21 research outputs found
Quasi-infra-red fixed points and renormalisation group invariant trajectories for non-holomorphic soft supersymmetry breaking
In the MSSM the quasi-infra-red fixed point for the top-quark Yukawa coupling
gives rise to specific predictions for the soft-breaking parameters. We discuss
the extent to which these predictions are modified by the introduction of
additional ``non-holomorphic'' soft-breaking terms. We also show that in a
specific class of theories there exists an RG-invariant trajectory for the
``non-holomorphic'' terms, which can be understood using a holomorphic spurion
term.Comment: 24 pages, TeX, two figures. Uses Harvmac (big) and epsf. Minor errors
corrected, and the RG trajectory explained in terms of a holomorphic spurion
ter
Simple Dip-Coating Process for the Synthesis of Small Diameter Single-Walled Carbon Nanotubes—Effect of Catalyst Composition and Catalyst Particle Size on Chirality and Diameter
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Increased light, moderate, and severe clear-air turbulence in response to climate change
Anthropogenic climate change is expected to strengthen the vertical wind shears at aircraft cruising altitudes
within the atmospheric jet streams. Such a strengthening would increase the prevalence of shear instabilities, which generate clear-air turbulence. Climate modelling studies have indicated that the amount of moderate-or-greater clear-air turbulence on transatlantic flight routes in winter will increase significantly in future as the climate changes. However, the individual responses of light, moderate, and severe clear-air turbulence have not previously been studied, despite their importance for aircraft operations.
Here we use climate model simulations to analyse the transatlantic wintertime clear-air turbulence response
to climate change in five aviation-relevant turbulence strength categories. We find that the probability distributions for an ensemble of 21 clear-air turbulence diagnostics generally gain probability in their right-hand tails when the atmospheric carbon dioxide concentration is doubled. By converting the diagnostics into equivalent eddy dissipation rates, we find that the ensemble-average airspace volume containing light clear-air turbulence increases by 59% (with an intra-ensemble range of 43–68%), light-to-moderate by 75% (39–96%), moderate by 94% (37–118%), moderate-to-severe by 127% (30–170%), and severe by 149% (36–188%). These results suggest that the prevalence of transatlantic wintertime clear-air turbulence will increase significantly in all aviation-relevant strength categories as the climate changes
Using random forests to diagnose aviation turbulence
mospheric turbulence poses a significant hazard to aviation, with severe encounters costing airlines millions of dollars per year in compensation, aircraft damage, and delays due to required post-event inspections and repairs. Moreover, attempts to avoid turbulent airspace cause flight delays and en route deviations that increase air traffic controller workload, disrupt schedules of air crews and passengers and use extra fuel. For these reasons, the Federal Aviation Administration and the National Aeronautics and Space Administration have funded the development of automated turbulence detection, diagnosis and forecasting products. This paper describes a methodology for fusing data from diverse sources and producing a real-time diagnosis of turbulence associated with thunderstorms, a significant cause of weather delays and turbulence encounters that is not well-addressed by current turbulence forecasts. The data fusion algorithm is trained using a retrospective dataset that includes objective turbulence reports from commercial aircraft and collocated predictor data. It is evaluated on an independent test set using several performance metrics including receiver operating characteristic curves, which are used for FAA turbulence product evaluations prior to their deployment. A prototype implementation fuses data from Doppler radar, geostationary satellites, a lightning detection network and a numerical weather prediction model to produce deterministic and probabilistic turbulence assessments suitable for use by air traffic managers, dispatchers and pilots. The algorithm is scheduled to be operationally implemented at the National Weather Service's Aviation Weather Center in 2014.
Document type: Articl