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An improved gust front detection capability for the ASR-9 WSP

Published in:
10th Conf. on Aviation, Range, and Aerospace Meteorology, 13-16 May 2002, pp. 379-382.

Summary

The Weather Systems Processor (WSP) is being deployed by FAA at 35 medium and high-density ASR-9 equipped airports across the United States. The Machine Intelligent Gust Front Algorithm (MIGFA) developed at Lincoln Laboratory provides important gust front detection and tracking capability for this system as well as other FAA systems including Terminal Doppler Weather Radar (TDWR) and Integrated Terminal Weather System (ITWS). The algorithm utilizes multidimensional image processing, data fusion, and fuzzy logic techniques to recognize gust fronts observed in Doppler radar data. Some deficiencies in algorithm performance have been identified through ongoing analysis of data from two initial limited production WSP sites in Austin, TX (AUS) and Albuquerque, NM (ABQ). At AUS, the most common cause of false alarms is bands of low-reflectivity rain echoes having shapes and intensities similar to gust front thin line echoes. Missed or late detections have occasionally occurred when gust fronts are near or embedded in the leading edge of approaching line storms, where direct radar evidence of the gust front (e.g.. thin line echo, velocity convergence) may be fragmented or absent altogether. In ABQ, "canyon wind" events emanating, from mountains located just east of the airport occur with very little lead time, and often with little or no radar signatures, making timely detection on the basis of the radar data alone difficult. MIGFA is equipped with numerous parameters and thresholds that can be adjusted dynamically based on recognition of the local or regional weather context in which it is operating. Through additional contextual weather information processing, this dynamic sensitization capability has been further exploited to address the deficiencies noted above, resulting in an appreciable improvement in performance on data collected at the two WSP sites.
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Summary

The Weather Systems Processor (WSP) is being deployed by FAA at 35 medium and high-density ASR-9 equipped airports across the United States. The Machine Intelligent Gust Front Algorithm (MIGFA) developed at Lincoln Laboratory provides important gust front detection and tracking capability for this system as well as other FAA systems...

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New products for the NEXRAD ORPG to support FAA critical systems

Published in:
19th Int. Conf. on Interactive Processing Systems for Meteorology, Oceanography and Hydrology, 9-13 February 2002.

Summary

A number of Federal Aviation Administration (FAA) critical systems rely on products from the NEXRAD (WSR-88D) suite of algorithms. These systems include MIAWS (Medium Intensity Airport Weather System), ITWS (Integrated Terminal Weather System), CIWS (Corridor Integrated Weather System), and WARP (Weather and Radar Processing). With the advent of the NEXRAD Open Radar Product Generator (ORPG), a six-month build cycle has been established for the incorporation of new or improved algorithms. This build cycle provides the mechanism for the integration of new products into the algorithm suite tailored to the needs of these FAA systems now and into the future. Figure 1 is useful for visualizing the MIT/LL ORPGnet. Four of the ORPGnet systems are located at MIT/LL headquartered in Lexington, MA. These four systems form the core of the development center where algorithms are developed for and implemented into the ORPG environment. Part of the development process includes examination of algorithm products created from past weather. A number of utilities are available for playback of various versions of NEXRAD Archive II base data: from tape or disk files in standard or LDM formats. Additionally, MIT/LL operates the CIWS demonstation project for the FAA. The ORPG clones at the development center have access to base data from 26 NEXRAD radars from the Midwest to the East Coast of the United States ingested for CIWS. The FAA has tasked the Massachusetts Institute of Technology's Lincoln Laboratory (MIT/LL) with developing algorithms for the ORPG to address their systems' needs. Many of these algorithms will also prove useful to other users of NEXRAD products such as the National Weather Service and the Department of Defense. MIT/LL has created a network of ten ORPGs, or an ORPGnet, to use for the purpose of developing, testing, and implementing new algorithms targeted to specific builds. The benefits of the ORPGnet will be discussed in more detail later in this paper. MIT/LL has provided improvements to existing algorithms or developed new algorithms for the first three build cycles of the ORPG (Istok et al., 2002; Smalley and Bennett, 2002). Development of more algorithms is currently in progress for upcoming build cycles. In addition to describing ORPGnet, this paper will focus on its use in the development of a new Data Quality Assurance (DQA) algorithm, an improved High Resolution VIL (HRVIL) algorithm, and progress on the development of the enhanced Echo Tops (EET) algorithm; as well as the symbiotic relationship of these algorithms to the FAA critical systems.
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Summary

A number of Federal Aviation Administration (FAA) critical systems rely on products from the NEXRAD (WSR-88D) suite of algorithms. These systems include MIAWS (Medium Intensity Airport Weather System), ITWS (Integrated Terminal Weather System), CIWS (Corridor Integrated Weather System), and WARP (Weather and Radar Processing). With the advent of the NEXRAD...

