SEARCH · Search NASA

Results for “Wind Forecast Improvement”

Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

SourceResearch connectionFrom yearThrough year

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

281 records · Page 16

All sources NASA NTRS DOE OSTI

NASA NTRS2016

Wind Information Uplink to Aircraft Performing Interval Management Operations

Interval Management (IM) is an ADS-B-enabled suite of applications that use ground and flight deck capabilities and procedures designed to support the relative spacing of aircraft (Barmore et al., 2004, Murdoch et al. 2009, Barmore 2009, Swieringa et al. 2011; Weitz et al. 2012). Relative spacing refers to managing the position of one aircraft to a time or distance relative to another aircraft, as opposed to a static reference point such as a point over the ground or clock time. This results in improved inter-aircraft spacing precision and is expected to allow aircraft to be spaced closer to the applicable separation standard than current operations. Consequently, if the reduced spacing is used in scheduling, IM can reduce the time interval between the first and last aircraft in an overall arrival flow, resulting in increased throughput. Because IM relies on speed changes to achieve precise spacing, it can reduce costly, low-altitude, vectoring, which increases both efficiency and throughput in capacity-constrained airspace without negatively impacting controller workload and task complexity. This is expected to increase overall system efficiency. The Flight Deck Interval Management (FIM) equipment provides speeds to the flight crew that will deliver them to the achieve-by point at the controller-specified time, i.e., assigned spacing goal, after the target aircraft crosses the achieve-by point (Figure 1.1). Since the IM and target aircraft may not be on the same arrival procedure, the FIM equipment predicts the estimated times of arrival (ETA) for both the IM and target aircraft to the achieve-by point. This involves generating an approximate four-dimensional trajectory for each aircraft. The accuracy of the wind data used to generate those trajectories is critical to the success of the IM operation. There are two main forms of uncertainty in the wind information used by the FIM equipment. The first is the accuracy of the forecast modeling done by the weather provider. This is generally a global environmental prediction obtained from a weather model such as the Rapid Refresh (RAP) from the National Centers for Environmental Prediction (NCEP). The weather forecast data will have errors relative to the actual, or truth, winds that the aircraft will encounter. The second source of uncertainty is that only a small subset of the forecast data can be uplinked to the aircraft for use by the FIM equipment. This results in loss of additional information. The Federal Aviation Administration (FAA) and RTCA are currently developing standards for the communication of wind and atmospheric data to the aircraft for use in NextGen operations. This study examines the impact of various wind forecast sampling methods on IM performance metrics to inform the standards development.

Ahmad, Nashat N.↗

NASA NTRS2012

Understanding Shock Dynamics in the Inner Heliosphere with Modeling and Type II Radio Data: the 2010-04-03 Event

The 2010 April 03 solar event was studied using observations from STEREO SECCHI, SOHO LASCO, and Wind kilometric Type II data (kmTII) combined with WSA-Cone-ENLIL model simulations performed at the Community Coordinated Modeling Center (CCMC). In particular, we identified the origin of the coronal mass ejection (CME) using STEREO EUVI and SOHO EIT images. A flux-rope model was fit to the SECCHI A and B, and LASCO images to determine the CMEs direction, size, and actual speed. J-maps from STEREO COR2HI-1HI-2 and simulations fromCCMC were used to study the formation and evolution of the shock in the inner heliosphere. In addition, we also studied the time-distance profile of the shock propagation from kmTII radio burst observations. The J-maps together with in-situ datafrom the Wind spacecraft provided an opportunity to validate the simulation results andthe kmTII prediction. Here we report on a comparison of two methods of predictinginterplanetary shock arrival time: the ENLIL model and the kmTII method; andinvestigate whether or not using the ENLIL model density improves the kmTIIprediction. We found that the ENLIL model predicted the kinematics of shock evolutionwell. The shock arrival times (SAT) and linear-fit shock velocities in the ENLILmodel agreed well with those measurements in the J-maps along both the CME leading edge and the Sun-Earth line. The ENLIL model also reproduced most of the largescale structures of the shock propagation and gave the SAT prediction at Earth with an error of 17 hours. The kmTII method predicted the SAT at Earth with an error of 15 hours when using n0 4.16 cm3, the ENLIL model plasma density near Earth; but itimproved to 2 hours when using n0 6.64 cm3, the model density near the CMEleading edge at 1 AU.

