利用航空器语音报告分析贵阳机场低空风切变天气统计学特征,发现贵阳机场低空风切变呈现逐年增多趋势,并且多发于冬春两季。然后利用常规观测资料及风廓线探测资料将影响贵阳机场的低空风切变进行分型,按照风要素特征分型为:风的水平切...利用航空器语音报告分析贵阳机场低空风切变天气统计学特征,发现贵阳机场低空风切变呈现逐年增多趋势,并且多发于冬春两季。然后利用常规观测资料及风廓线探测资料将影响贵阳机场的低空风切变进行分型,按照风要素特征分型为:风的水平切变、风的垂直切变及垂直气流的切变;按照影响天气系统分为:冷锋型、低空急流型、静止锋型和局地热对流型,其中冷锋型低空风切变发生最多,持续时间最长,影响最大,最后通过实际案例对贵阳机场一次冷锋型过境导致的低空风切变进行分析。Using aircraft voice reports to analyze the statistical characteristics of low altitude wind shear weather at Guiyang Airport, it was found that the low altitude wind shear at Guiyang Airport has been increasing year by year and is more common in winter and spring seasons. Then, using conventional observation data and wind profile detection data, the low-level wind shear affecting Guiyang Airport will be classified into three types based on wind element characteristics: horizontal wind shear, vertical wind shear, and vertical airflow shear;according to the impact on weather systems, it can be divided into cold front type, low-level jet stream type, stationary front type, and local thermal convection type. Among them, the cold front type has the highest occurrence, longest duration, and greatest impact of low-level wind shear. Finally, an actual case study was conducted to analyze the low-level wind shear caused by a cold front type passing through Guiyang Airport.展开更多
本文利用2018~2024年西南空域航空器语音报告,分析西南空域航空器积冰天气统计学特征,结论如下:1) 2018~2024年西南空域共出现航空器积冰报告716次,年平均102次,且航空器积冰报告次数与航班量呈明显正相关。西南空域各年航空器积冰报告...本文利用2018~2024年西南空域航空器语音报告,分析西南空域航空器积冰天气统计学特征,结论如下:1) 2018~2024年西南空域共出现航空器积冰报告716次,年平均102次,且航空器积冰报告次数与航班量呈明显正相关。西南空域各年航空器积冰报告趋势差异不大,航空器积冰报告总次数年变化整体呈“U”型分布,冬季出现最多,夏季甚少出现。一日中的09:00~11:00、18:00~19:00航空器积冰出现最多,01:00~08:00甚少出现;2) 西南空域航空器积冰在4000 m以下高度发生次数最多,6000 m以上较少;强度以中等强度最多,严重积冰次之,轻度积冰出现最少;3) 西南空域航空器积冰冷空气型最多、切变型、高空槽型次之、急流型最少。This article uses the voice reports of aircraft in the Southwest airspace from 2018 to 2024 to analyze the statistical characteristics of aircraft icing weather in the Southwest airspace. The conclusions are as follows: 1) There were a total of 716 reports of aircraft icing in the Southwest airspace from 2018 to 2024, with an average of 102 reports per year, and the number of reports of aircraft icing was significantly positively correlated with flight volume. There is not much difference in the trend of aircraft icing reports in the southwest airspace over the years. The overall annual variation of the total number of aircraft icing reports shows a “U”-shaped distribution, with the highest occurrence in winter and the lowest occurrence in summer. Aircraft icing occurs most frequently between 09:00~11:00 and 18:00~19:00 during the day, and rarely between 01:00~08:00;2) Aircraft icing in the southwest airspace occurs most frequently at altitudes below 4000m and less frequently above 6000m;Moderate intensity is the most common, followed by severe icing, and mild icing occurs the least;3) The aircraft in the southwest airspace have the most ice accumulation cold air type, followed by shear type, high-altitude trough type, and the least jet typ展开更多
