Aviation Hazards from Volcanic Eruption Plumes: Monitoring and Mitigation - Term Paper Example

Aviation Hazards from Volcanic Eruption Plumes: Monitoring and Mitigation Name Institution Date Aviation Hazards from Volcanic Eruption Plumes: Monitoring and Mitigation Introduction Volcanic eruption plumes are usually a safety hazard to aviation. A good example of the eruption plumes is the volcanic ash that occurred from the Eyiafjiallajokull eruption in the year 2010 that led to the disruption of air travel in Europe (Allianz 2010, p.1). Fig 1 shows the Eyjafjallajokull ash cloud that caused huge air travel disturbance This essay is aimed at discussing aviation hazards from volcanic eruption plumes. Specifically, the essay will describe how eruption plumes originate, what they are composed of, how the particles are transported in the plume as well as to the atmosphere, the current remote sensing techniques that are available for tracking such plumes, the effects of ash and volcanic gas with special reference to sulfur dioxide in aircraft and the current safety measures. There are several models that have been developed by science on how eruption plumes occur. One of these theories is a suggestion that, sulfur dioxide which is in liquid form usually comes into contact with magma beneath the surface. The contact results to superheating of the sulfurous material that rises fast. As the superheated sulfurous material rises to the cold air, it first expands, cools and then becomes a column of cold gas as well as frost particles with high velocity (Jupiter 2014, p.1). When the material of the plume goes back to the ground, it forms a deposit that fallout in a circular shaped ring. The second method in which eruption plumes form is through the flow of hot lava above an area which is shielded by the snow of sulfur dioxide. The material which is frozen usually vaporizes below the lava and then erupts through a channel flow. Fig 2: A Picture of Eruption Plume Formation http://www.planetaryexploration.net/jupiter/io/plume_eruptions.html According to Stothers, Wolff, Self & Rampino (1986, p.725), eruption plumes comprises of volcanic gases, fine ash, entrained heated air and aerosols. From the erupting volcano, plumes of ash are send to the atmosphere through dispersion. Currently, there are various remote techniques that are available for tracking such plumes. The use of remote sensors is effective in tracking such plumes. Remote sensors can be used in exploiting the plume differences in terms of turbidity, temperature, salinity and color (Klemas 2012, p.3). The change of color is a good method of tracking plumes and it is measured by determining the Volcano observatory level. For example, there are various Volcano observatory levels that indicate concern when the color code changes. When the Volcano observatory level changes to color green, this is an indication that intensity of unrest at the volcano is in a dormant state and no eruption is anticipated. When the Volcano observatory level changes to color yellow, then the intensity of the unrest at the volcano is that small earthquakes are detected and there are increased levels of volcanic gas (United States Geological Survey 2012, p.1). This means that, there is a possibility of an eruption plume occurring within a few weeks and the possibility of occurring may not show an additional warning. When the color changes to green, it shows that there are increased numbers of earthquakes, extrusion of a lava flow that may be occurring. This means that, there is a possibility of an explosive eruption of plume that may occur in a few days and has a possibility of occurring without a warning. When the sensing volcano observatory color changes to red, then it is a detection of a strong earthquake activity at monitoring stations that are distant and an explosive eruption plume may be occurring. This is an indication that, there is a major explosive eruption plume that is expected in 24 hours’ time with ash plumes that are large with the expectation of reaching at 25,000 ft above sea level (United States Geological Survey 2012, p.1). Developing a color code is important for the purpose of monitoring and clearly communicating the likeliness of an eruption plume at volcanoes that have the potential of being dangerous. It is an effective method of giving alerts to the aviation community where there are potential ash hazards in the sky (Diggles 2004, p.3). The examination of satellite data is also a good method of detecting and tracking volcano ash plumes (Webley, Steensen, Stuefer, Grell, Freitas, & Pavolonis, 2012, p.1). Other elements that can be observed to monitor the occurrence of eruption plumes include; periodic observations of overflights of the potential active volcanoes. This is achieved by the flights measuring emissions of sulfur dioxide as well as carbon dioxide gas from the volcanoes. It is evident that, high levels that are unusual of these gases is an indication that there is a preceding volcano eruption plumes. As a result of the past behavior of the volcano, it is an indication that future eruption plumes have a possibility of occurring. The installation of seismometers on volcanoes helps in tracking and detecting a start of an eruption plume and the aviation community must be alerted promptly (U.S. Geological Survey, 2004-2008, p.26). Volcanic ash and gas and specifically sulfur dioxide have various effects in aircraft. These gases occupy the jet stream and causes threat to the aircraft. Sulfur dioxide emitted during eruption plume has the capacity of disrupting the navigation and avionics systems of aircraft. These gases impair the performance of aircraft engine since it usually melts within the interior of the jet engine which is hot and then resolidifies in other sections that are cooler (Sears, Thomas, Carboni, Smith, Grainger 2013, p.3). The airframes of the aircraft are damaged; there is reduction in