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@ARTICLE{Frmming:902280,
      author       = {Frömming, Christine and Grewe, Volker and Brinkop, Sabine
                      and Jöckel, Patrick and Haslerud, Amund S. and Rosanka,
                      Simon and van Manen, Jesper and Matthes, Sigrun},
      title        = {{I}nfluence of weather situation on
                      $non-{CO}\<sub\>2\</sub\>$ aviation climate effects: the
                      {REACT}4{C} climate change functions},
      journal      = {Atmospheric chemistry and physics},
      volume       = {21},
      number       = {11},
      issn         = {1680-7324},
      address      = {Katlenburg-Lindau},
      publisher    = {EGU},
      reportid     = {FZJ-2021-04143},
      pages        = {9151 - 9172},
      year         = {2021},
      abstract     = {Emissions of aviation include CO2, H2O, NOx, sulfur oxides,
                      and soot. Many studies have investigated the annual mean
                      climate impact of aviation emissions. While CO2 has a long
                      atmospheric residence time and is almost uniformly
                      distributed in the atmosphere, non-CO2 gases and particles
                      and their products have short atmospheric residence times
                      and are heterogeneously distributed. The climate impact of
                      non-CO2 aviation emissions is known to vary with different
                      meteorological background situations. The aim of this study
                      is to systematically investigate the influence of
                      characteristic weather situations on aviation climate
                      effects over the North Atlantic region, to identify the most
                      sensitive areas, and to potentially detect systematic
                      weather-related similarities. If aircraft were re-routed to
                      avoid climate-sensitive regions, the overall aviation
                      climate impact might be reduced. Hence, the sensitivity of
                      the atmosphere to local emissions provides a basis for the
                      assessment of weather-related, climate-optimized flight
                      trajectory planning. To determine the climate change
                      contribution of an individual emission as a function of
                      location, time, and weather situation, the radiative impact
                      of local emissions of NOx and H2O to changes in O3, CH4, H2O
                      and contrail cirrus was computed by means of the
                      ECHAM5/MESSy Atmospheric Chemistry model. From this,
                      4-dimensional climate change functions (CCFs) were derived.
                      Typical weather situations in the North Atlantic region were
                      considered for winter and summer. Weather-related
                      differences in O3, CH4, H2O, and contrail cirrus CCFs were
                      investigated. The following characteristics were identified:
                      enhanced climate impact of contrail cirrus was detected for
                      emissions in areas with large-scale lifting, whereas low
                      climate impact of contrail cirrus was found in the area of
                      the jet stream. Northwards of 60∘ N, contrails usually
                      cause climate warming in winter, independent of the weather
                      situation. NOx emissions cause a high positive climate
                      impact if released in the area of the jet stream or in
                      high-pressure ridges, which induces a south- and downward
                      transport of the emitted species, whereas NOx emissions at,
                      or transported towards, high latitudes cause low or even
                      negative climate impact. Independent of the weather
                      situation, total NOx effects show a minimum at ∼250 hPa,
                      increasing towards higher and lower altitudes, with
                      generally higher positive impact in summer than in winter.
                      H2O emissions induce a high climate impact when released in
                      regions with lower tropopause height, whereas low climate
                      impact occurs for emissions in areas with higher tropopause
                      height. H2O CCFs generally increase with height and are
                      larger in winter than in summer. The CCFs of all individual
                      species can be combined, facilitating the assessment of
                      total climate impact of aircraft trajectories considering
                      CO2 and spatially and temporally varying non-CO2 effects.
                      Furthermore, they allow for the optimization of aircraft
                      trajectories with reduced overall climate impact. This also
                      facilitates a fair evaluation of trade-offs between
                      individual species. In most regions, NOx and contrail cirrus
                      dominate the sensitivity to local aviation emissions. The
                      findings of this study recommend considering weather-related
                      differences for flight trajectory optimization in favour of
                      reducing total climate impact.},
      cin          = {IEK-8},
      ddc          = {550},
      cid          = {I:(DE-Juel1)IEK-8-20101013},
      pnm          = {2111 - Air Quality (POF4-211)},
      pid          = {G:(DE-HGF)POF4-2111},
      typ          = {PUB:(DE-HGF)16},
      UT           = {WOS:000663965000002},
      doi          = {10.5194/acp-21-9151-2021},
      url          = {https://juser.fz-juelich.de/record/902280},
}