2000 "A simple technique for using radar data in the dynamic initialization of a mesoscale model." Monthly Weather Review, 128(7) pp.2560-2574ĭodge, P.P., R.W. 2000 "Low-wavenumber structure and evolution of the hurricane inner core observed by airborne dual-Doppler radar." Monthly Weather Review, 128(6) pp.1653-1680 Part III: Evolution and structures of Typhoon Alex (1987)." Monthly Weather Review, 128(12) pp.3982-4001 2000 "Tropical cyclone kinematic structure retrieved from single-Doppler radar observations. 2000 "Tropical cyclone kinematic structure retrieved from single Doppler radar observations, Part II: The GBVTD-simplex center finding algorithm." Monthly Weather Review, 128(6) pp.1925-1936 2000 "Partitioning tropical oceanic convective and stratiform rains by draft strength." Journal of Geophysical Research, 105(D2) pp.2259-2267 2002 "Hurricane directional wave spectrum spatial variation at landfall." Journal of Physical Oceanography, 32(6) pp.1667-1684Ītlas, D., C.W. 2002 "Why Mie?" Bulletin of the American Meteorological Society, 83(10) pp.1471-1483 The effect of vertical shear on structure and intensity." Monthly Weather Review, 130(9) pp.2291-2312 2002 "Eastern Pacific Hurricanes Jimena of 1991 and Olivia of 1994 pp. 2003 "Cloud radar observations of vertical drafts and microphysics in convective rain." Journal of Geophysical Research, 108(D2) pp.4053īlack, M.L., J.F. HRD has successfully unfolded velocities as high as 90 m/susing this approach in hurricanes. The low Nyquist velocity can be overcome through unfolding utilizing the measured component of the air velocity along the radar beam at the aircraft as a first guess. The low Nyquist velocity is the hardest of the two to compensate for as intervening attenuation minimizes problems with second trip echoes. The high PRF, coupled with the short wavelength result in a low velocity Nyquist interval and unambiguous range.
This problem is remedied by flying close to the area of interest, reducing the distance the beam has to travel through the intervening rainfall. X-Band radars suffer from intervening rain attenuation which limit the maximum range at which Doppler estimates are obtained. The major drawback of the Tail radar is the 3.22 cm wavelength (X-band) and high PRF. This problem can be solved by compositing a number of radar sweeps in time over a fixed domain(storm- or earth-relative) As range increases, the height of the center of the beam increases and more of the beam is unfilled, or filled with the less reflective portion of the storm. At close range there is little loss because the radar beam is narrow enough to be totally within the strong reflectivity region at lower altitudes in the storm. The critical parameters that determine the beam illumination of the target storm are the beam's vertical dimension and orientation, and the aircraft altitude. Inadequate beam filling is a severe problem in the estimation of the reflectivity of a storm at ranges >60-90 km (see the Appendix of Marks, 1985). The major drawback of the Lower Fuselage radar is the large vertical beamwidth (4.1°) which causes inadequate illumination of the targets in the beam. The lower fuselage and tail radar characteristics are:
The lower fuselage and tail radars are used for research purposes and the data are recorded on 9-track tape prior to 1993 and on Digital Audio Tape since 1993. The nose radar (a solid-state C-band radar with a 5° circular beam) is used strictly for flight safety and is not recorded for research purposes. Each WP-3D aircraft has three radars: nose, lower fuselage and tail.
0 kommentar(er)
