Publications
Advanced aviation weather forecasts
June 1, 2006
Journal Article
Published in:
Lincoln Laboratory Journal, Vol. 16, No. 1, June 2006, pp. 31-58.
Summary
The U.S. air transportation system faces a continuously growing gap between the demand for air transportation and the capacity to meet that demand. Two key obstacles to bridging this gap are traffic delays due to en route severe-weather conditions and airport weather conditions. Lincoln Laboratory has been addressing these traffic delays and related safety problems under the Federal Aviation Administration's (FAA) Aviation Weather Research Program. Our research efforts involve real-time prototype forecast systems that provide immediate benefits to the FAA by allowing traffic managers to safely reduce delay. The prototypes also show the way toward bringing innovative applied meteorological research to future FAA operational capabilities. This article describes the recent major accomplishments of the Convective Weather and the Terminal Ceiling and Visibility Product Development Teams, both of which are led by scientists at Lincoln Laboratory.
Summary
The U.S. air transportation system faces a continuously growing gap between the demand for air transportation and the capacity to meet that demand. Two key obstacles to bridging this gap are traffic delays due to en route severe-weather conditions and airport weather conditions. Lincoln Laboratory has been addressing these traffic...
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Improving air traffic management during thunderstorms
October 30, 2005
Conference Paper
Published in:
24th AIAA/IEEE Digital Avionics Systems Conf., 30 October - 3 November 2005, pp. 3.D.2-1 - 3.D.2-13.
Topic:
R&D area:
R&D group:
Summary
This paper discusses inter-related studies and development activities that address the significant challenges of implementing Air Traffic Management initiatives in airspace impacted by thunderstorms. We briefly describe current thrusts that will improve the quality and precision of thunderstorm forecasts, work in progress to convert these forecasts into estimates of future airspace capacity, and an initiative to develop a robust ATM optimization model based on future capacity estimates with associated uncertainty bounds. We conclude with a discussion of the thunderstorm ATM problem in the context of future advanced airspace management concepts.
Summary
This paper discusses inter-related studies and development activities that address the significant challenges of implementing Air Traffic Management initiatives in airspace impacted by thunderstorms. We briefly describe current thrusts that will improve the quality and precision of thunderstorm forecasts, work in progress to convert these forecasts into estimates of future...
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FAA tactical weather forecasting in the United States National Airspace
September 5, 2005
Conference Paper
Published in:
World Weather Research Program Symp. on Nowcasting and Very Short Term Forecasts, 5-9 September 2005.
Summary
This paper describes the Tactical 0-2 hour Convective Weather Forecast (CWF) algorithm developed by the MIT LL for the FAA. We will address the algorithm and focus on the key scientific developments. Future directions will also be discussed.
Summary
This paper describes the Tactical 0-2 hour Convective Weather Forecast (CWF) algorithm developed by the MIT LL for the FAA. We will address the algorithm and focus on the key scientific developments. Future directions will also be discussed.
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Improving convective weather operations in highly congested airspace with the Corridor Integrated Weather System (CIWS)
October 4, 2004
Conference Paper
Published in:
11th Conf. on Aviation, Range and Aerospace Meteorology, 4-8 October 2004.
