| Summary: | Topography-induced turbulence poses a potential hazard for aviation safety, in particular during the final approach and landing. In this context, it is essential to assure that the impact of topography-induced turbulence on the flight paths during take-off and landing is minimized already during the design and planning phase. As an example of the siting and planning of a potential new airport in complex terrain, this study investigates the distribution of terrain-induced boundary layer turbulence in the vicinity of the current Lofoten airport at Leknes (LKN). For that purpose, large-eddy simulations (LES) have been performed with the PAralellized Large-eddy Simulation Model (PALM) on a <inline-formula><math xmlns="http://www.w3.org/1998/Math/MathML" display="inline"><semantics><mrow><mn>40</mn><mo>×</mo><mn>45</mn><mo>×</mo><mn>4</mn><mspace width="0.277778em"></mspace><msup><mi>km</mi><mn>3</mn></msup></mrow></semantics></math></inline-formula> computational domain around LKN. An initial parametric sensitivity study resulted in a grid spacing of 50 m and an overall simulation time of 12 h for our individual model runs. A suite of 32 model simulations for 16 different wind directions and two geostrophic wind speeds of 10 ms<inline-formula><math xmlns="http://www.w3.org/1998/Math/MathML" display="inline"><semantics><msup><mrow></mrow><mrow><mo>−</mo><mn>1</mn></mrow></msup></semantics></math></inline-formula> and 20 ms<inline-formula><math xmlns="http://www.w3.org/1998/Math/MathML" display="inline"><semantics><msup><mrow></mrow><mrow><mo>−</mo><mn>1</mn></mrow></msup></semantics></math></inline-formula>, was then performed and analysed. A turbulence risk analysis along idealized flight trajectories shows that the high-risk conditions are substantially determined by the wind conditions and their interaction with the topography. With respect to wind speed, the results indicate that for a geostrophic flow below 10 ms<inline-formula><math xmlns="http://www.w3.org/1998/Math/MathML" display="inline"><semantics><msup><mrow></mrow><mrow><mo>−</mo><mn>1</mn></mrow></msup></semantics></math></inline-formula>, the risk of aviation critical, terrain-induced boundary layer turbulence (BLT), is rather low in the vicinity of LKN. At 20 ms<inline-formula><math xmlns="http://www.w3.org/1998/Math/MathML" display="inline"><semantics><msup><mrow></mrow><mrow><mo>−</mo><mn>1</mn></mrow></msup></semantics></math></inline-formula> the situation has completely changed, as for 14 out of 16 investigated wind directions the 9 m<inline-formula><math xmlns="http://www.w3.org/1998/Math/MathML" display="inline"><semantics><msup><mrow></mrow><mn>2</mn></msup></semantics></math></inline-formula>s<inline-formula><math xmlns="http://www.w3.org/1998/Math/MathML" display="inline"><semantics><msup><mrow></mrow><mrow><mo>−</mo><mn>2</mn></mrow></msup></semantics></math></inline-formula> aviation critical threshold of turbulent kinetic energy per unit air mass (<i>TKE</i>) is exceeded. In the northwesterly wind scenarios, the largest areas with critical turbulence in the vicinity of LKN are observed.
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