Publications
Broadband (200-1000 nm) back-illuminated ccd imagers
June 16, 2002
Conference Paper
Published in:
Scientific Detectors Workshop 2002, 16-22 June 2002.p. 41-50.
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Improved and stable blue/UV quantum efficiency has been demonstrated on 2Kx4K imagers using molecular-beam epitaxy to create a thin doped layer on the back surface. Quantum efficiency data on thick (40-50 pm) imagers with single and dual-layer anti-reflection coatings is presented that demonstrates high and broadband response. Measurements of the optical point-spread response show the devices to be fully depleted with good response across a broad spectrum, but interesting features appear in the near-IR as a result of deeply penetrating light being scattered off the surface structure of the CCD.
Summary
Improved and stable blue/UV quantum efficiency has been demonstrated on 2Kx4K imagers using molecular-beam epitaxy to create a thin doped layer on the back surface. Quantum efficiency data on thick (40-50 pm) imagers with single and dual-layer anti-reflection coatings is presented that demonstrates high and broadband response. Measurements of the...
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Machine intelligent gust front algorithm for the WSP
June 10, 2002
Project Report
Published in:
MIT Lincoln Laboratory Report ATC-274
Summary
The Machine Intelligent Gust Front Algorithm (MIGFA) utilizes multi-dimensional image processing and fuzzy logic techniques to identify gust fronts in Doppler radar data generated by the ASR-9 Weather Systems Processor (WSP). The algorithm generates products that support both safety and planning functions for ATC. Outputs include current and predicted locations of gust fronts, as well as estimates of the wind shear and wind shift associated with each gust front. This document provides both high level and detailed functional descriptions of FAA build 2.0 of the WSP MIGFA. The document was written with many explicit references to data structures and routines in the actual software in order that it may serve as a useful algorithm development and programmers reference guide.
Summary
The Machine Intelligent Gust Front Algorithm (MIGFA) utilizes multi-dimensional image processing and fuzzy logic techniques to identify gust fronts in Doppler radar data generated by the ASR-9 Weather Systems Processor (WSP). The algorithm generates products that support both safety and planning functions for ATC. Outputs include current and predicted locations...
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A comparison of boundary layer wind estimation techniques
May 13, 2002
Conference Paper
Published in:
10th Conf. on Aviation, Range, and Aerospace Meteorology, 13-16 May 2002, pp. 331-33334.
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Accurate, short-term (0-2 hour) forecasts of convective initiation provide critical information about weather that has a major impact on aviation safety and system capacity. The Terminal Convective Weather Forecast (TCWF) algorithm is a key component of the FAA's operational Integrated Terminal Weather System (ITWS). Convective forecasts rely, in part, upon detection of convergence zones in the boundary layer. Detection of convergence requires accurate, high-resolution wind estimates, which may be based on measurements from many sources, including Terminal Doppler Weather Radar (TDWR), Next Generation Weather Radar (NEXRAD), Automatic Weather Observation System/Automatic Surface Observation System (AWOS/ASOS), aircraft (via the Meteorological Data Collection and Reporting System, MDCRS) and Low Level Wind Shear Alert System (LLWAS). These data may be directly analyzed, combined with satellite and sounding data or ingested into physical models that estimate winds and produce short term forecasts. We compare two windfield estimation techniques: Terminal Winds (TWINDS) [Cole et. al., 2000], an optimal estimation algorithm developed at Lincoln Laboratory that is deployed operationally in ITWS, and Variational Doppler Radar Analysis System (VDRAS) [Sun and Crook, 2001], a 4DVAR algorithm developed and fielded by the Research Applications Program (RAP) at NCAR. These techniques differ markedly in their use of physical models: TWINDS applies no physical constraints to its analysis, while VDRAS uses a 4DVAR technique to fit the data with a boundary layer model as a strong constraint. The techniques also differ in their computational requirements: TWINDS requires substantially less computational power than VDRAS. We were able to run TWINDS at higher horizontal resolution and update rate (1km grid spacing, 5 minute update) than VDRAS (2km and 12 minutes).
