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This paper presents various techniques to speed up the Lagrangian ice microphysics code EULAG-LCM. The amount of CPU time (and also memory and storage data) depends heavily on the number of simulation ice particles (SIPs) used to represent the bulk of real ice crystals. It was found that the various microphysical processes require different numbers of SIPs to reach statistical convergence (in a sense that a further increase of the SIP number does not systematically change the physical outcome of a cirrus simulation). Whereas deposition/sublimation and sedimentation require only a moderate number of SIPs, the (nonlinear) ice nucleation process is only well represented, when a large number of SIPs is generated. We introduced a new stochastic nucleation implementation which mimics the stochastic nature of nucleation and greatly reduces numerical sensitivities. Furthermore several strategies (SIP merging and splitting) are presented which flexibly adjust and reduce the number of SIPs. These efficiency measures reduce the computational costs of present cirrus studies and allow extending the temporal and spatial scales of upcoming studies.

The dispersion of aircraft emissions during the vortex phase is studied using a 3-D LES model with Lagrangian particle tracking. The simulations start with a fully rolled-up vortex pair of a type B747/A340 airplane and the tracer centred around the vortex cores. The tracer dilution and plume extent is studied for a variety of ambient and aircraft parameters until aircraft-induced effects have ceased. For typical upper tropospheric conditions, the impact of stratification is more dominant compared to turbulence intensity or vertical wind shear. Moreover, the sensitivity to the initial tracer distribution was found to be weak. Along the transverse direction, the tracer concentrations can be well approximated by a Gaussian distribution, along the vertical a superposition of three Gaussian distributions is adequate. For the studied parameter range, the vertical plume expansion ranges from 400 m to 550 m and cross-sectional area from 4.0 × 104 m2 to 6 × 104 m2 after six minutes. For validation, selected simulations were compared to an alternative LES model and to in-situ NO-measurements.

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 Deff (5.2–5.9 μm), but differences in particle number densities nice (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 aircraft-dependent 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-12/3. Summarized, our combined results could help to more accurately assess the climate impact from aviation using an aircraft-dependent contrail parameterization.

Crystal sublimation/loss is a dominant feature of the contrail evolution during the vortex phase and has a substantial impact on the later contrail-to-cirrus transition. Previous studies showed that the fraction of crystals surviving the vortex phase depends primarily on relative humidity, temperature and the aircraft type. An existing model for contrail vortex phase simulations (with a 2-moment bulk microphysics scheme) was upgraded with a newly developed state-of-the-art microphysics module (LCM) which uses Lagrangian particle tracking. This allows for explicit process-oriented modelling of the ice crystal size distribution in contrast to the bulk approach. We show that it is of great importance to employ an advanced microphysics scheme to determine the crystal loss during the vortex phase. The LCM-model shows even larger sensitivities to the above mentioned key parameters than previously estimated with the bulk model. The impact of the initial crystal number is studied and for the first time also the initial width of the crystal size distribution. Both are shown to be relevant. This corroborates the need for a realistic representation of microphysical processes and knowledge of the ice phase characteristics.

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 (SO2), reactive nitrogen and halogen species (NO, NOy, HNO3, HONO, HCl), ozone (O3) 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 reff 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/NOy) ratios of 0.037 (0.024) and the fuel sulfur conversion efficiency to H2SO4 (εS↓) 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.

No abstract available.