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ASR-9 Processor Augmentation Card (9-PAC) phase II scan-scan correlator algorithms

Published in:
MIT Lincoln Laboratory Report ATC-298

Summary

This report documents the scan-scan correlator (tracker) algorithm developed for Phase II of the ASR-9 Processor Augmentation Card (9-PAC) project. The improved correlation and tracking algorithms in 9-PAC Phase II decrease the incidence of false-alarm tracks and increase the detection of real aircraft. The tracker processing for 9-PAC Phase II defined in this document builds upon the prototype 9-PAC Phase II tracker describedin ATC-245. Tracker algorithms from Mode S (ATC-65) are also used in Phase II. This document describes the three main processing tasks of the tracker: initialization, input/output, and the actual correlation/tracking. The tracker itself is further broken down into four main functions: report-to-track association, report-to-track correlation, track update, and track initiation. Each of these functions is described in detail and is further broken down into sub-functions. In addition to the algorithm descriptions, the 9-PAC Phase II tracker system requirements are reviewed, and main data structures used in the 9-PAC Phase II tracker are defined.
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Summary

This report documents the scan-scan correlator (tracker) algorithm developed for Phase II of the ASR-9 Processor Augmentation Card (9-PAC) project. The improved correlation and tracking algorithms in 9-PAC Phase II decrease the incidence of false-alarm tracks and increase the detection of real aircraft. The tracker processing for 9-PAC Phase II...

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Developing a mosiacked gust front detection algorithm for TRACONS with multiple TDWRS

Published in:
Proc. Ninth Conf. on Aviation, Range, and Aerospace Meteorology, 11-15 September 2000, pp. 494-498.

Summary

Gust front detection is an important Initial Operational Capability (IOC) of the Integrated Terminal Weather System (ITWS). The Machine Intelligent Gust Front Algorithm (MIGFA) being deployed for ITWS uses multi-dimensional, knowledge-based signal processing techniques to detect and track gust fronts in Terminal Doppler Weather Radar (TDWR) data. Versions of MIGFA have also been developed for the ASR-9 Weather Systems Processor (WSP) and NEXRAD, and within the past year MIGFA was installed as the primary gust front detection algorithm for operational TDWRs throughout the United States. (Not complete.)
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Summary

Gust front detection is an important Initial Operational Capability (IOC) of the Integrated Terminal Weather System (ITWS). The Machine Intelligent Gust Front Algorithm (MIGFA) being deployed for ITWS uses multi-dimensional, knowledge-based signal processing techniques to detect and track gust fronts in Terminal Doppler Weather Radar (TDWR) data. Versions of MIGFA...

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The FAA Terminal Convective Weather Forecast product: scale separation filter optimization

Published in:
29th Int. Conf. on Radar Meteorology, 12-16 July 1999.

Summary

A large percentage of serious air traffic delay at major airports in the warm season is caused by convective weather. The FAA Convective Weather Product Development team (PDT) has developed a Terminal Convective Weather Forecast product (TCWF) that can account for short-term (out to 60 min) systematic growth and decay of thunderstorms. The team began work three years ago by evaluating air traffic user needs and requirements. We found that users were willing to trade off forecast accuracy for longer lead times, especially for air traffic management plans that were easy to implement or that incurred low risk (Forman, et al., 1999). The PDT was able to develop an operationally useful forecast product that has been demonstrated in Dallas, TX since March, 1998 (Hallowell, et al., 1999). Further improvements have been made, and testing is now taking place at both Dallas and Orlando, FL. This paper summarizes the basic algorithm methodology and presents quantitative results on optimization of the scale separation filter, which is an integral aspect of the forecast algorithm.
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Summary

A large percentage of serious air traffic delay at major airports in the warm season is caused by convective weather. The FAA Convective Weather Product Development team (PDT) has developed a Terminal Convective Weather Forecast product (TCWF) that can account for short-term (out to 60 min) systematic growth and decay...

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Wind shear detection using the Next Generation Airport Surveillance Radar