Summary
Accurate, short-term (0-2 hour) forecasts of convective initiation provide critical information about weather that has a major impact on aviation safety and system capacity. The Terminal Convective Weather Forecast (TCWF) algorithm is a key component of the FAA's operational Integrated Terminal Weather System (ITWS). Convective forecasts rely, in part, upon...
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A web-based display and access point to the FAA's Integrated Terminal Weather System (ITWS)
May 13, 2002
Conference Paper
Published in:
10th Conf. on Aviation, Range and Aerospace Meteorology, 13-16 May 2002, pp. 206-209.
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The Integrated Terminal Weather System (ITWS) is a high-resolution weather information system designed to operate within the TRACONs surrounding the country's major airports. Targeted for those airports most often adversely affected by convective weather, the system was developed for the Federal Aviation Administration (FAA) by the Massachusetts Institute of Technology's Lincoln Laboratory (MIT/LL) Weather Sensing Group. The ITWS acquires data from Next Generation Radars (NEXRAD), Terminal Doppler Weather Radars (TDWR), Airport Surveillance Radars (ASR-9), Low Level Windshear Alert Systems (LLWAS), the National Lightning Detection Network (NLDN), Automated Weather Observing Stations (AWOS/ASOS), and aircraft in flight. The system integrates the data to provide consistent weather information in a form that is usable without further meteorological interpretation. This information includes six-level precipitation at a number of ranges, windshear and microburst detection and prediction, storm motion and extrapolated position, wind fields, gust fronts, lightning, and storm cell information (hail, mesocyclone notification, and echo tops). A set of direct users of ITWS (FAA users at TRACONs, Air Traffic Control Towers, and en-route centers) will receive ITWS weather products through FAA-provided Situation Displays (SDs) that are tied directly to the ITWS processor. In addition, the FAA has sponsored development of an ITWS External Users Data Distribution System to provide real-time ITWS products to those users who do not have access to a dedicated SD. The data distribution system is being developed in conjunction with the upcoming deployment of the ITWS (2002-2004) as an operational FAA system serving 47 major airports. The need for a remotely accessible display is strongly supported by draft recommendations recently released by the National Transportation Safety Board (NTSB) that call for U.S. air carriers and all air traffic control facilities to have access to data from FAA terminal weather information systems. In addition, the Collaborative Decision Making program (CDM) has highlighted the need to make the information widely available to airlines. MIT/LL has operated demonstration ITWS systems since 1994, and a demonstration website since 1997. Most major airlines have successfully accessed the ITWS demonstration products in real time via Web browsers and have used this information to improve safety and reduce delays (Maloney, 2000). Benefits specific to airline dispatch include support for decisions made during diversion situations and improvements in hub operations . By sharing a common view of the same operational environment, controllers, dispatchers and other aviation decision makers and stakeholders have been better able to understand and coordinate the decisions that affect air traffic in the terminal area and surrounding en route airspace (Evans 2000). This paper describes the goals of the ITWS External Users Data Distribution System development project, including a discussion of the system architecture, data distribution and access methods, and the web-based interface.
Summary
The Integrated Terminal Weather System (ITWS) is a high-resolution weather information system designed to operate within the TRACONs surrounding the country's major airports. Targeted for those airports most often adversely affected by convective weather, the system was developed for the Federal Aviation Administration (FAA) by the Massachusetts Institute of Technology's...
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Development of automated aviation weather products for ocean/remote regions: scientific and practical challenges, research strategies, and first steps
May 13, 2002
Conference Paper
Published in:
10th Conf. on Aviation, Range, and Aerospace Meteorology, 13-16 May 2002, pp. 57-60.
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From the common and recognizable occurrence of convection, to the sporadic and far less visible reach of volcanic ash, meteorological phenomena impose diverse challenges to the efficiency, economic viability, and safety of flight operations across the global oceans. Those challenges are compounded by special difficulties associated with nowcasting and forecasting for remote areas, such as expansive voids in surface observations and soundings, large forecast domains, communications difficulties, and long-duration flights often needing significant forecast updates. Conspicuously lacking over oceans are the observational capabilities that provide key information about the internal structure of convection - notably radar and lightning detection systems. The long-term oceanic weather development program (OW) outlined here seeks to use improved understanding of the phenomenology of oceanic weather hazards along with new observations, model information and processing tools to fashion automated forecast/briefing products supporting remote oceanic routes. A parallel OW objective (outlined by Lindholm and Bums, 2002, this conference volume) supports in-flight product transfer to the cockpit. Established in March, 2001, the OW program is still in its infancy. Thus, we concentrate here upon strategy and the scientific basis for our plans. Although our work has begun with a focus on low and middle latitudes (Pacific, Atlantic and Gulf of Mexico regions), increasing use of polar routes is likely to raise the priority for products tailored to high latitude regions over the next several years.
