Olga Kiseleva, Leonhard Gantner, Norbert Kalthoff, Meinolf Kossmann, Christopher Holst
We used boundary layer observations in the Stuttgart area from two summer episodes for model evaluation of the urban climate model PALM-4U. In summer 2017, radiosondes and Doppler lidars were operated, and the lidar virtual tower technique was applied to provide vertical profiles of wind speed and direction at different sites. In summer 2018, two Doppler lidars were operated in vertical stare mode providing vertical wind speeds and their variances. PALM-4U with grid spacings of 10 m in 2018 and 40 m in 2017 was driven by COSMO analysis data. The PALM-4U output data were evaluated with the observations at the corresponding sites. For 14 to 15 August 2017, the normalised root mean square error (NRMSE) between simulated and measured wind speed time series at 100 m agl is about 0.5, except for the last hours of the investigated period. The RMSE for wind direction is 30–35°. At 700 m agl, the NRMSE for wind speed is 0.2–0.3 and the RMSE for wind direction is about 15°. The greater NRMSE differences found in the night and morning of 15 August can be explained by differences between the observed and simulated height of the low-level jet which caused stronger simulated turbulent downward mixing of momentum in the morning. On 20 June 2018, the daytime convective boundary-layer evolution was well represented in the model. However, as the wind speed was low, 1-h integration times turned out to be not suitable for model evaluation because the uncertainty in variances of the vertical wind is considerable (50%). To overcome the poor statistics due to the low number of eddies dominating, 3-h integration times turned out to be necessary. For these time intervals, the simulated profiles lie within the error bars of the observations. Theoretical considerations provide suggestions for experimental set-ups and synoptic conditions to capture vertical profiles allowing model evaluations under convective conditions based on 1-h intervals.
{"title":"Evaluation of the Urban Climate Model PALM-4U over Hilly Terrain Using Wind and Turbulence Observations","authors":"Olga Kiseleva, Leonhard Gantner, Norbert Kalthoff, Meinolf Kossmann, Christopher Holst","doi":"10.1127/metz/2024/1193","DOIUrl":"https://doi.org/10.1127/metz/2024/1193","url":null,"abstract":"We used boundary layer observations in the Stuttgart area from two summer episodes for model evaluation of the urban climate model PALM-4U. In summer 2017, radiosondes and Doppler lidars were operated, and the lidar virtual tower technique was applied to provide vertical profiles of wind speed and direction at different sites. In summer 2018, two Doppler lidars were operated in vertical stare mode providing vertical wind speeds and their variances. PALM-4U with grid spacings of 10 m in 2018 and 40 m in 2017 was driven by COSMO analysis data. The PALM-4U output data were evaluated with the observations at the corresponding sites. For 14 to 15 August 2017, the normalised root mean square error (NRMSE) between simulated and measured wind speed time series at 100 m agl is about 0.5, except for the last hours of the investigated period. The RMSE for wind direction is 30–35°. At 700 m agl, the NRMSE for wind speed is 0.2–0.3 and the RMSE for wind direction is about 15°. The greater NRMSE differences found in the night and morning of 15 August can be explained by differences between the observed and simulated height of the low-level jet which caused stronger simulated turbulent downward mixing of momentum in the morning. On 20 June 2018, the daytime convective boundary-layer evolution was well represented in the model. However, as the wind speed was low, 1-h integration times turned out to be not suitable for model evaluation because the uncertainty in variances of the vertical wind is considerable (50%). To overcome the poor statistics due to the low number of eddies dominating, 3-h integration times turned out to be necessary. For these time intervals, the simulated profiles lie within the error bars of the observations. Theoretical considerations provide suggestions for experimental set-ups and synoptic conditions to capture vertical profiles allowing model evaluations under convective conditions based on 1-h intervals.","PeriodicalId":49824,"journal":{"name":"Meteorologische Zeitschrift","volume":"13 1","pages":""},"PeriodicalIF":1.2,"publicationDate":"2024-06-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141256285","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"地球科学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
This paper presents a cloud-resolving simulation of the autumn Super Typhoon Mangkhut (2018) in 10.5 days in the South China Sea using the Weather Research and Forecasting Model Version 4.1 (WRFV4.1). The sensitivity of tropical cyclone (TC) track and intensity to the planetary boundary Layer (PBL) and cloud microphysics (MP) scheme was evaluated. A combination of Quasi-normal Scale Elimination (QNSE) PBL scheme and WRF Single Moment 7‑class (WSM7) MP scheme (QNSE-WSM7) had the best performances. QNSE-WSM7 could reasonably reproduce precipitation amounts, temporal and spatial distribution characteristics of rainfall. Cloud water increased as the TC developed and peaked at the weakening stage. Graupel and hail increased as the TC strengthened and reduced as the TC weakened. Cloud water, rain water, and cloud ice were the least in the development stage. Snow, graupel, and hail bottomed during the weakening stage. Cloud water, rain water, and cloud ice increased as the TC intensified to the mature stage. Cloud ice, graupel, and hail reduced from the mature stage to the weakening stage. The peaks of the hydrometeors corresponded well with the peaks of the vertical velocity. Liquid particles with peaks at the lower troposphere in the cloud wall were closer to the TC center. Conversely, ice particles with peaks at the higher troposphere in the cloud wall were found farther away from the TC center. The dominant cloud microphysical conversion processes were the instantaneous melting of snow, hail, and graupel. The top three latent heat release processes were the condensation of water vapor to form cloud water, condensation of water vapor to form rain, and accretion of rain by cloud ice. The top three latent heat absorption processes were the evaporation of cloud water to form water vapor, accretion of cloud ice by rain, and evaporation of rain to form water vapor. The melting of snow, hail, and graupel was the dominant contributor to the formation of raindrops.
