Kanban auf verschiedenen Ebenen einsetzen – die Kanban Flight Level

2021 ◽  
pp. 317-323
Author(s):  
Ursula Kusay-Merkle
Keyword(s):  
Flight Level

Intensity and Structure Changes during Hurricane Eyewall Replacement Cycles

2011 ◽  
Vol 139 (12) ◽  
pp. 3829-3847 ◽  
Author(s):  
Matthew Sitkowski ◽  
James P. Kossin ◽  
Christopher M. Rozoff
Keyword(s):  
Wind Field ◽  
Inner Core ◽  
Core Structure ◽  
Wind Maximum ◽  
Temporal Sampling ◽  
Structure Changes ◽  
Level Data ◽  
Flight Level ◽  
The Times ◽  
Eyewall Replacement Cycles

Abstract A flight-level aircraft dataset consisting of 79 Atlantic basin hurricanes from 1977 to 2007 was used to develop an unprecedented climatology of inner-core intensity and structure changes associated with eyewall replacement cycles (ERCs). During an ERC, the inner-core structure was found to undergo dramatic changes that result in an intensity oscillation and rapid broadening of the wind field. Concentrated temporal sampling by reconnaissance aircraft in 14 of the 79 hurricanes captured virtually the entire evolution of 24 ERC events. The analysis of this large dataset extends the phenomenological paradigm of ERCs described in previous observational case studies by identifying and exploring three distinct phases of ERCs: intensification, weakening, and reintensification. In general, hurricanes intensify, sometimes rapidly, when outer wind maxima are first encountered by aircraft. The mean locations of the inner and outer wind maximum at the start of an ERC are 35 and 106 km from storm center, respectively. The intensification rate of the inner wind maximum begins to slow and the storm ultimately weakens as the inner-core structure begins to organize into concentric rings. On average, the inner wind maximum weakens 10 m s−1 before the outer wind maximum surpasses the inner wind maximum as it continues to intensify. This reintensification can be quite dramatic and often brings the storm to its maximum lifetime intensity. The entire ERC lasts 36 h on average. Comparison of flight-level data and microwave imagery reveals that the first appearance of an outer wind maximum, often associated with a spiral rainband, typically precedes the weakening of the storm by roughly 9 h, but the weakening is already well under way by the time a secondary convective ring with a well-defined moat appears in microwave imagery. The data also show that winds beyond the outer wind maximum remain elevated even after the outer wind maximum contracts inward. Additionally, the contraction of the outer wind maximum usually ceases at a radius larger than the location of the inner wind maximum at the start of the ERC. The combination of a larger primary eyewall and expanded outer wind field increase the integrated kinetic energy by an average of 28% over the course of a complete ERC despite little change in the maximum intensity between the times of onset and completion of the event.

scholarly journals The Unconventional Eyewall Replacement Cycle of Hurricane Ophelia (2005)

2021 ◽  
Author(s):  
Muhammad Naufal Razin ◽  
Michael M. Bell
Keyword(s):  
Intensity Change ◽  
Wind Maximum ◽  
Low Level ◽  
Tangential Wind ◽  
Eyewall Replacement Cycle ◽  
Flight Level ◽  
Intensive Observation ◽  
Observation Period ◽  
Replacement Cycle

AbstractHurricane Ophelia (2005) underwent an unconventional eyewall replacement cycle (ERC) as it was a Category 1 storm located over cold sea surface temperatures near 23°C. The ERC was analyzed using airborne radar, flight-level, and dropsonde data collected during the Hurricane Rainband and Intensity Change Experiment (RAINEX) intensive observation period on 11 September 2005. Results showed that the spin-up of the secondary tangential wind maximum during the ERC can be attributed to the efficient convergence of absolute angular momentum by the mid-level inflow of Ophelia’s dominantly stratiform rainbands. This secondary tangential wind maximum strongly contributed to the azimuthal mean tangential wind field, which is conducive for increased low-level supergradient winds and corresponding outflow. The low-level supergradient forcing enhanced convergence to form a secondary eyewall. Ophelia provides a unique example of an ERC occurring in a weaker storm with predominantly stratiform rainbands, suggesting an important role of stratiform precipitation processes in the development of secondary eyewalls.

scholarly journals The Observational Error of Automated Wind Reports from Aircraft

