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Comparison of Ozone DIAL and in situ Aircraft Measurements. Honey L. Walters Thesis Advisor: Dr. John J. Carroll Special Thanks: Alan Dixon and Dave Salardino 2-15-2001. Objective. Compare NOAA DIAL and UCD aircraft ozone measurements Overall performance Altitude or time of day dependence.

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Comparison of ozone dial and in situ aircraft measurements

Comparison of Ozone DIAL and in situ Aircraft Measurements

Honey L. Walters

Thesis Advisor: Dr. John J. Carroll

Special Thanks: Alan Dixon and Dave Salardino

2-15-2001


Objective
Objective

Compare NOAA DIAL and UCD aircraft ozone measurements

  • Overall performance

  • Altitude or time of day dependence


Data

  • SCOS97-NARSTO (Southern CA Ozone Study-North American Research Strategy for Tropospheric Ozone)

    • El Monte, CA

    • NOAA Lidar (National Oceanic and Atmospheric Administration)

      • DIAL (Differential Absorption Lidar)

    • UCD instrumented aircraft

      • U.V. Photometric Ozone Analyzer


Procedures
Procedures

  • Match up corresponding data (i.e. same day, time, and altitude)-39 total matching profiles

  • Average UCD O3 in 15 m layers to match up with NOAA altitude

  • Determine mean bias between UCD O3 and NOAA O3 and RMS difference for each flight

  • Look at data in 100 m altitude bins (i.e. 200-300 m, 300-400 m…) to determine bias for time of day and altitude range


Data difficulties
Data-Difficulties

  • NOAA determines O3 at all altitudes at the same time

  • UCD aircraft cannot obviously be at all altitudes at the same time

  • UCD is 10 s averaged and NOAA is averaged on the order of 6+ minutes

  • Unsteady [O3] as indicated by sequential NOAA O3 profiles









Conclusion
Conclusion

  • UCD and NOAA O3 compare well at most times and locations

  • Evening flights compare poorly due to lack of matching data, poor time matches, and unsteady O3 conditions

  • There are poor comparisons near ground and at higher altitudes (800m +)

  • When the NOAA O3 profile shows conditions to be unsteady, there s a larger bias and an increase in noise (RMS)

  • There is no significant difference between upward aircraft spirals and downward aircraft spirals


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