols was based on a miniaturised thermal denuder developed at FH Aargau, CH. This so-called nano-thermal denuder was integrated into the IAGOS Package - Aerosols design.

The OPC, two kernel CPCs, the thermal de-nuder, and the data ac-quisition system were integrated into a pre-liminary design of the IAGOS Package 2 – Aerosols ( Figure 13) within the physical dimensions and weight limits defined by the IAGOS-STC for the NOx instrument (see 4.1.2). The aeronautic certification will be achieved as part of IAGOS-ERI.

4.3.2 A new IAGOS Package for CO2 and CH4 measurements The original objective was to investigate the potential of a commercial miniature CO2 sensor for routine ambient measurements in the very small package described in chapter 4.3.4. An evaluation of the available sensor showed severe shortcomings (see Deliverable D5.3a). In addition, useful measurements for carbon cycle research (accuracy better than 1 ppm) would require onboard calibration for referencing to the WMO scale for CO2, which currently is im-possible within the weight limit for the small package. For this reason, MPI Jena joined

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Figure 13: Draft design of the IAGOS Package 2 – Aerosols Set-Up.


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IAGOS as a new partner in month 11 of the project with the objective to develop a high-precision CO2 instrument within the physical dimensions of Package 2. This decision was jus-tified in a report (additional deliverable D5.3b).

Extensive testing of a commercially avail-able non-dispersive (NDIR) infrared air-borne analyser system, which was fully auto-mated and included an on-board calibration system, revealed seri-ous weaknesses in sig-nal stability and finally lead to the decision to abandon this system and to search for other technologies available on the world market for high precision measurement of CO2. At that time, cavity ring-down spectroscopy (CRDS, see Figure 14) became available on the market for routine measurements of CO2, providing excellent selectivity as well as unprece-dented precision and reproducibility.

The manufacturer of the CRDS system with the best potential for meeting the targeted criteria on performance and physical requirements (Picarro Inc., Sunnyvale, CA), was contacted and convinced to invest into modifications of their system to provide the necessary insensitivity to the severe conditions of vibration and pressure changes during flight. This led to the purchase of a prototype airborne analyzer which, in addition to CO2, also provides accurate measure-ments of methane (the second most important greenhouse gas) as well as precise measure-ment of water vapour.

The prototype CRDS instrument was characterized during laboratory experiments and cali-brated against WMO reference gases for CO2 and CH4. Details are given in the report on D5.8. The main outcome was that a) the instrument meets all targeted specifications regarding signal stability (see Table 1), and b) drying of the air sample can be avoided by using the si-multaneously measured water signal for correction of dilu-tion and pressure broadening effects in wet samples. The latter provides the benefit that no chemicals are re-quired for operational use of the instrument.

The prototype CRDS instru-ment was deployed during a field campaign over the Amazon on board an unpres-surized research aircraft. The CO2 measurements compared

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Figure 14: Schematics of the CRDS analyzer (coutesy of E. Crosson, Picarro)

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favourably to fully independent measurements made by an NDIR analyser operated by Har-vard University after taking into account the differences in calibration standards and their iso-topic composition in CO2 (see Figure 15). For this, water corrections derived from laboratory experiments were applied and proved to be fully adequate for high-accuracy airborne meas-urements of CO2 and CH4. Resulting differences in atmospheric CO2 up to 4 km above ground were well within the targeted accuracy of 0.2 ppm. During a second aircraft mission the instrument was compared against independent data from analysis of flask samples taken during flight. Differences between the two measurements were again within the targeted accu-

racy, also for CH4.

The prototype instrument has been shown to provide excellent stability during flight, operated fully automatically and is thus the ideal candidate for deployment on board commercial airliners. The manufacturer has agreed to provide a modularized system that fulfils the physi-cal requirements of IAGOS Package 2. Due to a new configuration with four la-sers, the new analyzer will provide CO measurements (precision of 4 ppb in 30 s) in addition to CO2, CH4, and H2O.

Laboratory tests were used to evaluate in-flight calibration systems consisting of certifiable composite cylinders, pressure regulators, and valves. Those tests showed that an accuracy of 0.1 ppm can be achieved when the standard procedures for refilling and calibration are fol-lowed. Details on these experiments were provided in the interim report “Design of prototype CO2-instrument” (deliverable D5.8).

4.3.3 A new Backscatter Cloud Probe The original objective was to integrate an existing Cloud Droplet Probe (CDP) manufactured by Droplet Measurement Technologies (DMT) for measurements of cloud particles into the IAGOS system. During the prestudy for the IAGOS STC it became clear, that such a rela-tively large probe would not be easily mounted on the IAGOS inlet plate. The need for an ad-ditional mounting provision in the fuselage would, however, be prohibitive to most airlines. In addition, extensive tests were envisaged for the qualification of the probe with regard to in-sensitivity to bird strikes. It was thus decided to abandon the CDP and to look for an alterna-tive sensor that could be more easily integrated into the IAGOS system.