Summary
From the common and recognizable occurrence of convection, to the sporadic and far less visible reach of volcanic ash, meteorological phenomena impose diverse challenges to the efficiency, economic viability, and safety of flight operations across the global oceans. Those challenges are compounded by special difficulties associated with nowcasting and forecasting...
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Enhancement to Terminal Doppler Weather Radar to improve aviation weather services
May 13, 2002
Conference Paper
Published in:
10th Conf. on Aviation, Range, and Aerospace Meteorology, 13-16 May 2002, pp. 28-31.
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This paper has described work underway to enhance the TDWRs capability to provide wind shear detection services in challenging conditions, and to provide a flexible platform with COTS hardware that would support future improvements. A Radar Data Acquisition (RDA) system retrofit will upgrade the transmitter, receiver and digital signal processing subsystems of the radar to improve the quality of the reflectivity and Doppler imagery generated by the system and to extend its instrumented range. Algorithms have been described for achieving improved rejection of ground clutter and range-folded weather echoes, and reduction of Doppler velocity aliasing. An open COTS-based processing architecture was presented for the TDWR RDA retrofit, and a test program was outlined that is commencing in Oklahoma in the spring of 2002.
Summary
This paper has described work underway to enhance the TDWRs capability to provide wind shear detection services in challenging conditions, and to provide a flexible platform with COTS hardware that would support future improvements. A Radar Data Acquisition (RDA) system retrofit will upgrade the transmitter, receiver and digital signal processing...
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En route weather depiction benefits of the NEXRAD vertically integrated liquid water product utilized by the Corridor Integrated Weather System
May 13, 2002
Conference Paper
Published in:
10th Conf. on Aviation, Range, and Aerospace Meteorology, 13-16 May 2002, pp. 120-123.
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It is demonstrated in this paper that weather depictions in an operational environment based upon VIL provide more meaningful information for en route traffic routing than a BREF product. VIL precipitation proves advantageous in limiting contamination from Anomalous Propagation (AP) ground clutter, biological targets (e.g., birds and insects), and radar artifacts. The extended vertical coverage of VIL sampling also better depicts storm cells as they first develop, further assisting traffic managers achieve more efficient use of tactical airspace when weather occurs unexpectedly.
Summary
It is demonstrated in this paper that weather depictions in an operational environment based upon VIL provide more meaningful information for en route traffic routing than a BREF product. VIL precipitation proves advantageous in limiting contamination from Anomalous Propagation (AP) ground clutter, biological targets (e.g., birds and insects), and radar...
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Low altitude boyancy wave turbulence - a potential aviation safety threat
May 13, 2002
Conference Paper
Published in:
10th Conf. on Aviation, Range, and Aerospace Meteorology, 13-16 May 2002, pp. 375-378.
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Weather comprises one of the most significant safety hazards facing civilian aviation today. This hazard has been significantly reduced by the development and use of microburst wind shear detection technologies such as the Low Level Wind Shear Alert System (LLWAS), the Terminal Doppler Weather Radar (TDWR), the ASR-9 Weather Systems Processor (WSP) and the Integrated Terminal Weather System (ITWS). Each was designed to detect and warn for the presence of low altitude wind shear resulting from microburst and gust fronts. These systems have made an unquestionable improvement in aviation safety; however, there are other forms of low altitude wind shear hazardous to aviation. This paper provides a description of a low altitude buoyancy wave (BW) induced turbulence phenomena that appears to also be a significant hazard to aviation. Buoyancy wave turbulence can be particularly dangerous since it often occurs outside regions containing intense precipitation where pilots typically expect to encounter thunderstorm induced wind shear conditions. Section 2 of this paper contains a general description of BW phenomena based on laboratory and observational studies. Section 3 will briefly summarize several incidents where commercial and civilian aircraft have encountered buoyancy waved induced turbulence. A summary and conclusions are made in section 4.