{"title":"Simulation Study on the Autumn Typhoon Mangkhut (2018) in 10.5 Days over the South China Sea: Microphysical Characteristics and latent heat budget","authors":"Zixi Ruan, Jiangnan Li, Fangzhou Li, Wenshi Lin","doi":"10.1127/metz/2024/1176","DOIUrl":"https://doi.org/10.1127/metz/2024/1176","url":null,"abstract":"This paper presents a cloud-resolving simulation of the autumn Super Typhoon Mangkhut (2018) in 10.5 days in the South China Sea using the Weather Research and Forecasting Model Version 4.1 (WRFV4.1). The sensitivity of tropical cyclone (TC) track and intensity to the planetary boundary Layer (PBL) and cloud microphysics (MP) scheme was evaluated. A combination of Quasi-normal Scale Elimination (QNSE) PBL scheme and WRF Single Moment 7‑class (WSM7) MP scheme (QNSE-WSM7) had the best performances. QNSE-WSM7 could reasonably reproduce precipitation amounts, temporal and spatial distribution characteristics of rainfall. Cloud water increased as the TC developed and peaked at the weakening stage. Graupel and hail increased as the TC strengthened and reduced as the TC weakened. Cloud water, rain water, and cloud ice were the least in the development stage. Snow, graupel, and hail bottomed during the weakening stage. Cloud water, rain water, and cloud ice increased as the TC intensified to the mature stage. Cloud ice, graupel, and hail reduced from the mature stage to the weakening stage. The peaks of the hydrometeors corresponded well with the peaks of the vertical velocity. Liquid particles with peaks at the lower troposphere in the cloud wall were closer to the TC center. Conversely, ice particles with peaks at the higher troposphere in the cloud wall were found farther away from the TC center. The dominant cloud microphysical conversion processes were the instantaneous melting of snow, hail, and graupel. The top three latent heat release processes were the condensation of water vapor to form cloud water, condensation of water vapor to form rain, and accretion of rain by cloud ice. The top three latent heat absorption processes were the evaporation of cloud water to form water vapor, accretion of cloud ice by rain, and evaporation of rain to form water vapor. The melting of snow, hail, and graupel was the dominant contributor to the formation of raindrops.","PeriodicalId":49824,"journal":{"name":"Meteorologische Zeitschrift","volume":"88 1","pages":""},"PeriodicalIF":1.2,"publicationDate":"2024-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139483965","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"地球科学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Vasileios Savvakis, Martin Schön, Matteo Bramati, Jens Bange, Andreas Platis
Hygroscopic growth of aerosol particles due to increasing relative humidity in the atmosphere is characterized by their hygroscopicity parameter κ and their hygroscopic growth factor GF. A technique to calculate the two using PM2.5 data from two optical counting sensors is examined. Only one of the two instruments is equipped with a drying channel, and therefore differences between ambient and dry air concentrations can be observed when both are working simultaneously. Based on the definition of the hygroscopic growth factor as the ratio between an aerosol particle's wet and dry diameter, a relationship including PM values is reached through the assumption of particle spherical shape and basic geometry. Aerosol particles from marine and urban sources were sampled during a week of measurements in two locations, in Norderney, Germany during April 2021 and in Rødby, Denmark, during September 2022. Calculated GF and κ values were related to the origin of the air-mass using back trajectory modeling (NOAA HYSPLIT) and by comparing the results to their expected values and fits on theoretical growth curves. It was found that κ = 0 . 6 ± 0 . 1 $kappa =nobreak 0.6 pmnobreak 0.1$ when continental air was sampled (agreeing with ammonium sulphate's κ = 0 . 6 1 $kappa =nobreak 0.61$ ) and κ = 1 . 1 ± 0 . 1 $kappa =nobreak 1.1 pmnobreak 0.1$ when marine air was sampled (agreeing with sea salt's same value). The GF estimates also matched their respective expected values within a deviation of 1σ. For the measurements in Rødby, particle number size distributions for the cases of marine sourced concentrations showed a peak at 1 to 2 μm, which is similar to previous studies of Baltic sea aerosol particle size distribution and structure.
