ALBERT

Description: The Midlatitude Cirrus experiment (ML-CIRRUS) deployed the High Altitude and Long Range Research Aircraft (HALO) to obtain new insights into nucleation, life cycle, and climate impact of natural cirrus and aircraft-induced contrail cirrus. Direct observations of cirrus properties and their variability are still incomplete, currently limiting our understanding of the clouds’ impact on climate. Also, dynamical effects on clouds and feedbacks are not adequately represented in today’s weather prediction models. Here, we present the rationale, objectives, and selected scientific highlights of ML-CIRRUS using the G-550 aircraft of the German atmospheric science community. The first combined in situ–remote sensing cloud mission with HALO united state-of-the-art cloud probes, a lidar and novel ice residual, aerosol, trace gas, and radiation instrumentation. The aircraft observations were accompanied by remote sensing from satellite and ground and by numerical simulations. In spring 2014, HALO performed 16 flights above Europe with a focus on anthropogenic contrail cirrus and midlatitude cirrus induced by frontal systems including warm conveyor belts and other dynamical regimes (jet streams, mountain waves, and convection). Highlights from ML-CIRRUS include 1) new observations of microphysical and radiative cirrus properties and their variability in meteorological regimes typical for midlatitudes, 2) insights into occurrence of in situ–formed and lifted liquid-origin cirrus, 3) validation of cloud forecasts and satellite products, 4) assessment of contrail predictability, and 5) direct observations of contrail cirrus and their distinction from natural cirrus. Hence, ML-CIRRUS provides a comprehensive dataset on cirrus in the densely populated European midlatitudes with the scope to enhance our understanding of cirrus clouds and their role for climate and weather.

Description: Black carbon (BC) aerosols influence the Earth's atmosphere and climate, but their microphysical properties, spatiotemporal distribution, and long-range transport are not well constrained. This study presents airborne observations of the transatlantic transport of BC-rich African biomass burning (BB) smoke into the Amazon Basin using a Single Particle Soot Photometer (SP2) as well as several complementary techniques. We base our results on observations of aerosols and trace gases off the Brazilian coast onboard the HALO (High Altitude and LOng range) research aircraft during the ACRIDICON-CHUVA campaign in September 2014. During flight AC19 over land and ocean at the northeastern coastline of the Amazon Basin, we observed a BC-rich layer at ∼3.5 km altitude with a vertical extension of ∼0.3 km. Backward trajectories suggest that fires in African grasslands, savannas, and shrublands were the main source of this pollution layer and that the observed BB smoke had undergone more than 10 d of atmospheric transport and aging over the South Atlantic before reaching the Amazon Basin. The aged smoke is characterized by a dominant accumulation mode, centered at about 130 nm, with a particle concentration of Nacc=850±330 cm−3. The rBC particles account for ∼15 % of the submicrometer aerosol mass and ∼40 % of the total aerosol number concentration. This corresponds to a mass concentration range from 0.5 to 2 µg m−3 (1st to 99th percentiles) and a number concentration range from 90 to 530 cm−3. Along with rBC, high cCO (150±30 ppb) and cO3 (56±9 ppb) mixing ratios support the biomass burning origin and pronounced photochemical aging of this layer. Upon reaching the Amazon Basin, it started to broaden and to subside, due to convective mixing and entrainment of the BB aerosol into the boundary layer. Satellite observations show that the transatlantic transport of pollution layers is a frequently occurring process, seasonally peaking in August/September. By analyzing the aircraft observations together with the long-term data from the Amazon Tall Tower Observatory (ATTO), we found that the transatlantic transport of African BB smoke layers has a strong impact on the northern and central Amazonian aerosol population during the BB-influenced season (July to December). In fact, the early BB season (July to September) in this part of the Amazon appears to be dominated by African smoke, whereas the later BB season (October to December) appears to be dominated by South American fires. This dichotomy is reflected in pronounced changes in aerosol optical properties such as the single scattering albedo (increasing from 0.85 in August to 0.90 in November) and the BC-to-CO enhancement ratio (decreasing from 11 to 6 ng m−3 ppb−1). Our results suggest that, despite the high fraction of BC particles, the African BB aerosol acts as efficient cloud condensation nuclei (CCN), with potentially important implications for aerosol–cloud interactions and the hydrological cycle in the Amazon.

Description: Between 1 September and 4 October 2014, a combined airborne and ground-based measurement campaign was conducted to study tropical deep convective clouds over the Brazilian Amazon rain forest. The new German research aircraft, High Altitude and Long Range Research Aircraft (HALO), a modified Gulfstream G550, and extensive ground-based instrumentation were deployed in and near Manaus (State of Amazonas). The campaign was part of the German–Brazilian Aerosol, Cloud, Precipitation, and Radiation Interactions and Dynamics of Convective Cloud Systems–Cloud Processes of the Main Precipitation Systems in Brazil: A Contribution to Cloud Resolving Modeling and to the GPM (Global Precipitation Measurement) (ACRIDICON– CHUVA) venture to quantify aerosol–cloud–precipitation interactions and their thermodynamic, dynamic, and radiative effects by in situ and remote sensing measurements over Amazonia. The ACRIDICON–CHUVA field observations were carried out in cooperation with the second intensive operating period of Green Ocean Amazon 2014/15 (GoAmazon2014/5). In this paper we focus on the airborne data measured on HALO, which was equipped with about 30 in situ and remote sensing instruments for meteorological, trace gas, aerosol, cloud, precipitation, and spectral solar radiation measurements. Fourteen research flights with a total duration of 96 flight hours were performed. Five scientific topics were pursued: 1) cloud vertical evolution and life cycle (cloud profiling), 2) cloud processing of aerosol particles and trace gases (inflow and outflow), 3) satellite and radar validation (cloud products), 4) vertical transport and mixing (tracer experiment), and 5) cloud formation over forested/deforested areas. Data were collected in near-pristine atmospheric conditions and in environments polluted by biomass burning and urban emissions. The paper presents a general introduction of the ACRIDICON– CHUVA campaign (motivation and addressed research topics) and of HALO with its extensive instrument package, as well as a presentation of a few selected measurement results acquired during the flights for some selected scientific topics.

