Accurately determining and reducing the climate impact of aviation and its uncertainties is one of the pressing challenges of our times. Contrail cirrus are estimated to contribute more than half of the total effective radiative forcing from aviation, yet the uncertainties in their optical and radiative properties are large. In contrast to midlatitude cirrus, high-latitude cirrus are less anthropogenically influenced; thus, they are more pristine. However, little is known about Arctic cirrus properties and their role in the amplified warming of this region. The Cirrus in High Latitudes (CIRRUS-HL) mission using the High Altitude and Long Range Research Aircraft (HALO) provides measurements in mid-and high latitudes during summer (June/July) 2021, exploiting HALO’s capabilities and a comprehensive cloud–aerosol–trace gas and radiation instrumentation. The results of 24 HALO flights provide new insights into both natural cirrus and contrail cirrus properties in high (60°–76°N) and midlatitudes (38°–60°N). In particular, we find lower ice water content (−42%) and lower number concentrations (−88%) of cirrus particles with larger mean diameters (+22%) in high latitudes. Ice supersaturated regions were frequently observed in midand high latitudes, with median in-cloud relative humidity over ice between 105% and 122%. Mean aerosol number concentrations in the midlatitudes were reduced by up to 80% compared to pre-COVID-19 times. Less air traffic during the COVID-19 lockdowns, reduced contrail cirrus coverage, and lower ice nucleating particle concentrations in high latitudes help to explain the observed differences in cirrus properties. The extensive dataset will be used to improve weather and climate models.

Aviation emissions of aerosol particles and aerosol precursor gases alter the Earth's radiation budget via both direct and indirect aerosol effects, resulting in a significant climate effect. Current estimates of aviation-induced climate effects are based on coarse-resolution global aerosol-climate models, which are not able to resolve the microphysical processes at the aircraft plume scale. This results in large uncertainties in the aviation-induced impact on aerosol number and size, which are key quantities for estimating the aerosol indirect effect, especially for low-level liquid-phase clouds. In this work, a double-box aircraft exhaust plume model is developed to explicitly simulate the aerosol microphysics inside a dispersing aircraft exhaust plume, together with a simplified representation of the vortex regime (which begins ĝ1/4 10 s after the aircraft emissions and captures the dynamics of aerosol particle interactions with contrail ice particles). The aircraft exhaust plume model is used to quantify the aviation-induced aerosol number concentration at the end of the dispersion regime (ĝ1/446 h) and the results are compared with the result obtained by the instantaneous dispersion approach commonly applied by the global models. The difference between the plume approach (simulated using two boxes) and the instantaneous dispersion approach (simulated by a single box) is defined as the plume correction: for typical cruise conditions over the North Atlantic and typical aviation emission parameters, the plume correction for aviation-induced particle number concentration ranges between -15 % and -4.2 %, depending on the presence or absence of the contrail ice in the vortex regime, respectively. A tendency-based process analysis shows that the negative value of the plume correction is due to the higher efficiency of coagulation and nucleation processes in the plume approach, leading to lower total particle number concentrations compared to the instantaneous dispersion approach. Sensitivity studies over different regions highlight the role of background conditions for the plume microphysics, with the plume correction varying between -12 % for Europe and -42 % for China in a scenario with contrail ice in the vortex regime. Parametric studies performed on various aviation emission parameters used to initialise the plume model demonstrate the high relevance of contrail ice in the vortex regime to considerably reduce the aviation-induced aerosol number concentration in the plume approach. Moreover, the parametric studies show a large sensitivity towards aviation fuel sulfur content, driving sulfur dioxide (SO2) emissions and the sulfuric acid (H2SO4) formation, which in turn is a primary driver for the nucleation process. Thanks to its flexible configuration and minor additional computational costs, the plume model presented here can readily be applied in coarse-resolution global aerosol-climate models or used as offline parametrisation to quantify the climate effects of aviation-induced aerosol particles.

This paper reports on the successful first deployment of a new, autonomously operating measurement system on a Grob G 520 Egrett aircraft, which was used as a chase aircraft to perform in-flight aerosol and trace gas measurements of engine exhaust from other aircraft. A suite of custom-built and commercially available instruments was selected, modified, and adapted to operate in the unpressurized compartment of the Egrett over a wide range of ambient temperatures and pressures. We performed these first in-flight emission measurements at cruise altitudes between 7.6 and 10.4 km (FL250 and FL340) behind a Piper Cheyenne, a twin-turboprop aircraft powered by Garrett/Honeywell TPE 331-14 engines over Texas in April 2022. The instrumentation and inlets on the Egrett were designed to measure non-volatile particulate matter (nvPMDp>10), total particulate matter (tPMDp>10), nitrogen oxides (NO and NO2), water vapor (H2O), carbon dioxide (CO2), and contrail ice particles. All instruments were operated in relevant plume conditions at cruise altitudes and distances ranging from 100 to 1200 m between the two aircraft. The instruments proved to have high reliability, a large dynamic range, and sufficient accuracy for measuring the emissions of the turboprop engine. We derived the emission indices (EI) for tPM, nvPM, and NOx at cruise. The particulate emission indices range from 9.6 to 16.2 × 1014 kg-1 (particles per kg fuel burned) for EItPM and from 8.1 to 12.4 × 1014 kg-1 for EInvPM (medians). For NOx we find rather low EINOx between 7.3 and 7.7 g kg-1 for EINOx (medians). Furthermore, the tPM aerosol size distributions have been measured in the exhaust plume, taking into account the size-resolved sampling efficiency of the instrument. The analysis of the size-resolved emission index indicates a log-normal distribution with geometric mean and standard deviation at Dg=27.5±2.0 nm. This geometric diameter value is in the range of jet engine soot emissions previously measured in flight. The measurements help to constrain the climate impact of small-class turboprop engines and need to be compared to larger turboprop aircraft in the future. The current work provides a benchmark for future alternative H2 propulsion systems, such as fuel cells and direct combustion engines.