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Marine low clouds play an important role in the climate system, and their properties are sensitive to cloud condensation nuclei concentrations. While new particle formation represents a major source of cloud condensation nuclei globally, the prevailing view is that new particle formation rarely occurs in remote marine boundary layer over open oceans. Here we present evidence of the regular and frequent occurrence of new particle formation in the upper part of remote marine boundary layer following cold front passages. The new particle formation is facilitated by a combination of efficient removal of existing particles by precipitation, cold air temperatures, vertical transport of reactive gases from the ocean surface, and high actinic fluxes in a broken cloud field. The newly formed particles subsequently grow and contribute substantially to cloud condensation nuclei in the remote marine boundary layer and thereby impact marine low clouds. Globally, new particle formation represents a major source of cloud condensation nuclei. Here, the authors present evidence of frequent occurrence of new particle formation in the upper part of remote marine boundary layer following cold front passages.

The influence of the Madden–Julian oscillation (MJO) on synoptic-scale waves, important precursors to tropical cyclones and tropical cyclogenesis, is investigated using a regional model of the eastern North Pacific basin. Cyclogenesis frequency is evaluated with respect to the MJO using a combination of the regional model and the archive best-track data. The statistics of the regional model compare well to the data and suggest that the MJO predominantly deters cyclogenesis during the suppressed phase rather than enhances it during the active phase when compared to neutral conditions. Synoptic-scale variability of cloudiness and eddy kinetic energy and analysis of vortex track statistics show a consistent enhancement of wave strength during the active phases of the MJO supported by both barotropic energetics and tropospheric moisture availability. Vertical wind shear, of critical importance to cyclone development, also exhibits strong variability associated with the phase of the MJO but, contrary to synoptic activity and moisture, results in unfavorable conditions for cyclogenesis during the active phase of the MJO in the region. The result is for the MJO to enhance cyclogenesis frequency relative to neutral conditions during the early active phase but otherwise to result in suppressed activity. In addition to the basinwide longitudinal structure, the local MJO exhibits a distinct north–south structure not apparent in the global pattern but in agreement with recent studies of tropical eastern North Pacific subseasonal variability.

Biogenic sources contribute to cloud condensation nuclei (CCN) in the clean marine atmosphere, but few measurements exist to constrain climate model simulations of their importance. The chemical composition of individual atmospheric aerosol particles showed two types of sulfate-containing particles in clean marine air masses in addition to mass-based Estimated Salt particles. Both types of sulfate particles lack combustion tracers and correlate, for some conditions, to atmospheric or seawater dimethyl sulfide (DMS) concentrations, which means their source was largely biogenic. The first type is identified as New Sulfate because their large sulfate mass fraction (63% sulfate) and association with entrainment conditions means they could have formed by nucleation in the free troposphere. The second type is Added Sulfate particles (38% sulfate), because they are preexisting particles onto which additional sulfate condensed. New Sulfate particles accounted for 31% (7 cm −3 ) and 33% (36 cm −3 ) CCN at 0.1% supersaturation in late-autumn and late-spring, respectively, whereas sea spray provided 55% (13 cm −3 ) in late-autumn but only 4% (4 cm −3 ) in late-spring. Our results show a clear seasonal difference in the marine CCN budget, which illustrates how important phytoplankton-produced DMS emissions are for CCN in the North Atlantic.

Contrail cirrus account for the major share of aviation’s climate impact. Yet, the links between jet fuel composition, contrail microphysics and climate impact remain unresolved. Here we present unique observations from two DLR-NASA aircraft campaigns that measured exhaust and contrail characteristics of an Airbus A320 burning either standard jet fuels or low aromatic sustainable aviation fuel blends. Our results show that soot particles can regulate the number of contrail cirrus ice crystals for current emission levels. We provide experimental evidence that burning low aromatic sustainable aviation fuel can result in a 50 to 70% reduction in soot and ice number concentrations and an increase in ice crystal size. Reduced contrail ice numbers cause less energy deposition in the atmosphere and less warming. Meaningful reductions in aviation’s climate impact could therefore be obtained from the widespread adoptation of low aromatic fuels, and from regulations to lower the maximum aromatic fuel content.

