Robert Sharman

An Investigation of Turbulence Generation Mechanisms above Deep Convection

Abstract An investigation of the generation of turbulence above deep convection is presented. This investigation is motivated by an encounter between a commercial passenger aircraft and severe turbulence above a developing thunderstorm near Dickinson, North Dakota, on 10 July 1997. Very high-resolution two- and three-dimensional numerical simulations are used to investigate the possible causes of the turbulence encounter. These simulations explicitly resolve the convection and the turbulence-causing instabilities. The configurations of the models are consistent with the meteorological conditions surrounding the event. The turbulence generated in the numerical simulations can be placed into two general categories. The first category includes turbulence that remains local to the cloud top, and the second category includes turbulence that propagates away from the convection and owes its existence to the breakdown of convectively generated gravity waves. In both the two- and three-dimensional calculations, th...

An Integrated Approach to Mid- and Upper-Level Turbulence Forecasting

Abstract An automated procedure for forecasting mid- and upper-level turbulence that affects aircraft is described. This procedure, termed the Graphical Turbulence Guidance system, uses output from numerical weather prediction model forecasts to derive many turbulence diagnostics that are combined as a weighted sum with the relative weights computed to give best agreement with the most recent available turbulence observations (i.e., pilot reports of turbulence or PIREPs). This procedure minimizes forecast errors due to uncertainties in individual turbulence diagnostics and their thresholds. Thorough statistical verification studies have been performed that focused on the probabilities of correct detections of yes and no PIREPs by the forecast algorithm. Using these statistics as a guide, the authors have been able to intercompare individual diagnostic performance, and test various diagnostic threshold and weighting strategies. The overall performance of the turbulence forecast and the effect of these stra...

Measurements of Boundary Layer Profiles in an Urban Environment

Boundary layer profiles of mean temperature, velocity, and small-scale turbulence from in situ sensors, Doppler lidar, sodar, and rawinsondes are intercompared for an urban environment. A new Doppler lidar algorithm is presented to produce high-resolution profiles of small-scale velocity statistics. The lidar-derived profiles are robust and accurate even for challenging conditions such as stable boundary layers with a low-level jet, low turbulence, and low wind speed. Similar results are expected for other locations and convective conditions.

Recent Advances in the Understanding of Near-Cloud Turbulence

Anyone who has flown in a commercial aircraft is familiar with turbulence. Unexpected encounters with turbulence pose a safety risk to airline passengers and crew, can occasionally damage aircraft, and indirectly increase the cost of air travel. Deep convective clouds are one of the most important sources of turbulence. Cloud-induced turbulence can occur both within clouds and in the surrounding clear air. Turbulence associated with but outside of clouds is of particular concern because it is more difficult to discern using standard hazard identification technologies (e.g., satellite and radar) and thus is often the source of unexpected turbulence encounters. Although operational guidelines for avoiding near-cloud turbulence exist, they are in many ways inadequate because they were developed before the governing dynamical processes were understood. Recently, there have been significant advances in the understanding of the dynamics of near-cloud turbulence. Using examples, this article demonstrates how the...

Observations and Numerical Simulations of Inertia–Gravity Waves and Shearing Instabilities in the Vicinity of a Jet Stream

The characteristics and dynamics of inertia‐gravity waves generated in the vicinity of an intense jet stream/ upper-level frontal system on 18 February 2001 are investigated using observations from the NOAA GulfstreamIV research aircraft and numerical simulations. Aircraft dropsonde observations and numerical simulations elucidate the detailed mesoscale structure of this system, including its associated inertia‐gravity waves and clearair turbulence. Results from a multiply nested numerical model show inertia‐gravity wave development above the developing jet/front system. These inertia‐gravity waves propagate through the highly sheared flow above the jet stream, perturb the background wind shear and stability, and create bands of reduced and increased Richardson numbers. These bands of reduced Richardson numbers are regions of likely Kelvin‐Helmholtz instability and a possible source of the clear-air turbulence that was observed.