Such a sensor had been designed by UNIMAN in collaboration with Droplet Measurement Technology (DMT) as part of the study for the very small Package 1n Task 5 of IAGOS (be-low). The design was based on scientific results from research campaigns (ARA Egrett and FAAM BAe 146) and laboratory comparisons (AIDA Aerosol and Cloud Chamber Karlsruhe and Manchester Ice Cloud Chamber) obtained in other projects. The Back-Scatter Cloud Probe (hereafter called the BCP), while using many of the same electronic, hardware, optical and software components of the CDP, relies on the backscatter detection technique rather than forward scatter like the CDP. The advantage of this approach is that the laser and detector can be mounted within the skin of the aircraft providing a non-intrusive facility to the airflow and avoiding the need for external mounting certification. The fundamental disadvantage is that the backscatter approach limits the minimum particle size that can be detected and that the operational sample volume is close to the skin of the aircraft and likely to sample within a sheath prone to ice shattering on aircraft structures upstream of the sensor location. As the

Table 1: Specifications of prototype CRDS instrument.

Specification Value

CO2 Precision < 0.1 ppmv Hz½

CH4 Precision < 1 ppbv Hz½

H2O Precision < 50 ppmv Hz½

Drift CO2 (30 hours) < 0.2 ppmv

Measurement Speed 2 seconds

Sample pressure range 250 - 1100 mbar


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chief design requirement was for a “cloud detector” for quality control of trace gas and water vapour measurements, these limitations were deemed acceptable. Further investigation of the cloud-skin effect was made on the FAAM BAe146 using instruments mounted at different lo-cations.

The BCP is designed to measure water cloud droplet size distribution from 5µm to 75µm di-ameter but will also provide a useful measure of ice particle concentration. Using a carefully measured sample area at a known velocity, the BCP allows particle size distribution (PSD) concentrations to be calculated. Various parameters that can be calculated using the PSD in-clude average drop diameter, mass weighted diameter, mode distributed diameter, standard deviation of these, and Liquid Water Content (LWC).

Materially the BCP probe housing contains a back-scatter optical module, which includes an optical heating circuit, a photo detector, and analogue signal-conditioning circuitry analogous to the CDP. The particle-pulse signal is transmitted to the BCP Electronics Module, where the signal is received and processed. Particle pulses are digitized and categorized to provide PSD histograms over a pre-programmed interval. Eight different “housekeeping” parameters are tracked for data quality control and a serial data stream in either RS-422 or RS-232 standard format is provided to the data collection/transmission system. Calibration is performed using NIST traceable glass spheres.

The BCP was successfully implemented into Package 1 and the IAGOS STC. The inlet tube for Package 1 provides a beam stop for eye safety reasons. Operational flights using the FAAM BAe146 for scientific flight data evaluation and operational maintenance assessments will commence in April 2010.

4.3.4 A very small instrument package for wider deployment A small instrument package of instruments was designed for wider deployment in order to complement the IAGOS fleet with measurements of selected key atmospheric variables, thereby extending the potential footprint of the IAGOS program. The instruments selected for investigation were for O3, H2O, CO2 and the presence of clouds. The overall weight of the in-strument was proposed to be less than 20kg. Deployment of the instrument suite would be autonomous and operational times would be in the mid to long term relative to the Package 1 and 2 instruments. Key questions included sensitivity, stability, power consumption, and overall weight.

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Figure 16: (a) Prototype BCP detector module on an aircraft test plate. (b) BCP window. (c) Calibration results using NIST spherical beads.


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Intensive laboratory and in-flight evaluation of available miniature instruments were con-ducted in order to investigate their suitability for longterm autonomous operation (for details see Deliverable D5.11). One of the main conclusions as regards selection of instrument was that the design of a combined hygrometer approach. The selected instruments were the SAW hygrometer (optimised for the UT/LS region) and the Humicap (optimised for levels up to the mid troposphere). The backscatter cloud probe (BCP, see 4.3.3) will also be included for cloud particle measurements. Its performance exceeds the original specifications identified for the small package. New sensors for O3, CO2 and aerosol were investigated but excluded at this stage due to inadequate size or measurement performance.

The preferred approach to installation is for a single package where all instruments are inte-grated with the control system and inlets mounted directly on the back of an appropriate flange. Two installation locations were selected. The first location is in the avionics bay of in-service Airbus aircraft in a similar fashion as packages 1 and 2. The second proposed location is on an inspection plate in the wing section of the aircraft. One specific configuration is an outboard dry fuel bay hatch cover on the Boeing B777-200 aircraft. The proposed Airbus in-stallation could alternatively utilise a reduced MOZAIC flange (for details see Deliverable D5.11).The overall package design includes inlets, deployment location and location within the package.


