Doppler Circulation as a Fairly Range-Insensitive Far-Field Tornado Detection and Precursor Parameter

2020 ◽  
Vol 37 (6) ◽  
pp. 1117-1133
Author(s):  
Robert Davies-Jones ◽  
Vincent T. Wood ◽  
Erik N. Rasmussen
Keyword(s):  
Doppler Radar ◽  
Grid Cell ◽  
Wind Component ◽  
Far Field ◽  
Contraction Rate ◽  
Flow Angle ◽  
Mean Convergence ◽  
Union City ◽  
Photogrammetric Measurement ◽  
Launch Angle

AbstractFormulas are obtained for observed circulation around and contraction rate of a Doppler radar grid cell within a surface of constant launch angle. The cell values near unresolved axisymmetric vortices vary greatly with beam-to-flow angle. To obtain reliable standard measures of vortex strength we bilinearly interpolate data to points on circles of specified radii concentric with circulation centers and compute the Doppler circulations around and the areal contraction rates of these circles from the field of mean Doppler velocities. These parameters are proposed for detection of strong tornadoes and mesocyclonic winds. The circulation and mean convergence around the Union City, Oklahoma, tornado of 24 May 1973 are computed. After doubling to compensate for the unobserved wind component, the circulation (1.1 × 105 m2 s−1) agrees with a previous photogrammetric measurement. The mature tornado was embedded in a region, 6 km in diameter, of nearly uniform strong convergence (~5.5 × 10−3 s−1) without a simultaneous mesocyclone. A model of a convergent vortex inputted to a Doppler radar emulator reproduces these results. Moving the model vortex shows that for a WSR-88D with superresolution, the circulation is relatively insensitive to range and azimuth. WSR-88D data of the 31 May 2013 El Reno storm are also analyzed. The tornado formed in a two-celled mesocyclone with strong inflow 5 km away. In the next 8 min the circulation near the axis doubled and the areal contraction rate at 5 km increased by 50%. This signified a large probability of strong tornadoes embedded in powerful storm-scale winds.

scholarly journals The Coplane Analysis Technique for Three-Dimensional Wind Retrieval Using the HIWRAP Airborne Doppler Radar

2015 ◽  
Vol 54 (3) ◽  
pp. 605-623 ◽  
Author(s):  
Anthony C. Didlake ◽  
Gerald M. Heymsfield ◽  
Lin Tian ◽  
Stephen R. Guimond
Keyword(s):  
Global Optimization ◽  
Doppler Radar ◽  
Three Dimensional ◽  
Optimization Method ◽  
Vertical Wind ◽  
Wind Component ◽  
Global Optimization Method ◽  
Analysis Technique ◽  
Radar Measurements ◽  
Cross Track

AbstractThe coplane analysis technique for mapping the three-dimensional wind field of precipitating systems is applied to the NASA High-Altitude Wind and Rain Airborne Profiler (HIWRAP). HIWRAP is a dual-frequency Doppler radar system with two downward-pointing and conically scanning beams. The coplane technique interpolates radar measurements onto a natural coordinate frame, directly solves for two wind components, and integrates the mass continuity equation to retrieve the unobserved third wind component. This technique is tested using a model simulation of a hurricane and compared with a global optimization retrieval. The coplane method produced lower errors for the cross-track and vertical wind components, while the global optimization method produced lower errors for the along-track wind component. Cross-track and vertical wind errors were dependent upon the accuracy of the estimated boundary condition winds near the surface and at nadir, which were derived by making certain assumptions about the vertical velocity field. The coplane technique was then applied successfully to HIWRAP observations of Hurricane Ingrid (2013). Unlike the global optimization method, the coplane analysis allows for a transparent connection between the radar observations and specific analysis results. With this ability, small-scale features can be analyzed more adequately and erroneous radar measurements can be identified more easily.

scholarly journals Single-Doppler Velocity Retrieval of the Wind Field in a Tornadic Supercell Using Mobile, Phased-Array, Doppler Radar Data

