Global aviation turbulence forecasting using the Graphical Turbulence Guidance (GTG) for the WAFS Block Upgrades R. Sharman 1 , J.-H. Kim 2 , and C. Bartholomew 3 National Center for Atmospheric Research, Boulder, CO, USA 1 NOAA/Aviation Weather Center, Kansas City, MO, USA 2 The Met Office, Exeter, UK 3
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Global aviation turbulence forecasting using the Graphical Turbulence Guidance (GTG) for
the WAFS Block UpgradesR. Sharman1, J.-H. Kim2, and C. Bartholomew3
National Center for Atmospheric Research, Boulder, CO, USA 1
NOAA/Aviation Weather Center, Kansas City, MO, USA 2
The Met Office, Exeter, UK 3
Aviation Turbulence: Background
• Aircraft scale turbulence from all sources is too smallto directly predict (~100m-1 km)
• Must infer its presence from larger scales
• Many sources
From Lester 1994
Turbulence forecasting for the World Area Forecast System (WAFS)
• Provides global forecasts of significant weather for strategic flight planning
• Based on forecasts from 2 WAFCs (World Area Forecast Centers) in London UK and Washington DC USA
• Established and administered by ICAO and WMO• ICAO requested upgrades provided at regular intervals to
accommodate new technologies in aviation weather forecasting
• Implemented in Aviation System Block Upgrade (ABSU)– Current: 6-36 hr forecasts updated every 6-hr on 1.25°x1.25°
grid– ABSU 0 (~2019): Same forecasts but on 0.5 °x 0.5° grid– ABSU 1 (~2024): Probabilistic forecasts on 0.25°x 0.25° grid– ABSU 2 (~2030): Integrated flight planning
Introduction to WAFS
Significant Weather (SIGWX) charts (Prog charts)
- World Area Forecast
Center (WAFC) Washington
(US; AWC) and London
(UK; MO)
● Man-made Progchart
● Jet, CAT, and Cb
● Issues 4 times a day at 00,
06, 12, 18 UTC
● 24-hr forecast snapshot
● Layer and Freq. info.
Introduction to WAFS
WAFS grids for Jet, CAT, and Cb top
- WAFS Blended Max
between two WAFCs.
● Automated grid forecasts
● 06 - 36 hr fcsts with 3-hr
interval
● Issues at 00, 06, 12, 18 UTC
● Potentials for Clear-Air
Turbulence using Ellrod
index
WAFS Upgrade for turbulence forecasting• WAFS upgrade plan until 2019 (ICAO ASBU 0):
– Use the Graphical Turbulence Guidance (GTG) – Forecasts energy dissipation rate (ε)^1/3 (EDR)
» ICAO reporting standard for turbulence measurements» metric for atmospheric turbulence intensity (aircraft
independent)» Directly related to aircraft loads» convenient 0-1 scale (m2/3 s-1)» For mid-sized aircraft: “light”~0.15, “moderate’~0.22,
“severe”~0.35– Provides explicit forecasts of clear-air turbulence (CAT) and
mountain wave turbulence (MWT) both EDR– Based on NWP models from London and Washington WAFCs
» Unified model (UM) ~10 km» Global forecast system (GFS) ~ 13 km
– Final product is a blend of the two
Graphical Turbulence Guidance (GTG)*
• Use NWP model (global or regional) to compute a suite of “turbulence diagnostics” typically related to large scale spatial variations
Statistical verification against automated EDR reports from DAL aircraft
Use GTG diagnostics as ensemble to produce probabilities of exceeding a
certain EDR
Ensemble mean vs probability of EDR>0.22
Ensemble mean Probability
Can use G-GTG Ds computed with different NWP ensembles to produce probabilities: GEFS
Ensemble Prob. > 0.2 EDR
5 CAT/5 MWT diagnostics
x21 GEFS ensemblemembers
=EnsembleProbability> 0.2 EDR
12-h fcst
18-h fcst
Need for more observations• In the GTG approach performance depends on large dataset of
observations to form reliable statistical performance metrics• Observations of EDR are preferred since they correspond to what is
being predicted and EDR is the ICAO standard for reporting• In particular need more observations in the S. Hemisphere• In situ EDR measurements are being expanded
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– Boeing offers EDR package on new aircraft with AIMS-2 avionics
– EDR software package is free to interested air lines from NCAR
– DAL 767s and 777s currently implemented
– International carriers may soon implement this (Xiamen, Air France, Lufthansa, Qantas…)
– Private vendors (accessibility, standard?)
Courtesy Tim Rahmes, BoeingCourtesy Tim Rahmes, Boeing
Summary and future work• G-GTG has been developed for use with several regional and global NWP
models: (NOAA GFS, UK UM, ECMWF, NOAA RAP, NOAA HRRR) • G-GTG will become turbulence forecast product provided by the World
Area Forecast System (WAFS)– Washington: Uses NOAA GFS at EMC– London: Uses UKMO UM at Exeter– Grids merged at EMC
• Performing case studies• Gathering more global observations• Developing CIT diagnostics• Testing with ensembles using GEFS and MOGREPS-G to predict
probabilities of exceeding certain EDR level
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This research is in response to requirements and fundingby the Federal Aviation Administration (FAA). The views expressed arethose of the authors and do not necessarily represent the official policy
or position of the FAA.
Ref: Kim et al., Aviation Turbulence Forecast Technique for the World Area Forecast System (WAFS) Submitted to Bull. Amer. Meteror. Soc.