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5 The future 5.1 Towards global coverage An important objective of IAGOS was to maintain and expand the cooperation with airlines to prepare for world-wide operation. Starting point of this activity was the excellent experience from 10 years of cooperation in MOZAIC, which was supported by Lufthansa, Air France, Austrian, and Sabena.

Business contacts with Lufthansa remained excellent. Two Lufthansa Airbus A340 are still carrying the MOZAIC instrumentation free of charge for transportation and Lufthansa has strongly promoted the idea of IAGOS to other airlines and was involved in the instrumenta-tion of the first IAGOS aircraft.

Air France had left MOZAIC in 2004 due to difficulties to fulfil the upcoming aeronautical rules for maintenance. These difficulties had been anticipated and were indeed a major driver for developing a sustainable infrastructure in IAGOS. Air France has shown a strong interest in IAGOS and expects to carry IAGOS instrumentation as soon as possible. Transportation will be free of charge.

Austrian, although maintaining its interest, will likely not be involved in IAGOS as they no longer fly A340s.

One of the MOZAIC-equipped aircraft (Sabena and then Lufthansa property) was taken over by Air Namibia, who accepted to continue MOZAIC operation with transportation costs being covered by CNRS and FZJ. The airline would agree to an involvement in IAGOS under the same conditions.

A number of other airlines were contacted during the course of IAGOS-DS and promotion of IAGOS was accomplished through international organisations, such as ICAO, the Association of Asia Pacific Airlines (AAPA) and the Air Transport Action Group (ATAG):

China Airlines (Taiwan) is involved in IAGOS with the objective to fly the instrumentation on two A340s over the Pacific in support of the Pacific Greenhouse Gases Measurement Pro-ject (PGGM). The link was established through the National Central University of Taiwan and the Environmental Protection Agency of Taiwan. A Memorandum of Understanding was signed in Brussels in February 2008. The first aircraft is expected to be equipped in late 2010 or early 2011.

Iberia has shown interest in IAGOS since 2003 by attending the annual meetings. At a meet-ing at IBERIA headquarters in December 2009 technical issues were discussed and it was concluded that the company would like to be involved in IAGOS as soon as possible.

South African Airways has also shown interest to be involved in the IAGOS infrastructure from the beginning. Contacts have been maintained, although the management in charge of environmental issues has changed.

During an AAPA meeting in Brunei Darussalam (November 2006), Philippines Airlines and Cathay Pacific expressed interest in IAGOS. Links with Cathay Pacific have been strength-ened through involvement of the Hong Kong Polytechnic University (HKPU) and reinforced during a meeting at Cathay Pacific headquarters in May 2008. CNRS, FZJ, HKPU and Cathay Pacific are keen on developing a project to promote the use of IAGOS data with regards to pollution issues in the Hong Kong region. A research application by CNRS and HKPU was accepted by the French Foreign Ministry for 2010. More recently, promising contacts have been established with QANTAS and FINNAIR.


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All interested airlines have been periodically updated with the scientific progress made by us-ing MOZAIC data.

5.2 IAGOS goes ESFRI In 2006, the IAGOS consortium submitted an application to the European Strategy Forum on Research Infrastructures (ESFRI) and was selected as a developing research infrastructure on the ESFRI Roadmap 2006 and its update in 2008.

The application included an estimate on the costs for construction of the IAGOS infrastruc-ture and its operation over 20 years was made for the ESFRI Roadmap 2006. The estimates were updated later with revised figures on the costs for instruments, aircraft modification and maintenance requirements (see report on deliverables D2.2 and D2.3). Figure 17 gives a breakdown of the annual costs including construction, operation and organisation for an esti-mated fleet of 20 aircraft equipped during the first 8 years. Figure 18 shows the accumulated budget over a lifetime of 20 years by cost sector.

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General aspects are that construction costs are relatively modest as there is no need for con-structing new buildings and costs thus concern mainly the new instrumentation and aircraft modification. Likewise, decommissioning costs are negligible, ca. 20kEuro per aircraft (0.5 M€ total). Preparatory costs have been included based on the total budgets of IAGOS-DS and of the ongoing the preparatory phase project IAGOS-ERI. The budget for RTD may increase as the new infrastructure develops and attracts new institutions and member states.

5.3 IAGOS and GMES The need for continuation and strengthening routine observations from commercial aircraft platforms had been emphasised in the IGACO theme report to IGOS5 (Barrie et al., 2004) and in the GMES-GATO strategic report (Braathen et al., 2004). The IAGOS consortium has con-tinuously supported the GMES process through the GMES related EU projects GEMS and MACC (led by ECMWF), by contributing to strategic papers and organisation of workshops, and by participation in the GMES in-situ working group. Based on their recommendations, the GMES implementation group has emphasised the need for high quality in-situ observa-tions including those from aircraft. Data from MOZAIC and IAGOS have an important role in the evaluation of the atmospheric models developed for the GMES Atmospheric Service (c.f., Ordonez et al., 2010 ; Elguindi et al., 2010).

