The meridional heat transport (MHT) in the climate system is investigated using a state-of-the-art coupled climate model (CESM1.0). This work decomposes the MHT and studies their physics in detail. The meridional ocean heat transport (OHT) can be decomposed into the contributions from the Euler mean circulation, bolus circulation, sub-mesoscale circulation and dissipation. The Euler mean heat transport dominates the total OHT in most latitudes, except that in the Southern Ocean (40–50°S) where the OHT is determined by the eddy-induced circulation and dissipation. In the Indo-Pacific the OHT is fulfilled by the wind-driven circulation, which dominates the total global OHT in the tropics. In the Atlantic the OHT is carried by both the wind-driven circulation and the thermohaline circulation, and the latter dominates the total OHT in the mid-high latitudes. The meridional atmosphere heat transport consists of the dry static energy (DSE) and latent energy (LE) transport. In the tropics the LE transport is equatorward and compensates partially the poleward DSE transport. In the extratropics, the LE and DSE are poleward and reinforce one another, both of which are dominated by the eddy components. The LE transport can be considered as the “joint air–sea mode” since the ocean controls the moisture supply. It can be also precisely obtained from the evaporation minus precipitation over the ocean and thus this work quantifies the individual ocean basin contributions to the LE transport.

The role of ocean dynamics in the transient adjustment of the coupled climate system to an abrupt loss of Arctic sea ice is investigated using experiments with Community Climate System Model version 4 in two configurations: a thermodynamic slab mixed layer ocean and a full‐depth ocean that includes both dynamics and thermodynamics. Ocean dynamics produce a distinct sea surface temperature warming maximum in the eastern equatorial Pacific, accompanied by an equatorward intensification of the Intertropical Convergence Zone and Hadley Circulation. These tropical responses are established within 25 years of ice loss and contrast markedly with the quasi‐steady antisymmetric coupled response in the slab‐ocean configuration. A heat budget analysis reveals the importance of anomalous vertical advection tied to a monotonic temperature increase below 200 m for the equatorial sea surface temperature warming maximum in the fully coupled model. Ocean dynamics also rapidly modify the midlatitude atmospheric response to sea ice loss.

Effects of wind and fresh water on the Atlantic meridional overturning circulation (AMOC) are investigated using a fully coupled climate model. The AMOC can change significantly when perturbed by either wind stress or freshwater flux in the North Atlantic. This study focuses on wind stress effect. Our model results show that the wind forcing is crucial in maintaining the AMOC. Reducing wind forcing over the ocean can cause immediately weakening of the vertical salinity diffusion and convection in the mid-high latitudes Atlantic, resulting in an enhancement of vertical salinity stratification that restrains the deep water formation there, triggering a slowdown of the thermohaline circulation. As the thermohaline circulation weakens, the sea ice expands southward and melts, providing the upper ocean with fresh water that weakens the thermohaline circulation further. The wind perturbation experiments suggest a positive feedback between sea-ice and thermohaline circulation strength, which can eventually result in a complete shutdown of the AMOC. This study also suggests that sea-ice variability may be also important to the natural AMOC variability on decadal and longer timescales.

The impact on the Gulf Stream and Kuroshio from Arctic sea ice loss is investigated using the Community Climate System Model version 4 (CCSM4) model for their important roles during climate change. Results show that the Gulf Stream (Kuroshio) weakens (strengthens) in response to Arctic sea ice loss via ocean (atmosphere) adjustments. More precisely, the Kuroshio acceleration is mainly due to the anomalous wind stress over the North Pacific, while the ocean gyre adjustments in the Atlantic are responsible for the weakened Gulf Stream. As positive buoyancy fluxes induced by Arctic sea ice loss trigger a slowdown of the Atlantic Meridional Overturning Circulation (AMOC), the Gulf Stream decelerates evidently and the current speed decreases by about 5–8 cm/s in the upper ocean. Resulting from less advection and horizontal diffusion in the temperature budget, less poleward warm water leads to narrow sea surface cooling sandwiched between strong warming in the subpolar and subtropical Atlantic. Furthermore, colder surface decreases the upward heat flux (mainly latent heat flux) along the Gulf Stream Extension (GE) path, which leads to a warming hole in the atmosphere.

With global warming, extreme high temperatures become more frequent and are an important factor affecting aircrafts’ takeoff performance. Using Community Earth System Model version 1 (CESM1) and Boeing Performance Software (BPS), the influence of increasing temperature on aircrafts’ maximum takeoff weight (MTOW) and takeoff distance is evaluated quantitatively in this study. The results show that the distribution of summer daily maximum temperature shifts obviously to higher temperature at all the chosen airports and the variation in temperature is larger at four airports (Jinan, Shanghai, Lhasa, and Urumqi) during 2071−2080 under the RCP8.5 scenario than that in the historical run (1991−2000). The warming air leads to the MTOW reducing and takeoff distance increasing. Taking the Boeing 737–800 aircraft as an illustration, the number of weight-restriction days increases significantly across the airports, which can influence airlines’ economic benefit and flight operations in the future. It is also found that the takeoff distance does not change linearly with temperature, but shows a stronger increase with higher temperature. The takeoff distance increases about 6.2% on average during 2071−2080 compared to 1991−2000 for the low-altitude airports, calling for an additional 113−222 m takeoff distance in future summers.

The Tibetan Plateau is known as the “Third Pole”. However, there are few studies on clear-air turbulence (CAT) event over the Tibetan Plateau. On 11 February 2023, a severe clear-air turbulence (CAT) event occurred along Lhasa-Chongqing route. To verify the role of mountain waves in this aircraft turbulence event, using ERA5 reanalysis data and the Weather Research and Forecasting (WRF) Model, the characteristics and generation mechanisms of this event are investigated. In synoptic features, the warm advection in the lower troposphere benefits the atmospheric instability, promoting the development of atmospheric turbulence. The CAT primarily occurred near the upper-level jet stream core. The significant vertical wind shear decreases the Richardson number (Ri). Kelvin–Helmholtz (K-H) instability with small Ri generates the CAT. To a certain extent, the WRF model can reproduce this turbulence event and accurately simulate the vertical motions over the plateau. Though previous studies indicated that the Tibetan Plateau is one of the main causes of CAT along Sichuan-Tibet route for the complex topography, our results of terrain sensitive experiments reveal that the topography of the plateau has little impact on this turbulence event. Therefore, K-H instability related to tropopause folding is the main mechanism causing this aircraft turbulence.