{"title":"Calculation of aerosol particle hygroscopic properties from OPC derived PM2.5 data","authors":"Vasileios Savvakis, Martin Schön, Matteo Bramati, Jens Bange, Andreas Platis","doi":"10.1127/metz/2024/1198","DOIUrl":"https://doi.org/10.1127/metz/2024/1198","url":null,"abstract":"Hygroscopic growth of aerosol particles due to increasing relative humidity in the atmosphere is characterized by their hygroscopicity parameter κ and their hygroscopic growth factor GF. A technique to calculate the two using PM2.5 data from two optical counting sensors is examined. Only one of the two instruments is equipped with a drying channel, and therefore differences between ambient and dry air concentrations can be observed when both are working simultaneously. Based on the definition of the hygroscopic growth factor as the ratio between an aerosol particle's wet and dry diameter, a relationship including PM values is reached through the assumption of particle spherical shape and basic geometry. Aerosol particles from marine and urban sources were sampled during a week of measurements in two locations, in Norderney, Germany during April 2021 and in Rødby, Denmark, during September 2022. Calculated GF and κ values were related to the origin of the air-mass using back trajectory modeling (NOAA HYSPLIT) and by comparing the results to their expected values and fits on theoretical growth curves. It was found that κ = 0 . 6 ± 0 . 1 $kappa =nobreak 0.6 pmnobreak 0.1$ when continental air was sampled (agreeing with ammonium sulphate's κ = 0 . 6 1 $kappa =nobreak 0.61$ ) and κ = 1 . 1 ± 0 . 1 $kappa =nobreak 1.1 pmnobreak 0.1$ when marine air was sampled (agreeing with sea salt's same value). The GF estimates also matched their respective expected values within a deviation of 1σ. For the measurements in Rødby, particle number size distributions for the cases of marine sourced concentrations showed a peak at 1 to 2 μm, which is similar to previous studies of Baltic sea aerosol particle size distribution and structure.","PeriodicalId":49824,"journal":{"name":"Meteorologische Zeitschrift","volume":"57 1","pages":""},"PeriodicalIF":1.2,"publicationDate":"2024-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139690038","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"地球科学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Grzegorz Urban, Michał K. Kowalewski, Jakub Sawicki, Krzysztof Borowiecki
At the Polish Institute of Meteorology and Water Management – National Research Institute (the Polish acronym: IMGW-PIB), experimental parallel measurements of daily precipitation totals were carried out from August 2021 – September 2022. Measurements were made with 5 types of amateur rain gauges (A – CliMET CM1016; B – TFA Dostmann 47.1008; C – TFA Dostmann 47.1000; D – Davis 6466 AeroCone Rain Collector; E – TFA Dostmann 47.3005.01) and a manual Hellmann rain gauge (H), which was taken as reference. The results showed that the most frequent differences in the rain gauges tested are very small differences (in daily rainfall totals Δ≤0.1 mm). They account for 63–86% of the days. On the other hand, large (1.0<Δ≤5.0 mm) and very large (Δ>5.0 mm) differences are most frequent in type D, respectively: 12% and 5% of days. This type, as the only one of the tested types, is characterised by the occurrence of days with very large differences with respect to rain gauge H. The tested rain gauges of the same type do not show the same sign of difference with respect to the reference rain gauge, as there are both negative and positive differences. The C type rain gauge shows the smallest average difference of daily precipitation totals against the H-type rain gauge (+0.04 mm). On the other hand, the average differences for types A and B are negative and amount to –0.1 and –0.2 mm, respectively. In contrast, the average difference for type D is +0.2 mm. Some amateur rain gauges perform better or similar to operationally used rain gauges of automatic networks. Types A, C and B can be used in voluntary networks with appropriate and continuous human supervision and their results used, as an additional source of information, for operational purposes at IMGW-PIB or other hydrological and meteorological services. The rain gauge D is useful only during warm season. Type E was not suitable for the conditions of the experiment for technical reasons.