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5 IGOS (Integrated Global Observing Strategy) is an international partnership of agencies and organisations with the aim of developing a global observation system ( see: http://ioc.unesco.org/igospartners/index.htm). IGACO (Integrated Global Atmospheric Chemistry Observations) is the strategy document for the atmospheric chemistry part.


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6 Dissemination, spin-off and outreach Project objectives, advances and achievements have been communicated to the scientific community, aviation industry and the general public via the project website, through dedi-cated publications and through presentations at international conferences, workshops, and seminars. In the following sections, specific highlights are presented, including spin-off from the tech-nical developments in IAGOS to other activities.

6.1 Public awareness A leaflet entitled Climate Research by Passenger Aircraft – Past, Present and Future was produced early in the project, showing the value of routine aircraft measurements for air qual-ity and climate research and the aims of the project. The leaflet (Figure 19) has found a wide distribution to airlines users and stakeholders.

Further activities included press releases and the IAGOS website

www.fz-juelich.de/icg/icg-ii/iagos

An onboard video on MOZAIC and IAGOS was produced by Lufthansa together with FZJ in conjunction with the Johannesburg Climate Change Summit.

http://verantwortung.lufthansa.com/de/umwelt/forschung-bei-lufthansa The IAGOS installation on the Lufthansa A340-300 Viersen is highlighted to the public by lettering on the aircraft skin as shown in Figure 20. Inside of the aircraft panels are being mounted to inform the passengers on board about the project and Lufthansa's engagement.


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Figure 19: IAGOS Flyer

Figure 20: IAGOS inlet on the Lufthansa aircraft D-AIGT (Viersen).


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6.2 Spin-off The new technological developments in IAGOS yielded various spin-offs, in particular to the airborne research community organised in the European Fleet for Airborne Research (EUFAR) and in support of European and National scientific projects:

The laboratory prototype of IAGOS Package1 developed and manufactured by CNRS in 2005 (see Deliverable D3.4) was deployed on the French Falcon 20 during the AMMA campaign over Africa in the period July–August 2006 (http://amma-international.org/). In-flight com-parison with O3 and CO instruments aboard the German Falcon 20 and the British BAe146 conducted during the campaign demonstrated the excellent performance of the new IAGOS instrumentation (c.f., Ancellet et al., 2009). The IAGOS prototype instrument is part of the French airborne chemistry instrumentation and is widely used in scientific campaigns with the French EUFAR aircraft Falcon 20 and ATR42.

A dedicated intercomparison of the prototype NOy instrument (Package 2a) with a research instrument operated by ETH-Zürich aboard a Learjet 35A during the German SPURT project confirmed the pre-estimated accuracy and precision of the MOZAIC/IAGOS instrument (Pätz et al., 2006). The prototype of Package 2b (NOx instrument) was deployed aboard the Austra-lian research aircraft EGRETT during the two campaigns of the NERC funded ACTIVE pro-ject to study the production of NOx by lightning and the influence of biomass burning, con-vection and long range transport on the chemical composition of the upper troposphere over Darwin (c.f., Heyes et al., 2009; Labrador et al., 2009). The campaign provided an opportu-nity for comparisons with research instruments operated by DLR aboard the Geophysica M55 and the DLR Falcon as part of the EU project SCOUT-O3.

The optical particle counter developed in IAGOS (GRIMM Model 1.129 Sky OPC) has been well received by the EUFAR community, as it resolves key problems of the basis OPC when operated at low pressures. The Sky OPC is now capable of being operated at ambient pressure without any further modifications of instrument flow and calibration. Various presentations of the Sky OPC development were given to the EUFAR community, including results from in-strument evaluation. The instrument manufacturer GRIMM Aerosol Technik GmbH will use the IAGOS evaluation reports as reference papers for these two instrument types. The IGAOS report is the first available intercomparison study for the new instruments. This broad distri-bution of IAGOS results ensures a high visibility of IAGOS in the aerosol research commu-nity as well as among global monitoring network operators.

The suitability of the conventional Rosemount inlet for airborne aerosol sampling was tested within IAGOS-DS. The results demonstrate a strong deviation of the Rosemount sampling characteristics from the sampling characteristics of the isokinetic inlet, which is considered the reference inlet system. The results were communicated to EUFAR and to the UK FAAM (Facility for Airborne Atmospheric Measurement) community and made a significant impact with respect to future aerosol inlet designs.

