Abstract. Airborne lidar and in-situ measurements of aerosols and trace gases were performed in volcanic ash plumes over Europe between Southern Germany and Iceland with the Falcon aircraft during the eruption period of the Eyjafjalla 1 volcano between 19 April and 18 May 2010. Flight planning and measurement analyses were supported by a refined Meteosat ash product and trajectory model analysis. The volcanic ash plume was observed with lidar directly over the volcano and up to a distance of 2700 km downwind, and up to 120 h plume ages. Aged ash layers were between a few 100 m to 3 km deep, occurred between 1 and 7 km altitude, and were typically 100 to 300 km wide. Particles collected by impactors had diameters up to 20 µm diameter, with size and age dependent composition. Ash mass concentrations were derived from optical particle spectrometers for aCorrespondence to: U. Schumann (ulrich.schumann@dlr.de) 1 Also known as Eyjafjallajökull or Eyjafjöll volcano, http://www.britannica.com/EBchecked/topic/1683937/ Eyjafjallajokull-volcano particle density of 2.6 g cm −3 and various values of the refractive index (RI, real part: 1.59; 3 values for the imaginary part: 0, 0.004 and 0.008). The mass concentrations, effective diameters and related optical properties were compared with ground-based lidar observations. Theoretical considerations of particle sedimentation constrain the particle diameters to those obtained for the lower RI values. The ash mass concentration results have an uncertainty of a factor of two. The maximum ash mass concentration encountered during the 17 flights with 34 ash plume penetrations was below 1 mg m −3 . The Falcon flew in ash clouds up to about 0.8 mg m −3 for a few minutes and in an ash cloud with approximately 0.2 mg m −3 mean-concentration for about one hour without engine damage. The ash plumes were rather dry and correlated with considerable CO and SO 2 increases and O 3 decreases. To first order, ash concentration and SO 2 mixing ratio in the plumes decreased by a factor of two within less than a day. In fresh plumes, the SO 2 and CO concentration increases were correlated with the ash mass concentration. The ash plumes were often visible slantwise as faint dark layers, even for concentrations below 0.1 mg m −3 .Published by Copernicus Publications on behalf of the European Geosciences Union. U. Schumann et al.: Airborne observations of the Eyjafjalla volcano ash cloud over EuropeThe large abundance of volatile Aitken mode particles suggests previous nucleation of sulfuric acid droplets. The effective diameters range between 0.2 and 3 µm with considerable surface and volume contributions from the Aitken and coarse mode aerosol, respectively. The distal ash mass flux on 2 May was of the order of 500 (240-1600) kg s −1 . The volcano induced about 10 (2.5-50) Tg of distal ash mass and about 3 (0.6-23) Tg of SO 2 during the whole eruption period. The results of the Falcon flights were used to support the responsible agencies in their decisions concerning air traffic in the presence of v...

Abstract. Particle emissions from ship engines and their atmospheric transformation in the marine boundary layer (MBL) were investigated in engine test bed studies and in airborne measurements of expanding ship plumes. During the test rig studies, detailed aerosol microphysical and chemical properties were measured in the exhaust gas of a serial MAN B&W seven-cylinder four-stroke marine diesel engine under various load conditions. The emission studies were complemented by airborne aerosol transformation studies in the plume of a large container ship in the English Channel using the DLR aircraft Falcon 20 E-5. Observations from emission studies and plume studies combined with a Gaussian plume dispersion model yield a consistent picture of particle transformation processes from emission to atmospheric processing during plume expansion. Particulate matter emission indices obtained from plume measurements are 8.8±1.0×10 15 (kg fuel) −1 by number for non-volatile particles and 174±43 mg (kg fuel) −1 by mass for Black Carbon (BC). Values determined for test rig conditions between 85 and 110% engine load are of similar magnitude. For the total particle number including volatile compounds no emission index can be derived since the volatile aerosol fraction is subject to rapid transformation processes in the plume. Ship exhaust particles occur in the size range D p <0.3 µm, showing a bi-modal structure. The combustion particle mode is centred at modal diameters of 0.05 µm for raw emissions to 0.10 µm at a plume age of 1 h. The smaller-sized volatile particle mode is centred at D p ≤0.02 µm. From the decay of Correspondence to: A. Petzold (andreas.petzold@dlr.de) ship exhaust particle number concentrations in an expanding plume, a maximum plume life time of approx. 24 h is estimated for a well-mixed marine boundary layer.

