A new airborne broadband radiometer system and an efficient method to correct thermal offsets

The instrumentation of the High Altitude and Long Range (HALO) research aircraft is extended by the new Broadband AirCrAft RaDiometer Instrumentation (BACARDI) to quantify the radiative energy budget. Two sets of pyranometers and pyrgeometers are mounted to measure upward and downward solar (0.3&ndash;3 &mu;m) and thermal-infrared (3&ndash;100 &mu;m) irradiances. The radiometers are installed in a passively ventilated fairing to reduce the effects of the dynamic environment, e.g., fast changes of altitude and temperature. The remaining thermal effects range up to 20 W m-2 for the pyranometers and 10 W m-2 for the pyrgeometers; they are corrected using an new efficient method that is introduced in this paper. Using data collected by BACARDI during a night flight, the thermal offsets are parameterized by the rate of change of the radiometer sensor temperatures. Applying the sensor temperatures instead of ambient air temperature for the parameterization provides a linear correction function (200&ndash;600 W m-2 K-1 s), that depends on the mounting position of the radiometer on HALO. Furthermore, BACARDI measurements from the EUREC4A (Elucidating the role of clouds-circulation coupling in climate) field campaign are analyzed to characterize the performance of the radiometers and to evaluate all corrections applied in the data processing. Vertical profiles of irradiance measurements up to 10 km altitude show that the thermal offset correction limits the bias due to temperature changes to values below 10 W m-2. Measurements with BACARDI during horizontal, circular flight patterns in cloud-free conditions demonstrate that the common geometric attitude correction of the solar downward irradiance provides reliable measurements in this typical flight sections of EUREC4A, even without active stabilization of the radiometer.</p

Central role of nitric oxide in ozone production in the upper tropical troposphere over the Atlantic Ocean and western Africa

Mechanisms of tropospheric ozone (O3) formation are generally well understood. However, studies reporting on net ozone production rates (NOPRs) directly derived from in situ observations are challenging and are sparse in number. To analyze the role of nitric oxide (NO) in net ozone production in the upper tropical troposphere above the Atlantic Ocean and western Africa, we present in situ trace gas observations obtained during the CAFE-Africa (Chemistry of the Atmosphere: Field Experiment in Africa) campaign in August and September 2018. The vertical profile of in situ measured NO along the flight tracks reveals lowest NO mixing ratios of less than 20 pptv between 2 and 8 km altitude and highest mixing ratios of 0.15–0.2 ppbv above 12 km altitude. Spatial distribution of tropospheric NO above 12 km altitude shows that the sporadically enhanced local mixing ratios (>0.4 ppbv) occur over western Africa, which we attribute to episodic lightning events. Measured O3 shows little variability in mixing ratios at 60–70 ppbv, with slightly decreasing and increasing tendencies towards the boundary layer and stratosphere, respectively. Concurrent measurements of CO, CH$_{4}$, OH, HO$_{2}$ and H$_{2}$O enable calculations of NOPRs along the flight tracks and reveal net ozone destruction at −0.6 to −0.2 ppbv h$^{-1}$ below 6 km altitude and balance of production and destruction around 7–8 km altitude. We report vertical average NOPRs of 0.2–0.4 ppbv h$^{-1}$ above 12 km altitude with NOPRs occasionally larger than 0.5 ppbv h$^{-1}$ over western Africa coincident with enhanced NO. We compare the observational results to simulated data retrieved from the general circulation model ECHAM/MESSy Atmospheric Chemistry (EMAC). Although the comparison of mean vertical profiles of NO and O$_{3}$ indicates good agreement, local deviations between measured and modeled NO are substantial. The vertical tendencies in NOPRs calculated from simulated data largely reproduce those from in situ experimental data. However, the simulation results do not agree well with NOPRs over western Africa. Both measurements and simulations indicate that ozone formation in the upper tropical troposphere is NO$_{x}$ limited