Author:
Published in:
MIT Lincoln Laboratory Report ATC-266

Summary

The Federal Aviation Administration (FAA) is deploying a Weather Systems Processor (WSP) for the current-generation Airport Surveillance Radar - ASR-9. This modification exploits the coherency of the ASR-9 to perform Doppler wind measurement. Signature recognition algorithms then automatically detect low altitude wind shear phenomena, track thunderstorm motion and display appropriate graphical and alphanumeric alerts to air traffic control (ATC) personnel. The FAA and U.S. Air Force are now procuring an ASR-11 to replace older terminal surveillance radars at facilities that did not receive the ASR-9. Although the antenna pattern, scan rate and energy-on-target of the ASR-11 match the corresponding parameters of the ASR-9, two other characteristics are markedly different. It utilizes a low peak power solid state transmitter that requires transmission of long, coded waveforms and a pulse compression receiver. Secondly, its pulse transmission sequence consists of short (five-pulse) bursts at both different pulse-repetition frequencies (PRF) and different RF frequencies. In this report, we assess the technical and operational issues associated with adding a WSP to the ASR-11. The existing WSP data processing and display technology are largely re-usable for the ASR-11 based WSP. Ground clutter filter coefficients and the length and number of coherent processing intervals would need to be changed to conform to the ASR-11 pulse transmission strategy, and straightforward adaptations to the equations used in the pulse-pair weather reflectivity and Doppler velocity estimation would be required. With these changes, the ASR-11 could host the WSP, subject to performance degradations for low reflectivity wind shear phenomena such as dry microbursts and gust fronts. A benefits assessment waas performed to evaluate the operational requirements for an ASR-11 based WSP. Given that the FAA has already committed to deploy improved Low Level Wind Shear Alert Systems (LLWAS) at most ASR-11 airports, the incremental safety benefits for the ASR-11 WSP appear to be less than the cost of the equipment. A case can be made for deployment based on "situational awareness" benefits that the WSP has been demonstrated to provide to air traffic controllers. We estimate that the value to the public and airline industry of reductions in aircraft delay, and avoidance of unnecessary diversions, would be in excess of eight million dollars per year tallied across 18 of the larger ASR-11 equipped airports.
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Summary

The Federal Aviation Administration (FAA) is deploying a Weather Systems Processor (WSP) for the current-generation Airport Surveillance Radar - ASR-9. This modification exploits the coherency of the ASR-9 to perform Doppler wind measurement. Signature recognition algorithms then automatically detect low altitude wind shear phenomena, track thunderstorm motion and display appropriate...

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Optimizing the ITWS algorithm designed to remove anomalous propagation ground clutter from the ASR-9 precipitation product

Published in:
8th Conf. on Aviation, Range and Aerospace Meteorology, ARAM, 10-15 January 1999.

Summary

A key product within the Integrated Terminal Weather System (ITWS) Initial Operating Capability (IOC) product suite removes anomalous propagation (AP) ground clutter from the ASR-9 precipitation product. This has been identified as a critical component of ITWS due to the frequent occurrence of AP when storms or outflows move over an ASR-9. Editing is accomplished by comparing the raw ASR-9 weather data to composite maps generated by the Next Generation Weather Radar (NEXRAD) and the Terminal Doppler Weather Radar (TDWR). An editing template, containing regions of AP, is created based on the ASR-9 data collected at the middle of the composite volume scan to minimize the difference in update rates. The template is used to edit the ASR-9 scan immediately after the composite map and all subsequent scans until a new composite map is received. This algorithm has been shown to perform quite well, especially if the weather and AP returns are not co-located. During the 1994 Demonstration and Validation Operational Test and Evaluation in Memphis (MEM) and Orlando (MCO), the probability of editing AP (PEAP) in the absence of weather was 0.97 for level 2 and greater returns (Klingle-Wilson, 1995). The probability of editing weather (PEW) for those cases with weather only was quite low, i.e., 0.01. In order to minimize the removal of weather returns in those cases where the AP and weather are located in close proximity, the editing thresholds are quite conservative. This is reflected by the 1994 results which show a PEAP of 0.81 and a PEW of 0.02 for this class of event. Besides the conservative thresholds, another area of concern is the fact that the AP regions can expand or increase in intensity after the AP editing template is created. This rapid variation frequently occurs with convectively generated AP and can cause the performance of the algorithm to decrease with time until a new template is created. In this study, we will examine the algorithm failure mechanisms in detail to identify possible site-adaptable parameter changes that can be used to improve the performance for the mixed weather/AP events. This is especially germane since the parameter set was not re-evaluated after the TDWR composite map was incorporated in 1995. In the critical region over the airport during hazardous weather conditions, this radar updates more frequently than the NEXRAD. Since the parameters were designed to account for the NEXRAD volume update rate, they are probably too conservative for the current algorithm (which uses both composite maps).
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Summary

A key product within the Integrated Terminal Weather System (ITWS) Initial Operating Capability (IOC) product suite removes anomalous propagation (AP) ground clutter from the ASR-9 precipitation product. This has been identified as a critical component of ITWS due to the frequent occurrence of AP when storms or outflows move over...

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The Terminal Convective Weather Forecast demonstration at the DFW International Airport

Published in:
8th Conf. on Aviation, Range, and Aerospace Meteorology (ARAM), 10-15 January 1999.