Summary
Reducing thunderstorm-related air traffic delays in congested airspace has become a major objective of the FAA, especially given the recent growth in convective delays. In 2000 and 2001, the key new initiative for reducing these convective weather delays was "strategic" traffic flow management (TFM). Users were given 2-, 4-, and 6-hour collaborative convective weather forecasts, and collaborative traffic routing plans were established via telecons attended by Air Traffic Control (ATC) and airline traffic managers. This "strategic" approach led to difficulties during a large fraction of the weather events because it was not possible to generate forecasts of convective weather at time horizons between 2 and 6 hours that were accurate enough to assess impacts on routes and capacity, and thereby accomplish effective TFM. During convective weather events, traffic managers tend to focus on tactical TFM [Huberdeau, 2004], yet they had relatively inaccurate current weather information and tactical forecasts. The Corridor Integrated Weather System (CIWS) demonstration began in 2001. The objectives of the demonstration are to provide improved tactical air traffic management (ATM) decision support, via improved real time 3D products and accurate short-term convective weather forecasts, and to determine if this support is an operationally useful complement to "strategic" TFM. The current focus of the CIWS initiative is the highly congested airspace containing the Great Lakes and Northeast corridors, since that region offers the greatest potential for delay reduction benefits. In this paper, we describe the current status of CIWS, including initial operational results of Air Traffic Control (ATC) and airline use of the CIWS weather products. We begin with some CIWS background, describing the motivation for the program, the role of CIWS products in the overall convective weather planning process, and the functional domains in which CIWS products can provide operationally significant benefits. We then review the current CIWS capabilities, spatial coverage, sensors used, products, operational users, and integration with ATM systems. Next the detailed CIWS operational benefits study carried out in 2003 is summarized. Finally, we discuss the FAA plans for CIWS and near term enhancements to the system.
Summary
Reducing thunderstorm-related air traffic delays in congested airspace has become a major objective of the FAA, especially given the recent growth in convective delays. In 2000 and 2001, the key new initiative for reducing these convective weather delays was "strategic" traffic flow management (TFM). Users were given 2-, 4-, and...
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Tactical 0-2 hour convective weather forecasts for FAA
October 4, 2004
Conference Paper
Published in:
11th Conf. on Aviation, Range and Aerospace Meteorology, 4-8 October 2004.
Summary
Major airlines and FAA Traffic Flow Managers alike would prefer to plan their flight routes around convective weather and thereby avoid the tactical maneuvering that results when unforecasted thunderstorms occur. Strategic planning takes place daily and 2-6 hr forecasts are utilized, but these early plans remain unaltered in only the most predictable of convective weather scenarios. More typically, the ATC System Command Center and the Air Route Traffic Control Centers together with airline dispatchers will help flights to utilize jet routes that remain available within regions of convection, or facilitate major reroutes around convection, according to the available "playbook" routes. For this tactical routing in the presence of convective weather to work, both a precise and timely shared picture of current weather is required as well as an accurate, reliable short term (0-2 hr) forecast. This is crucial to containing the system-wide and airport-specific delays that are so prevalent in the summer months (Figure 1), especially as traffic demands approach full capacity at the pacing airports. This paper describes the Tactical 0-2 hr Convective Weather Forecast (CWF) algorithm developed by the MIT Lincoln Laboratory for the FAA, principally sponsored by the Aviation Weather Research Program (AWRP). This CWF technology is currently being utilized in both the Integrated Terminal Weather System (ITWS; Wolfson et al., 2004) and the Corridor Integrated Weather System (CIWS; Evans et al., 2004) proof-of-concept demonstrations. Some of this technology is also being utilized in the National Convective Weather Forecast from the Aviation Weather Center (Megenhardt, 2004), the NCAR Autonowcaster (Saxen et al., 2004), and in various private-vendor forecast systems.
Summary
Major airlines and FAA Traffic Flow Managers alike would prefer to plan their flight routes around convective weather and thereby avoid the tactical maneuvering that results when unforecasted thunderstorms occur. Strategic planning takes place daily and 2-6 hr forecasts are utilized, but these early plans remain unaltered in only the...
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Multi-radar integration to improve en route aviation operations in severe convective weather
February 12, 2003
Conference Paper
Published in:
19th Int. Conf. of Interactive Info Processing Systems in Meteorology, Oceanography and Hydrology, IIPS, 9-13 February 2003.