Space weather forecast↗

NASA NTRS2003

Satellite Detection of Precipitation over the North Pacific

Intense extratropical winter cyclones often impact the West Coast of North America with strong winds and heavy precipitation. Several times during a winter season, short-term forecasts (24 - 48 hours) of these storms are seriously deficient with central pressure errors in the 10's of hPa and surface low position errors in the 100's of km. For example, 48-hr sea level pressure errors (forecast - observation) at buoy 46005 off the Oregon coast for the 2001 - 2002 winter season is plotted. In addition, two times the standard deviation (determined from pressure errors from the last four winter seasons) are also shown. It is evident from this figure that large forecast errors (i.e. greater than 10 hPa) occurred about 10 times this past winter at buoy 46005 with three events where the errors were 20 hPa. Beside large forecast errors of sea level pressure, numerical forecasts of precipitation for land falling cyclones can also be flawed. This is due in large part to the lack of accurate precipitation information over the ocean. Therefore, remote sensing techniques are the only viable option for obtaining accurate information on the distribution and intensity of precipitation over the North Pacific. Due to the radiative characteristics of precipitation sized hydrometeors at microwave frequencies, microwave sensors are able to detect precipitation over oceanic regions. Past studies have demonstrated the utility of passive microwave rainrate data for locating intense rainfall in rapidly deepening cyclones, in detecting developing polar mesocyclones and in determining frontal bands. There are currently many sources of microwave rainrate data: the Special Sensor Microwave Imager (SSM/I) (currently flying on three platforms), the Advanced Microwave Sounding Unit (AMSU-B) (currently flying on NOAA-15, NOAA-16, and NOAA-17), and the Tropical Rainfall Measuring Mission Microwave Imager (TMI). Data will soon be available from the Advanced Microwave Radiometer-EOS (AMSR-E) on the Aqua platform. In this paper, we present a new technique for mapping rainrate distributions over the North Pacific utilizing rainrate estimates from several microwave sensors and upper-tropospheric winds derived from geosynchronous satellite IR data. The goal of this work is to develop a way to obtain high temporal and spatial rainfall information over the North Pacific. This information will be used to support the verification of model derived precipitation distributions and to support the analysis of in situ measurements of rainfall during the Improvement of Microphysical Parameterization through Observational Verification Experiment (IMPROVE) field campaigns.

Smith, Jeremy↗

NASA NTRS2003

Lidar Measurements of Wind, Moisture and Boundary Layer Evolution in a Dryline During IHOP2002

Variability in the convective boundary layer moisture, wind and temperature fields and their importance in the forecasting and understanding of storms have been discussed in the literature. These variations have been reported in relation to frontal zones, stationary boundaries and during horizontal convective rolls. While all three vary substantially in the convective boundary layer, moisture poses a particular challenge. Moisture or water vapor concentration (expressed as a mass mixing ratio, g/kg), is conserved in all meteorological processes except condensation and evaporation. The water vapor mixing ratio often remains distinct across an air -mass boundary even when the temperature difference is indistinct. These properties make it an ideal choice in visualizing and understanding many of the atmosphere's dynamic features. However, it also presents a unique measurement challenge because water vapor content can vary by more than three orders of magnitude in the troposphere. Characterization of the 3D-distribution of water vapor is also difficult as water vapor observations can suffer from large sampling errors and substantial variability both in the vertical and horizontal. This study presents groundbased measurements of wind, boundary layer structure and water vapor mixing ratio measurements observed by three co-located lidars. This presentation will focus on the evolution and variability of moisture and wind in the boundary layer during a dry line event that occurred on 22 May 2002. These data sets and analyses are unique in that they combine simultaneous measurements of wind, moisture and CBL structure to study the detailed thermal variability in and around clear air updrafts during a dryline event. It will quantify the variation caused by, in and around buoyant plumes and across a dryline. The data presented here were collected in the panhandle of Oklahoma as part of the International BO Project (IHOP-2002), a field experiment that took place over the Southern Great Plains (SGP) of the United States from 13 May to 30 June 2002. The chief goal of IHOP-2002 is to improve characterization of the four-dimensional (4-D) distribution of water vapor and its application to improving the understanding and prediction of convection

Demoz, Belay↗

NASA NTRS2002

Lidar Measurements of Wind, Moisture, and Boundary Layer Evolution in a Dry Line during 1HOP 2002

