Abstract. Lineshaped contrails were detected with the research aircraft Falcon during the CONCERT -CONtrail and Cirrus ExpeRimenT -campaign in October/November 2008. The Falcon was equipped with a set of instruments to measure the particle size distribution, shape, extinction and chemical composition as well as trace gas mixing ratios of sulfur dioxide (SO 2 ), reactive nitrogen and halogen species (NO, NO y , HNO 3 , HONO, HCl), ozone (O 3 ) and carbon monoxide (CO). During 12 mission flights over Europe, numerous contrails, cirrus clouds and a volcanic aerosol layer were probed at altitudes between 8.5 and 11.6 km and at temperatures above 213 K. 22 contrails from 11 different aircraft were observed near and below ice saturation. The observed NO mixing ratios, ice crystal and soot number densities are compared to a process based contrail model. On 19 November 2008 the contrail from a CRJ-2 aircraft was penetrated in 10.1 km altitude at a temperature of 221 K. The contrail had mean ice crystal number densities of 125 cm −3 with effective radii r eff of 2.6 µm. The presence of particles with r>50 µm in the less than 2 min old contrail suggests that natural cirrus crystals were entrained in the contrail. Mean HONO/NO (HONO/NO y ) ratios of 0.037 (0.024) and the fuel sulfur conCorrespondence to: C. Voigt (christiane.voigt@dlr.de) version efficiency to H 2 SO 4 ( S↓ ) of 2.9 % observed in the CRJ-2 contrail are in the range of previous measurements in the gaseous aircraft exhaust. On 31 October 2010 aviation NO emissions could have contributed by more than 40% to the regional scale NO levels in the mid-latitude lowest stratosphere. The CONCERT observations help to better quantify the climate impact from contrails and will be used to investigate the chemical processing of trace gases on contrails.

[1] One factor limiting the understanding of the climate impact from contrails and aircraft induced cloud modifications is the accurate determination of their optical depth. To this end, 14 contrails were sampled for 2756 s with instruments onboard the research aircraft Falcon during the CONCERT (CONtrail and Cirrus ExpeRimenT) campaign in November 2008. The young (<10 min old) contrails were produced by 9 commercial aircraft with weights of 47 to 508 t, among them the largest operating passenger aircraft, the Airbus A380. The contrails were observed at temperatures between 214 and 224 K and altitudes between 8.8 and 11.1 km. The measured mean in-contrail relative humidity with respect to ice was 89 ± 12%. Six contrails were observed in cloud free air, the others were embedded in thin cirrus clouds. The observed contrails exhibited a mean ice water content of 2 mg m −3 and had a mean number concentration of 117 cm −3 and effective radius of 2.9 mm assuming asphericle particles with an aspect ratio of 0.5. Probability density functions of the extinction, with a mean (median) of 1.2 (0.7) km −1 , and of the optical depth t, with a mean (median) of 0.27 (0.13), are derived from the in situ measurements and are likely representative for young contrails from the present-day commercial aircraft fleet at observation conditions. Radiative transfer estimates using the in-situ measured contrail optical depth lead to a year-2005 estimate of line-shaped contrail radiative forcing of 15.9 mWm −2 with an uncertainty range of 11.1-47.7 mWm −2 . Citation:

The volcanic plumes from degassing Etna (Italy) were extensively probed with instruments onboard the Deutsches Zentrum für Luft‐ und Raumfahrt research aircraft Falcon during the contrail, volcano, and cirrus experiment CONCERT on 29/30 September 2011. Up to 10.4 ppmv SO2and 0.3 ppmv HCl were detected with the atmospheric chemical ionization mass spectrometer AIMS at 3.1 km altitude and 20 km distance to the summit. HNO3 is the dominant reactive nitrogen component in the plumes. Linking aircraft and ground‐based observations by Hybrid Single‐Particle Lagrangian Integrated Trajectory dispersion modeling, we identify two crater plumes with different compositions primarily injected by the Bocca Nuova and North East craters. Uniquely, we follow their chemical evolution up to 5 h plume age. Our results show that CO2/SO2and SO2/HCl molar ratios are stable in the ageing plumes. Hence, conversion of SO2 to H2SO4 and partitioning of HCl in acidic plume particles play a minor role at dry tropospheric conditions. Thus, these trace gases allow monitoring volcanic activity far from the crater.

Abstract. The investigation of the impact of aircraft parameters on contrail properties helps to better understand the climate impact from aviation. Yet, in observations, it is a challenge to separate aircraft and meteorological influences on contrail formation. During the CONCERT campaign in November 2008, contrails from 3 Airbus passenger aircraft of types A319-111, A340-311 and A380-841 were probed at cruise under similar meteorological conditions with in situ instruments on board DLR research aircraft Falcon. Within the 2 min-old contrails detected near ice saturation, we find similar effective diameters D eff (5.2-5.9 µm), but differences in particle number densities n ice (162-235 cm −3 ) and in vertical contrail extensions (120-290 m), resulting in large differences in contrail optical depths τ at 550 nm (0.25-0.94). Hence larger aircraft produce optically thicker contrails.Based on the observations, we apply the EULAG-LCM model with explicit ice microphysics and, in addition, the Contrail and Cirrus Prediction (CoCiP) model to calculate the aircraft type impact on young contrails under identical meteorological conditions. The observed increase in τ for heavier aircraft is confirmed by the models, yet for generally smaller τ . CoCiP model results suggest that the aircraft dependence of climate-relevant contrail properties persists during contrail lifetime, adding importance to aircraftdependent model initialization. We finally derive an analytical relationship between contrail, aircraft and meteorological parameters. Near ice saturation, contrail width × τ scales linearly with the fuel flow rate, as confirmed by observations. For higher relative humidity with respect to ice (RHI), the analytical relationship suggests a non-linear increase in the form (RHI-1) 2/3 . Summarized, our combined results could help to more accurately assess the climate impact from aviation using an aircraft-dependent contrail parameterization.