Summary
In this paper, we describe a major new FAA initiative, the Corridor Integrated Weather System (CIWS), to improve convective weather decision support for congested en route airspace and the terminals within that airspace through use of a large, heterogeneous network of weather sensing radars as well as many additional sensors. The objective of the CIWS concept exploration is to determine the improvements in NAS performance that could be achieved by providing en route controllers, en route and major terminal traffic flow managers, and airline dispatch with accurate, fully automated high update-rate information on current and near term (0-2 hour) storm locations, severity and vertical structure so that they can achieve more efficient tactical use of the airspace. These "tactical" traffic flow management products will complement the longer-term (2-6 hr) forecasts that are also needed for flight planning and strategic traffic flow management. Since balancing the en route traffic flows in the presence of time varying impacts on sector capacities by convective weather is essential if delays are to be reduced, an important element of the CIWS initiative is interfacing to and, in some cases providing, air traffic flow management (TFM) and airline dispatch decision support tools (DSTs)
Summary
In this paper, we describe a major new FAA initiative, the Corridor Integrated Weather System (CIWS), to improve convective weather decision support for congested en route airspace and the terminals within that airspace through use of a large, heterogeneous network of weather sensing radars as well as many additional sensors...
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An automated, operational two hour convective weather forecast for the Corridor Integrated Weather
May 13, 2002
Conference Paper
Published in:
10th Conf. on Aviation, Range and Aerospace Meteorology, 13-16 May 2002, pp. 116-119.
Summary
The FAA Aviation Weather Research Program (AWRP) is an initiative of the Weather and Flight Service Systems Integrated Product Team, AUA400. One of the goals of the AWRP is to create accurate and accessible forecasts of hazardous weather tailored to the needs of the aviation community. Pursuant to this goal, the AWRP has sponsored the collaboration of the Research Applications Program (RAP) of the National Center for Atmospheric Research (NCAR), the Aviation and Forecast Research Divisions at the NOAA Forecast Systems Laboratory (FSL), the Weather Sensing Group of the Massachusetts Institute of Technology's Lincoln Laboratory (MIT/LL) and the National Severe Storm Laboratory (NSSL) on a Product Development Team (PDT). This Convective Weather PDT is developing an automated system that combines real-time weather- radar data with the current "state-of-the-art" convective weather prediction algorithms to produce forecasts of convective weather for the heavily traveled air traffic routes in the Great Lakes/Northeast corridor (Chicago to New York). This Regional Convective Weather Forecast (RCWF) will be provided to traffic flow management decision-makers as part of the proof-of-concept Corridor Integrated Weather System (CIWS), which began operations in July 2001 with a l-hr animated Regional Convective Weather Forecast (RCWF).
Summary
The FAA Aviation Weather Research Program (AWRP) is an initiative of the Weather and Flight Service Systems Integrated Product Team, AUA400. One of the goals of the AWRP is to create accurate and accessible forecasts of hazardous weather tailored to the needs of the aviation community. Pursuant to this goal...
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Forecasting convective weather using multi-scale detectors and weather Classification - enhancements to the MIT Lincoln Laboratory Terminal Weather Forecast
May 13, 2002
Conference Paper
Published in:
10th Conf. on Aviation, Range, and Aerospace Meteorology, 13-16 May 2002, pp. 132-135.
Summary
Over the past decade the United States has seen drastic increases in air traffic delays resulting in enormous economic loses. Analysis shows that more then 50% of air traffic delays are due to convective weather. In response the FAA has assembled scientific and engineering teams from MIT Lincoln Laboratory, NCAR. NSSL, FSL and several universities to develop convective weather forecast systems to aid air traffic managers in delay reduction. A user-needs study conducted by Lincoln Laboratory identified that a major source of air traffic delay was due to line thunderstorms (Forman et al., 1999). Recognizing that the line storm envelope motion was distinct from the local cell motion was the impetus for developing the Growth and Decay Storm Tracker' (Wolfson et al., 1999). The algorithm produces forecasts by extracting large-scale features from two dimensional precipitation images. These images are tracked, using either correlation techniques (Terminal Convective Weather Forecast or TCWF) or centroid techniques (National Convective Weather Forecast or NCWF). In TCWF, the track vector field is used to advect the current precipitation images formed to produce a series of forecasts into minute increments up to 60 minutes. The TCWF forecasts are highly skilled for large scale persistent line storms. However, detailed performance analysis of the algorithm has shown that in cases dominated by airmass storms, the algorithm occasionally performed poorly (Theriault et al., 2001). In this paper we describe the sources of error discovered in the TCWF algorithm during the Memphis 2000 performance evaluation, and describe recent enhancements designed to address these problems.
