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Role of the aviation weather system in providing a real-time ATC volcanic ash advisory system
August 2, 1993
Conference Paper
Published in:
5th Conf. on Aviation Weather Systems, 2-6 August 1993.
Topic:
R&D area:
R&D group:
Summary
Inadvertent engine ingestion of volcanic ash has caused expensive damage to a number of aircraft recently and could have caused accidents in at least two cases [Casadevall, 1993]. Consequently, there is great interest in a real-time air traffic control (ATC) volcanic ash advisory system which could provide timely warnings of operationally significant ash concentrations to planes in flight as well as information for flight planning. The current system (see figure 1) is characterized by non-automatic determination of ash eruption characteristics (especially altitudes) with trajectory analysis based on the National Meteorological Center (NMC) forecast winds being used to provide warnings of future locations. SIGNETS and Airport Weather Advisories are the principal means of providing information on the ash locations to pilots and controllers. After one to three days, volcanic ask from Alaska can be transported over major portions of the US aviation system (figure 2) [Heffter, et al. 1990]. The operational use of the ash trajectory predictions which do not provide information on hazard associated with the ask density has resulted in more frequent disruption of air traffic. The most recent example was an incident on 19 September 1992 where a 17 September eruption from Mt. Spurr in Alaska resulted in a significant disruption of air traffic in the Upper Midwest. A workshop in Washington, DC [Machol, 1993] discussed many of these issues associated with the Spurr disruption and the operational response to ash clouds which had been drifting for several days.
Summary
Inadvertent engine ingestion of volcanic ash has caused expensive damage to a number of aircraft recently and could have caused accidents in at least two cases [Casadevall, 1993]. Consequently, there is great interest in a real-time air traffic control (ATC) volcanic ash advisory system which could provide timely warnings of...
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The Integrated Terminal Weather System (ITWS) storm cell information and weather impacted airspace detection algorithm
August 2, 1993
Conference Paper
Published in:
Fifth Int. Conf. on Aviation Weather Systems, 2-6 August 1993, pp. 40-44.
Summary
The Integrated Terminal Weather System (ITWS) is an FAA-sponsored program (Sankey, 1993; Ducot, 1993) whose objective is to acquire data and products from a variety of weather sensors, integrate the data and create aviation weather products for users, such as Air Traffic (AT) controllers and traffic managers, pilots, and airline and airport operations managers. The goal of ITWS is to increase capacity at airports, reduce controller workload, and enhance safety. The objective of the ITWS Storm Cell Information (StoCel) and Weather Impacted Airspace (WIA) Detection products is to identify storm cell characteristics (echo top, echo bottom, presence of heavy rain, hail, etc.) and airspace that pilots are likely to avoid because it contains hazardous weather. The StoCel/WIA products rely on the integration of pencil-beam data and products and Air Surveillance Radar (ASR-9) Weather Channel data. ASR-9 radars are useful because they cover the entire airspace of interest, perform a volume update at roughly 30-second intervals, and will be the weather representation most widely available to the Air Traffic Control (ATC) community. On the other hand, the ASR-9 has a 4.8° fan beam which results in a vertical integration over the depth of a storm, so information on the vertical structure of storms is lost. In addition, the current ASR-9 Weather Channel may produce false weather regions during ducting or anomalous propagation (AP) conditions. Nearby WSR-88D radars also cover the entire airspace of interest and provide indications of storm vertical structure. However, the volume update rate is typically on the order of 5 to 10 minutes, depending on the scanning strategy. TDWR radars perform volume updates about every 2.5 to 3 minutes, but perform sector scans that do not cover the entire airspace. Integration of the data from these various sensors produces a product that is superior to a product based on any single sensor. Field tests of components of this algorithm were conducted at Dallas-Ft. Worth (DFW) and Orlando (MCO) International Airports during the summer of 1993. The objectives of these tests are to evaluate the technical performance of the algorithm and the validate the operational concept. This paper will describe the algorithm, and discuss the operational concept and functional requirements for the product. A summary of the results and experiences of the Summer 1993 field tests, and a preliminary evaluation of the performance of the algorithm based on off-line and real-time tests will be provided at the conference.
Summary
The Integrated Terminal Weather System (ITWS) is an FAA-sponsored program (Sankey, 1993; Ducot, 1993) whose objective is to acquire data and products from a variety of weather sensors, integrate the data and create aviation weather products for users, such as Air Traffic (AT) controllers and traffic managers, pilots, and airline...