2018 ◽  
Vol 35 (8) ◽  
pp. 1649-1663 ◽  
Author(s):  
Yu-Chieng Liou ◽  
Howard B. Bluestein ◽  
Michael M. French ◽  
Zachary B. Wienhoff
Keyword(s):  
Temporal Resolution ◽  
Wind Field ◽  
Phased Array ◽  
Doppler Radar ◽  
Radar Data ◽  
Moving Frame ◽  
Doppler Velocity ◽  
High Temporal Resolution ◽  
Wind Component ◽  
Using Data

AbstractA three-dimensional data assimilation (3DVar) least squares–type single-Doppler velocity retrieval (SDVR) algorithm is utilized to retrieve the wind field of a tornadic supercell using data collected by a mobile, phased-array, Doppler radar [Mobile Weather Radar (MWR) 05XP] with very high temporal resolution (6 s). It is found that the cyclonic circulation in the hook-echo region can be successfully recovered by the SDVR algorithm. The quality of the SDVR analyses is evaluated by dual-Doppler syntheses using data collected by two mobile Doppler radars [Doppler on Wheels 6 and 7 (DOW6 and DOW7, respectively)]. A comparison between the SDVR analyses and dual-Doppler syntheses confirms the conclusion reached by an earlier theoretical analysis that because of the temporally discrete nature of the radar data, the wind speed retrieved by single-Doppler radar is always underestimated, and this underestimate occurs more significantly for the azimuthal (crossbeam) wind component than for the radial (along beam) component. However, the underestimate can be mitigated by increasing the radar data temporal resolution. When the radar data are collected at a sufficiently high rate, the azimuthal wind component may be overestimated. Even with data from a rapid scan, phased-array, Doppler radar, our study indicates that it is still necessary to calculate the SDVR in an optimal moving frame of reference. Finally, the SDVR algorithm’s robustness is demonstrated. Even with a temporal resolution (2 min) much lower than that of the phased-array radar, the cyclonic flow structure in the hook-echo region can still be retrieved through SDVR using data observed by DOW6 or DOW7, although a difference in the retrieved fields does exist. A further analysis indicates that this difference is caused by the location of the radars.

Ray Curvature on a Flat Earth for Computing Virtual WSR-88D Signatures of Simulated Supercell Storms

2019 ◽  
Vol 147 (3) ◽  
pp. 1065-1075 ◽  
Author(s):  
Robert Davies-Jones ◽  
Vincent T. Wood ◽  
Mark A. Askelson
Keyword(s):  
Doppler Radar ◽  
Slope Angle ◽  
Lower Boundary ◽  
Height Function ◽  
The Real ◽  
Weather Radars ◽  
The Earth ◽  
Atmospheric Stratification ◽  
Supercell Storms ◽  
Launch Angle

Abstract Two accepted postulates for applications of ground-based weather radars are that Earth’s surface is a perfect sphere and that all the rays launched at low-elevation angles have the same constant small curvature. To accommodate a straight vertically launched ray, we amend the second postulate by making the ray curvature dependent on the cosine of the launch angle. A standard atmospheric stratification determines the ray-curvature value at zero launch angle. Granted this amended postulate, we develop exact formulas for ray height, ground range, and ray slope angle as functions of slant range and launch angle on the real Earth. Standard practice assumes a hypothetical equivalent magnified earth, for which the rays become straight while ray height above radar level remains virtually the same function of the radar coordinates. The real-Earth and equivalent-earth formulas for height agree to within 1 m. Our ultimate goal is to place a virtual Doppler radar within a numerical or analytical model of a supercell and compute virtual signatures of simulated storms for development and testing of new warning algorithms. Since supercell models have a flat lower boundary, we must first compute the ray curvature that preserves the height function as the earth curvature tends to zero. Using an approximate height formula, we find that keeping planetary curvature minus the ray curvature at zero launch angle constant preserves ray height to within 5 m. For standard refraction the resulting ray curvature is negative, indicating that rays bend concavely upward relative to a flat earth.

scholarly journals Rapid Temporal Changes of Boundary Layer Winds

2006 ◽  
Vol 45 (7) ◽  
pp. 1016-1020
Author(s):  
Francis J. Merceret
Keyword(s):  
Boundary Layer ◽  
Gaussian Distribution ◽  
Doppler Radar ◽  
Space Shuttle ◽  
Time Lag ◽  
Wind Component ◽  
Aerodynamic Loads ◽  
Central Florida ◽  
Vector Wind ◽  
Kurtosis Coefficient