基于贵阳机场自观数据,分析贵阳机场2014~2023年共75个辐射浓雾个例起雾前期不同时间的降温、增湿、降速及前12 h平均温度、平均相对湿度、平均风速、平均总云量的变化情况。结果表明:(1) 01号跑道和19号跑道起雾前期各气象要素整体差...基于贵阳机场自观数据,分析贵阳机场2014~2023年共75个辐射浓雾个例起雾前期不同时间的降温、增湿、降速及前12 h平均温度、平均相对湿度、平均风速、平均总云量的变化情况。结果表明:(1) 01号跑道和19号跑道起雾前期各气象要素整体差异不大;(2) 起雾前12 h至前1 h降温、增湿、降速逐渐递减,且越接近起雾时间,降温、增湿、降速均越小,起雾前3 h内温度、相对湿度、风速几乎不变;(3) 不同季节起雾前12 h平均温度差异较大,春季最低为7℃、最高为21℃、平均为13.4℃;夏季最低为17℃、最高为24℃,平均为21.4℃;秋季最低为3℃、最高为21℃,平均为13.6℃;冬季最低为2℃、最高为13℃,平均为5.6℃;(4) 起雾前12 h平均相对湿度77%~98%,平均为87%;前12 h平均风速小于2 m/s,平均总云量小于5个量。Based on self-observed data from Guiyang Airport, this paper analyzes the changes in temperature, humidity, and speed during the early stages of 75 cases of radiation induced dense fog at Guiyang Airport from 2014 to 2023, as well as the average temperature, average relative humidity, average wind speed, and average total cloud cover in the first 12 hours. The results indicate that: (1) There is not much overall difference in meteorological elements between runway 01 and runway 19 during the early stage of fog formation;(2) The cooling, humidification, and deceleration gradually decrease from 12 hours to 1 hour before fogging, and the closer to the fogging time, the smaller the cooling, humidification, and deceleration. The temperature, relative humidity, and wind speed remain almost unchanged within 3 hours before fogging;(3) There is a significant difference in the average temperature 12 hours before fogging in different seasons, with the lowest being 7˚C, the highest being 21˚C, and the average being 13.4˚C in spring;The lowest temperature in summer is 17˚C, the highest is 24˚C, and the average is 21.4˚C;The lowest temperature in a展开更多
本文利用常规观测资料,从水汽、不稳定能量、抬升条件和垂直风切变等方面对贵阳机场局地热雷暴的预报预警指标进行梳理。然后对贵阳机场局地热雷暴进行分型,并从发生频率、时段、强度、伴随天气及预报难点等方面,对不同类型局地热雷暴...本文利用常规观测资料,从水汽、不稳定能量、抬升条件和垂直风切变等方面对贵阳机场局地热雷暴的预报预警指标进行梳理。然后对贵阳机场局地热雷暴进行分型,并从发生频率、时段、强度、伴随天气及预报难点等方面,对不同类型局地热雷暴进行归纳总结。最后针对局地热雷暴保障的难点,探讨了机场关键区划设及协同运行保障策略。This article uses conventional observation data to sort out the forecast and warning indicators of geothermal thunderstorms at Guiyang Airport from the aspects of water vapor, unstable energy, uplift conditions, and vertical wind shear. Then, the geothermal thunderstorms in Guiyang Airport were classified, and different types of local geothermal thunderstorms were summarized from the aspects of frequency, time period, intensity, accompanying weather, and forecasting difficulties. Finally, in response to the difficulties in ensuring local thermal thunderstorms, the key zoning and collaborative operation support strategies for airports were discussed.展开更多
文摘利用航空器语音报告分析贵阳机场低空风切变天气统计学特征,发现贵阳机场低空风切变呈现逐年增多趋势,并且多发于冬春两季。然后利用常规观测资料及风廓线探测资料将影响贵阳机场的低空风切变进行分型,按照风要素特征分型为:风的水平切变、风的垂直切变及垂直气流的切变;按照影响天气系统分为:冷锋型、低空急流型、静止锋型和局地热对流型,其中冷锋型低空风切变发生最多,持续时间最长,影响最大,最后通过实际案例对贵阳机场一次冷锋型过境导致的低空风切变进行分析。Using aircraft voice reports to analyze the statistical characteristics of low altitude wind shear weather at Guiyang Airport, it was found that the low altitude wind shear at Guiyang Airport has been increasing year by year and is more common in winter and spring seasons. Then, using conventional observation data and wind profile detection data, the low-level wind shear affecting Guiyang Airport will be classified into three types based on wind element characteristics: horizontal wind shear, vertical wind shear, and vertical airflow shear;according to the impact on weather systems, it can be divided into cold front type, low-level jet stream type, stationary front type, and local thermal convection type. Among them, the cold front type has the highest occurrence, longest duration, and greatest impact of low-level wind shear. Finally, an actual case study was conducted to analyze the low-level wind shear caused by a cold front type passing through Guiyang Airport.