Airborne measurements of Lidar backscatter, aerosol concentrations (particle diameters of 4 nm to 50 μm), trace gas mixing ratios (SO₂, CO, O₃, H₂O), single particle properties, and meteorological parameters have been performed in volcanic ash plumes with the Falcon aircraft operated by Deutsches Zentrum für Luft- und Raumfahrt (DLR). A series of 17 flights was performed over Europe between Southern Germany and Iceland during the eruption period of the Eyjafjalla¹ volcano between 19 April and 18 May 2010. Flight planning and measurement analyses were supported by a refined Meteosat ash product and trajectory model analysis. The volcanic ash plume was observed with Lidar directly over the volcano and up to a distance of 2700 km downwind. Lidar and in-situ measurements covered plume ages of 7 h to 120 h. Aged ash layers were between a few 100 m to 3 km deep, occurred between 1 and 7 km altitude, and were typically 100 to 300 km wide. Particles collected by impactors had diameters up to 20 μm diameter, with size and age dependent composition. Ash mass concentration was evaluated for a material density of 2.6 g cm^&minus;3 and for either weakly or moderately absorbing coarse mode particles (refractive index 1.59+0<i>i</i> or 1.59+0.004<i>i</i>). In the absorbing case, the ash concentration is about a factor of four larger than in the non-absorbing limit. Because of sedimentation constraints, the smaller results are the more realistic ones for aged plumes. The Falcon flew in ash clouds up to about 1 mg m^&minus;3 for a few minutes and in an ash cloud with more than 0.2 mg m^&minus;3 mean-concentration for about one hour without engine damages. In fresh plumes, the SO₂ concentration was correlated with the ash mass concentration. Typically, 0.5 mg m^&minus;3 ash concentration was related to about 100 nmol mol^&minus;31 SO₂ mixing ratio and 70 nmol mol^&minus;1 CO mixing ratio increases for this volcano period. In aged plumes, layers with enhanced coarse mode particle concentration but without SO₂ enhancements occurred. To first order, ash concentration and SO₂ mixing ratio in the plumes decreased by a factor of two within less than a day. The ash plumes were often visible as faint dark layers even for concentrations below 0.1 mg m^&minus;3. The ozone concentrations and the humidity inside the plumes were often reduced compared to ambient values. The large abundance of volatile Aitken mode particles suggests nucleation of sulfuric acid droplets. Ammonium sulfate particles were also found on the impactors. The effective diameters decreased from about 5 μm in the fresh plume to about 1 μm for plume ...

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.

The impact of sulfur oxides on particle formation and contrails is investigated in the exhaust plumes of a twin‐engine jet aircraft. Different fuels were used with sulfur mass fractions of 170 and 5500 ppm in the fuel, one lower than average, the other above the specification limit of standard Jet‐Al fuel. During various phases of the same flight, the two engines burnt either high‐ or low‐sulfur fuel or different fuels in the two engines. Besides visual, photographic, and video observations from close distance, in situ measurements were made within the plumes at plume ages of 20 to 30 s, at altitudes between 9 and 9.5 km, and temperatures between −49 and −55°C, when the visible contrail was about 2 km long. The data include particle number densities for particles larger than 7 nm, 18 nm, 120 nm, and 1 μm in diameter, together with wind, temperature and humidity measurements. The observations show visible and measurable differences between contrails caused by the different sulfur levels. At ambient temperatures 5 K below the threshold temperature for contrail onset, the plume became visible about 10 m after the engine exit for high sulfur content, but 15 m after the engine exit for low sulfur content. The higher sulfur emission caused a larger optical thickness of the contrail shortly after onset, with slightly brown‐colored contrail when the Sun was behind the observer, and more contrast when viewed against the Sun. The high‐sulfur contrail grew more quickly but also evaporated earlier than the low‐sulfur contrail. At plume ages of about 20 s, each engine plume was diluted to an effective diameter of 20 m. The plumes contained many subvisible particles. Peak number densities were 30,000 cm−3 for particles of diameter above 7 nm and 15,000 cm−3 above 18 nm. The latter is a little larger than the estimated number of soot particles emitted. The high‐sulfur plume shows more particles than the low‐sulfur plume. The differences are about 25% for particles above 7 nm and about 50% above 18 nm. The results indicate that part of the fuel sulfur is converted to sulfuric acid which nucleates with water vapor heterogeneously on soot or nucleates acid droplets homogeneously which then coagulate partly with soot. During descent through the level of contrail onset, the high‐sulfur contrail remained visible at slightly lower altitude (25 to 50 m) or higher temperature (0.2 to 0.4 K). At least for average to high sulfur contents, aircraft generate an invisible aerosol trail which enhances the background level of condensation nuclei, in particular in regions with dense air traffic at northern latitudes and near the tropopause.