1986 ◽  
Vol 67 (2) ◽  
pp. 177-185 ◽  
Author(s):  
Lauren L. Morone
Keyword(s):  
Measurement Error ◽  
Structure Function ◽  
Error Variance ◽  
Structure Functions ◽  
Separation Distance ◽  
Observational Error ◽  
Random Measurement Error ◽  
Measurement Error Variance ◽  
Flight Level ◽  
Types Of Error

Data collected from aircraft equipped with AIDS (Aircraft Integrated Data System) instrumentation during the Global Weather Experiment year of 1979 are used to estimate the observational error of winds at flight level from this and other aircraft automated wind-reporting systems. Structure functions are computed from reports that are paired using specific criteria. The value of this function extrapolated to zero separation distance is an estimate of twice the random measurement-error variance of the AIDS-measured winds. Component-wind errors computed in this way range from 2.1 to 3.1 m · s−1 for the two months of data examined, January and August 1979. Observational error, specified in optimum-interpolation analyses to allow the analysis to distinguish among observations of differing quality, is composed of both measurement error and the error of unrepresentativeness. The latter type of error is a function of the resolvable scale of the analysis-prediction system. The structure function, which measures the variability of a field as a function of separation distance, includes both of these types of error. If the resolvable scale of an analysis procedure is known, an estimate of the observational error can be computed from the structure function at that particular distance. An observational error of 5.3 m · s−1 was computed for the u and v wind components for a sample resolvable scale of 300 km. The errors computed from the structure functions are compared to colocation statistics from radiosondes. The errors associated with automated wind reports are found to compare favorably with those estimated for radiosonde winds at that level.

scholarly journals Mountain-Wave Turbulence Encounter of the Research Aircraft HALO above Iceland

2020 ◽  
Vol 59 (3) ◽  
pp. 567-588 ◽  
Author(s):  
Martina Bramberger ◽  
Andreas Dörnbrack ◽  
Henrike Wilms ◽  
Florian Ewald ◽  
Robert Sharman
Keyword(s):  
Polar Front ◽  
Vertical Shear ◽  
Horizontal Wind ◽  
Mountain Wave ◽  
Horizontal Wind Speed ◽  
Wind Speeds ◽  
Research Aircraft ◽  
Strong Surface ◽  
Flight Level ◽  
Thrust Control

AbstractStrong turbulence was encountered by the German High-Altitude Long-Range Research Aircraft (HALO) at flight level 430 (13.8 km) on 13 October 2016 above Iceland. In this event the turbulence caused altitude changes of the research aircraft of about 50 m within a period of approximately 15 s. Additionally, the automatic thrust control of the HALO could not control the large gradients in the horizontal wind speed and, consequently, the pilot had to switch off this system. Simultaneously, the French Falcon of Service des Avions Français Instrumentés pour la Recherche en Environnement (SAFIRE), flying 2 km below HALO, also encountered turbulence at almost the same location. On that day, mountain-wave (MW) excitation and propagation was favored by the alignment of strong surface winds and the polar front jet. We use a combination of in situ observations, ECMWF and empirical turbulence forecasts, and high-resolution simulations to characterize the observed turbulent event. These show that a pronounced negative vertical shear of the horizontal wind favored overturning and breaking of MWs in the area of the encountered turbulence. The turbulent region was tilted upstream and extended over a distance of about 2 km in the vertical. The analyses suggest that HALO was flying through the center of a breaking MW field while the French Falcon encountered the lower edge of this region. Surprisingly, the pronounced gradients in the horizontal wind speeds leading to the deactivation of the automatic thrust control were located north of the breaking MW field. In this area, our analysis suggests the presence of gravity waves that could have generated the encountered modulation of the horizontal wind field.