Originally designed as a simple cloud indicator for the small package and later adapted to Package 1 requirements, the BCP design provides a future-proof upgrade path based on the knowledge of existing instrument miniaturisation and technology development programmes, for example UAV. The non-intrusive housing will allow the BCP to be used in a variety of laboratory ground-based and airborne applications beyond IAGOS. The existing installation template and STC will allow IAGOS to take advantage of results from these spin-off applica-tions and developments as its use within the scientific community grows.

IAGOS has approached National Weather Services (NWS) in order to promote the idea of realtime provision of IAGOS observations for data assimilation purposes in a future European air quality prediction system. NWS are active in the setup and development of the AMDAR


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system that collects worldwide meteorological observations from the commercial aircraft fleet. Through its representatives at the AMDAR Panel and E-AMDAR (part of the European Meteorological Observing Network EUCOS), Météo-France took a leading role in the com-munication with the AMDAR community in order to coordinate the efforts done in IAGOS and AMDAR. Although environmental measurements are not first priority for NWS, this topic is now on the agendas of AMDAR annual meetings. Like IAGOS, AMDAR is faced with the installation of new equipment on aircraft, and to the collection of new data. On these topics, informative joint discussions took place with Airbus. In 2009, a call for tender was is-sued by Airbus for the study of potential users of built-in equipments for atmos-pheric/environmental data transmission. E-AMDAR participates to this study led by a French-German SME consortium.

IAGOS has provided to AMDAR the scientific expertise from ten years of airborne humidity measurements. It has also performed tests of the WVSS-2 humidity sensor in the environ-mental chamber of FZJ in order to assess the capabilities for implementation in AMDAR (see Deliverable D5.2x and Smit et al., 2008). Renewed collaboration with E-AMDAR partners and among IAGOS partners will take place with the new observations on cloud particles and aerosol that will be collected by IAGOS and that will help to better understand upper air hu-midity and to improve prediction of contrail formation.

6.3 General Publications and Presentations from the Project

6.3.1 General articles Cammas, J.-P., and A. Volz-Thomas, The MOZAIC Program (1994-2007), IGAC Newsletter, 37, pp.

10-17, November 2007, http://www.igac.noaa.gov/newsletter/index.php Volz-Thomas, A., and the IAGOS Team, In-service Aircraft for Global Observations–The future, IGAC

Newsletter, 37, pp. 18-22, November 2007, http://www.igac.noaa.gov/newsletter/index.php Cammas, J.-P., et al., Les programmes aéroportés MOZAIC et IAGOS (1994-2008). La Météorologie,

62. August 2008. Volz-Thomas, A., Airliners set for Climate and Air Quality Research, eStrategies - Science, Technology

and Innovation Projects, pp. 36-38, British Publishers, 2008 Chen, H., et al., High-accuracy continuous airborne measurements of greenhouse gases (CO2 and CH4)

during BARCA. Atmos. Meas. Tech. Discuss., 2(6), 3127-3152, 2009 Volz-Thomas, A., J.-P. Cammas, C. A.M. Brenninkmeijer, T. Machida, O. Cooper, C. Sweeney, and A.

Waibel, Civil Aviation Monitors Air Quality and Climate, EM Magazine, Air & Waste Management Association, pp. 16-19, October 2009

6.3.2 Selected Presentations Smit, H.G.J. and A. Volz-Thomas, MOZAIC and IAGOS, GAW Workshop, World Meteorological

Organization, Geneva, 2005. Volz-Thomas, A. and the MOZAIC/IAGOS-Science-Team, Contribution of MOZAIC/IAGOS to the

Routine Aircraft Component of IGACO, GAW and WMO/CAS Working Group on Environmental Pollution and Atmospheric Chemistry, Geneva, 2005.

Smit, H.G.J. and A. Volz-Thomas, Routine aircraft measurements in a global observing system: The link between surface and space, WMO-Workshop on IGACO-ozone implementation, Athens, 15-17 May 2006.

Cammas, J.P., MOZAIC & IAGOS-ERI, Joint CACGP/IGAC/WMO conference, Cape Town, Sep 2006. Karcher, F., M. Stoll, Y. Lemaître, Use of the AMDAR system for the transmission of chemical

atmospheric observations, AMDAR Technical Advisory Group meeting, Toulouse, 19-21 Sep 2006.


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Volz-Thomas, A., Infrastructure (IAGOS-ERI Integration of routine Aircraft measurements into a Global Observing System - a European Research Infrastructure), Hearing of ESFRI Expert Group on Environmental Monitoring, Brussels, 2006.

Volz-Thomas, A., and the IAGOS-Team, Climate Research by Passenger Aircraft: Past, Present & Future, EGU General Assembly, Vienna, 2.-7.4. 2006.

