Abstract. A new cloud microphysical scheme including a detailed parameterization for aerosol-driven ice formation in cirrus clouds is implemented in the global ECHAM/MESSy Atmospheric Chemistry (EMAC) chemistry–climate model and coupled to the third generation of the Modal Aerosol Dynamics model for Europe adapted for global applications (MADE3) aerosol submodel. The new scheme is able to consistently simulate three regimes of stratiform clouds – liquid, mixed-, and ice-phase (cirrus) clouds – considering the activation of aerosol particles to form cloud droplets and the nucleation of ice crystals. In the cirrus regime, it allows for the competition between homogeneous and heterogeneous freezing for the available supersaturated water vapor, taking into account different types of ice-nucleating particles, whose specific ice-nucleating properties can be flexibly varied in the model setup. The new model configuration is tuned to find the optimal set of parameters that minimizes the model deviations with respect to observations. A detailed evaluation is also performed comparing the model results for standard cloud and radiation variables with a comprehensive set of observations from satellite retrievals and in situ measurements. The performance of EMAC-MADE3 in this new coupled configuration is in line with similar global coupled models and with other global aerosol models featuring ice cloud parameterizations. Some remaining discrepancies, namely a high positive bias in liquid water path in the Northern Hemisphere and overestimated (underestimated) cloud droplet number concentrations over the tropical oceans (in the extratropical regions), which are both a common problem in these kinds of models, need to be taken into account in future applications of the model. To further demonstrate the readiness of the new model system for application studies, an estimate of the anthropogenic aerosol effective radiative forcing (ERF) is provided, showing that EMAC-MADE3 simulates a relatively strong aerosol-induced cooling but within the range reported in the Intergovernmental Panel on Climate Change (IPCC) assessments.

Abstract:The WeCare project (Utilizing Weather information for Climate efficient and eco efficient future aviation), an internal project of the German Aerospace Center (Deutsches Zentrum für Luft-und Raumfahrt, DLR), aimed at finding solutions for reducing the climate impact of aviation based on an improved understanding of the atmospheric impact from aviation by making use of measurements and modeling approaches. WeCare made some important contributions to advance the scientific understanding in the area of atmospheric and air transportation research. We characterize contrail properties, show that the aircraft type significantly influences these properties, and how contrail-cirrus interacts with natural cirrus. Aviation NO x emissions lead to ozone formation and we show that the strength of the ozone enhancement varies, depending on where within a weather pattern NO x is emitted. These results, in combination with results on the effects of aerosol emissions on low cloud properties, give a revised view on the total radiative forcing of aviation. The assessment of a fleet of strut-braced wing aircraft with an open rotor is investigated and reveals the potential to significantly reduce the climate impact. Intermediate stop operations have the potential to significantly reduce fuel consumption. However, we find that, if only optimized for fuel use, they will have an increased climate impact, since non-CO 2 effects compensate the reduced warming from CO 2 savings. Avoiding climate sensitive regions has a large potential in reducing climate impact at relatively low costs. Taking advantage of a full 3D optimization has a much better eco-efficiency than lateral re-routings, only. The implementation of such operational measures requires many more considerations. Non-CO 2 aviation effects are not considered in international agreements. We showed that climate-optimal routing could be achieved, if market-based measures were in place, which include these non-CO 2 effects. An alternative measure to foster climate-optimal routing is the closing of air spaces, which are very climate-sensitive. Although less effective than an unconstrained optimization with respect to climate, it still has a significant potential to reduce the climate impact of aviation. By combining atmospheric and air transportation research, we assess climate mitigation measures, aiming at providing information to aviation stakeholders and policy-makers to make aviation more climate compatible.

