Aircraft type influence on contrail properties
Aircraft type influence on contrail properties
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DOI：
10.5194/acp-13-11965-2013
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发表时间：
2013-12
影响因子：
6.3
通讯作者：
P. Jeßberger;C. Voigt;U. Schumann;I. Sölch;H. Schlager;S. Kaufmann;A. Petzold;D. Schäuble;J. Gayet
中科院分区：
文献类型：
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作者：
P. Jeßberger;C. Voigt;U. Schumann;I. Sölch;H. Schlager;S. Kaufmann;A. Petzold;D. Schäuble;J. Gayet
抽象的。研究飞机参数对轨迹特性的影响有助于更好地了解航空对气候的影响。然而，在观测中，将飞机和气象对尾迹形成的影响分开是一个挑战。在 2008 年 11 月的 CONCERT 活动期间，在相似的气象条件下，利用 DLR 研究飞机 Falcon 上的现场仪器对 3 架 A319-111、A340-311 和 A380-841 型空客客机的航迹进行了探测。在冰饱和附近检测到的 2 分钟航迹中，我们发现相似的有效直径 Deff (5.2–5.9 μm)，但粒子数密度差异很大 (162–235 cm−3) 和垂直航迹延伸 (120–290 m)，导致航迹光学深度 τ 在 550 nm 处存在较大差异 (0.25–0.94)。因此，较大的飞机会产生光学上更厚的尾迹。基于观测结果，我们应用具有明确冰微物理的 EULAG-LCM 模型以及轨迹和卷云预测 (CoCiP) 模型来计算相同气象条件下飞机类型对年轻轨迹的影响。模型证实了较重飞机观察到的 τ 增加，但 τ 通常较小。 CoCiP 模型结果表明，飞机对气候相关尾迹特性的依赖性在尾迹寿命期间持续存在，这增加了飞机相关模型初始化的重要性。我们最终得出了轨迹、飞机和气象参数之间的分析关系。正如观测所证实的，接近冰饱和时，轨迹宽度 × τ 与燃料流量成线性比例。对于相对于冰的较高相对湿度（RHI），分析关系表明形式（RHI-12/3）呈非线性增加。总而言之，我们的综合结果可以帮助使用依赖于飞机的轨迹参数化更准确地评估航空对气候的影响。
Abstract. 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.