Due to their fast evolution and large natural variability in macro- and microphysical properties, the accurate representation of boundary layer clouds in current climate models remains a challenge. One of the regions with large intermodel spread in the Coupled Model Intercomparison Project Phase 6 ensemble is the western North Atlantic Ocean. Here, statistically representative in situ measurements can help to develop and constrain the parameterization of clouds in global models. To this end, we performed comprehensive measurements of boundary layer clouds, aerosol, trace gases, and radiation in the western North Atlantic Ocean during the NASA Aerosol Cloud meTeorology Interactions oVer the western ATlantic Experiment (ACTIVATE) mission. In total, 174 research flights with 574 flight hours for cloud and precipitation measurements were performed with the HU-25 Falcon during three winter (February–March 2020, January–April 2021, and November 2021–March 2022) and three summer seasons (August–September 2020, May–June 2021, and May–June 2022). Here we present a statistical evaluation of 16 140 individual cloud events probed by the fast cloud droplet probe and the two-dimensional stereo cloud probe during 155 research flights in a representative and repetitive flight strategy allowing for robust statistical data analyses. We show that the vertical profiles of distributions of the liquid water content and the cloud droplet effective diameter (ED) increase with altitude in the marine boundary layer. Due to higher updraft speeds, higher cloud droplet number concentrations (Nliquid) were measured in winter compared to summer despite lower cloud condensation nucleus abundance. Flight cloud cover derived from statistical analysis of in situ data is reduced in summer and shows large variability. This seasonal contrast in cloud coverage is consistent with a dominance of a synoptic pattern in winter that favors conditions for the formation of stratiform clouds at the western edge of cyclones (post-cyclonic). In contrast, a dominant summer anticyclone is concomitant with the occurrence of shallow cumulus clouds and lower cloud coverage. The evaluation of boundary layer clouds and precipitation in the Nliquid ED phase space sheds light on liquid, mixed-phase, and ice cloud properties and helps to categorize the cloud data. Ice and liquid precipitation, often masked in cloud statistics by a high abundance of liquid clouds, is often observed throughout the cloud. The ACTIVATE in situ cloud measurements provide a wealth of cloud information useful for assessing airborne and satellite remote-sensing products, for global climate and weather model evaluations, and for dedicated process studies that address precipitation and aerosol–cloud interactions.

Chloride (Cl−) displacement from sea salt particles is an extensively studied phenomenon with implications for human health, visibility, and the global radiation budget. Past works have investigated Cl− depletion over the northwest Atlantic (NWA); however, an updated, multi-seasonal, and geographically expanded account of sea salt reactivity over the region is needed. This study uses chemically resolved mass concentrations and meteorological data from the airborne Aerosol Cloud meTeorology Interactions oVer the western ATlantic Experiment (ACTIVATE) to quantify seasonal, spatial, and meteorological trends in Cl− depletion and to explore the importance of quantifying (1) non-sea salt sources of Na+ and (2) mass concentrations of lost Cl− (instead of relative amounts displaced). Lost Cl− mass concentrations are lowest in December–February and March, moderate around Bermuda in June, and highest in May (median losses of 0.04, 0.04, 0.66, and 1.76µgm−3, respectively), with losses in May that are high enough to potentially accelerate tropospheric oxidation rates. Inorganic acidic species can account for all Cl− depletion in December–February, March, and June near Bermuda but none of the lost Cl− in May, suggesting that organic acids may be of importance for Cl− displacement in certain months. Contributions of dust to Na+ are not important seasonally but may cause relevant overestimates of lost Cl− in smoke and dust plumes. Higher percentages of Cl− depletion often do not correspond to larger mass concentrations of lost Cl−, so it is highly recommended to quantify the latter to place depletion reactions in context with their role in atmospheric oxidation and radiative forcing.

