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Meteorology: Atmospheric Jet Streams in the Aerospace Age by Herbert Meteorology: Atmospheric Jet Streams in the Aerospace Age By Herbert Riehl Department of Atmospheric Science Colorado State University Fort Collins, Colorado Aerodynamics and Fluid Mechanics Aeroelasticity Biomedical Sciences Communication Control and Guidance Aerospace Technology Energy Conversion Flight Mechanics Instrumentation Management -os seen oy the ponels Meteorology Nuclear Applications Operations Propulsion Reliability Space Physics Structures and Materials Support Vehicle Design But observations soon rudely upset this simple Meteorology picture. It is now clear that jet streams will be encountered simultaneously at various latitudes and altitudes. At this time we have definite knowledge of the following currents: Atmospheric Jet Streams· (1) The middle-latitude jet stream (lat. 35-60): in the Aerospace Age core speed occasionally above 200 knots, mean height 35,000 ft. A westerly current with wavelike meander, often of strong amplitude. Herbert Riehl (2) The subtropical jet stream of winter: lat. 25-35, core speeds occasionally approaching 300 The author is Chairman of the lAS Aerospace Tech­ knots, mean height 40,000-45,000 ft. Westerly, nology Panel on Meteorology, and Head of the Department of Atmospheric Science, Colorodo State with three large waves in northern hemisphere. University. (3) The tropical easterly jet stream, mainly across Asia at lat. 15N May-October: speeds seldom above 100 knots, mean altitude 50,000 ft. Little or no ENGINEER familiar with jet propulsion must AN meander. consider the term jet stream a little strange for an (4) The polar night jet stream, roughly around the atmospheric current. And, technically, he would poles from west at lat. 60-65 in winter: core height b~ correct. The tenn implies simply that a given at least 75,000 ft, velocities recorded above 200 a~r current ~arries within it a core of substantially knots. Strong meanders and asymmetries of posi­ htgher-veloctty air as compared with the outskirts. tion are common with respect to the North Pole. Yet to the meteorologist---once accustomed to think­ The great altitude of this current has hindered ing in tenns of currents with uniform speed over adequate observation. Upper limits of height and 1,?OO miles wide-the discovery of high-speed cores, speed as yet are uncertain. WIth energy an order of magnitude higher than that Besides these four wind systems, there is frag­ of t~e sluggish wind envelope, was sufficiently mentary evidence of jet streams in the mesosphere startlmg to produce a dramatic label. and higher. With improvement in balloon and The course of modern meteorology has been guided rocket techniques of measurement, it should be by this discovery in many ways. Jet streams affect possible to describe these currents in the next decade, surface weather; the principal cloud and weather assuming a realistic effort. All supersonic and space systems are associated with it. But it is in problems vehicles will encounter these high-speed currents; o~ aerospace science and technology that the most yet infonnation to date is only minimal. dl:-ect account must be taken of the atmospheric wmd concentration. We shall look briefly at a few Wind Shear of these problems. The name jet stream implies the presence of strong Multiple Jet Streams wind shear, both across the current and vertically, Following first discovery, the concept was pro­ otherwise the tenn core would have no meaning. posed of a single dominant jet stream per hemisphere. (Continued on page 79) C. ') . Reprinted from AEROSPACE ENGINEERING JUNE, 1962 opynght, 196~, by the Institute of the Aerospace Sciences and reprinted by permission of the copyright owner VOLUME 21, No.6 Jet Streall1lU (Continued from page 70) have proved disappointing. But this a.uthor sus­ pects that this was due in part to the fact that both initi.al and final wind fields were poorly known; Quite broadly, most of the energy of a jet stream is hence, the forecaster worked under an unreasonable contained in a cross section 300 miles wide and lO,OOO handicap. The difficulty has been overcome in ft thick. Thus, space vehicles released only 200 principle. Therefore, prospects are good that new miles apart may encounter very different wind experiments will deliver much improved techniques structures during ascent. Large shears of the for jet stream prediction to the Air Tramc Control horizontal wind along the vertical may be a problem System. on one path and not on the other. Shears of 10 knots/1,OOO ft frequently are observed, especially Clear-Ail' Turbulence above the layer of maximum wind. Such shears on The haziest subject of jet stream meteorology is occasion have persisted over vertical distances of clear-air turbulence, thought to be associated with 10,000 ft, with notably higher values of maximum unstable vertical temperature stratification and/or shear within the shearing layer. The subtropical large wind shear-vertical, horizontal" or both. jet stream in particular is subject to strong