文摘本文利用2018~2024年西南空域航空器语音报告,分析西南空域航空器积冰天气统计学特征,结论如下:1) 2018~2024年西南空域共出现航空器积冰报告716次,年平均102次,且航空器积冰报告次数与航班量呈明显正相关。西南空域各年航空器积冰报告趋势差异不大,航空器积冰报告总次数年变化整体呈“U”型分布,冬季出现最多,夏季甚少出现。一日中的09:00~11:00、18:00~19:00航空器积冰出现最多,01:00~08:00甚少出现;2) 西南空域航空器积冰在4000 m以下高度发生次数最多,6000 m以上较少;强度以中等强度最多,严重积冰次之,轻度积冰出现最少;3) 西南空域航空器积冰冷空气型最多、切变型、高空槽型次之、急流型最少。This article uses the voice reports of aircraft in the Southwest airspace from 2018 to 2024 to analyze the statistical characteristics of aircraft icing weather in the Southwest airspace. The conclusions are as follows: 1) There were a total of 716 reports of aircraft icing in the Southwest airspace from 2018 to 2024, with an average of 102 reports per year, and the number of reports of aircraft icing was significantly positively correlated with flight volume. There is not much difference in the trend of aircraft icing reports in the southwest airspace over the years. The overall annual variation of the total number of aircraft icing reports shows a “U”-shaped distribution, with the highest occurrence in winter and the lowest occurrence in summer. Aircraft icing occurs most frequently between 09:00~11:00 and 18:00~19:00 during the day, and rarely between 01:00~08:00;2) Aircraft icing in the southwest airspace occurs most frequently at altitudes below 4000m and less frequently above 6000m;Moderate intensity is the most common, followed by severe icing, and mild icing occurs the least;3) The aircraft in the southwest airspace have the most ice accumulation cold air type, followed by shear type, high-altitude trough type, and the least jet typ
文摘基于贵阳机场自观数据,分析贵阳机场2014~2023年共75个辐射浓雾个例起雾前期不同时间的降温、增湿、降速及前12 h平均温度、平均相对湿度、平均风速、平均总云量的变化情况。结果表明:(1) 01号跑道和19号跑道起雾前期各气象要素整体差异不大;(2) 起雾前12 h至前1 h降温、增湿、降速逐渐递减,且越接近起雾时间,降温、增湿、降速均越小,起雾前3 h内温度、相对湿度、风速几乎不变;(3) 不同季节起雾前12 h平均温度差异较大,春季最低为7℃、最高为21℃、平均为13.4℃;夏季最低为17℃、最高为24℃,平均为21.4℃;秋季最低为3℃、最高为21℃,平均为13.6℃;冬季最低为2℃、最高为13℃,平均为5.6℃;(4) 起雾前12 h平均相对湿度77%~98%,平均为87%;前12 h平均风速小于2 m/s,平均总云量小于5个量。Based on self-observed data from Guiyang Airport, this paper analyzes the changes in temperature, humidity, and speed during the early stages of 75 cases of radiation induced dense fog at Guiyang Airport from 2014 to 2023, as well as the average temperature, average relative humidity, average wind speed, and average total cloud cover in the first 12 hours. The results indicate that: (1) There is not much overall difference in meteorological elements between runway 01 and runway 19 during the early stage of fog formation;(2) The cooling, humidification, and deceleration gradually decrease from 12 hours to 1 hour before fogging, and the closer to the fogging time, the smaller the cooling, humidification, and deceleration. The temperature, relative humidity, and wind speed remain almost unchanged within 3 hours before fogging;(3) There is a significant difference in the average temperature 12 hours before fogging in different seasons, with the lowest being 7˚C, the highest being 21˚C, and the average being 13.4˚C in spring;The lowest temperature in summer is 17˚C, the highest is 24˚C, and the average is 21.4˚C;The lowest temperature in a
文摘本文利用常规观测资料,从水汽、不稳定能量、抬升条件和垂直风切变等方面对贵阳机场局地热雷暴的预报预警指标进行梳理。然后对贵阳机场局地热雷暴进行分型,并从发生频率、时段、强度、伴随天气及预报难点等方面,对不同类型局地热雷暴进行归纳总结。最后针对局地热雷暴保障的难点,探讨了机场关键区划设及协同运行保障策略。This article uses conventional observation data to sort out the forecast and warning indicators of geothermal thunderstorms at Guiyang Airport from the aspects of water vapor, unstable energy, uplift conditions, and vertical wind shear. Then, the geothermal thunderstorms in Guiyang Airport were classified, and different types of local geothermal thunderstorms were summarized from the aspects of frequency, time period, intensity, accompanying weather, and forecasting difficulties. Finally, in response to the difficulties in ensuring local thermal thunderstorms, the key zoning and collaborative operation support strategies for airports were discussed.