Abstract The statistical distribution of the magnitude of the vector wind change over 0.25-, 0.5-, 1-, and 2-h periods based on central Florida data from November 1999 through August 2001 is presented. The distributions of the 2-h u and υ wind-component changes are also presented for comparison. The wind changes at altitudes from 500 to 3000 m were measured using the Eastern Range network of five 915-MHz Doppler radar wind profilers. Quality-controlled profiles were produced every 15 min for up to 60 gates, each representing 101 m in altitude over the range from 130 to 6089 m. Five levels, each constituting three consecutive gates, were selected for analysis because of their significance to aerodynamic loads during the space-shuttle-ascent roll maneuver. The distribution of the magnitude of the vector wind change is found to be lognormal, consistent with earlier work in the midtroposphere. The parameters of the distribution vary with time lag, season, and altitude. The component wind changes are symmetrically distributed, with near-zero means, but the kurtosis coefficient is larger than that of a Gaussian distribution.

scholarly journals Measuring the 3-D wind vector with a weight-shift microlight aircraft

2011 ◽  
Vol 4 (7) ◽  
pp. 1421-1444 ◽  
Author(s):  
S. Metzger ◽  
W. Junkermann ◽  
K. Butterbach-Bahl ◽  
H. P. Schmid ◽  
T. Foken
Keyword(s):  
Dynamic Pressure ◽  
Lift Coefficient ◽  
Vertical Wind ◽  
Horizontal Wind ◽  
Wind Component ◽  
Wind Vector ◽  
Flow Distortion ◽  
Flow Angle ◽  
Wind Measurement ◽  
Weight Shift

Abstract. This study investigates whether the 3-D wind vector can be measured reliably from a highly transportable and low-cost weight-shift microlight aircraft. Therefore we draw up a transferable procedure to accommodate flow distortion originating from the aircraft body and -wing. This procedure consists of the analysis of aircraft dynamics and seven successive calibration steps. For our aircraft the horizontal wind components receive their greatest single amendment (14 %, relative to the initial uncertainty) from the correction of flow distortion magnitude in the dynamic pressure computation. Conversely the vertical wind component is most of all improved (31 %) by subsequent steps considering the 3-D flow distortion distribution in the flow angle computations. Therein the influences of the aircraft's trim (53 %), as well as changes in the aircraft lift (16 %) are considered by using the measured lift coefficient as explanatory variable. Three independent lines of analysis are used to evaluate the quality of the wind measurement: (a) A wind tunnel study in combination with the propagation of sensor uncertainties defines the systems input uncertainty to ≈0.6 m s−1 at the extremes of a 95 % confidence interval. (b) During severe vertical flight manoeuvres the deviation range of the vertical wind component does not exceed 0.3 m s−1. (c) The comparison with ground based wind measurements yields an overall operational uncertainty (root mean square error) of ≈0.4 m s−1 for the horizontal and ≈0.3 m s−1 for the vertical wind components. No conclusive dependence of the uncertainty on the wind magnitude (<8 m s−1) or true airspeed (ranging from 23–30 m s−1) is found. Hence our analysis provides the necessary basis to study the wind measurement precision and spectral quality, which is prerequisite for reliable Eddy-Covariance flux measurements.

scholarly journals The Retrieval of Asymmetric Tropical Cyclone Structures Using Doppler Radar Simulations and Observations with the Extended GBVTD Technique

2006 ◽  
Vol 134 (4) ◽  
pp. 1140-1160 ◽  
Author(s):  
Yu-Chieng Liou ◽  
Tai-Chi Chen Wang ◽  
Wen-Chau Lee ◽  
Ya-Ju Chang
Keyword(s):  
Doppler Radar ◽  
Flat Surface ◽  
Circulation Model ◽  
Wind Component ◽  
Topographic Effects ◽  
Wind Fields ◽  
Radar Systems ◽  
Tangential Wind

