Reply on RC1

Abstract

Condensations trails (or contrails) that form behind aircraft have been of climatic interest for many years. Yet their radiative forcing is still uncertain. A number of studies estimate the radiative impact of contrails to be similar or even larger than that of CO2 emitted by aviation. Hence, contrail mitigation may represent a significant opportunity to reduce the overall climate effect of aviation. Here we analyze an 8 year dataset of radiosonde observations from Trappes, France, in terms of the potential for contrail and induced cirrus formation. We focus on the contrail vertical and temporal distribution and test mitigation opportunities by changing flight altitudes and fuel type. Potential contrail formation is identified with the Schmidt–Appleman criterion (SAc). The uncertainty of the SAc, due to variations in aircraft type and age, is estimated by a sensitivity study and is found to be larger than the radiosonde measurement uncertainties. Linkages between potential contrail formation layers and the thermal tropopause as well as with the altitude of the jet stream maximum are determined. While non-persistent contrails form at the tropopause level and around 1.5 km above the jet stream, persistent contrails are located approximately 1.5 km below the thermal tropopause and at the altitude of the jet stream. The correlation between contrail formation layers and the thermal tropopause and jet stream maximum allows to use these quantities as proxies to identify potential contrail formation in numerical weather prediction models. The contrail mitigation potential is tested by varying today's flight altitude distribution. It is found that flying 0.8 km higher during winter and lowering flight altitude in summer reduces the probability for contrail formation. Furthermore, the effect of prospective jet engine developments and their influence on contrail formation are tested. An increase in propulsion efficiency leads to a general increase in the potential occurrence of non-persistent and persistent contrails. Finally, the impact of alternative fuels (ethanol, methane, and hydrogen) is estimated and found to generally increase the likelihood of non-persistent contrails and to a more limited extent persistent contrails.