visibility, flaming out as well as engine power failure. Sulfur dioxide is usually abrasive, hard and has the capacity to quickly cause a quite significant wear to the propellers and turbo compressor blades of an aircraft. Plumes also scratch the cockpit windows of an aircraft hence impairing visibility. This gas emitted from eruption plumes also contaminates fuel as well as the water systems of an aircraft; they can cause jamming of the gears and cause flaming out of engines (Miller & Csadevall 2000, p.915). The current safety limits that to avoid the effects of eruption plumes from damaging aircrafts include the close monitoring of volcanoes and giving alerts to the aviation community the presence of dangerous ash clouds. Currently the USGS is undertaking a volcano hazards program in regions that are volcanically active to help in protecting the lives of people and property from the hazards of volcanoes. Additionally, the aviation industry took the initiative of setting up Volcanic Ash Advisory Centers (VAACs) that would help in liaising between the aviation industry, meteorologists and volcanologists (Overview of VAAC SACS workshop October 2006, p.1). Aircraft engine manufacturers have also been able to define particular particle levels that are above and which they are considered to be of risk to engines. Airspace regulators have also taken the approach of evaluating the ash concentration, with which if it rose above zero, then the airspace is considered unsafe, and consequently needs to be closed. The VAAC initiative is to give volcanic ash advisories as well as guidance products by forecasters to the aviation industry so as to enable them take the necessary measures of avoiding dangerous zones. Volcano data based on satellite, ground and aircraft observations, dispersion models as well as weather forecast helps in indenting danger of volcanic ash. This information is used by the CAA, NATS as well as airlines to make decisions on where it is safe to fly (VAAC 2014, p.1). There are various arrangements that have been put in place to improve and maintain public safety and minimize disruption of eruption plumes from volcanic ash. There is a new system that has been implemented for regulating aviation methods of dealing with ash to allow extra airspace being used more safely as well as providing airlines with extra input into the process (Civil Aviation Authority 2010, p.1). Observation and forecasting improvements have been made by the use of new radar for detecting ash within the atmosphere. Airlines and scientists are now working together as advisors in providing forecasts of ash and the best methods of using the information from the Met Office modeling system. CAA is now working with the aviation industry so as to develop further technical solutions to increase flying when there is assurance that it is safe to fly. This will ensure that interruption is kept at minimum. Airlines are currently making use of safety cases to set out how they will deal with challenging issues of flying through ash safely in the air (Civil Aviation Authority 2010, p.3). Conclusion This essay clearly demonstrates the danger of eruption plumes to aircraft. It is evident that volcanic ash is a serious hazard to the aviation industry and stringent measures must be taken to ensure that the risks posed by volcanic eruption plumes to aircraft are reduced. This will ensure that there is safety for aircrafts which is an important consideration for the aviation industry. Continuous mitigation of volcanic ash hazards needs to be dealt with by developing better methods of analysing data from various sources. This will help in producing an accurate and real time working picture of ash concentrations that are developing. This will help in better defining ash zones in the future events. There is need for continual establishment of a better understanding of the problems that are caused by eruption plumes. This will help further in addressing the issue fully while working together with all stakeholders in the aviation industry. References Allianz, 2010, Eyjafjallajökull volcanic eruption, Expert Risk Articles. Civil Aviation Authority, 2010, Volcanic Ash. Retrieved from http://www.caa.co.uk/default.aspx?catid=2011 Diggles, M, 2004, Volcanic Ash–Danger to Aircraft in the North Pacific, U.S. Geological Survey Fact Sheet 030-97. Jupiter, 2014, Plume Eruptions, Io: Jupiter's Volcanic Moon. Retrieved from http://www.planetaryexploration.net/jupiter/io/plume_eruptions.html, Accessed on 13-02-2014. Klemas, V, 2012, Remote Sensing of Coastal Plumes and Ocean Fronts: Overview and Case Study. Journal of Coastal Research, Vol. 28, Iss.1A, pp. 1 – 7. Miller, T, & Casadevall, T, 2000, Volcanic ash hazards to aviation. In: Sigurdsson H (ed) Encyclopedia of volcanoes. Academic Press, San Diego, CA, pp 915–930. Overview of VAAC SACS workshop October 2006 London Volcanic Ash Advisory Centre (VAAC), 2014, Aviation. Met Office. Retrieved from http://www.metoffice.gov.uk/aviation/vaac/ Sears, T., Thomas, G., Carboni, E., Smith, A., Grainger, R, 2013, SO2 as a possible proxy for volcanic ash in aviation hazard avoidance, Journal of Geophysical Research: Atmospheres, Vol. 18, pp.1–12. Stothers, R., Wolff, J., Self, S, & Rampino, M, 1986. Basaltic fissure eruptions, plume heights, and atmospheric aerosols.Geophys. Res. Lett., Vol.13, pp.725-728, doi:10.1029/GL013i008p00725. U.S. Geological Survey, 2004-2008, Understanding Volcano Hazards and Preventing Volcanic Disasters, A Science Strategy for the Volcano Hazards Program. United States Geological Survey, 2012, USGS Volcanic Activity Alert-Notification System, Volcanic Hazards Program. Webley, P., Steensen, T., Stuefer, M., Grell, G., Freitas, S, & Pavolonis, M, 2012, Analyzing the Eyjafjallajökull 2010 eruption using satellite remote sensing, lidar and WRF-Chem dispersion and tracking model, J. Geophys. Res., 117, D00U26, doi:10.1029/2011JD016817. Read More