Summary

The FAA Convective Weather Product Development Team (PDT) is tasked with developing products for convective weather forecasts for aviation users. The overall product development is a collaborative effort between scientists from MIT Lincoln Laboratory (MIT/LL), the National Center for Atmospheric Research (NCAR), and the National Severe Storms Laboratory (NSSL). As part of the PDT, MIT/LL is being funded to develop algorithms for accurately forecasting the location of strong precipitation in and around airport terminal areas. We began by consulting with air traffic personnel and commercial airline dispatchers to determine the needs of aviation users. Users indicated that convective weather, particularly line storms, caused the most consistent problems for managing air traffic. These storms are by far the major cause of aircraft delays and diversions. MIT/LL has already developed the Integrated Terminal Weather System (ITWS) which combines a variety of near-airport sensors to provide a wide range of current weather information to aviation users. Raytheon is currently building the production ITWS system which will be deployed at 45 major airports by 2003. The initial capability ITWS already provides some convective weather predictive capabilities in the form of storm motion vectors and "Storm Extrapolated Positions" (SEP; leading edge of storm at 10 and 20 minutes). But ITWS users indicated a desire for enhanced forecasts which showed the full spatial extent of the weather, how the weather would change (grow or decay) and extended forecast time periods to at least out one hour. Our approach is to develop an algorithm which may be added as a future product improvement to the ITWS system. Previous attempts at producing forecasts have focused on convective initiation and building from short-term (20-30 min) cell forecasts. Our "reverse time" approach of attacking longer time scale (60 min) features first is an outgrowth of addressing user needs and the discovery of improved tracking techniques for large scale precipitation features. The "Growth and Decay Tracker" developed by MIT/LL (Wolfson et.al., 1999) allows us to generate accurate short and long term forecasts of large scale precipitation features. This paper details the Terminal Convective Weather Forecast (TCWF) demonstration ongoing at Dallas/Ft. Worth International Airport (DFW) and discusses the underlying algorithm being developed.
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Summary

The FAA Convective Weather Product Development Team (PDT) is tasked with developing products for convective weather forecasts for aviation users. The overall product development is a collaborative effort between scientists from MIT Lincoln Laboratory (MIT/LL), the National Center for Atmospheric Research (NCAR), and the National Severe Storms Laboratory (NSSL). As...

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Report on product performance for the Terminal Doppler Weather Radars (TDWRs) at Washington National Airport and Memphis and Orlando International Airports

Published in:
MIT Lincoln Laboratory Report ATC-246

Summary

Massachusetts Institute of Technology Lincoln Laboratory provides support to the Terminal Doppler Weather Radar (TDWR) Program Office in the performance analysis of deployed TDWR systems, and resulting recommendations for systems enhancements. This report documents initial performance of the TDWR products at Washington National Airport (DCA), Memphis International Airport (MEM) and Orlando International Airport (MCO). This performance depends, in turn, on the site optimization performed for the specific radars. Therefore, an overview of site optimization process, using DCA as a concrete example, is included. After the sites were optimized, base data (Doppler velocity and reflectivity) and product data (algorithm detections) were collected to assess the quality of the base data and the performance of the microburst and gust front detection algorithms. It is assumed that the reader of this report has an extensive knowledge of the TDWR system. (Not Complete)
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Summary

Massachusetts Institute of Technology Lincoln Laboratory provides support to the Terminal Doppler Weather Radar (TDWR) Program Office in the performance analysis of deployed TDWR systems, and resulting recommendations for systems enhancements. This report documents initial performance of the TDWR products at Washington National Airport (DCA), Memphis International Airport (MEM) and...

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ITWS microburst prediction algorithm performance, capabilities, and limitations

Summary

Lincoln Laboratory, under funding from the Federal Aviation Administration (FAA) Terminal Doppler Weather Radar program, has developed algorithms for automatically detecting microbursts. While microburst detection algorithms provide highly reliable warnings of microbursts. there still remains a period of time between microburst onset and pilot reaction during which aircraft are at risk. This latency is due to the time needed for the automated algorithms to operate on the radar data, for air traffic controllers to relay any warnings and for pilots to react to the warnings. Lincoln Laboratory research and development has yielded an algorithm for accurately predicting when microburst outflows will occur. The Microburst Prediction Algorithm is part of a suite of weather detection algorithms within the Integrated Terminal Weather System. This paper details the performance of the Microburst Prediction Algorithm over a wide range of geographical and climatological environments. The paper also discusses the full range of the Microburst Prediction Algorithm's capabilities and limitations in varied weather environments. This paper does not discuss the overall rationale for a prediction algorithm or the detailed methodology used to generate predictions.
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Summary

Lincoln Laboratory, under funding from the Federal Aviation Administration (FAA) Terminal Doppler Weather Radar program, has developed algorithms for automatically detecting microbursts. While microburst detection algorithms provide highly reliable warnings of microbursts. there still remains a period of time between microburst onset and pilot reaction during which aircraft are at...

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