Abstract The ground-based velocity track display (GBVTD) technique is extended to two Doppler radars to retrieve the structure of a tropical cyclone’s (TC’s) circulation. With this extension, it is found that the asymmetric part of the TC radial wind component can be derived up to its angular wavenumber-1 structure, and the accuracy of the retrieved TC tangential wind component can be further improved. Although two radar systems are used, a comparison with the traditional dual-Doppler synthesis indicates that this extended GBVTD (EGBVTD) approach is able to estimate more of the TC circulation when there are missing data. Previous research along with this study reveals that the existence of strong asymmetric radial flows can degrade the quality of the GBVTD-derived wind fields. When a TC is observed by one radar, it is suggested that the GBVTD method be applied to TCs over a flat surface (e.g., the ocean) where the assumption of relatively smaller asymmetric radial winds than asymmetric tangential winds is more likely to be true. However, when a TC is observed by two radar systems, especially when the topographic effects are expected to be significant, the EGBVTD rather than the traditional dual-Doppler synthesis should be used. The feasibility of the proposed EGBVTD method is demonstrated by applying it to an idealized TC circulation model as well as a real case study. Finally, the possibility of combining EGBVTD with other observational instruments, such as dropsonde or wind profilers, to recover the asymmetric TC radial flow structures with even higher wavenumbers is discussed.

Wind Variations along a Glide Path

1968 ◽  
Vol 21 (2) ◽  
pp. 221-225 ◽  
Author(s):  
T. W. Harrold ◽  
K. A. Browning
Keyword(s):  
Doppler Radar ◽  
Horizontal Wind ◽  
Line Of Sight ◽  
Wind Component ◽  
Pulsed Doppler ◽  
Glide Path

A method of measuring wind variations along an aircraft glide path is described. The technique uses a ground-based pulsed doppler radar to measure the line of sight velocity of precipitation particles. At low angles of elevation this velocity is that of die horizontal wind component toward the radar.Wind variations likely to be encountered by an aircraft as it lands or takes off from an airfield are estimated almost invariably from a nearby anemometer placed 10 m. above the ground. It is obvious that this wind is not fully representative of conditions at higher levels; however, winds other than near the ground are difficult to measure. This note describes a method of measuring the line of sight wind using a pulsed doppler radar and presents some observations of the wind variation along a path at an elevation of 3°, which is typical of the glide path of many aircraft. These winds are compared with those recorded by a nearby anemometer.

The effect of ball temperature on ball speed and carry distance in golf drives

2018 ◽  
Vol 233 (2) ◽  
pp. 186-192
Author(s):  
Magnus Carlsson ◽  
Johnny Nilsson ◽  
John Hellström ◽  
Fredrik Tinmark ◽  
Tomas Carlsson
Keyword(s):  
Doppler Radar ◽  
Group Differences ◽  
Test Design ◽  
Controlled Environment ◽  
Ball Speed ◽  
Temperature Group ◽  
Driving Range ◽  
C 32 ◽  
Post Hoc ◽  
Launch Angle

The purpose of this study was to investigate the effect of ball temperature on impact ball speed and carry distance during golf drives in a blind randomized test design. The balls were exposed to a temperature-controlled environment (4 °C, 18 °C, 32 °C, and 46 °C) for 24 h prior to the test and each temperature group consisted of 30 balls. The 120 drives were performed by an elite male golfer (handicap: 0.0) in an indoor driving range. All drives were measured by a Doppler-radar system to determine the club-head speed, launch angle, spin rate, ball speed, and carry distance. Differences between the groups were investigated using a one-way analysis of variance. The results indicated that ball-speed and carry-distance differences occurred within the four groups ( p < 0.001 and p < 0.01, respectively). The post hoc analyses showed that the ball temperatures of 18 °C and 32 °C had greater ball speeds and carry distances than balls at 4 °C and 46 °C (all p < 0.05). The intervals for the between-group differences were 0.6–0.7 m s−1 and 2.9–3.9 m for ball speed and carry distance, respectively. Hence, the results showed that ball temperature influences both the ball speed and the carry distance. Based on the findings in this study, standardization of ball temperature should be factored into governing body regulation tests for golf equipment.

scholarly journals Corrigendum to "Measuring the 3-D wind vector with a weight-shift microlight aircraft" published in Atmos. Meas. Tech., 4, 1421–1444, 2011