{"title":"Assessment of the quality of measurements from selected amateur rain gauges","authors":"Grzegorz Urban, Michał K. Kowalewski, Jakub Sawicki, Krzysztof Borowiecki","doi":"10.1127/metz/2024/1199","DOIUrl":"https://doi.org/10.1127/metz/2024/1199","url":null,"abstract":"At the Polish Institute of Meteorology and Water Management – National Research Institute (the Polish acronym: IMGW-PIB), experimental parallel measurements of daily precipitation totals were carried out from August 2021 – September 2022. Measurements were made with 5 types of amateur rain gauges (A – CliMET CM1016; B – TFA Dostmann 47.1008; C – TFA Dostmann 47.1000; D – Davis 6466 AeroCone Rain Collector; E – TFA Dostmann 47.3005.01) and a manual Hellmann rain gauge (H), which was taken as reference. The results showed that the most frequent differences in the rain gauges tested are very small differences (in daily rainfall totals Δ≤0.1 mm). They account for 63–86% of the days. On the other hand, large (1.0<Δ≤5.0 mm) and very large (Δ>5.0 mm) differences are most frequent in type D, respectively: 12% and 5% of days. This type, as the only one of the tested types, is characterised by the occurrence of days with very large differences with respect to rain gauge H. The tested rain gauges of the same type do not show the same sign of difference with respect to the reference rain gauge, as there are both negative and positive differences. The C type rain gauge shows the smallest average difference of daily precipitation totals against the H-type rain gauge (+0.04 mm). On the other hand, the average differences for types A and B are negative and amount to –0.1 and –0.2 mm, respectively. In contrast, the average difference for type D is +0.2 mm. Some amateur rain gauges perform better or similar to operationally used rain gauges of automatic networks. Types A, C and B can be used in voluntary networks with appropriate and continuous human supervision and their results used, as an additional source of information, for operational purposes at IMGW-PIB or other hydrological and meteorological services. The rain gauge D is useful only during warm season. Type E was not suitable for the conditions of the experiment for technical reasons.","PeriodicalId":49824,"journal":{"name":"Meteorologische Zeitschrift","volume":"81 1","pages":""},"PeriodicalIF":1.2,"publicationDate":"2024-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140128896","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"地球科学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
A Doppler Light Detection And Ranging (LIDAR) system is set up downstream of a small hill of Lantau Island near the Hong Kong International Airport to perform range-height-indicator (RHI) scans to monitor airflow disturbances by the terrain in a tropical cyclone case and to study the feasibility of alerting the low level windshear to be encountered by the aircraft leaving the airport. This is the first time that RHI scans are performed regularly downstream of the small hill. The scans show many interesting features of terrain-disrupted airflow, including tiny vortex of reverse flow and higher-speed wind streaks. The latter are found to be associated with the low level windshear reported by the pilots. The airflow features are simulated using a high resolution numerical weather prediction model. It turns out that the higher-speed wind streaks could be reproduced successfully. However, the reverse flow does not show up well in the simulation.
