Some observations of thunderstorm induced low-level wind variations

Goff, R. Craig

doi:10.2514/6.1976-388

Cited by 2 publications

(2 citation statements)

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“…However, multiple anemometry in the airport is not appropriate for dealing with gust fronts and cold outflows from thunderstorms (Wieringa, 1973;Goff, 1977) and with katabatic winds. Their advection speed is generally too high (10 m/s or more) so that they may have passed already by the time the relevant 2 min wind observation on the airport edge has been translated into instructions to the pilot.…”

Section: Bulletin American Meteorological Societymentioning

confidence: 99%

Representativeness of Wind Observations at Airports

Wieringa¹

1980

Bull. Amer. Meteor. Soc.

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Wind information for use at airports can be called representative if it provides an optimal estimate of wind variations to be expected over the runway. It is shown that a single anemometer at a nonideal but reasonable location will usually provide adequate observational data to allow such a representative wind estimate after proper correction and data handling. It follows from the properties of the surface wind field and of the instruments used to measure it that aeronautical wind averaging periods should be at least 2 min for mean winds and at least 5 s for gusts. Small-scale obstacle effects and measuring height variations can be dealt with by an objective exposure correction model. It is shown that the aggregate wind estimation error cannot be less than 10% because of the influence of spatial distance and reporting time lag. The employment of additional anemometers appears justified only by large-scale terrain influences such as mountains or sea breeze-inducing coastlines. 1. Definitions and outline of the problem A quest for representativity in observations always implies a definite application of the obtained information. To such a purpose accurate measuring techniques are necessary but not sufficient (Giraytys, 1970). The processing of measured data is equally important to obtain the desired result, namely information that can be applied directly and optimally to the set purpose. When the measurements have to serve several purposes, e.g., aeronautical "nowcasting" and climatology of hourly averages , it will be necessary to gear the directly displayed data to the most pressing application. If, however, the output is strongly adapted towards ease of operational use, then this implies the responsibility to store sufficient original measurements to make reprocessing towards other purposes really feasible. The purpose of airport wind observation is primarily the provision of suitable short-term wind forecasts to pilots engaged in takeoff or landing maneuvers. They must be able to set engine thrust or select a crab angle in optimal anticipation of the wind field that they will encounter during the actual operation within a few minutes of receiving the wind information.

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Section: Bulletin American Meteorological Societymentioning

confidence: 99%

Representativeness of Wind Observations at Airports

Wieringa¹

1980

Bull. Amer. Meteor. Soc.

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“…Continuing studies at NSSL based on data from several sources have generated considerable insight into the behavior of gust fronts and the parameters associated with them. [34][35][36][37][38] In one study, a mean horizontal wind shear of 8 m/s per km has been observed. 35 In specific cases, higher shear values may be expected.…”

Section: Navigationmentioning

confidence: 99%

The Role of NEXRAD in Aircraft Navigation and Flight Safety Enhancement

Mahapatra

Lee

1984

Navigation

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The next generation weather radar system (NEXRAD) is expected to be an important element in the improved air traffic control plan being currently shaped by the Federal Aviation Administration. This paper assesses the probable impact of the proposed NEXRAD system on flight safety as well as on air traffic control. Weather hazards to aviation are reviewed. The problems specific to flight in terminal and enroute areas are outlined. Aircraft are susceptible to weather hazards at all altitudes, but are particularly vulnerable during low‐level flight. The NEXRAD, by virtue of its coherent or Doppler processing capability, is expected to detect low‐altitude wind shear, which poses a serious hazard during landing and takeoff. It can also provide quantitative estimates of precipitation activity and turbulence levels. This information, together with hailstorm warning, will be helpful at all flight altitudes. NEXRAD, being a multiservice system, involves considerable design compromises. The characteristics that are desirable from an aviation point of view are discussed in the paper.

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Some observations of thunderstorm induced low-level wind variations

Cited by 2 publications

References 0 publications

Representativeness of Wind Observations at Airports

Representativeness of Wind Observations at Airports

The Role of NEXRAD in Aircraft Navigation and Flight Safety Enhancement

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