In-situ observations of young contrails – overview and selected results from the CONCERT campaign

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 (SO<sub>2</sub>), reactive nitrogen and halogen species (NO, NO<sub>y</sub>, HNO<sub>3</sub>, HONO, HCl), ozone (O<sub>3</sub>) 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<sup>−3</sup> with effective radii <i>r</i><sub>eff</sub> of 2.6 μm. The presence of particles with <i>r</i>>50 μm in the less than 2 min old contrail suggests that natural cirrus crystals were entrained in the contrail. Mean HONO/NO (HONO/NO<sub>y</sub>) ratios of 0.037 (0.024) and the fuel sulfur conversion efficiency to H<sub>2</sub>SO<sub>4</sub> (ε<sub><i>S</i>↓</sub>) 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

Efficient tomography of a quantum many-body system

Quantum state tomography (QST) is the gold standard technique for obtaining an estimate for the state of small quantum systems in the laboratory [1]. Its application to systems with more than a few constituents (e.g. particles) soon becomes impractical as the e ff ort required grows exponentially with the number of constituents. Developing more e ffi cient techniques is particularly pressing as precisely-controllable quantum systems that are well beyond the reach of QST are emerging in laboratories. Motivated by this, there is a considerable ongoing e ff ort to develop new state characterisation tools for quantum many-body systems [2–11]. Here we demonstrate Matrix Product State (MPS) tomography [2], which is theoretically proven to allow the states of a broad class of quantum systems to be accurately estimated with an e ff ort that increases e ffi ciently with constituent number. We use the technique to reconstruct the dynamical state of a trapped-ion quantum simulator comprising up to 14 entangled and individually-controlled spins (qubits): a size far beyond the practical limits of QST. Our results reveal the dynamical growth of entanglement and description complexity as correlations spread out during a quench: a necessary condition for future beyond-classical performance. MPS tomography should therefore find widespread use to study large quantum many-body systems and to benchmark and verify quantum simulators and computers

Estimating the turbulent energy dissipation rate in an airport environment

This note reports on the influence of aircraft wake vortices on the estimation of the turbulent energy dissipation rate using sonic anemometer measurements near the runway threshold. The wake vortex traces, which are generated at a height of about 65m and subsequently evolve in ground effect, are clearly visible in the velocity components and temperature. The observed temperature increase of 1K appears related to the stably stratified atmospheric surface layer. The dissipation rate is estimated from the longitudinal velocity power spectrum for a sample in a nocturnal boundary layer with and without a wake vortex signal. In both cases an inertial subrange is found. For the analyzed sample the estimated dissipation rate is a factor of ten larger compared to the undisturbed sample. Implications for operational wake avoidance systems are discussed

Plate Lines Reduce Lifetime of Wake Vortices During Final Approach to Vienna Airport

To mitigate the risk of wake vortex encounters during final approach, so-called plate lines have been developed. Wake vortices generated by landing aircraft induce secondary vortices at the plates’ surfaces that approach the primary vortices and trigger premature wake vortex decay. Each plate line consists of several upright plates that are installed underneath the approach glide path. While the plate line extends perpendicular to the flight direction, its individual plates are oriented in parallel to the runway centerline. In order to obtain the approval of the authorities for the installation of the plate lines at runway 16 of Vienna International Airport, the plate design had to comply with airport requirements like obstacle clearance, stability, and frangibility. During a six-month campaign wake vortex behavior with and without plates was measured simultaneously by three lidars completed by a comprehensive suite of meteorological instrumentation. A preliminary analysis of 430 measured wake vortex evolutions indicates that the plate lines reduce the lifetime of longlived vortices in a safety corridor along the final approach on average by more than 30%. More comprehensive analyses are underway and will be presented at the AVIATION Forum 2020 in Reno