Cammas, J.P., P. Nédélec, A. Volz-Thomas, Integration of Routine Aircraft Measurements into a Global Observing System - A New European Research Infrastructure, Asia-Pacific Aviation Environmental Forum, Brunei, 28-29 Nov 2006.

Volz-Thomas A., J.-P. Cammas, P. Nédélec, A. Petzold, R. L. Jones, F. Karcher, IAGOS, Observations avion pour la chimie atmosphérique, Journées thématiques d’échanges interservices: utilisation optimale des données d’observations, Toulouse, 20 Nov. 2006.

Cammas, J.P., Integration of Routine Aircraft Measurements into a Global Observing System - A New European Research Infrastructure, National Taiwan Universiy, National Central University, National Taiwan Science Council, Aeronautic Civil Administration, and China Airlines, Taipe, Jan 2007

Volz-Thomas, A., et al., Understanding Climate Change: MOZAIC and IAGOS, ICAO Colloquium on Aviation Emissions, Montreal 14.-16. May, 2007.

Cammas, J.-P., MOZAIC and its evolution towards the research infrastructure IAGOS, Air France Headquarters, Paris, June 26, 2007

Volz-Thomas, A, and the IAGOS Team, In-service aircraft for a global observation system, 7th EMS Annual Meeting, San Lorenzo de El Escorial, Spain, 01 – 05 October 2007

Smit, H.G.J., Measuring atmospheric humidity from commercial aircraft: Insights from MOZAIC and IAGOS, COST-ES0604 (WaVaCS) WG-I “Improving Water Vapour Observations, DWD-RAO, Lindenberg, Germany, May 21-23, 2008

Cammas, J.P. et al., MOZAIC, measuring the atmospheric composition with airliners, Hong Kong Polytechnic University, Hong Kong, May 30, 2008

Volz-Thomas, A. et al., In-service Aircraft for a Global Observation System (IAGOS), Quadrennial Ozone Symposium, Tromsø, June 29 – July 5, 2008

Cammas, J.P. et al., MOZAIC, measuring the atmospheric composition with airliners, National Central University, Taipei, Taiwan, June 3, 2008

Volz-Thomas, A., IAGOS and PGGM, 1st PGGM Workshop, Taipei, June 3, 2008 Cammas, J.P., Les programmes MOZAIC et IAGOS, Revue d'exploitation d'ETHER (CNES, INSU-

CNRS), Toulouse, France, January 30, 2009 Volz-Thomas, A., IAGOS and PGGM - Status and Perspectives, 2nd PGGM Workshop, Taipei, May

2009 Volz-Thomas, A. and J.P. Cammas, From MOZAIC to IAGOS - Status and perspectives, GAW 2009,

WMO Geneva, Switzerland, 5 - 7 May, 2009 Cammas, J.P. and A. Volz-Thomas, Contribution to Regional Air Quality Monitoring with In-service

Aircraft, 17th Transport and Air Pollution Symposium and the 3rd Environment and Transport Symposium, Toulouse , France, June 2-4, 2009

Cammas, J.P. et al., In-service aircraft for global observations: from MOZAIC to IAGOS, Seminar at Earth System Research Laboratory, NOAA, Boulder, CO, USA, October 13, 2009

Volz-Thomas, A., IAGOS – Status and Perspectives, Meeting at Iberia Headquarters, Madrid, January 14, 2010.


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regional-scale and convective transports on tropospheric ozone chemistry revealed by aircraft observations during the wet season of the AMMA campaign, Atmos. Chem. Phys., 9, 383-411, 2009

Barrie, L.A., Langen, J., Borrell, P. (eds.), Integrated Global Atmospheric Chemistry Observations System – IGACO, Theme Report to IGOS (Integrated Global Observing Strategy), 2004 (http://www.igospartners.org/Atmosphere.htm)

Braathen, G., Harris, N., Levine, J. (eds.), GMES-GATO Strategy Report – Global Monitoring for Environment and Security –Global Atmospheric Observations, European Commission, 2004

Brenninkmeijer, C.A.M., et al., Civil Aircraft for the regular investigation of the atmosphere based on an instrumented container: The new CARIBIC system, Atmos. Chem. Phys., 7, 4953-4976, 2007

Brunner, D., J. Staehelin, D. Jeker, H. Wernli, and U. Schumann, Nitrogen oxides and ozone in the tropopause region of the Northern Hemisphere Measurements from commercial aircraft in 1995/96 and 1997, J. Geophys. Res., 106, 27673-27699, 2001

Cammas, J.-P., and A. Volz-Thomas (2007): IGAC Newsletter, Issue 37, November 2007, available at http://www.igac.noaa.gov/newsletter/index.php