Differences in microphysical properties of cirrus at high and mid-latitudes

Despite their proven importance for the atmospheric radiative energy budget, the effect of cirrus on climate and the magnitude of their modification by human activity is not well quantified. Besides anthropogenic pollution sources on the ground, aviation has a large local effect on cirrus microphysical and radiative properties via the formation of contrails and their transition to contrail cirrus. To investigate the anthropogenic influence on natural cirrus, we compare the microphysical properties of cirrus measured at mid-latitude (ML) regions (&lt;60∘ N) that are often affected by aviation and pollution with cirrus measured in the same season in comparatively pristine high latitudes (HLs; ≥60∘ N). The number concentration, effective diameter, and ice water content of the observed cirrus are derived from in situ measurements covering ice crystal sizes between 2 and 6400 µm collected during the CIRRUS-HL campaign (Cirrus in High Latitudes) in June and July 2021. We analyse the dependence of cirrus microphysical properties on altitude and latitude and demonstrate that the median ice number concentration is an order of magnitude larger in the measured mid-latitude cirrus, with 0.0086 cm−3, compared to the high-latitude cirrus, with 0.001 cm−3. Ice crystals in mid-latitude cirrus are on average smaller than in high-latitude cirrus, with a median effective diameter of 165 µm compared to 210 µm, and the median ice water content in mid-latitude cirrus is higher (0.0033 g m−3) than in high-latitude cirrus (0.0019 g m−3). In order to investigate the cirrus properties in relation to the region of formation, we combine the airborne observations with 10 d backward trajectories to identify the location of cirrus formation and the cirrus type, i.e. in situ or liquid origin cirrus, depending on whether there is only ice or also liquid water present in the cirrus history, respectively. The cirrus formed and measured at mid-latitudes (M–M) have a particularly high ice number concentration and low effective diameter. This is very likely a signature of contrails and contrail cirrus, which is often observed in the in situ origin cirrus type. In contrast, the largest effective diameter and lowest number concentration were found in the cirrus formed and measured at high latitudes (H–H) along with the highest relative humidity over ice (RHi). On average, in-cloud RHi was above saturation in all cirrus. While most of the H–H cirrus were of an in situ origin, the cirrus formed at mid-latitudes and measured at high latitudes (M–H) were mainly of liquid origin. A pristine Arctic background atmosphere with relatively low ice nuclei availability and the extended growth of few nucleated ice crystals may explain the observed RHi and size distributions. The M–H cirrus are a mixture of the properties of M–M and H–H cirrus (preserving some of the initial properties acquired at mid-latitudes and transforming under Arctic atmospheric conditions). Our analyses indicate that part of the cirrus found at high latitudes is actually formed at mid-latitudes and therefore affected by mid-latitude air masses, which have a greater anthropogenic influence.</p

Enhanced sulfur in the upper troposphere and lower stratosphere in spring 2020

Sulfur compounds in the upper troposphere and lower stratosphere (UTLS) impact the atmosphere radiation budget, either directly as particles or indirectly as precursor gas for new particle formation. In situ measurements in the UTLS are rare but are important to better understand the impact of the sulfur budget on climate. The BLUESKY mission in May and June 2020 explored an unprecedented situation. (1) The UTLS experienced extraordinary dry conditions in spring 2020 over Europe, in comparison to previous years, and (2) the first lockdown of the COVID-19 pandemic caused major emission reductions from industry, ground, and airborne transportation. With the two research aircraft HALO and Falcon, 20 flights were conducted over central Europe and the North Atlantic to investigate the atmospheric composition with respect to trace gases, aerosol, and clouds. Here, we focus on measurements of sulfur dioxide (SO$_{2}$) and particulate sulfate (SO$^{2-}$$_{4}$) in the altitude range of 8 to 14.5 km which show unexpectedly enhanced mixing ratios of SO$_{2}$ in the upper troposphere and of SO$^{2-}$$_{4}$ in the lowermost stratosphere. In the UT, we find SO$_{2}$ mixing ratios of (0.07±0.01) ppb, caused by the remaining air traffic, and reduced SO$_{2}$ sinks due to low OH and low cloud fractions and to a minor extent by uplift from boundary layer sources. Particulate sulfate showed elevated mixing ratios of up to 0.33 ppb in the LS. We suggest that the eruption of the volcano Raikoke in June 2019, which emitted about 1 Tg SO$_{2}$ into the stratosphere in northern midlatitudes, caused these enhancements, in addition to Siberian and Canadian wildfires and other minor volcanic eruptions. Our measurements can help to test models and lead to new insights in the distribution of sulfur compounds in the UTLS, their sources, and sinks. Moreover, these results can contribute to improving simulations of the radiation budget in the UTLS with respect to sulfur effects