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Mode-S data link
June 1, 1993
Journal Article
Published in:
J. of ATC, June 1993, pp. 34-37.
Summary
Mode-S is an enhancement of the ATCRBS secondary surveillance radar (SSR) system which adds selective interrogation of individual aircraft, monopulse processing of the replies and a digital data link between the ground station and the aircraft. These features result in greatly improved surveillance accuracy, virtual elimination of synchronous garble of the replies from closely spaced aircraft, and provide a high capacity digital communication link for a wide variety of ground/air/ground messages.
Summary
Mode-S is an enhancement of the ATCRBS secondary surveillance radar (SSR) system which adds selective interrogation of individual aircraft, monopulse processing of the replies and a digital data link between the ground station and the aircraft. These features result in greatly improved surveillance accuracy, virtual elimination of synchronous garble of...
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A shear-based microburst detection algorithm for the Integrated Terminal Weather System (ITWS)
May 24, 1993
Conference Paper
Published in:
26th Int. Conf. on Radar Meteorology, 24-28 May 1993, pp. 667-669.
Summary
This paper explains the initial design of the ITWS microburst detection algorithm and illustrates some early results. The final section concentrates on the plans for algorithm testing and the planned enhancements to its capabilities.
Summary
This paper explains the initial design of the ITWS microburst detection algorithm and illustrates some early results. The final section concentrates on the plans for algorithm testing and the planned enhancements to its capabilities.
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A machine intelligent gust front algorithm for Doppler weather radars
May 24, 1993
Conference Paper
Published in:
26th Int. Conf. on Radar Meteorology, 24-28 May 1993, pp. 654-656.
Summary
Gust fronts generated by thunderstorms can seriously affect the safety and efficiency of airport operations. Lincoln Laboratory, under contract with the Federal Aviation Administration (FAA), has had a significant role in the development of two Doppler radar systems that are capable of detecting low altitude wind shears, including gust fronts, in the airport terminal control area. These systems are the latest generation Airport Surveillance Radar, enhanced with a Wind Shear Processor (ASR-98 WSP) and the Terminal Doppler Weather Radar (TDWR).
Summary
Gust fronts generated by thunderstorms can seriously affect the safety and efficiency of airport operations. Lincoln Laboratory, under contract with the Federal Aviation Administration (FAA), has had a significant role in the development of two Doppler radar systems that are capable of detecting low altitude wind shears, including gust fronts...
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Adjoint-method retrievals of microburst winds from TDWR data
May 24, 1993
Conference Paper
Published in:
26th Int. Conf. on Radar Meteorology, 24-28 May 1993, pp. 433-434.
Summary
The simple adjoint (SA) method of Qiu and Xu (1992, henceforth referred to as QX92) was recently upgraded and tested with the Phoenix-II data for retrieving the low-altitude winds from single-Doppler scans (Xu et al. 1993a,b henceforth referred to as XQY93a,b). The major results can be briefly reviewed as follows: (i) Using multiple time-level data with the adjoint formulation makes the retrieval more accurate and less sensitive to the observational error. (ii) Imposing a weak nondivergence constraint can suppress the spurious divergence caused by the data noise and improve the retrieval. (iii) Retrieving the eddy coefficients improves the wind retrieval. (iv) Retrieving the time-man residual term improves the wind retrieval. Although the results in XQY93a,b were encouraging, the Phoenix-II data used in XQY93a,b were collected on non-storm days with chaff dispensed from an aircraft. The real challenge is to test the SA method with storm data. A microburst case is selected for the test in this paper.
Summary
The simple adjoint (SA) method of Qiu and Xu (1992, henceforth referred to as QX92) was recently upgraded and tested with the Phoenix-II data for retrieving the low-altitude winds from single-Doppler scans (Xu et al. 1993a,b henceforth referred to as XQY93a,b). The major results can be briefly reviewed as follows...
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Coherent processing across multi-PRI waveforms
May 24, 1993
Conference Paper
Published in:
Proc. 26th Int. Conf. on Radar Meteorology, 24-28 May 1993, pp. 232-234.