Cooper O. R., D. D. Parrish, A. Stohl, M. Trainer, P. Nédélec, V. Thouret, J. P. Cammas, S. J. Oltmans, B. J. Johnson, D. Tarasick, T. Leblanc, I. S. McDermid, D. Jaffe, R. Gao, J. Stith, T. Ryerson, K. Aikin, T. Campos, A. Weinheimer, and M. A. Avery, Increasing ozone above western North America during springtime. Nature, Vol. 463, doi:10.1038/nature08708, 2010

Elguindi N., C. Ordóñez, V. Thouret, J. Flemming, O. stein, V. Huijnen, P. Moinat, A. Inness, V.-H. Peuch, A. stohl, S. Turquety, J.-P. Cammas and M. Schultz, Current status of the ability of the GEMS/MACC models to reproduce the tropospheric CO vertical distribution as measred by MOZAIC, Geoscientific Model Development Discussions., 3, 391-449, 2010.

Heyes, W. J., G. Vaughan, G. Allen, A. Volz-Thomas, H.-W. Pätz, and R. Busen Composition of the TTL over Darwin: local mixing or long-range transport?, Atmos. Chem. Phys., 9, 7725–7736, 2009

IPCC, Third Assessment Report, Intergovernmental Panel on Climate Change, Cambridge University Press, Cambridge, UK, 2001

Labrador, L., G. Vaughan, W. Heyes, D. Waddicor, A. Volz-Thomas, H.-W. Pätz, and H. Höller, Lightning-produced NOx during the Northern Australian monsoon; results from the ACTIVE campaign, Atmos. Chem. Phys., 9, 7419-7429, 2009

Machida, T., et al., Worldwide Measurements of Atmospheric CO2 and Other Trace Gas Species Using Commercial Airlines, J. Atmos. Oceanic. Technol., 25, 1744-1754, 2008

Marenco, A., et al., Measurement of ozone and water vapor by Airbus in-service aircraft: The MOZAIC airborne program, An overview, J Geophys. Res., 103, 25631-25642, 1998.

Nédélec P., J.-P. Cammas, V. Thouret, G. Athier, J.-M. Cousin, C. Legrand, C. Abonnel, F. Lecoeur, G. Cayez, and C. Marizy, An improved infra-red carbon monoxide analyser for routine measurements aboard commercial Airbus aircraft: Technical validation and first scientific results of the MOZAIC III Program, Atmos. Chem. And Phys., 3, 1551-1564, 2003

Ordóñez C., N. Elguindi, O. Stein, V. Huijnen, J. Flemming, A. Inness, H. Flentje, E. Katragkou, P. Moinat, V.-H. Peuch, A. Segers, V. Thouret, G. Athier, M. van Weele, C. S. Zerefos, J.-P. Cammas, and M. G. Schultz, Global model simulations of air pollution during the 2003 European heat wave. Atmos. Chem. Phys., 10, 789-815, 2010.

Pätz, H.-W., A. Volz-Thomas, M. I. Hegglin, D. Brunner, H.Fischer, and U. Schmidt, In-situ comparison of the NOy instruments flown in MOZAIC and SPURT, Atmos. Chem. Phys. 6: 2401-2410, 2006

Smit, H.G.J., A. Volz-Thomas, A. Hoff and M.I. Mead, Which hygrometer for automatic and real time measurements from board in-service aircraft? European Geosciences Union General Assembly 2008, Vienna, Austria, April 14-18, 2008

Tressol, M., C. Ordonez, R. Zbinden, V. Thouret, C. Mari, P. Nédélec, J.-P. Cammas, H. Smit, H.-W. Patz, and A. Volz-Thomas, Air pollution during the 2003 European heat wave as seen by MOZAIC airliners, Atmos. Chem. Phys., 8, 2133-2150, 2008

Volz-Thomas, A., M. Berg, T. Heil, N. Houben, A. Lerner, W. Petrick, D. Raak, and H.-W. Pätz, Measurements of total odd nitrogen (NOy) aboard MOZAIC in-service aircraft: Instrument design, operation and performance, Atmos. Chem. and Phys., 5, 583-595, 2005

Volz-Thomas, A., J.-P. Cammas, C.A.M. Brenninkmeijer, T. Machida, O. Cooper, C. Sweeney, and A. Waibel, Civil Aviation Monitors Air Quality and Climate, EM Magazine, Air & Waste Management Association, pp. 16-19, October 2009


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8 Glossary AAPA Association of Asia Pacific Airlines ACTIVE Aerosol and Chemical Transport in Tropical Convection AIDA Aerosol Interactions and Dynamics in the Atmosphere AMDAR Aircraft Meteorological Data Relay AMMA African Monsoon Multi‐disciplinary Analysis ARA Airborne Research Australia ARINC Aeronautical Radio Inc., USA ATAG Air Transport Action Group ATSU Air Traffic Services Unit AUK Airbus UK Ltd BA British Airways plc BARCA Balanço Atmosférico Regional de Carbono na Amazônia BCP Backscatter Cloud Probe