This study characterizes the spatial and vertical nature of aerosol hygroscopicity in Southeast Asia and relates it to aerosol composition and sources. Aerosol hygroscopicity via the light scattering hygroscopic growth factor, f(RH), is calculated from the amplification of PM5 (particulate matter with a particle diameter, Dp, <5 µm) scattering measurements from <40 % to 82 % relative humidity during the Cloud, Aerosol, and Monsoon Processes Philippines Experiment (CAMP2Ex) between August and October 2019 over the northwest tropical Pacific. Median f(RH) is low (1.26 with lower to upper quartiles of 1.05 to 1.43) like polluted environments, due to the dominance of the mixture of organic carbon and elemental carbon. The f(RH) is lowest due to smoke from the Maritime Continent (MC) during its peak biomass burning season, coincident with high carbon monoxide concentrations (>0.25 ppm) and pronounced levels of accumulation-mode particles and organic mass fractions. The highest f(RH) values are linked to coarser particles from the West Pacific and aged biomass burning particles in the region farthest away from the MC, where f(RH) values are lower than typical polluted marine environments. Convective transport and associated cloud processing in these regions decrease and increase hygroscopicity aloft in cases with transported air masses exhibiting increased organic and sulfate mass fractions, respectively. An evaluation of the Community Atmosphere Model with Chemistry (CAM-chem) for cases of vertical transport showed the underrepresentation of organics, resulting in overestimated modeled aerosol hygroscopicity. These findings on aerosol hygroscopicity can help to improve aerosol representation in models and the understanding of cloud formation.

Quantifying the degree of coupling between marine boundary layer (MBL) clouds and the surface is critical for understanding the evolution of low clouds and explaining the vertical distribution of aerosols and microphysical cloud properties. Previous work has characterized the boundary layer as either coupled or decoupled, but this study rather considers four degrees of coupling, ranging from strongly to weakly coupled. We use aircraft data from the NASA Aerosol Cloud meTeorology Interactions oVer the western ATlantic Experiment (ACTIVATE) to assess aerosol and cloud characteristics for the following four regimes, quantified using differences in liquid water potential temperature (θℓ) and total water mixing ratio (qt) between flight data near the surface level (∼150 m) and directly below cloud bases: strong coupling (Δθℓ≤1.0 K, Δqt≤0.8 g kg−1), moderate coupling with high Δθℓ (Δθℓ>1.0 K, Δqt≤0.8 g kg−1), moderate coupling with high Δqt (Δθℓ≤1.0 K, Δqt>0.8 g kg−1), and weak coupling (Δθℓ>1.0 K, Δqt>0.8 g kg−1). Results show that (i) turbulence is greater in the strong coupling regime compared to the weak coupling regime, with the former corresponding to more vertical homogeneity in 550 nm aerosol scattering, integrated aerosol volume concentration, and giant aerosol number concentration (Dp>3 µm) coincident with increased MBL mixing; (ii) cloud drop number concentration is greater during periods of strong coupling due to the greater upward vertical velocity and subsequent activation of particles; and (iii) sea salt tracer species (Na+, Cl−, Mg2+, K+) are present in greater concentrations in the strong coupling regime compared to weak coupling, while tracers of continental pollution (Ca2+, non-sea-salt (nss) SO42-, NO3-, oxalate, and NH4+) are higher in mass fraction for the weak coupling regime. Additionally, pH and Cl-:Na+ (a marker for chloride depletion) are consistently lower in the weak coupling regime. There were also differences between the two moderate regimes: the moderate with high Δqt regime had greater turbulent mixing and sea salt concentrations in cloud water, along with smaller differences in integrated volume and giant aerosol number concentration across the two vertical levels compared. This work shows value in defining multiple coupling regimes (rather than the traditional coupled versus decoupled) and demonstrates differences in aerosol and cloud behavior in the MBL for the various regimes.

