Radar scattering by aggregate snowflakes

The radar scattering properties of realistic aggregate snowflakes have been calculated using the Rayleigh-Gans theory. We find that the effect of the snowflake geometry on the scattering may be described in terms of a single universal function, which depends only on the overall shape of the aggregate and not the geometry or size of the pristine ice crystals which compose the flake. This function is well approximated by a simple analytic expression at small sizes; for larger snowflakes we fit a curve to Our numerical data. We then demonstrate how this allows a characteristic snowflake radius to be derived from dual wavelength radar measurements without knowledge of the pristine crystal size or habit, while at the same time showing that this detail is crucial to using such data to estimate ice water content. We also show that the 'effective radius'. characterizing the ratio of particle volume to projected area, cannot be inferred from dual wavelength radar data for aggregates. Finally, we consider the errors involved in approximating snowflakes by 'air-ice spheres', and show that for small enough aggregates the predicted dual wavelength ratio typically agrees to within a few percent, provided some care is taken in choosing the radius of the sphere and the dielectric constant of the air-ice mixture; at larger sizes the radar becomes more sensitive to particle shape, and the errors associated with the sphere model are found to increase accordingly.

An estimate of the global impact of multiple scattering by clouds on outgoing long-wave radiation

Although the potential importance of scattering of long-wave radiation by clouds has been recognised, most studies have concentrated on the impact of high clouds and few estimates of the global impact of scattering have been presented. This study shows that scattering in low clouds has a significant impact on outgoing long-wave radiation (OLR) in regions of marine stratocumulus (-3.5 W m(-2) for overcast conditions) where the column water vapour is relatively low. This corresponds to an enhancement of the greenhouse effect of such clouds by 10%. The near-global impact of scattering on OLR is estimated to be -3.0 W m(-2), with low clouds contributing -0.9 W m(-2), mid-level cloud -0.7 W m(-2) and high clouds -1.4 W m(-2). Although this effect appears small compared to the global mean OLR of 240 W m(-2), it indicates that neglect of scattering will lead to an error in cloud long-wave forcing of about 10% and an error in net cloud forcing of about 20%.

Observations of the depth of ice particle evaporation beneath frontal cloud to improve NWP modelling

The evaporation (sublimation) of ice particles beneath frontal ice cloud can provide a significant source of diabatic cooling which can lead to enhanced slantwise descent below the frontal surface. The strength and vertical extent of the cooling play a role in determining the dynamic response of the atmosphere, and an adequate representation is required in numerical weather-prediction (NWP) models for accurate forecasts of frontal dynamics. In this paper, data from a vertically pointing 94 GHz radar are used to determine the characteristic depth-scale of ice particle sublimation beneath frontal ice cloud. A statistical comparison is made with equivalent data extracted from the NWP mesoscale model operational at the Met Office, defining the evaporation depth-scale as the distance for the ice water content to fall to 10% of its peak value in the cloud. The results show that the depth of the ice evaporation zone derived from observations is less than 1 km for 90% of the time. The model significantly overestimates the sublimation depth-scales by a factor of between two and three, and underestimates the local ice water content by a factor of between two and four. Consequently the results suggest the model significantly underestimates the strength of the evaporative cooling, with implications for the prediction of frontal dynamics. A number of reasons for the model discrepancy are suggested. A comparison with radiosonde relative humidity data suggests part of the overestimation in evaporation depth may be due to a high RH bias in the dry slot beneath the frontal cloud, but other possible reasons include poor vertical resolution and deficiencies in the evaporation rate or ice particle fall-speed parametrizations.

The importance of the diurnal and annual cycle of air traffic for contrail radiative forcing

Air traffic condensation trails, or contrails, are believed to have a net atmospheric warming effect(1), although one that is currently small compared to that induced by other sources of human emissions. However, the comparably large growth rate of air traffic requires an improved understanding of the resulting impact of aircraft radiative forcing on climate(2). Contrails have an effect on the Earth's energy balance similar to that of high thin ice clouds(3). Their trapping of outgoing longwave radiation emitted by the Earth and atmosphere (positive radiative forcing) is partly compensated by their reflection of incoming solar radiation (negative radiative forcing). On average, the longwave effect dominates and the net contrail radiative forcing is believed to be positive(1,2,4). Over daily and annual timescales, varying levels of air traffic, meteorological conditions, and solar insolation influence the net forcing effect of contrails. Here we determine the factors most important for contrail climate forcing using a sophisticated radiative transfer model(5,6) for a site in southeast England, located in the entrance to the North Atlantic flight corridor. We find that night-time flights during winter (December to February) are responsible for most of the contrail radiative forcing. Night flights account for only 25 per cent of daily air traffic, but contribute 60 to 80 per cent of the contrail forcing. Further, winter flights account for only 22 per cent of annual air traffic, but contribute half of the annual mean forcing. These results suggest that flight rescheduling could help to minimize the climate impact of aviation.