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<br />~~~ <br /> <br />- <br /> <br />~ <br /> <br />~ <br /> <br /> <br />. . <br /> <br /> <br />;1~ <br />! ~ <br />...~.. .. <br />.. . <br />. .. ... <br /> <br />i ~ . <br />~~~ <br />~ ~ <br />II ~ ~ ~ .11 II ~ <br />111'C ,",., <br /> <br />!~~~- <br /> <br />~ <br /> <br />. <br /> <br /> <br />,~~ <br />'~ <br />' . . <br />~ J' . . <br /> <br />;. ~ <br />:. . <br /> <br />: <br />~, . .. <br />...:' '.~ <br /> <br />,.,~ <br />- . . <br /> <br />.. - <br />! ,.. . <br /> <br />~: . .~ <br /> <br />..~. <br />M . <br />- <br /> <br />~ ~ . .-- <br /> <br />~: -- <br />l:t II . <br />. <br />U I' ~ ,. I' IQ ~ <br />Wit '""" <br /> <br />Figure9 - Two aircraft cross-section observation of the arc cloud observed at altitude of <br />1300 and 1450 m m.s.l. The variables presented are from top of figure to bottom. True aiir <br />speed ms-1 (TAS), flight altitude m (m.s.l. ALT), vertical velocity ms-1 (VERT VEL), <br />Turbulence IT (ruRB), equival ent potenti al temperature AK (THETA E). dewpoi nt At (DEW pT) I' <br />and temperature At (TEMP). <br /> <br /> <br />14.0 j <br /> <br /> <br />12.0 - <br /> <br />= <br />~ <br /> <br />10.0 <br /> <br />I- <br />1: <br />~ <br />3:! 8.0 <br /> <br />6.0 <br /> <br />" <br /> <br />" <br /> <br />" <br /> <br />" <br /> <br /> <br />"~ <br />" <br />.... . ....... <br />........... "" <br />. ....." <br />... . <br /> <br />1.0 <br /> <br />2.0 <br /> <br />0.0 J I <br />0.0 O.S <br />MAGNITUDE or LlrT lKMJ <br /> <br />Figure 10 . Three 1 ifting pI'ofiles used in model <br />simulations to test effect of lifting profile <br />shape on model results. All experiments USed a <br />20-ems-1 lifting rate at 80 to 85 kPa; however, <br />the top of the lifting was increased frcm 70 <br />(dotted line) to 50 k?a (clashed line) to 20 kl'a <br />(sol id li roe). <br /> <br />I <br />1.0 <br /> <br />/.,:\ <br />