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Contrails can persist in cloud‐free supersaturated air, increasing high‐cloud cover, and inside natural cirrus cloud, modifying the microphysical properties of them. The latter effect is almost unknown, partly because of the lack of height‐resolved measurements and the capability of measurements to penetrate inside the cloud. New retrievals of the ice crystal number concentration from combined satellite cloud radar and lidar measurements (CloudSat/CALIPSO; DARDAR‐Nice algorithm) now allow for satellite‐based assessment inside the clouds. We investigate this issue at intersections between the aircraft flight tracks and these retrieval profiles. Regions behind the aircraft inside the flight track were compared to the adjacent regions and to ahead of the aircraft, along the satellites' profiles, where DARDAR‐Nice identify geometrically thin cirrus clouds. This comparison revealed a statistically significant increase of 25% and 54% in the concentration of ice crystals with the minimum size of 5 μm around 300–540‐m beneath an aircraft's flight altitude.

<p align="justify">Aviation outflow is the only anthropogenic source of pollution that is directly emitted into the upper troposphere. This emission has the potential to modify the cloudiness directly by forming linear contrails and indirectly by injecting aerosols, which can act as cloud condensation nuclei (CCN) and ice nucleating particles (INP). Contrail cirrus can persist either in cloud-free supersaturated air, increasing high-cloud cover or inside natural cirrus cloud, and therefore modifying the microphysical properties of already existing cirrus clouds. Even though the situation that an aircraft flies through a natural cirrus is one of the highly probable situations in the upper troposphere, its subsequent impact is unclear with the present state of knowledge. Quantifying such impact is necessary if we are to properly account for the influence of aviation on climate. One main limitation preventing us to better identify these impacts is the lack of height resolved measurements inside the cirrus clouds.</p> <p align="justify">In this study, we used new retrievals from combined satellite cloud radar and lidar (Cloud- Sat/CALIPSO; DARDAR-Nice algorithm), which provide height resolved information of ice crystal number concentration, at intercepts between the CALIPSO ground track and the position of civil aircraft operating between the west coast of the continental United States (Seattle, San Francisco and Los Angeles) and Hawaii during 2010 and 2011 from an earlier study.</p> <p align="justify">Comparing cloudy air behind the aircraft inside the flight track to the adjacent regions and to ahead of the aircraft revealed a notable difference in ice number concentration at 300 m to 540 m beneath the flight height. These differences are derived from the reduction of ice number concentrations as we proceed toward the cloud base in regions unaffected by aviation and the increase of ice crystals as we distance a few hundreds of meters beneath the flight level in the regions affected by aviation.</p>

<p>Aviation outflow is the only anthropogenic source of pollution that is directly emitted into the upper troposphere. This emission has the potential to modify the cloudiness directly by forming linear contrails and indirectly by injecting aerosols, which can act as cloud condensation nuclei (CCN) and ice nucleating particles (INP). Contrail cirrus can persist either in cloud-free supersaturated air, increasing high-cloud cover or inside natural cirrus cloud, and therefore modifying the microphysical properties of already existing cirrus clouds. Even though the situation that an aircraft flies through a natural cirrus is one of the highly probable situations in the upper troposphere, its subsequent impact is unclear with the present state of knowledge. Quantifying such impact is necessary if we are to properly account for the influence of aviation on climate. One main limitation preventing us from better identifying these impacts is the lack of height resolved measurements inside the cirrus clouds.</p><p>In this study, we used new retrievals from combined satellite cloud radar and lidar (CloudSat/CALIPSO; DARDAR-Nice algorithm), which provide height resolved information of ice crystal number concentration, at intercepts between the CALIPSO ground track and the position of civil aircraft operating between the west coast of the continental United States (Seattle, San Francisco and Los Angeles) and Hawaii during 2010 and 2011 from an earlier study.</p><p>Comparing cloudy air behind the aircraft inside the flight track to the adjacent regions and to ahead of the aircraft revealed a notable difference in ice number concentration at 300 m to 540 m beneath the flight height. These differences are derived from the reduction of ice number concentrations as we proceed toward the cloud base in regions unaffected by aviation and the increase of ice crystals as we distance a few hundreds of meters beneath the flight level in the regions affected by aviation.</p>