Aviation Turbulence

doi:10.1007/978-3-319-23630-8

Cited by 65 publications

(18 citation statements)

References 420 publications

(603 reference statements)

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“…I n-flight bumpiness due to unexpected turbulence encounters can be the most stressful and inconvenient experience for people on board commercial aircraft. It can be more hazardous at cruising altitudes where flight crew and passengers are likely to be unbuckled, which may lead to serious inflight injuries as well as structural damage and premature aging of the airframe and flight/service delays (Sharman and Lane 2016). Because of the rapid and continuing increase in air traffic, and perhaps impacts from global warming, there is some evidence that the number of turbulence encounters has been increasing (Jaeger and Sprenger 2007;Wolff and Sharman 2008;Kim and Chun 2011) and are expected to continue to rise in the future (e.g., Williams and Joshi 2013;Williams 2017;Storer et al 2017).…”

mentioning

confidence: 99%

“…Atmospheric turbulence relevant to cruising aircraft in the upper troposphere-lower stratosphere (UTLS) is categorized into three different types based on their locations and generation mechanisms: clear-air turbulence (CAT), mountainwave turbulence (MWT), and convectively induced turbulence (CIT; Fig. 1; e.g., Lester 1994;Wolff and Sharman 2008;Kim and Chun 2011;Sharman and Lane 2016).…”

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confidence: 99%

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Improvements in Nonconvective Aviation Turbulence Prediction for the World Area Forecast System

Kim

Sharman

Strahan

et al. 2018

Bulletin of the American Meteorological Society

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For the next generation of the World Area Forecast System (WAFS), the global Graphical Turbulence Guidance (G-GTG) has been developed using global numerical weather prediction (NWP) model outputs as an input to compute a set of turbulence diagnostics, identifying strong spatial gradients of meteorological variables associated with clear-air turbulence (CAT) and mountain-wave turbulence (MWT). The G-GTG provides an atmospheric turbulence intensity metric of energy dissipation rate (EDR) to the 1/3 power (m2/3 s–1), which is the International Civil Aviation Organization (ICAO) standard for aircraft reporting. Deterministic CAT and MWT EDR forecasts are derived from ensembles of calibrated multiple CAT and MWT diagnostics, respectively, with the final forecast provided by the gridpoint-by-gridpoint maximum of the CAT and MWT ensemble means. In addition, a probabilistic EDR forecast is produced by the percentage agreement of the individual CAT and MWT diagnostics that exceed a certain EDR threshold for turbulence (i.e., multidiagnostic ensemble). Objective evaluations of the G-GTG against global in situ EDR measurement data show that both deterministic and probabilistic G-GTG significantly improve the current WAFS CAT product, mainly because the G-GTG takes into account turbulence from various sources related to CAT and MWT. The probabilistic G-GTG forecast is more reliable at predicting light-or-greater (EDR > 0.15)- than moderate-or-greater (EDR > 0.22)-level turbulence, although it suffers from overforecasting. This will be improved in the future when we use this methodology with NWP ensembles and more observation data will be available for calibration. We expect that the new G-GTG forecasts will be beneficial to aviation users globally.

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confidence: 99%

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confidence: 99%

Improvements in Nonconvective Aviation Turbulence Prediction for the World Area Forecast System

Kim

Sharman

Strahan

et al. 2018

Bulletin of the American Meteorological Society

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“…Eq. (9) can be derived from the fluid (Lamb 1932;Batchelor 1967) (i.e. hydrodynamic (Saffman 1992)) impulse of the aircraft:…”

Section: Aircraft Accelerationmentioning

confidence: 99%

“…A better understanding -and modelling -of the physical phenomena is needed to reduce the undesired effects of aviation turbulence. In this paper, we will assume that (a part of) aviation turbulence can be described as an interaction between an aircraft (AC) and a vortex tube (VT) (Lamb 1932;Saffman 1992). Our starting point is (Lunnon 2016).…”

Section: Introductionmentioning

confidence: 99%

Modelling of vortex-induced aviation turbulence

Basse¹

2019

Meteorol Atmos Phys

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Aviation turbulence is modelled as an interaction between an aircraft and a vortex tube. The vortex tube can have an arbitrary orientation/offset with respect to the aircraft. We compare modelling the aircraft (i) as a point and (ii) having a finite area (wing and fuselage). We consider both vertical and horizontal acceleration experienced by the aircraft. The baseline vortex tube has an area which is of the order of the aircraft area.

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“…Turbulence in clear air, though, defies the detection by aeronautics weather radar since it relies on the backscatter of radio frequency waves on hydrometeors. Here, active optical sensing with lidar appears being the only possible and/or useful means of remotely detecting CAT [2].…”

Section: Introductionmentioning

confidence: 99%

Airborne forward-pointing UV Rayleigh lidar for remote clear air turbulence detection: system design and performance

et al. 2016

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A high-performance airborne UV Rayleigh lidar system was developed within the European project DELICAT. With its forward-pointing architecture it aims at demonstrating a novel detection scheme for clear air turbulence (CAT) for an aeronautics safety application. Due to its occurrence in clear and clean air at high altitudes (aviation cruise flight level), this type of turbulence evades microwave radar techniques and in most cases coherent Doppler lidar techniques. The present lidar detection technique relies on air density fluctuations measurement and is thus independent of backscatter from hydrometeors and aerosol particles. The subtle air density fluctuations caused by the turbulent air flow demand exceptionally high stability of the setup and in particular of the detection system. This paper describes an airborne test system for the purpose of demonstrating this technology and turbulence detection method: a high-power UV Rayleigh lidar system is installed on a research aircraft in a forward-looking configuration for use in cruise flight altitudes. Flight test measurements demonstrate this unique lidar system being able to resolve air density fluctuations occurring in light-to-moderate CAT at 5 km or moderate CAT at 10 km distance. A scaling of the determined stability and noise characteristics shows that such performance is adequate for an application in commercial air transport.

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Aviation Turbulence

Cited by 65 publications

References 420 publications

Improvements in Nonconvective Aviation Turbulence Prediction for the World Area Forecast System

Improvements in Nonconvective Aviation Turbulence Prediction for the World Area Forecast System

Modelling of vortex-induced aviation turbulence

Airborne forward-pointing UV Rayleigh lidar for remote clear air turbulence detection: system design and performance

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