Wind Shear

Basically, JetPlan and the Wind and Temp Maps calculate Vertical Wind Shear the same way,
taking a vector difference in wind velocity between the level 2000 ft above flight or map level, and
2000 ft below flight or map level. The shear number represented on flight plans and map is the
vertical wind shear in knots per thousand feet. Positive number indicates wind speed increasing
with height, negative number indicates wind speed decreasing with height. The absolute number
can theoretically go infinitely high, practically the number is normally between 0 and 15, although
I have seen shear numbers as high as 30. Vertical wind shear can occur at any altitude, but the
intent of including the number on flight plans and weather maps is to provide guidance to crews
on the potential for clear air turbulence at flight altitude. Above FL180, large vertical wind shear is
normally associated with jetstreams and the tropopause. Below FL180, large vertical wind shear
can be associated with frontal boundaries, strong low level inversions, thunderstorms and
microbursts, high winds over rough terrain, and mountain waves

I. GENERAL

JetPlan calculates wind shear based on a formula that samples wind velocity and direction two
thousand feet above and two thousand feet below the current cruise altitude. Presently, JetPlan
does not make use of any ICAO tables to assign a relative intensity to shear.

The formula is as follows:

(X2 - X1 )2+(Y2 - Y1 )2
SHEAR =
ALT2 - ALT1 / 1000

where:
WD1 = wind direction 2,000 feet below cruise altitude (degrees)
SP1 = wind velocity 2,000 feet below cruise altitude (knots)
WD2 = wind direction 2,000 feet above cruise altitude (degrees)
SP2 = wind velocity 2,000 feet above cruise altitude (knots)
X1 = SP1 * COS(WD1)
Y1 = SP1 * SIN(WD1)
X2 = SP2 * COS(WD2)
Y2 = SP2 * SIN(WD2)
ALT1 = altitude at 2,000 feet below cruise altitude.
ALT2 = altitude at 2,000 feet above cruise altitude.

II. SHEAR VALUE INTERPRETATION

The following statement was prepared to guide pilots and dispatchers in the interpretation of
shear values as they relate to Clear Air Turbulence (CAT).

Vertical wind shear calculated on JetPlan takes a velocity difference in a 4,000 foot section
centered on the cruise flight level. The numbers derived from this method can sometimes be
misleading when trying to relate wind shear to CAT. For example, an aircraft could be flying in
the center of a 100 knot jetstream and the wind shear could be zero if the wind velocity 2,000 feet
above and 2,000 feet below the cruise altitude are the same. In contrast, an aircraft could be
flying through light winds of approximately 20 knots and there may be a direction difference
above and below the cruise flight level that would cause a relatively high shear number, but little
turbulence.

Vertical wind shear is only one of the many factors that cause CAT. Other factors may include:
position relative to upper level troughs and ridges, position relative to the tropopause, position
relative to jetstreams, temperature gradients, mountain waves and other small scale
phenomenon. Generally, only large scale CAT is forecasted for aircraft operations.

In general, the higher the vertical wind shear, the more likely is an encounter with CAT and
strong turbulence. There is little aviation criteria for relating wind shear values to a probable
turbulence threshold, except the suggestions that exist in AC 00-6A, p. 143, and AC 00-45D, pp.
13-1,2. No criteria is defined for relating wind shear values to the occurrence of light, moderate,
or severe.

The only relation is that the likelihood of encountering CAT is increased when there is strong
vertical wind shear. But vertical wind shear values should be used for guidance only, not for
determining aircraft operations. High Level Sig Wx Prog charts and PIREPs are useful tools for
determining the areas of CAT over a large region.

END