Assimilation of Mode-S EHS Aircraft Observations in COSMO-KENDA

2016 ◽  
Vol 144 (5) ◽  
pp. 1697-1711 ◽  
Author(s):  
Heiner Lange ◽  
Tijana Janjić
Keyword(s):  
Data Assimilation ◽  
Forecast Error ◽  
Current Data ◽  
Small Scale ◽  
Observation Error ◽  
Observation Systems ◽  
Aircraft Observations ◽  
Error Standard Deviation ◽  
Flight Level ◽  
Random Thinning

Aircraft observations of wind and temperature collected by airport surveillance radars [Mode-S Enhanced Surveillance (Mode-S EHS)] were assimilated in the Consortium for Small-Scale Modeling Kilometre-scale Ensemble Data Assimilation (COSMO-KENDA), which couples an ensemble Kalman filter to a 40-member ensemble of the convection permitting COSMO-DE model. The number of observing aircrafts in Mode-S EHS was about 15 times larger than in the AMDAR system. In the comparison of both aircraft observation systems, a similar observation error standard deviation was diagnosed for wind. For temperature, a larger error was diagnosed for Mode-S EHS. With the high density of Mode-S EHS observations, a reduction of temperature and wind error in forecasts of 1 and 3 hours was found mainly in the flight level and less near the surface. The amount of Mode-S EHS data was reduced by random thinning to test the effect of a varying observation density. With the current data assimilation setup, a saturation of the forecast error reduction was apparent when more than 50% of the Mode-S EHS data were assimilated. Forecast kinetic energy spectra indicated that the reduction in error is related to analysis updates on all scales resolved by COSMO-DE.

scholarly journals Flight Level Assignment Using Graph Coloring

2020 ◽  
Vol 10 (18) ◽  
pp. 6157
Author(s):  
Jose Manuel Gimenez-Guzman ◽  
Alejandra Martínez-Moraian ◽  
Rene D. Reyes-Bardales ◽  
David Orden ◽  
Ivan Marsa-Maestre
Keyword(s):  
Fuel Consumption ◽  
Graph Coloring ◽  
Optimization Problem ◽  
Air Traffic ◽  
The Other ◽  
Safety Constraints ◽  
Flight Level ◽  
The One ◽  
Traffic Optimization ◽  
Spectrum Graph

This paper models an air traffic optimization problem where, on the one hand, flight operators seek to minimize fuel consumption flying at optimal cruise levels and, on the other hand, air traffic managers aim to keep intersecting airways at as distant as possible flight levels. We study such a problem as a factorized optimization, which is addressed through a spectrum graph coloring model, evaluating the effect that safety constraints have on fuel consumption, and comparing different heuristic approaches for allocation.

scholarly journals Procedures to Improve the Accuracy of Airborne Doppler Radar Data

2002 ◽  
Vol 19 (3) ◽  
pp. 322-339 ◽  
Author(s):  
Brian L. Bosart ◽  
Wen-Chau Lee ◽  
Roger M. Wakimoto
Keyword(s):  
Doppler Radar ◽  
Radar Data ◽  
Correction Method ◽  
Fine Tuning ◽  
Earth Surface ◽  
Doppler Radar Data ◽  
Tilt Error ◽  
Corrected Data ◽  
Flight Level ◽  
Airborne Doppler Radar

Abstract The navigation correction method proposed in Testud et al. (referred to as the THL method) systematically identifies uncertainties in the aircraft Inertial Navigation System and errors in the radar-pointing angles by analyzing the radar returns from a flat and stationary earth surface. This paper extends the THL study to address 1) error characteristics on the radar display, 2) sensitivity of the dual-Doppler analyses to navigation errors, 3) fine-tuning the navigation corrections for individual flight legs, and 4) identifying navigation corrections over a flat and nonstationary earth surface (e.g., ocean). The results show that the errors in each of the parameters affect the dual-Doppler wind analyses and the first-order derivatives in different manners. The tilt error is the most difficult parameter to determine and has the greatest impact on the dual-Doppler analysis. The extended THL method can further reduce the drift, ground speed, and tilt errors in all flight legs over land by analyzing the residual velocities of the earth surface using the corrections obtained in the calibration legs. When reliable dual-Doppler winds can be deduced at flight level, the Bosart–Lee–Wakimoto method presented here can identify all eight errors by satisfying three criteria: 1) the flight-level dual-Doppler winds near the aircraft are statistically consistent with the in situ winds, 2) the flight-level dual-Doppler winds are continuous across the flight track, and 3) the surface velocities of the left (right) fore radar have the same magnitude but opposite sign as their counterparts of right (left) aft radar. This procedure is able to correct airborne Doppler radar data over the ocean and has been evaluated using datasets collected during past experiments. Consistent calibration factors are obtained in multiple legs. The dual-Doppler analyses using the corrected data are statistically superior to those using uncorrected data.

Sign in / Sign up

Export Citation Format

Share Document