Ship Waves and Lee Waves

Abstract Three-dimensional internal trapped lee wave modes produced by an isolated obstacle in a stratified fluid are shown to have dynamics analogous to surface ship waves on water of finite depth. Two models which allow for vertical trapping of wave energy are treated in detail: 1) uniform upstream flow and stratification bounded above by a rigid lid; and 2) a semi-infinite fluid of uniform stability, with wind velocity increasing exponentially with height. This second model is taken as representing the atmosphere. Unlike the surface ship wave, both of these models allow for an infinity of wave modes, a finite number (possibly zero) of which both have transverse and diverging systems, the remainder of the infinite set consisting only of diverging waves. Each mode is contained within a characteristic wedge angle, and each mode amplitude is a function of height. Pursuing lines of analysis similar to these established for the ship wave problem, we have produced formal asymptotic solutions to our models. Ho...

Building resolving large-eddy simulations and comparison with wind tunnel experiments

We perform large-eddy simulations (LES) of the flow past a scale model of a complex building. Calculations are accomplished using two different methods to represent the edifice. The first method employs the standard Gal-Chen and Somerville terrain-following coordinate transformation, common in mesoscale atmospheric simulations. The second method uses an immersed boundary approach, in which fictitious body forces in the equations of motion are used to represent the building by attenuating the flow to stagnation within a time comparable to the time step of the model. Both methods are implemented in the same hydrodynamical code (EULAG) using the same nonoscillatory forward-in-time (NFT) incompressible flow solver based on the multidimensional positive definite advection transport algorithms (MPDATA). The two solution methods are compared to wind tunnel data collected for neutral stratification. Profiles of the first- and second-order moments at various locations around the model building show good agreement with the wind tunnel data. Although both methods appear to be viable tools for LES of urban flows, the immersed boundary approach is computationally more efficient. The results of these simulations demonstrate that, contrary to popular opinion, continuous mappings such as the Gal-Chen and Somerville transformation are not inherently limited to gentle slopes. Calculations for a strongly stratified case are also presented to point out the substantial differences from the neutral boundary layer flows.

Estimates of Turbulence from Numerical Weather Prediction Model Output with Applications to Turbulence Diagnosis and Data Assimilation

Abstract Estimates of small-scale turbulence from numerical model output are produced from local estimates of the spatial structure functions of model variables such as the velocity and temperature. The key assumptions used are the existence of a universal statistical description of small-scale turbulence and a locally universal spatial filter for the model variables. Under these assumptions, spatial structure functions of the model variables can be related to the structure functions of the corresponding atmospheric variables. The shape of the model spatial filter is determined by comparisons with the spatial structure functions from aircraft data collected at cruising altitudes. This universal filter is used to estimate the magnitude of the small-scale turbulence, that is, scales smaller than the filter scale. A simple yet universal description of the basic statistics (such as the probability density function and the spatial correlation) of these small-scale turbulence levels in the upper troposphere and...

Climatology of Upper-Level Turbulence over the Contiguous United States

Abstract Climatologies of the regional, seasonal, and temporal distributions of upper-level (18 000–60 000-ft MSL) turbulence over the contiguous United States (CONUS) are constructed using pilot reports (PIREPs) of aircraft turbulence encounters. The PIREP database used contains over two million entries, and encompasses 12 complete years of data, from January 1994 through December 2005. In spite of known variability in pilot reporting practices, it was found that PIREPs are very consistent among themselves for the null and moderate-or-greater (MOG) intensity categories. Air traffic pattern biases were accounted for by considering only statistics of MOG/total report ratios. Over the CONUS, regional maxima are evident in MOG/total ratios over mountainous regions in the west, over the south and southeast, and over the North Atlantic seaboard. Some additional investigations are presented to help to identify possible origins of the turbulence using a smaller time interval of PIREPs in comparison with archived...

Description and Derived Climatologies of Automated In Situ Eddy-Dissipation-Rate Reports of Atmospheric Turbulence

AbstractThe statistical properties of turbulence at upper levels in the atmosphere [upper troposphere and lower stratosphere (UTLS)] are still not well known, partly because of the lack of adequate routine observations. This is despite the obvious benefit that such observations would have for alerting aircraft of potentially hazardous conditions, either in real time or for route planning. To address this deficiency, a research project sponsored by the Federal Aviation Administration has developed a software package that automatically estimates and reports atmospheric turbulence intensity levels (as EDR ≡ e1/3, where e is the energy or eddy dissipation rate). The package has been tested and evaluated on commercial aircraft. The amount of turbulence data gathered from these in situ reports is unprecedented. As of January 2014, there are ~200 aircraft outfitted with this system, contributing to over 137 million archived records of EDR values through 2013, most of which were taken at cruise levels of commerci...