{"title":"Observation and numerical simulation of terrain-induced airflow leading to low level windshear at the Hong Kong International Airport based on Range-Height-Indicator scans of a LIDAR","authors":"Pak Wei Chan, P. Cheung, K. K. Lai","doi":"10.1127/metz/2024/1221","DOIUrl":"https://doi.org/10.1127/metz/2024/1221","url":null,"abstract":"A Doppler Light Detection And Ranging (LIDAR) system is set up downstream of a small hill of Lantau Island near the Hong Kong International Airport to perform range-height-indicator (RHI) scans to monitor airflow disturbances by the terrain in a tropical cyclone case and to study the feasibility of alerting the low level windshear to be encountered by the aircraft leaving the airport. This is the first time that RHI scans are performed regularly downstream of the small hill. The scans show many interesting features of terrain-disrupted airflow, including tiny vortex of reverse flow and higher-speed wind streaks. The latter are found to be associated with the low level windshear reported by the pilots. The airflow features are simulated using a high resolution numerical weather prediction model. It turns out that the higher-speed wind streaks could be reproduced successfully. However, the reverse flow does not show up well in the simulation.","PeriodicalId":49824,"journal":{"name":"Meteorologische Zeitschrift","volume":"22 1","pages":""},"PeriodicalIF":1.2,"publicationDate":"2024-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141256643","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"地球科学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
In order to counteract global warming, the European Green Deal was made to improve the journey to a sustainable future. This also has an impact on aviation, because in the future the growth in air traffic must no longer lead to rising emissions, but even all aviation CO2 emissions have to be reduced to zero to achieve the goal of climate-neutral aviation by 2050. There are several approaches for new propulsion solutions and sustainable vehicle configurations and operations. A promising approach is the use of modern fuels. These include drop-in fuels (kerosene-like fuels) but also revolutionary concepts such as the use of liquid hydrogen or of liquid natural gas, electric flying, and mixed forms of these. These approaches have certain advantages regarding the climate impact, but not all processes and effects are fully understood, especially their effects on contrails and their properties, frequency, and lifetime. In this study, we analyse 10 years of airborne and reanalysis data of temperature and humidity to see, how much more persistent contrails would be formed if kerosene were replaced by alternative fuels of different energy-specific water vapour emission indices, which are generally higher for alternative fuels. It turns out, that the amount of additional persistent contrails is quite minor for drop-in fuels, which are already used nowadays, but it is larger for another kind of fuels, such as methane and liquid hydrogen.
{"title":"Contrail formation and persistence conditions for alternative fuels","authors":"Sina Hofer, Klaus Gierens, Susanne Rohs","doi":"10.1127/metz/2024/1178","DOIUrl":"https://doi.org/10.1127/metz/2024/1178","url":null,"abstract":"In order to counteract global warming, the European Green Deal was made to improve the journey to a sustainable future. This also has an impact on aviation, because in the future the growth in air traffic must no longer lead to rising emissions, but even all aviation CO2 emissions have to be reduced to zero to achieve the goal of climate-neutral aviation by 2050. There are several approaches for new propulsion solutions and sustainable vehicle configurations and operations. A promising approach is the use of modern fuels. These include drop-in fuels (kerosene-like fuels) but also revolutionary concepts such as the use of liquid hydrogen or of liquid natural gas, electric flying, and mixed forms of these. These approaches have certain advantages regarding the climate impact, but not all processes and effects are fully understood, especially their effects on contrails and their properties, frequency, and lifetime. In this study, we analyse 10 years of airborne and reanalysis data of temperature and humidity to see, how much more persistent contrails would be formed if kerosene were replaced by alternative fuels of different energy-specific water vapour emission indices, which are generally higher for alternative fuels. It turns out, that the amount of additional persistent contrails is quite minor for drop-in fuels, which are already used nowadays, but it is larger for another kind of fuels, such as methane and liquid hydrogen.","PeriodicalId":49824,"journal":{"name":"Meteorologische Zeitschrift","volume":"70 1","pages":""},"PeriodicalIF":1.2,"publicationDate":"2024-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139690039","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"地球科学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
In order to design aircraft for minimum impact on climate, appropriate evaluation tools must be integrated early in the aircraft design loop and account for both CO2 and non‑CO2 effects. This paper evaluates the impact of CO2, NOx emissions, and contrail formation from turboprops (D328 and D328eco) compared to jets (A320, ERJ135) using such simplified evaluation tools, namely the climate response models AirClim and LEEA. Operational parameters such as distance and altitude are varied, and we propose two one-dimensional correction methods to adjust the climate impact of contrails for aircraft size. Compared to turboprops, jets have higher fuel burn and fly on average at higher altitudes, where the impact from contrails is higher. Based on our assumptions, we show that turboprop aircraft have the capability to compete with larger aircraft and outperform regional jets in terms of climate impact per passenger-kilometre.