Summary
Over the past decade the United States has seen drastic increases in air traffic delays resulting in enormous economic loses. Analysis shows that more then 50% of air traffic delays are due to convective weather. In response the FAA has assembled scientific and engineering teams from MIT Lincoln Laboratory, NCAR...
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The Corridor Integrated Weather System (CIWS)
May 13, 2002
Conference Paper
Published in:
10th Conf. on Aviation, Range, and Aerospace Meteorology, 13-16 May 2002, pp. 210-215.
Summary
The FAA Operational Evolution Plan (OEP) identified en route severe weather as one of the four problems that must be addressed if the US. air transportation system is to alleviate the growing gap between the demand for air transportation and the ability of the system to meet that demand. Convective weather in highly congested airspace is of particular concern because many of the delays arise from these corridors. For example, rerouting aircraft around areas of actual or predicted weather can be very difficult when one must be concerned about controller overload in the weather free sectors. When major terminals also underlie the en route airspace, convective weather has even greater adverse impacts. The principal thrust to date in addressing this problem has been "strategic" collaborative routing as exemplified by the "Spring 2000" and "Spring 2001" initiatives. However, success of the strategic approach embodied in these initiatives depends on the ability to accurately forecast convective weather impacts two or more hours in advance. Limitations in the forecast accuracy necessitate development of a companion "tactical" convective weather capability. In this paper, we describe a major new FAA initiative, the Corridor Integrated Weather System (CIWS). The objective of this project, which is currently in the concept exploration phase, is to improve tactical convective weather decision support for congested en route airspace. A real time operational demonstration, which was begun in July 2001 in the Great Lakes corridor, will be extended to the Northeast corridor in 2002. In the sections that follow, we describe the operational needs that motivated the ClWS initiative, the technology under investigation, the concept exploration test bed and summer 2001 operational experience, and the near term plans for the CIWS concept exploration.
Summary
The FAA Operational Evolution Plan (OEP) identified en route severe weather as one of the four problems that must be addressed if the US. air transportation system is to alleviate the growing gap between the demand for air transportation and the ability of the system to meet that demand. Convective...
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TCWF algorithm assessment - Memphis 2000
July 9, 2001
Project Report
Published in:
MIT Lincoln Laboratory Report ATC-297
Summary
This report describes a formal Assessment of the Terminal Convective Weather Forecast (TCWF) algorithm, developed under the FAA Aviation Weather Research Program by MIT Lincoln Laboratory as part of the Convective Weather Product Development Team (PDT). TCWF is proposed as a Pre-Planned Product Improvement (P3I) enhancement to the operational ITWS currently scheduled for deployment at major airports in 2002. The TCWF Assessment in Memphis, TN ran from 24 March to 30 September 2000. The performance of TCWF was excellent on the large scale, organized storm systems it was designed to predict, and the software was extremely stable during the Assessment. Small changes to the algorithm parameters were made as a result of the 2000 testing. The TCWF performance can be improved on airmass storms and on forecasting new growth and subsequent decay of large-scale storms. These are active areas of research for future ITWS P3I builds.
Summary
This report describes a formal Assessment of the Terminal Convective Weather Forecast (TCWF) algorithm, developed under the FAA Aviation Weather Research Program by MIT Lincoln Laboratory as part of the Convective Weather Product Development Team (PDT). TCWF is proposed as a Pre-Planned Product Improvement (P3I) enhancement to the operational ITWS...
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