Ozone levels in airplane cabins, and factors that influence them, were studied on northern hemisphere commercial passenger flights on domestic U.S., transatlantic, and transpacific routes. Real-time data from 76 flights were collected in 2006–2007 with a battery-powered UV photometric monitor. Sample mean ozone level, peak-hour ozone level, and flight-integrated ozone exposures were highly variable across domestic segments (N = 68), with ranges of <1.5 to 146 parts per billion by volume (ppbv), 3−275 ppbv, and <1.5 to 488 ppbv-hour, respectively. On planes equipped with ozone catalysts, the mean peak-hour ozone level (4.7 ppbv, N = 22) was substantially lower than on planes not equipped with catalysts (47 ppbv, N = 46). Peak-hour ozone levels on eight transoceanic flight segments, all on planes equipped with ozone catalysts, were in the range <1.5 to 58 ppbv. Seasonal variation on domestic routes without converters is reasonably modeled by a sinusoidal curve that predicts peak-hour levels to be approximately 70 ppbv higher in Feb−March than in Aug−Sept. The temporal trend is broadly consistent with expectations, given the seasonal cycle in tropopause height. Episodically elevated (>100 ppbv) ozone levels on domestic flights were associated with winter−spring storms that are linked to enhanced exchange between the lower stratosphere and the upper troposphere.
BT - Environmental Science and Technology DO - 10.1021/es702967k IS - 11 LA - eng M1 - 11 N2 -Ozone levels in airplane cabins, and factors that influence them, were studied on northern hemisphere commercial passenger flights on domestic U.S., transatlantic, and transpacific routes. Real-time data from 76 flights were collected in 2006–2007 with a battery-powered UV photometric monitor. Sample mean ozone level, peak-hour ozone level, and flight-integrated ozone exposures were highly variable across domestic segments (N = 68), with ranges of <1.5 to 146 parts per billion by volume (ppbv), 3−275 ppbv, and <1.5 to 488 ppbv-hour, respectively. On planes equipped with ozone catalysts, the mean peak-hour ozone level (4.7 ppbv, N = 22) was substantially lower than on planes not equipped with catalysts (47 ppbv, N = 46). Peak-hour ozone levels on eight transoceanic flight segments, all on planes equipped with ozone catalysts, were in the range <1.5 to 58 ppbv. Seasonal variation on domestic routes without converters is reasonably modeled by a sinusoidal curve that predicts peak-hour levels to be approximately 70 ppbv higher in Feb−March than in Aug−Sept. The temporal trend is broadly consistent with expectations, given the seasonal cycle in tropopause height. Episodically elevated (>100 ppbv) ozone levels on domestic flights were associated with winter−spring storms that are linked to enhanced exchange between the lower stratosphere and the upper troposphere.
PY - 2008 SP - 3938 EP - 43 T2 - Environmental Science and Technology TI - Ozone levels in passenger cabins of commercial aircraft on North American and transoceanic routes VL - 42 ER -