2011 ◽  
Vol 4 (7) ◽  
pp. 1515-1539 ◽  
Author(s):  
S. Metzger ◽  
W. Junkermann ◽  
K. Butterbach-Bahl ◽  
H. P. Schmid ◽  
T. Foken
Keyword(s):  
Dynamic Pressure ◽  
Lift Coefficient ◽  
Vertical Wind ◽  
Horizontal Wind ◽  
Wind Component ◽  
Wind Vector ◽  
Flow Distortion ◽  
Flow Angle ◽  
Wind Measurement ◽  
Weight Shift

Abstract. This study investigates whether the 3-D wind vector can be measured reliably from a highly transportable and low-cost weight-shift microlight aircraft. We draw up a transferable procedure to accommodate flow distortion originating from the aircraft body and -wing. This procedure consists of the analysis of aircraft dynamics and seven successive calibration steps. For our aircraft the horizontal wind components receive their greatest single amendment (14 %, relative to the initial uncertainty) from the correction of flow distortion magnitude in the dynamic pressure computation. Conversely the vertical wind component is most of all improved (31 %) by subsequent steps considering the 3-D flow distortion distribution in the flow angle computations. Therein the influences of the aircraft's trim (53 %), as well as changes in the aircraft lift (16 %) are considered by using the measured lift coefficient as explanatory variable. Three independent lines of analysis are used to evaluate the quality of the wind measurement: (a) A wind tunnel study in combination with the propagation of sensor uncertainties defines the systems input uncertainty to ≈0.6 m s−1 at the extremes of a 95 % confidence interval. (b) During severe vertical flight manoeuvres the deviation range of the vertical wind component does not exceed 0.3 m s−1. (c) The comparison with ground based wind measurements yields an overall operational uncertainty (root mean square error) of ≈0.4 m s−1 for the horizontal and ≈0.3 m s−1 for the vertical wind components. No conclusive dependence of the uncertainty on the wind magnitude (<8 m s−1) or true airspeed (ranging from 23–30 m s−1) is found. Hence our analysis provides the necessary basis to study the wind measurement precision and spectral quality, which is prerequisite for reliable Eddy-Covariance flux measurements.

scholarly journals Measuring the 3-D wind vector with a weight-shift microlight aircraft

2011 ◽  
Vol 4 (1) ◽  
pp. 1303-1370
Author(s):  
S. Metzger ◽  
W. Junkermann ◽  
K. Butterbach-Bahl ◽  
H. P. Schmid ◽  
T. Foken
Keyword(s):  
Dynamic Pressure ◽  
Lift Coefficient ◽  
Vertical Wind ◽  
Horizontal Wind ◽  
Wind Component ◽  
Wind Vector ◽  
Flow Distortion ◽  
Flow Angle ◽  
Wind Measurement ◽  
Weight Shift

Abstract. This study investigates whether the 3-D wind vector can be measured reliably from a highly transportable and low-cost weight-shift microlight aircraft. Therefore we draw up a transferable procedure to accommodate flow distortion originating from the aircraft body and -wing. This procedure consists of the analysis of aircraft dynamics and seven successive calibration steps. For our aircraft the horizontal wind components receive their greatest single amendment (14%, relative to the initial uncertainty) from the correction of flow distortion magnitude in the dynamic pressure computation. Conversely the vertical wind component is most of all improved (31%) by subsequent steps considering the 3-D flow distortion distribution in the flow angle computations. Therein the influences of the aircraft's aeroelastic wing (53%), as well as sudden changes in wing loading (16%) are considered by using the measured lift coefficient as explanatory variable. Three independent lines of analysis are used to evaluate the quality of the wind measurement: (a) A wind tunnel study in combination with the propagation of sensor uncertainties defines the systems input uncertainty to ≈0.6 m s−1 at the extremes of a 95% confidence interval. (b) During severe vertical flight manoeuvres the deviation range of the vertical wind component does not exceed 0.3 m s−1. (c) The comparison with ground based wind measurements yields an overall operational uncertainty (root mean square deviation) of ≈0.4 m s−1 for the horizontal and ≈0.3 m s−1 for the vertical wind components. No conclusive dependence of the uncertainty on the wind magnitude (<8 m s−1) or true airspeed (ranging from 23–30 m s−1) is found. Hence our analysis provides the necessary basis to study the wind measurement precision and spectral quality, which is prerequisite for reliable eddy-covariance flux measurements.

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