Summary
Weather comprises one of the most significant safety hazards facing civilian aviation today. This hazard has been significantly reduced by the development and use of microburst wind shear detection technologies such as the Low Level Wind Shear Alert System (LLWAS), the Terminal Doppler Weather Radar (TDWR), the ASR-9 Weather Systems...
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Using ORPG to enhance NEXRAD products to support FAA critical systems
May 13, 2002
Conference Paper
Published in:
10th Conf. on Aviation, Range, and Aerospace Meteorology, 13-16 May 2002, pp. 77-80.
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The initial release of a new operational open architecture is currently being phased into the national WSR-88D (NEXRAD) radar network. This new Common Operations and Development Environment (CODE) includes the Open Radar Product Generator (ORPG) that replaces the existing NEXRAD Radar Product Generator. The new ORPG includes all the algorithms of the RPG it replaces. Future algorithms designed for use within NEXRAD also will be processed by the ORPG. CODE can also be used in a research capacity to significantly enhance the process of ORPG meteorological algorithm development. When used independently of a NEXRAD installation, CODE/ORPG provides multiple playback options for accessing real-time base data streams. This allows development and testing of new algorithms under the same environment an algorithm would encounter in an operational setting. This establishes a flow relationship from algorithm development through operational implementation within the common environment of CODE/ORPG. A six-month Build cycle for future CODE/ORPG releases has been established. An algorithm developed in a research CODE/ORPG capacity has an opportunity, at six-month intervals, to garner agency approval and undergo final preparation for operational release. The NEXRAD Radar Operations Center (ROC) needs about eight months preparation time from algorithm submission until release of the next CODE/ORPG version. For instance. Build 2 is to be released September 30. 2002. Algorithms for Build 2 inclusion had to be submitted by January 31, 2002. It will take about three months after the release for the entire NEXRAD network to be updated. The deadline for Build 3 submission is in July 2002 with a release date set in March 2003. Multiple Federal Aviation Administration (FAA) critical systems rely on products from NEXRAD algorithms. These projects include ITWS (Integrated Airport Weather System), WARP (Weather and Radar Processing), and ClWS (Corridor Integrated Weather System). Some of the NEXRAD products used include severe storm information, composite reflectivity factor depictions, and velocity data. In this paper, we discuss new algorithms and modifications to existing algorithms earmarked for the first few releases of the CODE/ORPG that produce products of importance to these FAA systems. They include modifications to the existing Anomalous Propagation Edited Composite Reflectivity algorithm released during Build 1 upgrades, a new high resolution, digital VIL (Vertically Integrated Liquid) algorithm slated for Build 2, and a Data Quality Assurance algorithm anticipated for Build 3.
Summary
The initial release of a new operational open architecture is currently being phased into the national WSR-88D (NEXRAD) radar network. This new Common Operations and Development Environment (CODE) includes the Open Radar Product Generator (ORPG) that replaces the existing NEXRAD Radar Product Generator. The new ORPG includes all the algorithms...
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An overview of automatic speaker recognition technology
May 13, 2002
Conference Paper
Published in:
Proc. IEEE Int. Conf. on Acoustics, Speech and Signal Processing, ICASSP, Vol. IV, 13-17 May 2002, pp. IV-4072 - IV-4075.
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In this paper we provide a brief overview of the area of speaker recognition, describing applications, underlying techniques and some indications, of performance. Following this overview we will discuss some of the strengths and weaknesses of current speaker recognition technologies and outline some potential future trends in research, development and applications conducting other speech interactions (background verification). As speaker and speech recognition system merge and speech recognition accuracy improves, the distinction between text- independent and -dependent applications will decrease. Of the two basic tasks, text-dependent speaker verification is currently
Summary
In this paper we provide a brief overview of the area of speaker recognition, describing applications, underlying techniques and some indications, of performance. Following this overview we will discuss some of the strengths and weaknesses of current speaker recognition technologies and outline some potential future trends in research, development and...
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