12 summers of cloud-to-ground (CG) lightning flashes data over a 200 km×200 km domain centered on Paris (France) have been analyzed to infer the possible influence of pollution on lightning activity. Lightning flashes densities are calculated on a 5 km×5 km grid, filtered for discarding extremely high events, and differentiated from weekdays to week-end days, with a specific insight upwind, over, and downwind Paris. Lightning flashes are more numerous in the North-East part of the domain and increasingly large events progressively concentrate over Paris and over some hills around. The former result indicates a possible influence of pollution on lightning activity downwind of Paris; the latter probably illustrates the influence of the urban heat island and of the relief on the convection strengthening. Furthermore, the number of positive CG flashes is rather uniformly distributed on the whole domain, except in the North-East where it appears somewhat relatively lower meanwhile negative CG are relatively more numerous in that region. This corresponds to a reduction in the percentage of positive CG downwind of Paris. Additionally, lightning activity appears weaker downwind of Paris during weekend days. A specific daily analysis of the lightning density in circles distributed along the direction of prevailing wind through Paris shows that the lightning activity appears higher downwind during the days most worked as Tuesday, Wednesday and Thursday. This higher electric activity persists up to about 40 km on Wednesday, and up to about 80 km on Tuesday and Thursday (most days worked). The electrification seems therefore more important downwind of Paris during the more polluted days.

The AMPERA (Atmospheric Measurement of Potential and ElectRic field on Aircraft) electric field network was integrated on the Falcon 20 (F20) of SAFIRE (the French facility for airborne research) in the framework of EXAEDRE (EXploiting new Atmospheric Electricity Data for Research and the Environment) project. From September 2018, an in-flight campaign was performed over Corsica (France) to investigate the electrical activity in thunderstorms. During this campaign, eight scientific flights were done inside or in the vicinity of a thunderstorm. The purpose of this paper is to present the AMPERA system and the atmospheric electrostatic field recorded during the flights, and particularly during the pass inside electrified clouds, in which the aircraft was struck by lightning. The highest value of atmospheric electrostatic field recorded during these flights was around 79 kV·m−1 at 8400 m of altitude. A normalization of these fields is done by computing the reduced atmospheric electrostatic field to take into account the altitude effect (ratio between the atmospheric electrostatic field and the air density). Most of the significant values of reduced atmospheric electrostatic field magnitude retrieved during this campaign occur between around 5.5 and 9.5 km and are included between 50 and 100 kV·m−1. The highest value measured of the reduced atmospheric electrostatic field is 194 kV·m−1 during the lightning strike of the F20. The merging of these results with data from former campaigns suggests that there is a threshold (depending of the aircraft size) for the striking of an aircraft.

During the High Altitude Ice Crystal -High Ice Water Content (HAIC-HIWC) project, instrumented aircraft were flown in the vicinity and inside deep tropical convective clouds. Among the probes installed on one of these aircraft, were the Isokinetic Probe (IKP2), to retrieve the cloud total water content (TWC) and the AMPERA (Atmospheric Measurement of Potential and Electric field on Aircraft) system to provide information on the electrostatic state of the atmosphere and the aircraft.AMPERA is an electric field mill network which locally measures the electrostatic field at the aircraft fuselage. The distribution and amplitude of the electrostatic field on the aircraft skin depends on the atmospheric electrostatic field around the aircraft and the net electric charge of the aircraft. This latter parameter depends on the balance between the triboelectric current due to the impact of the cloud particles on the aircraft fuselage, the current due to the charged particles emitted by the engines, and the corona current emitted by the aircraft.Based on the flights of the HAIC-HIWC campaigns, which were conducted almost exclusively in cloud composed of ice particles, a comparison between the total water content recorded by microphysical sensor and the aircraft net charge has highlighted the possibility of deducing an estimate of the TWC from the aircraft electrical potential. In contrast to conventional TWC probes which sample a local area of the atmosphere, the AMPERA system uses the aircraft as a sensor and provides an overall estimation of its net TWC exposure. This study provides the first results of the efficacy of the electrostatic method through comparisons with direct in-situ bulk TWC measurements in ice clouds.