Summary
Meteorological Doppler radars have typically utilized constant pulse-repetition intervals (PRI) to facilitate clutter filtering and estimation of weather echo spectral moments via pulse-pair or periodogram-based algorithms. Utilization of variable PRIs to support resolution of velocity ambiguities has been discussed, for example by Banjanin and Zrnic, but not implemented owing to difficulties associated with clutter filter design. Recent work by Chornoboy presents design algorithms for time-varying finite impulse response (FIR) filters that achieve Chebyshev or mean-squared error (MSE) optimality when processing multi-PRI waveforms. This paper is a follow-on to that work, treating techniques for post-clutter filter processing (e.g. periodogram estimation) that are appropriate for such waveforms. Our approach involves a least-squares fitting of the signal - sampled at a nonuniform rate - to a weighted sum of uniformly spaces sinusoids. The sinusoids or "basis functions" are chosen to span a Nyquist interval consistent with the longest PRI in the transmitted waveform, and need not be centered at zero Doppler. Determination of the sinusoid weightings - effectively a discrete Fourier transformation (DFT) - and the associated residual between the harmonic fit and the data area accomplished via multiplications of the signal vector with precomputed matrices. The resulting spectrum estimate can be used directly for weather echo moment calculations, or can be inverse-Fourier transformed using conventional techniques to generate a time-domain signal representation. This work has been motivated by a specific application - estimation of weather spectrum moments for a Wind Shear Processor (WSP) modification to the Federal Aviation Administration's Airport Surveillance Radar (ASR-9). Our approach supports candidate low-altitude radial wind estimation algorithms that operate on frequency-domain signal representations and require that the radar's block-stagger PRI and the possibility of velocity ambiguities be accounted for in generating the spectrum estimates. In principle, however, these processing techniques are also applicable to weather radar systems such as WSR-88D and Terminal Doppler Weather Radar (TDWR) where range and Doppler ambiguities are an operational concern.
Summary
Meteorological Doppler radars have typically utilized constant pulse-repetition intervals (PRI) to facilitate clutter filtering and estimation of weather echo spectral moments via pulse-pair or periodogram-based algorithms. Utilization of variable PRIs to support resolution of velocity ambiguities has been discussed, for example by Banjanin and Zrnic, but not implemented owing to...
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Dual-Doppler measurements of microburst outflow strength asymmetry
May 24, 1993
Conference Paper
Published in:
26th Int. Conf. on Radar Meteorology, 24-28 May 1993, pp. 664-666.
Summary
The Federal Aviation Administration (FAA) has been sponsoring Lincoln Laboratory in its effort to develop and test weather detection algorithms for the Terminal Doppler Weather Radar (TDWR). An automated microburst detection algorithm operates on the TDWR radial velocity data and, based on the shear and velocity difference along the radial, outputs regions which are hazards to aviation. This algorithm has been operating since 1987 in Denver, Kansas City, and Orlando and is part of the operational TDWR being deployed across the country. One issue which continues to cause concern for automated windshear detection is microburst asymmetry. Asymmetry, or aspect angle dependence, in microbursts refers to outflows which have a divergent surface outflow strength or extent that varies depending on the viewing angle of the radar. The TDWR is a single-Doppler radar, therefore, an asymmetric microburst may be underestimated or go undetected if the radar is viewing the event from an aspect angle where the strength of the outflow is weak. Past work by Wilson et al., Eilts, and Hallowell has indicated that some microbursts are highly asymmetric. Strength asymmetries (maximum/minimum strength over all viewing angles) from these past studies ranged from 1.3 to as high as 6.0. Hallowell using Denver data examined 27 Denver microbursts (96 observations) and found strength asymmetries from 1.3 to 3.8 with a median of 1.9. However, this previous work has been limited in scope to Denver and Oklahoma (plains) microbursts, and may have used assumptions about the data which introduce false or apparent asymmetry.
Summary
The Federal Aviation Administration (FAA) has been sponsoring Lincoln Laboratory in its effort to develop and test weather detection algorithms for the Terminal Doppler Weather Radar (TDWR). An automated microburst detection algorithm operates on the TDWR radial velocity data and, based on the shear and velocity difference along the radial...
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Quantifying airport terminal area weather surveillance requirements
May 24, 1993
Conference Paper
Published in:
26th Int. Conf. on Radar Meteorology, 24-28 May 1993, pp. 47-49.
