Moisture and heat budgets of a cirrus cloud from aircraft measurements during FIRE

Increasing knowledge of cirrus cloud properties can contribute to general circulation model development and ultimately to a better understanding of climate. The objective was to gain a better understanding of cirrus cloud characteristics. Observations from different sensors during the First ISCCP (International Satellite Cloud Climatology Program) Regional Experiment (FIRE) which took place in Wisconsin over Oshkosh together with pertinent calculations are used to understand the dynamical, microphysical, and radiative characteristics of these clouds

Vertical velocities within a Cirrus cloud from Doppler lidar and aircraft measurements during FIRE: Implications for particle growth

A large and comprehensive data set taken by the NOAA CO2 Doppler lidar, the NCAR King Air, and rawinsondes on 31 October 1986 during the FIRE (First ISCCP Regional Experiment) field program which took place in Wisconsin are presented. Vertical velocities are determined from the Doppler lidar data, and are compared with velocities derived from the aircraft microphysical data. The data are used for discussion of particle growth and dynamical processes operative within the cloud

Updated Trewartha climate classification with four climate change scenarios

The Updated Trewartha climate classification (TWCC) at global level shows the changes that are expected as a consequence of global temperature increase and imbalance of precipitation. This type of classification is more precise than the Köppen climate classification. Predictions included the increase in global tem perature (T in °C) and change in the amount of precipitation (PA in mm). Two climate models MIROC6 and IPSL-CM6A- LR were used, along with 4261 mete orological stations from which the data on temperature and precipitation were taken. These climate models were used because they represent the most extreme models in the CMIP6 database. Four scenarios of climate change and their terri tories were analysed in accordance with the TWCC classification. Four scenarios of representative concentration pathway (RCP) by 2.6, 4.5, 6.0 and 8.5 W/m2 fol low the increase of temperature between 0.3°C and 4.3°C in relation to precipita tion and are being analysed for the periods 2021–2040, 2041–2060, 2061–2080 and 2081–2100. The biggest extremes are shown in the last grid for the period 2081– 2100, reflecting the increase of T up to 4.3°C. With the help of GIS (geographical information systems) and spatial analyses, it is possible to estimate the changes in climate zones as well as their movement. Australia and South East Asia will suffer the biggest changes of biomes, followed by South America and North America. Climate belts to undergo the biggest change due to such temperature according to TWCC are Ar, Am, Aw and BS, BW, E, Ft and Fi. The Antarctic will lose 11.5% of the territory under Fi and Ft climates within the period between 2081 and 2100. The conclusion is that the climates BW, Bwh and Bwk, which represent the de serts, will increase by 119.8% with the increase of T by 4.3°

A review of high impact weather for aviation meteorology

This review paper summarizes current knowledge available for aviation operations related to meteorology and provides suggestions for necessary improvements in the measurement and prediction of weather-related parameters, new physical methods for numerical weather predictions (NWP), and next-generation integrated systems. Severe weather can disrupt aviation operations on the ground or in-flight. The most important parameters related to aviation meteorology are wind and turbulence, fog visibility, aerosol/ash loading, ceiling, rain and snow amount and rates, icing, ice microphysical parameters, convection and precipitation intensity, microbursts, hail, and lightning. Measurements of these parameters are functions of sensor response times and measurement thresholds in extreme weather conditions. In addition to these, airport environments can also play an important role leading to intensification of extreme weather conditions or high impact weather events, e.g., anthropogenic ice fog. To observe meteorological parameters, new remote sensing platforms, namely wind LIDAR, sodars, radars, and geostationary satellites, and in situ instruments at the surface and in the atmosphere, as well as aircraft and Unmanned Aerial Vehicles mounted sensors, are becoming more common. At smaller time and space scales (e.g., < 1 km), meteorological forecasts from NWP models need to be continuously improved for accurate physical parameterizations. Aviation weather forecasts also need to be developed to provide detailed information that represents both deterministic and statistical approaches. In this review, we present available resources and issues for aviation meteorology and evaluate them for required improvements related to measurements, nowcasting, forecasting, and climate change, and emphasize future challenges

Ice Fog and Light Snow Measurements Using a High-Resolution Camera System

Ice fog, diamond dust, and light snow usually form over extremely cold weather conditions, and they affect both visibility and Earth’s radiative energy budget. Prediction of these hydrometeors using models is difficult because of limited knowledge of the microphysical properties at the small size ranges due to measurement issues. These phenomena need to be better represented in forecast and climate models; therefore, in addition to remote sensing accurate measurements using ground-based instrumentation are required. An imaging instrument, aimed at measuring ice fog and light snow particles, has been built and is presented here. The ice crystal imaging (ICI) probe samples ice particles into a vertical, tapered inlet with an inlet flow rate of 11 L min−1. A laser beam across the vertical air flow containing the ice crystals allows for their detection by a photodetector collecting the scattered light. Detected particles are then imaged with high optical resolution. An illuminating LED flash and image capturing are triggered by the photodetector. In this work, ICI measurements collected during the fog remote sensing and modeling (FRAM) project, which took place during Winter of 2010–2011 in Yellowknife, NWT, Canada, are summarized and challenges related to measuring small ice particles are described. The majority of ice particles during the 2-month-long campaign had sizes between 300 and 800 μm. During ice fog events the size distribution measured had a lower mode diameter of 300 μm compared to the overall campaign average with mode at 500 μm.Validerad; 2016; Nivå 2; 2016-10-12 (andbra)</p

The Performance of Commonly Used Surface-Based Instruments for Measuring Visibility, Cloud Ceiling, and Humidity at Cold Lake, Alberta

Data from automated meteorological instruments are used for model validation and aviation applications, but their measurement accuracy has not being adequately tested. In this study, a number of ground-based in-situ, remote-sensing instruments that measure visibility (VIS), cloud base height (CBH), and relative humidity (RH) were tested against data obtained using standard reference instruments and human observations at Cold Lake Airport, Alberta, Canada. The instruments included the Vaisala FS11P and PWD22 (FSPW), a profiling microwave radiometer (MWR), the Jenoptik ceilometer, Rotronic, Vaisala WXT520, AES-Dewcell RH, and temperature sensors. The results showed that the VIS measured using the FSPWs were well correlated with a correlation coefficient (R) of 0.84 under precipitation conditions and 0.96 during non-precipitating conditions (NPC), indicating very good agreement. However, the FS11P on average measured higher VIS, particularly under NPC. When the FSPWs were compared against human observation, a significant quantization in the data was observed, but less was noted during daytime compared to nighttime. Both probes measured higher VIS compared to human observation, and the calculated R was close to 0.6 for both probes. When the FSPWs were compared against human observation for VIS < 4 km, the calculated mean difference (MD) for the PWD22 (MD ≈ 0.98 km) was better than the FS11P (MD ≈ 1.37 km); thus, the PWD22 was slightly closer to human observation than the FS11P. No significant difference was found between daytime and nighttime measured VIS as compared to human observation; the instruments measured slightly higher VIS. Two extinction parameterizations as functions of snowfall rate were developed based on the VFPs measurements, and the results were similar. The Jenoptik ceilometer generally measured lower CBH than human observation, but the MWR measured larger CBHs for values <2 km, while CBHs were underestimated for higher CBHs