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Last modified
7/28/2009 2:37:45 PM
Creation date
4/16/2008 11:05:50 AM
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Template:
Weather Modification
Contract/Permit #
14-06-D-6801
Title
Structure and Seedability of San Juan Storms
Date
11/1/1976
Weather Modification - Doc Type
Report
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<br />I <br /> <br />48 <br /> <br />I <br /> <br />The turbulence \oJ3S termed homogeneous if the traces of u. appear <br />1. <br /> <br />I <br /> <br />reasonably similar along thE! flight path. It is preferable to fly <br /> <br />I <br /> <br />either orthogonal or parallel.to the mean wind direction when possible. <br /> <br />2. Compute the covariance of u. ,2 and power spectrum distribution for <br />1. <br /> <br />I <br /> <br />each component of the winds, i.e., longitudinal, lateral and vertical. <br /> <br />3. Fit a -2 power law line to that segment of the power spectrum distri- <br /> <br />I <br /> <br />but ion where appropriate so one can determine TL using Equation 3.4 and 3.8. <br /> <br />4. Compute the diffusion using Equation 3.10 and adjust for low values <br /> <br />I <br /> <br />of t using Table 3.3 or Equation 3.9. <br /> <br />I <br /> <br />2. Results of turbulent diffusion calculations <br /> <br />The NCAR Queen Air Has f1mvn over and up~.;rind of the San Juan Hountains <br /> <br />I <br /> <br />to obtain transport and diffusion data on four days in Harch 1975. The dates <br /> <br />\o7ere rIarch 10, 14, 15 and 17. It ~'laS February 1975 when the air sensing <br /> <br />I <br /> <br />("gust") probe ~vas first installl~d on the aircraft. The data for 10 and 14 <br /> <br />I <br /> <br />}Iarch Here taken in prestorm situations Hhi1e the data on 17 Harch were taken <br /> <br />during the dissipation stage of a storm. The data for 15 Harch were taken at <br /> <br />I <br /> <br />the end of a storm ~oJith cold air advection, subsidence and nortll\oJest to <br /> <br />north ~vinds indicated at all levels. The results for 15 Harch will therefore <br /> <br />I <br /> <br />not be presented. The data from 17 March were of some additional interest be- <br /> <br />I <br /> <br />cause the Hyoming Queen Air was also flo~m over the San Juans on this day, <br /> <br />thus allm.;ring an opportunity to compare the results from the HRI Universal <br /> <br />I <br /> <br />Turbulence Indicator Systeui on the Hyoming Queen Air with the NCAR system. <br /> <br />I <br /> <br />The flight tracks \.;rere partitioned into several flight segments of < 15 <br /> <br />minutes in length. <br /> <br />The covariance of the u.' perturbation quantities or <br />1. <br /> <br />I <br /> <br />turbulent intensities Cp u.u.) were calculated. TIle autocorrelation <br />1. 1 <br /> <br />characteristic times of W for the aircraft (TA), Eulerian (TE) and Lagrangian <br /> <br />I <br /> <br />(TL) coordinate systems Here ah;o calculated. The cube root of the eddy <br /> <br />I <br />
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