The western North Atlantic Ocean is strongly influenced by continental outflow, making it an ideal region to study the atmospheric transition from a polluted coastline to the marine environment. Utilizing eight transit flights between the NASA Langley Research Center (LaRC) in Hampton, Virginia, and the remote island of Bermuda from NASA's Aerosol Cloud meTeorology Interactions oVer the western ATlantic Experiment (ACTIVATE), we examine the evolution of trace gas and aerosol properties off the US East Coast. The first pair of flights flew along the wind trajectory of continental outflow, while the other flights captured a mix of marine and continental air mass sources. For measurements within the boundary layer (BL), there was an offshore decline in particle N<100 nm, N>100 nm, CH4, CO, and CO2 concentrations, all leveling off around ∼900 km offshore from the LaRC. These trends are strongest for the first pair of flights. In the BL, offshore declines in organic mass fraction and increases in sulfate mass fraction coincide with increasing hygroscopicity based on f(RH) measurements. Free troposphere measurements show a decline in N<100 nm, but other measured parameters are more variable when compared to the prominent offshore gradients seen in the BL. Pollution layers exist in the free troposphere, such as smoke plumes, that can potentially entrain into the BL. This work provides detailed case studies with a broad set of high-resolution measurements to further our understanding of the transition between continental and marine environments.

Sustainable aviation fuels (SAFs) have different compositions compared to conventional petroleum jet fuels, particularly in terms of fuel sulfur and hydrocarbon content. These differences may change the amount and physicochemical properties of volatile and non-volatile particulate matter (nvPM) emitted by aircraft engines. In this study, we evaluate whether comparable nvPM measurement techniques respond similarly to nvPM produced by three blends of SAFs compared to three conventional fuels. Multiple SAF blends and conventional (Jet A-1) jet fuels were combusted in a V2527-A5 engine, while an additional conventional fuel (JP-8) was combusted in a CFM56-2C1 engine. We evaluated nvPM mass concentration measured by three real-time measurement techniques: photoacoustic spectroscopy, laser-induced incandescence, and the extinction-minus-scattering technique. Various commercial instruments were tested, including three laser-induced incandescence (LII) 300s, one photoacoustic extinctiometer (PAX), one micro soot sensor (MSS+), and two cavity-attenuated phase shift PMₛₛₐ (CAPS PMₛₛₐ) instruments. Mass-based emission indices (EIₘ) reported by these techniques were similar, falling within 30 % of their geometric mean for EIₘ above 100 mg per kg fuel (approximately 10 µg PM m⁻³ at the instrument); this geometric mean was therefore used as a reference value. Additionally, two integrative measurement techniques were evaluated: filter photometry and particle size distribution (PSD) integration. The commercial instruments used were one tricolor absorption photometer (TAP), one particle soot absorption photometer (PSAP), and two scanning mobility particle sizers (SMPSs). The TAP and PSAP were operated at 5 % and 10 % of their nominal flow rates, respectively, to extend the life of their filters. These techniques are used in specific applications, such as on board research aircraft to determine particulate matter (PM) emissions at cruise. EIₘ reported by the alternative techniques fell within approximately 50 % of the mean aerosol-phase EIₘ. In addition, we measured PM-number-based emission indices using PSDs and condensation particle counters (CPCs). The commercial instruments used included TSI SMPSs, a Cambustion differential mobility spectrometer (DMS500), and an AVL particle counter (APC), and the data also fell within approximately 50 % of their geometric mean. The number-based emission indices were highly sensitive to the accuracy of the sampling-line penetration functions applied as corrections. In contrast, the EIₘ data were less sensitive to those corrections since a smaller volume fraction fell within the size range where corrections were substantial. A separate, dedicated experiment also showed that the operating laser fluence used in the LII 300 laser-induced incandescence instrument for aircraft-engine nvPM measurement is adequate for a range of SAF blends investigated in this study. Overall, we conclude that all tested instruments are suitable for the measurement of nvPM emissions from the combustion of SAF blends in aircraft engines.