shears. Therefore, one has looked to the jet stream as the This current, hardly detectable at low levels, may obvious energy source for such turbulence. Indeed, set in suddenly above 30,000 ft. Moreover, strong the more severe cases of turbulence occur frequently, shears with opposite sign follow each other very though by no means exclusively, near high-speed quickly across the level of maximum wind, with cores. No actual experimen t, however, has been vertical separation between strong opposite shears conducted which would describe the precise structure as little as 1,000-2,000 ft on occasion. of the atmosphere in the layer with clear-air tur­ bulence. Hence, the mechanisms proposed to ac­ FDight Planning count f01" the turbulence are supported at best Except for a system of completely rigid airways, by circumstantial evidence, much of which is very both vertical and lateral shears of the jet stream are weak. important ill planning the flight of vehicles which It is not surprising, then, that skepticism regarding maintain an altitude or change it only slowly. the description of clear-air turbulence and its causes Many have had the idea that wind would have little remained alive. At least one interesting: alternative importance in jet aircraft operation. In view of the exists-the turbulence may not be true turbulence. rapid fuel consumption of jets, however, wind has We may postulate gravity waves at an interface proved to remain a significant factor. Substantial marked by stable temperature lapse rate. An time can be saved in flight planning for the common aircraft passing along such an interface will ex­ aviation system with inclusion of the upper winds perience the sensation of turbulence. Circumstan­ in flight planning, especially during upstream flights. tial evidence does exist in support of this viewpoint. For subsonic jets, these savings often amount to 10 If correct, it follows that the "turbulence" is not percent and more of great circle route flight time. restricted to the troposphere, but may occur at any In order that the jet stream structure be a useful altitude in the stratosphere and beyond, with im­ input to the Air Traffic Control System, it must be plications for supersonic flight. Fragmentary re­ possible to process the information rapidly and ports of encounters with turbulence above the tropo­ present it in a form suitable for airways management. pause exist. In principle, th"is problem has been solved with In the view of this author, a reasonably conducted high-speed computers. A method exists for quan­ experiment is more than overdue. Adequate in­ titative representation of the winds, measured by strumentation is available; and the experimental balloon ascents, as a function of height using Fourier design follows readily from the problem. Missing analysis. Several techniques exist which permit in the past has been sufficient interest in the problem rapid horizontal analysis of the wind field,-notably, to warrant the expensive operation. fitting by quadratic surfaces. With these tools, the complete wind distribution can be at the disposal Outlook of the Air Traffic Control computers within minutes Jet streams occur in so many climate belts of the after termination of the balloon runs. About 8 globe and in so many layers of the atmosphere that years ago, the concept of the "layer of maximum they must be a parameter for all aerospace users---­ wind" was proposed as a means of reducing the sometimes perhaps unimportant, sometimes of three-dimensional flight planning problem to two considerable consequence. With the rapid advance dimensions. At the present juncture, this restriction in high-atmospheric measuring techniques, the is of no advantage, since three-dimensional flight outlook for definition and description of jet streams planning with current wind observations is feasible. with core above the tropopause is favorable. An The quantitative wind analysis also should lead to optimistic forecast also has been offered concerning substantial advances in wind prognosis during the the utilization of jet streams in flight planning. On next few years. Forecast experiments, by and large, the other hand, the author sees no immediate hope June J 962 • Aerospace Engineering 79 df dearillg up the muddle about clear-air "tur­ interagency cooperation was set during February-­ ilulence. " March 1962, when the U.S. Weather Bureau's A cheerful factor is the interest of G0v.ernmental Research Flight Facility and the USN's Weather ;Lgellcics ill suppor:ting research on the Jet stre.am Research Facility conducted a joint experiment with 'tl ·".t aircraft lllstrumented for meteorolog1cal \\"1 l. Jo.. three aircraft off the eastern coast of the United -11 Besides the aerospace problems men­ rc~ca r c . States. This experiment was designed to produce . (1 we have problems directly in the meteorologi- lIorle , data suitable for dynamic and energetic computa­ nl domain. For instance, we do not know as yet tions over a volume containing a portion of a jet high-speed cores form within the atmosphere ,:hY stream.
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