Abstract. The ice water content (IWC) of cirrus clouds is an essential parameter determining their radiative properties and thus is important for climate simulations. Therefore, for a reliable measurement of IWC on board research aircraft, it is important to carefully design the ice crystal sampling and measuring devices. During the ML-CIRRUS field campaign in 2014 with the German Gulfstream GV HALO (High Altitude and Long Range Research Aircraft), IWC was recorded by three closed-path total water together with one gas-phase water instrument. The hygrometers were supplied by inlets mounted on the roof of the aircraft fuselage. Simultaneously, the IWC is determined by a cloud particle spectrometer attached under an aircraft wing. Two more examples of simultaneous IWC measurements by hygrometers and cloud spectrometers are presented, but the inlets of the hygrometers were mounted at the fuselage side (M-55 Geophysica, StratoClim campaign 2017) and bottom (NASA WB57, MacPex campaign 2011). This combination of instruments and inlet positions provides the opportunity to experimentally study the influence of the ice particle sampling position on the IWC with the approach of comparative measurements. As expected from theory and shown by computational fluid dynamics (CFD) calculations, we found that the IWCs provided by the roof inlets deviate from those measured under the aircraft wing. As a result of the inlet position in the shadow zone behind the aircraft cockpit, ice particle populations with mean mass sizes larger than about 25 µm radius are subject to losses, which lead to strongly underestimated IWCs. On the other hand, cloud populations with mean mass sizes smaller than about 12 µm are dominated by particle enrichment and thus overestimated IWCs. In the range of mean mass sizes between 12 and 25 µm, both enrichment and losses of ice crystals can occur, depending on whether the ice crystal mass peak of the size distribution – in these cases bimodal – is on the smaller or larger mass mode. The resulting deviations of the IWC reach factors of up to 10 or even more for losses as well as for enrichment. Since the mean mass size of ice crystals increases with temperature, losses are more pronounced at higher temperatures, while at lower temperatures IWC is more affected by enrichment. In contrast, in the cases where the hygrometer inlets were mounted at the fuselage side or bottom, the agreement of IWCs is most frequently within a factor of 2.5 or better – due to less disturbed ice particle sampling, as expected from theory – independently of the mean ice crystal sizes. The rather large scatter between IWC measurements reflects, for example, cirrus cloud inhomogeneities and instrument uncertainties as well as slight sampling biases which might also occur on the side or bottom of the fuselage and under the wing. However, this scatter is in the range of other studies and represent the current best possible IWC recording on fast-flying aircraft.

Abstract. Accurate measurement of water vapor in the climate-sensitive region near the tropopause is very challenging. Unexplained systematic discrepancies between measurements at low water vapor mixing ratios made by different instruments on airborne platforms have limited our ability to adequately address a number of relevant scientific questions on the humidity distribution, cloud formation and climate impact in that region. Therefore, during the past decade, the scientific community has undertaken substantial efforts to understand these discrepancies and improve the quality of water vapor measurements. This study presents a comprehensive intercomparison of airborne state-of-the-art in situ hygrometers deployed on board the DLR (German Aerospace Center) research aircraft HALO (High Altitude and LOng Range Research Aircraft) during the Midlatitude CIRRUS (ML-CIRRUS) campaign conducted in 2014 over central Europe. The instrument intercomparison shows that the hygrometer measurements agree within their combined accuracy (±10 % to 15 %, depending on the humidity regime); total mean values agree within 2.5 %. However, systematic differences on the order of 10 % and up to a maximum of 15 % are found for mixing ratios below 10 parts per million (ppm) H2O. A comparison of relative humidity within cirrus clouds does not indicate a systematic instrument bias in either water vapor or temperature measurements in the upper troposphere. Furthermore, in situ measurements are compared to model data from the European Centre for Medium-Range Weather Forecasts (ECMWF) which are interpolated along the ML-CIRRUS flight tracks. We find a mean agreement within ±10 % throughout the troposphere and a significant wet bias in the model on the order of 100 % to 150 % in the stratosphere close to the tropopause. Consistent with previous studies, this analysis indicates that the model deficit is mainly caused by too weak of a humidity gradient at the tropopause.

Abstract. The water vapor distribution in the upper troposphere-lower stratosphere (UTLS) region has a strong impact on the atmospheric radiation budget. Transport and mixing processes on different scales mainly determine the water vapor concentration in the UTLS. Here, we investigate the effect of mountain waves on the vertical transport and mixing of water vapor. For this purpose we analyze measurements of water vapor and meteorological parameters recorded by the DLR Falcon and NSF/NCAR Gulfstream V research aircraft taken during the Deep Propagating Gravity Wave Experiment (DEEPWAVE) in New Zealand. By combining different methods, we develop a new approach to quantify location, direction and irreversibility of the water vapor transport during a strong mountain wave event on 4 July 2014. A large positive vertical water vapor flux is detected above the Southern Alps extending from the troposphere to the stratosphere in the altitude range between 7.7 and 13.0 km. Wavelet analysis for the 8.9 km altitude level shows that the enhanced upward water vapor transport above the mountains is caused by mountain waves with horizontal wavelengths between 22 and 60 km. A downward transport of water vapor with 22 km wavelength is observed in the lee-side of the mountain ridge. While it is a priori not clear whether the observed fluxes are irreversible, low Richardson numbers derived from dropsonde data indicate enhanced turbulence in the tropopause region related to the mountain wave event. Together with the analysis of the water vapor to ozone correlation, we find indications for vertical transport followed by irreversible mixing of water vapor.For our case study, we further estimate greater than 1 W m −2 radiative forcing by the increased water vapor concentrations in the UTLS above the Southern Alps of New Zealand, resulting from mountain waves relative to unperturbed conditions. Hence, mountain waves have a great potential to affect the water vapor distribution in the UTLS. Our regional study may motivate further investigations of the global effects of mountain waves on the UTLS water vapor distributions and its radiative effects.