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Remote sensing observations, especially those from ground-based radars, have been used extensively to discriminate between severe and nonsevere storms. Recent upgrades to operational remote sensing networks in the United States have provided unprecedented spatial and temporal sampling to study such storms. These networks help forecasters subjectively identify storms capable of producing severe weather at the ground; however, uncertainties remain in how to objectively identify severe thunderstorms using the same data. Here, three large-area datasets (geostationary satellite, ground-based radar, and ground-based lightning detection) are used over 28 recent events in an attempt to objectively discriminate between severe and nonsevere storms, with an additional focus on severe storms that produce tornadoes. Among these datasets, radar observations, specifically those at mid- and upper levels (altitudes at and above 4 km), are shown to provide the greatest objective discrimination. Physical and kinematic storm characteristics from all analyzed datasets imply that significantly severe [≥2-in. (5.08 cm) hail and/or ≥65-kt (33.4 ms -1 ) straight-line winds] and tornadic storms have stronger upward motion and rotation than nonsevere and less severe storms. In addition, these metrics are greatest in tornadic storms during the time in which tornadoes occur.

Recent studies have found that flight through deep convective storms and ingestion of high mass concentrations of ice crystals, also known as high ice water content (HIWC), into aircraft engines can adversely impact aircraft engine performance. These aircraft engine icing events caused by HIWC have been documented during flight in weak reflectivity regions near convective updraft regions that do not appear threatening in onboard weather radar data. Three airborne field campaigns were conducted in 2014 and 2015 to better understand how HIWC is distributed in deep convection, both as a function of altitude and proximity to convective updraft regions, and to facilitate development of new methods for detecting HIWC conditions, in addition to many other research and regulatory goals. This paper describes a prototype method for detecting HIWC conditions using geostationary (GEO) satellite imager data coupled with in-situ total water content (TWC) observations collected during the flight campaigns. Three satellite-derived parameters were determined to be most useful for determining HIWC probability: 1) the horizontal proximity of the aircraft to the nearest overshooting convective updraft or textured anvil cloud, 2) tropopause-relative infrared brightness temperature, and 3) daytime-only cloud optical depth. Statistical fits between collocated TWC and GEO satellite parameters were used to determine the membership functions for the fuzzy logic derivation of HIWC probability. The products were demonstrated using data from several campaign flights and validated using a subset of the satellite-aircraft collocation database. The daytime HIWC probability was found to agree quite well with TWC time trends and identified extreme TWC events with high probability. Discrimination of HIWC was more challenging at night with IR-only information. The products show the greatest capability for discriminating TWC ≥ 0.5 g m -3 . Product validation remains challenging due to vertical TWC uncertainties and the typically coarse spatio-temporal resolution of the GEO data.