{"title":"Application of a climate impact evaluation methodology to compare turboprop and jet aircraft","authors":"Fulya Keles, Oliver Weiss, Regina Pouzolz","doi":"10.1127/metz/2024/1188","DOIUrl":"https://doi.org/10.1127/metz/2024/1188","url":null,"abstract":"In order to design aircraft for minimum impact on climate, appropriate evaluation tools must be integrated early in the aircraft design loop and account for both CO2 and non‑CO2 effects. This paper evaluates the impact of CO2, NOx emissions, and contrail formation from turboprops (D328 and D328eco) compared to jets (A320, ERJ135) using such simplified evaluation tools, namely the climate response models AirClim and LEEA. Operational parameters such as distance and altitude are varied, and we propose two one-dimensional correction methods to adjust the climate impact of contrails for aircraft size. Compared to turboprops, jets have higher fuel burn and fly on average at higher altitudes, where the impact from contrails is higher. Based on our assumptions, we show that turboprop aircraft have the capability to compete with larger aircraft and outperform regional jets in terms of climate impact per passenger-kilometre.","PeriodicalId":49824,"journal":{"name":"Meteorologische Zeitschrift","volume":"4 1","pages":""},"PeriodicalIF":1.2,"publicationDate":"2024-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139690193","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"地球科学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Certification standards for non-volatile particulate matter (nvPM) emissions from aircraft engines have recently been adopted by ICAO as the CAEP10 standard in 2016 and the CAEP11 standard in 2019. The measurements of the nvPM levels are prescribed in ICAO (2019) and SAE documents (2021). The measurement system specifications are designed to minimize the volatile contributions to the measured nvPM quantities. In a series of “certification-like” measurement campaigns that were used to collect data for developing the ICAO nvPM standards, the volatile particulate matter (vPM) contributions to the measured nvPM were quantified. An Aerosol Mass Spectrometer (AMS) in concert with a Cavity Attenuation Phase Shift (CAPS) monitor were used to measure the vPM and nvPM levels, respectively. These vPM contributions are primarily representative of coatings on the nvPM soot particles. Data from a range of engine designs were collected and the relative amounts of vPM to nvPM were ascertained to determine how much the vPM component could affect the nvPM quantification. For the engines evaluated, which span a variety of in‑service engines in the commercial fleet, the vPM contributions are small, averaging 3 % of the nvPM mass value, and were usually relatively independent of engine power condition.
{"title":"Volatile contributions to aviation nvPM: a mass spectrometric analysis of nvPM emissions","authors":"Z. Yu, R.C. Miake-Lye","doi":"10.1127/metz/2024/1185","DOIUrl":"https://doi.org/10.1127/metz/2024/1185","url":null,"abstract":"Certification standards for non-volatile particulate matter (nvPM) emissions from aircraft engines have recently been adopted by ICAO as the CAEP10 standard in 2016 and the CAEP11 standard in 2019. The measurements of the nvPM levels are prescribed in ICAO (2019) and SAE documents (2021). The measurement system specifications are designed to minimize the volatile contributions to the measured nvPM quantities. In a series of “certification-like” measurement campaigns that were used to collect data for developing the ICAO nvPM standards, the volatile particulate matter (vPM) contributions to the measured nvPM were quantified. An Aerosol Mass Spectrometer (AMS) in concert with a Cavity Attenuation Phase Shift (CAPS) monitor were used to measure the vPM and nvPM levels, respectively. These vPM contributions are primarily representative of coatings on the nvPM soot particles. Data from a range of engine designs were collected and the relative amounts of vPM to nvPM were ascertained to determine how much the vPM component could affect the nvPM quantification. For the engines evaluated, which span a variety of in‑service engines in the commercial fleet, the vPM contributions are small, averaging 3 % of the nvPM mass value, and were usually relatively independent of engine power condition.","PeriodicalId":49824,"journal":{"name":"Meteorologische Zeitschrift","volume":"60 1","pages":""},"PeriodicalIF":1.2,"publicationDate":"2024-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139690410","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"地球科学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
{"title":"Analysis of the different faces of a nocturnal urban heat island","authors":"Günter Gross","doi":"10.1127/metz/2023/1182","DOIUrl":"https://doi.org/10.1127/metz/2023/1182","url":null,"abstract":"","PeriodicalId":49824,"journal":{"name":"Meteorologische Zeitschrift","volume":"162 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-09-18","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135109338","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"地球科学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Ralf Jaiser, M. Akperov, A. Timazhev, E. Romanowsky, D. Handorf, I.I. Mokhov
{"title":"Linkages between Arctic and Mid-Latitude Weather and Climate: Unraveling the Impact of Changing Sea Ice and Sea Surface Temperatures during Winter","authors":"Ralf Jaiser, M. Akperov, A. Timazhev, E. Romanowsky, D. Handorf, I.I. Mokhov","doi":"10.1127/metz/2023/1154","DOIUrl":"https://doi.org/10.1127/metz/2023/1154","url":null,"abstract":"","PeriodicalId":49824,"journal":{"name":"Meteorologische Zeitschrift","volume":"43 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-09-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135938169","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"地球科学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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