Enhanced sulfur in the upper troposphere and lower stratosphere in spring 2020

The detection of sulfur compounds in the upper troposphere (UT) and lower stratosphere (LS) is a challenge. In-flight measurements of SO2 and sulfate aerosol were performed during the BLUESKY mission in spring 2020 under exceptional atmospheric conditions. Reduced sinks in the dry UTLS and lower but still significant air traffic influenced the enhanced SO2 in the UT and aged volcanic plumes enhanced the LS sulfate aerosol both impacting the atmospheric radiation budget and global climate

Aircraft-based observations of isoprene-epoxydiol-derived secondary organic aerosol (IEPOX-SOA) in the tropical upper troposphere over the Amazon region

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 mu g m(-3) (referring to standard temperature and pressure;STP) with interquartile ranges of 0.6 to 3.2 mu g 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 IEPDX-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 IEPDX-SOA forms in the UT either on acidic nitrate particles forming organic nitrates derived from IEPDX or on already neutralized organic nitrate aerosol particles

Use of Numerical Weather Prediction Analysis for Testing Pressure Altitude Measurements on Aircraft - An Application Example

Accurate static pressure measurements are essential for safe navigation. Aircraft static pressure measurements need to be calibrated and verified. We recently compared trailing cone static pressure measurements behind two different jet aircraft up to flight level 450 during 6 flights on different days with numerical weather prediction (NWP) data. The GNSS height above mean sea level measured during these flights is compared to NWP geopotential height. The NWP data were provided by the European Centre for Medium-Range Weather Forecasts (ECMWF). The height differences at same pressure are 0.6±2.8 m on average. The corresponding pressure difference was determined to be -0.01±0.15 hPa. The method of comparing operational pressure/GNSS measurements on aircraft with NWP analysis or predictions can be used for testing the height keeping performance of aircraft after or during operation. Here we present an application example of the method. We show static pressure measured by research instruments on the German atmospheric research aircraft HALO compared to ECMWF analysis for 57 hours of data from an atmospheric research project over Europe in 2014. The method is used to derive corrected static pressure data. The corrected pressure also leads to a slightly better agreement between temperature measurements and ECMWF data which differed more when using the uncorrected pressure data as input for interpolation in the NWP data

FLIGHT VIBRATION TESTING - WE ALWAYS DID IT THIS WAY

Aeroelasticity is a big issue in flight testing when it comes to external installations on the aircraft fuselage or wing. The issue requires quite a significant effort in terms of in-strumentation and real time data analysis. Flight test often requires telemetry in order to analyze the aeroelastic behavior of such an installation during flight envelope expansion. But what happens when you get stuck in flight test because no telemetry is available and time schedule is tight? We present an innovative solution which was created to solve this problem for a flight test of a large belly instrumentation pod with ventral fin on the German High Altitude and LOng Range Research Aircraft HALO. An inflight aeroelastic workspace was created which allowed to analyze spectral response and dampening coefficients of the installation directly after flying the respective test point. The solution helped to perform a highly efficient and fast test campaign for this aircraft modification. This paper describes the flight flutter test activities for the HALO. After a brief description of the main aircraft features and the requirements for aeroelastic certification, an overview of the ground vibration test and of the flutter analysis is presented. The report of the flight test activities is divided into the description of the aircraft instrumentation, flight envelope, test procedures and post-flight data reduction. The flight test results in combination with the aeroelastic analysis are discussed at the end