Description: 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.

Description: During the ACRIDICON-CHUVA field project (September–October 2014; based in Manaus, Brazil) aircraft-based in situ measurements of aerosol chemical composition were conducted in the tropical troposphere over the Amazon using the High Altitude and Long Range Research Aircraft (HALO), covering altitudes from the boundary layer (BL) height up to 14.4 km. The submicron non-refractory aerosol was characterized by flash-vaporization/electron impact-ionization aerosol particle mass spectrometry. The results show that significant secondary organic aerosol (SOA) formation by isoprene oxidation products occurs in the upper troposphere (UT), leading to increased organic aerosol mass concentrations above 10 km altitude. The median organic mass concentrations in the UT above 10 km range between 1.0 and 2.5 µg m−3 (referring to standard temperature and pressure; STP) with interquartile ranges of 0.6 to 3.2 µg m−3 (STP), representing 78 % of the total submicron non-refractory aerosol particle mass. The presence of isoprene-epoxydiol-derived secondary organic aerosol (IEPOX-SOA) was confirmed by marker peaks in the mass spectra. We estimate the contribution of IEPOX-SOA to the total organic aerosol in the UT to be about 20 %. After isoprene emission from vegetation, oxidation processes occur at low altitudes and/or during transport to higher altitudes, which may lead to the formation of IEPOX (one oxidation product of isoprene). Reactive uptake or condensation of IEPOX on preexisting particles leads to IEPOX-SOA formation and subsequently increasing organic mass in the UT. This organic mass increase was accompanied by an increase in the nitrate mass concentrations, most likely due to NOx production by lightning. Analysis of the ion ratio of NO+ to NO2+ indicated that nitrate in the UT exists mainly in the form of organic nitrate. IEPOX-SOA and organic nitrates are coincident with each other, indicating that IEPOX-SOA forms in the UT either on acidic nitrate particles forming organic nitrates derived from IEPOX or on already neutralized organic nitrate aerosol particles.

Description: 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.

Description: The microphysical and radiative properties of cirrus clouds continue to be beyond understanding and thus still represent one of the largest uncertainties in the prediction of the Earth's climate (IPCC, 2013). Our study aims to provide a guide to cirrus microphysics, which is compiled from an extensive set of model simulations, covering the broad range of atmospheric conditions for cirrus formation and evolution. The model results are portrayed in the same parameter space as field measurements, i.e., in the Ice Water Content-Temperature (IWC-T) parameter space. We validate this cirrus analysis approach by evaluating cirrus data sets from 17 aircraft campaigns, conducted in the last 15 years, spending about 94 h in cirrus over Europe, Australia, Brazil as well as South and North America. Altogether, the approach of this study is to track cirrus IWC development with temperature by means of model simulations, compare with observations and then assign, to a certain degree, cirrus microphysics to the observations. Indeed, the field observations show characteristics expected from the simulated Cirrus Guide. For example, high (low) IWCs are found together with high (low) ice crystal concentrations Nice. An important finding from our study is the classification of two types of cirrus with differing formation mechanisms and microphysical properties: the first cirrus type forms directly as ice (in situ origin cirrus) and splits in two subclasses, depending on the prevailing strength of the updraft: in slow updrafts these cirrus are rather thin with lower IWCs, while in fast updrafts thicker cirrus with higher IWCs can form. The second type consists predominantly of thick cirrus originating from mixed phase clouds (i.e., via freezing of liquid droplets – liquid origin cirrus), which are completely glaciated while lifting to the cirrus formation temperature region (〈 235 K). In the European field campaigns, slow updraft in situ origin cirrus occur frequently in low- and high-pressure systems, while fast updraft in situ cirrus appear in conjunction with jet streams or gravity waves. Also, liquid origin cirrus mostly related to warm conveyor belts are found. In the US and tropical campaigns, thick liquid origin cirrus which are formed in large convective systems are detected more frequently.

Description: 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 of research aircraft, it is important to carefully design the ice crystal sampling and measuring devices. During the HALO field campaign ML-CIRRUS in 2014, 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 (Geophysica, StratoClim campaign 2017) and bottom (WB57, MacPex 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. As expected from theoretical considerations, we found that the IWCs provided by the roof inlets deviate from those measured under the aircraft wing. Caused by the inlet position in the shadow-zone behind the aircraft cockpit, ice particles 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 crystal can occur, depending on whether the ice crystal mass peak of the – in these cases bimodal – size distribution 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 – due to undisturbed ice particle sampling, as expected from theory – most frequently within a factor of 2.5, independently of the mean ice crystal sizes. Summarizing, in case IWC needs to be detected solely by measurements from closed path hygrometers, it is crucial for a solid measurement to mount the respective inlets at the aircraft’s side or bottom.

Description: Accurate measurement of water vapor in the climate sensitive region near the tropopause turned out to be 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 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 onboard the DLR (German Aerospace Center) research aircraft HALO during the Mid-Latitude 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 even 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 a blurred humidity gradient at tropopause altitudes.