Summary
The Federal Aviation Administration (FAA) Terminal Area Surveillance System (TASS) research, engineering, and development program was initiated in part to address future weather sensing needs in the terminal area. By the early 21st century, planned systems such as the Terminal Doppler Weather Radar (TDWR) and Airport Surveillance Radar-9 (ASR-9) will be well into their designed life cycles. Any new terminal weather surveillance system should be designed to address existing deficiencies. Key unmet weather sensing needs include detections of: true 3-dimensional winds (vs. radial component), winds in the absence of precipitation, wake vortices, total lightning, hail, icing conditions, clear air turbulence, hazardous weather cells (with adequate time and space resolution), cloud cover and cloud bases (including layers), fog, and visibility (Runway Visual Range), as well as predictions of: the atmospheric conditions mentioned above, wind shifts, microbursts, tornadoes, and snow/rainfall rates (Evans 1991a, McCarthy 1991). In this paper, we investigate the premise that hazardous weather cells are not currently being measured with adequate time and space resolution in the terminal area. Since a new surveillance system should be based on knowledge of storm dynamics, we have performed a preliminary study of update rate (using rapid scan radar to detect rapidly developing thunderstorms and precursors to the low altitude hazards such as microbursts that they produce. Other aspects of a future radar system such as multi-parameter techniques required to discriminate between ice and water phase precipitation, etc. are not considered.
Summary
The Federal Aviation Administration (FAA) Terminal Area Surveillance System (TASS) research, engineering, and development program was initiated in part to address future weather sensing needs in the terminal area. By the early 21st century, planned systems such as the Terminal Doppler Weather Radar (TDWR) and Airport Surveillance Radar-9 (ASR-9) will...
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Preliminary results of the weather testing component of the Terminal Doppler Weather Radar operational test and evaluation
May 24, 1993
Conference Paper
Published in:
Proc. 26th Int. Conf. on Radar Meteorology, 24-28 May 1993, pp. 29-34.
Summary
The Terminal Doppler Weather Radar (TDWR) system which has been developed by Raytheon Co. for the Federal Aviation Administration (FAA), provides automatic detection of microbursts and low-altitude wind shear. Microburst- and gust front-induced wind shear can result in a sudden, large change in airspeed which can have disastrous effect on aircraft performance. during take off or landing. The second major function of TDWR is to improve air traffic management through forecasts of wind shifts, precipitation and other weather hazards. The TDWR system generates Doppler velocity, reflectivity, and spectrum width data. The base data are automatically dealiased and clutter is removed through filtering and mapping. Precipitation and windshear products, such as microbursts and gust fronts, are displayed as graphic products on the Geographic Situation Display which is intended for use by Air Traffic Control supervisors. Alphanumeric messages indicating the various windshear alerts and derived airspeed losses and gains are sent to a flat panel ribbon display which is used by the controllers in the control tower. The TDWR proof-of-concept and operational feasibility have been demonstrated in a number of FAA-sponsored tests and evaluations conducted by Massachusetts Institute of Technology's Lincoln Laboratory (MIT/LL) in Memphis, TN (1985); Huntsville, AL (1986); Denver, CO (1987, 1988); Kansas City, MO (1989, and Orlando, FL (1990-1992). In order to verify that the TDWR meets FAA operational suitability and effectiveness requirements, an Operational Test & Evaluations (OT&E) was conducted at the Oklahoma City site during the period from 24 August to 30 October 1992. The testing addressed National Airspace System (NAS)-SS-1000 requirements, weather detection performance, safety, operational system performance, maintenance, instruction books, Remote Maintenance Monitoring System (RMMS), system adaptable parameters, bullgear wear, and limited Air Traffic (AT) suitability. The TDWR OT&E Integration and Operational testing was conducted using a variety of methods dependent on the area being tested. This paper discusses primarily the weather detection performance testing. A rough analysis was performed on the algorithm output and the base data to determine the performance of the TDWR in detecting wind shear phenomena. Final results will be available after additional testing, which is scheduled for Spring of 1993, and post analysis in conducted.
Summary
The Terminal Doppler Weather Radar (TDWR) system which has been developed by Raytheon Co. for the Federal Aviation Administration (FAA), provides automatic detection of microbursts and low-altitude wind shear. Microburst- and gust front-induced wind shear can result in a sudden, large change in airspeed which can have disastrous effect on...
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