CARIBIC Civil Aircraft for the Regular Investigation of the Atmosphere Based on an In‐strument Container

CDP Cloud Droplet Probe CNRM METEO‐FRANCE, Centre National de Recherches Meteorologiques CNRS Laboratoire d’Aérologie, Centre National de la Recherche Scientifique CONTRAIL Comprehensive Observation Network for Trace gases by Airliners CPC Condensation Particle Counter CRDS Cavity Ring‐Down Spectroscopy DDP Declarations of Design and Performance DLH Deutsche Lufthansa AG DLR Deutsches Zentrum für Luft‐ und Raumfahrt DMT Droplet Measurement Technologies, USA DMU Data Management Unit DS Design Study EASA European Aviation Safety Agency ECMWF European Centre for Medium Range Weather Forecast ESFRI European Strategy Forum on Research Infrastructures ESRL Earth System Research Laboratory EU European Union EUCOS EUMETNET Composite Observing System EUMETNET The Network of European Meteorological Services EUFAR European Fleet for Airborne Research E‐ADAS E‐AMDAR Data Acquisition System E‐AMDAR EUMETNET‐AMDAR FAAM Facility for Airborne Atmospheric Measurement FZJ Forschungszentrum Jülich GEMS Global and Regional Earth‐System Monitoring using Satellite and in‐situ Data GFM Gomolzig Flugzeug‐ und Maschinenbau GmbH GMES Global Monitoring for Environment and Security GSM Global System for Mobile Communications GTS Global Telecommunications System HKPU Hong Kong Polytechnic University


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IAGOS‐DS Integration of Routine Aircraft Measurements into a Global Observing System – Design Study

IAGOS‐ERI In‐service Aircraft for a Global Observing System – European Research Infra‐structure

ICAO International Civil Aviation Organization IGACO Integrated Global Atmospheric Chemistry Observations IGOS Integrated Global Observing Strategy IPCC Intergovernmental Panel on Climate Change LED Light Emitting Diode LHT Lufthansa Technik LTU Lufttransport‐Unternehmen LWC Liquid Water Content L.E.S Lacroix Electronique Solutions (formerly Tharsys) MACC Monitoring Atmospheric Composition and Climate (GEMS‐2)

MOZAIC Measurements of Ozone, Water Vapour, Carbon Monoxide and Nitrogen Ox‐ides with In‐service Airbus Aircraft

MPI Max Planck Institut MPG Max‐Planck‐Gesellschaft zur Förder‐ung der Wissenschaften e.V. NASA National Aeronautics and Space Administration NDIR Non‐Dispersive Infrared Analyser System NERC Natural Environment Research Council NIST National Institute of Standards and Technology NOAA National Oceanic and Atmospheric Administration NOXAR Measurements of Nitrogen Oxides and Ozone Along Air Routes NWS National Weather Services OPC Optical Particle Counter PGGM Pacific Greenhouse Gases Measurement Project PSD Particle Size Distribution RTD Resarch and Technical Development PTFE Polytetrafluoroethylene RTTU Real Time Transmission Unit SAW Surface Acoustic Wave SATCOM Satellite Communication

SCOUT‐O3 Stratosphere‐Climate Links with Emphasis on the Upper Troposphere and Lo‐wer Stratosphere

SME Small and Medium Enterprise SPURT Trace gas transport in the tropopause region STC Supplementary Type Certificate UAV Unmanned Aerial Vehicle UCAM The Chancellor, Masters and Scholars of the University of Cambridge UNIMAN University of Manchester UT Upper Troposphere UT/LS Upper Troposphere/Lower Stratosphere WMO World Meteorological Organization WP Workpackage WVSS Water Vapour Sensor


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9 Organisations involved in IAGOS

Participants

FZJ Forschungszentrum Jülich Germany

CNRS

Centre National de la Recherche Scientifique Laboratoire d’Aérologie

France

CNRM Météo France, Centre National de

Recherches Meteorologiques France

UNIMAN University of Manchester United Kingdom

UCAM University of Cambridge United Kingdom

DLR Deutsches Zentrum für Luft‐ und Raumfahrt

Germany

AUK Airbus UK Ltd United Kingdom

BA British Airways plc United Kingdom

MPG Max‐Planck‐Gesellschaft zur Förderung der Wissenschaften e.V.

Germany

Associated Partners without EU funding

DLH Deutsche Lufthansa AG Germany

Companies involved in the technical development

Lufthansa Technik Germany

enviscope GmbH Germany

Gomolzig Flugzeug‐ und Maschinenbau GmbH

Germany

Lacroix Electronique Solutions (formerly Tharsys)

France

Sabena Technics (formerly Sogerma) France

Droplet Measurement Technologies USA

Aeroconseil France

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