Variability in the convective boundary layer moisture, wind and temperature fields and their importance in the forecasting and understanding of storms have been discussed in the literature. These . variations have been reported in relation to frontal zones, stationary boundaries and during horizontal convective rolls. While all three vary substantially in the convective boundary layer, moisture poses a particular challenge. Moisture or water vapor concentration (expressed as a mass mixing ratio, g/kg), is conserved in all meteorological processes except condensation and evaporation. The water vapor mixing ratio often remains distinct across an air-mass boundary even when the temperature difference is indistinct. These properties make it an ideal choice in visualizing and understanding many of the atmosphere's dynamic features. However, it also presents a unique measurement challenge because water vapor content can vary by more than three orders of magnitude in the troposphere. Characterization of the 3D-distribution of water vapor is also difficult as water vapor observations can suffer from large sampling errors and substantial variability both in the vertical and horizontal. This study presents ground-based measurements of wind, boundary layer structure and water vapor mixing ratio measurements observed by three co-located lidars. This presentation will focus on the evolution and variability of moisture and wind in the boundary layer during a dry line event that occurred on 22 May 2002. These data sets and analyses are unique in that they combine simultaneous measurements of wind, moisture and CBL structure to study the detailed thermal variability in and around clear air updrafts during a dryline event. It will quantify the variation caused by, in and around buoyant plumes and across a dryline. The data presented here were collected in the panhandle of Oklahoma as part of the International H2O Project (MOP-2002), a field experiment that took place over the Southern Great Plains (SGP) of the United States from 13 May to 30 June 2002. The chief goal of MOP-2002 is to improve characterization of the four-dimensional (4-D) distribution of water vapor and its application to improving the understanding and prediction of convection

Demoz, Belay↗

NASA NTRS2020

Interannual Variability in the Thermal Habitat of Alexandrium catenella in the Bay of Fundy and the Implications of Climate Change

Globally, harmful algal blooms (HABs) are an increasing problem. In the Gulf of Maine and Bay of Fundy, blooms of the toxic dinoflagellate Alexandrium catenella are annually recurrent phenomena. As this region is one of the most rapidly warming areas of the global ocean, an improved understanding of the mechanisms driving the initiation of local A. catenella blooms, their interannual variability and the implications of future climate change is critical to local monitoring strategies and marine resources management. A 27-year (1988–2014) time series of weekly A. catenella cell counts from the Bay of Fundy and concurrent satellite-measured sea surface temperature, freshwater discharge from the St. John River and wind-driven turbulence are compared to assess their relationship to variability in bloom phenology metrics. The mean thermal habitat associated with early detection of A. catenella is 6.5 ± 1.6°C, whereas that of bloom initiation averages 9.2 ± 1.5°C. Both thermal habitats for A. catenella are trending earlier over the study period. Bloom initiations that precede the arrival of the thermal habitat mean (occur in colder water) are associated with higher spring freshwater discharge and are generally weaker blooms. Increased spring freshwater discharge is also associated with earlier bloom initiation and earlier maximum concentration dates. No significant relationship was observed with the strength of wind-driven mixing. Removal of the mean thermal seasonal cycle shows that surface temperature anomalies have a strong negative relationship to the bloom phenology metrics and arrival of thermal habitat: warmer years are linked to earlier arrival of thermal habitats (∼12 days °C–1) and earlier detection and bloom initiation dates (∼33 days °C–1). Using these relationships and present trends in Bay of Fundy surface temperature warming over the period 1982–2019, we project the arrival dates of bloom thermal habitat and bloom phenology metrics out to the middle of this century. Based on current rates of sea surface temperature change, bloom phenology metrics (e.g., bloom initiation, early detection), can be expected to shift 1–2 months earlier in the season by mid-century. Such changes in the phenology of A. catenella blooms will need to be incorporated into both monitoring strategies and forecasting models for the region.

Andre F. Bucci↗

NASA NTRS1996

Ra: The Sun for Science and Humanity

To guide the development of the Ra Strategic Framework, we defined scientific and applications objectives. For our primary areas of scientific interest, we choose the corona, the solar wind, the Sun's effect on the Earth, and solar theory and model development. For secondary areas of scientific interest, we selected sunspots, the solar constant, the Sun's gravitational field, helioseismology and the galactic cosmic rays. We stress the importance of stereoscopic imaging, observations at high spatial, spectral, and temporal resolutions, as well as of long duration measurements. Further exploration of the Sun's polar regions is also important, as shown already by the Ulysses mission. From an applications perspective, we adopted three broad objectives that would derive complementary inputs for the Strategic Framework. These were to identify and investigate: possible application spin-offs from science missions, possible solar-terrestrial missions dedicated to a particular application, and possible future applications that require technology development. The Sun can be viewed as both a source of resources and of threats. Our principal applications focus was that of threat mitigation, by examining ways to improve solar threat monitoring and early warning systems. We compared these objectives to the mission objectives of past, current, and planned international solar missions. Past missions (1962-1980) seem to have been focused on improvement of scientific knowledge, using multiple instrument spacecraft. A ten year gap followed this period, during which the results from previous missions were analyzed and solar study programmes were prepared in international organizations. Current missions (1990-1996) focus on particular topics such as the corona, solar flares, and coronal mass ejections. In planned missions, Sun/Earth interactions and environmental effects of solar activity are becoming more important. The corona is the centre of interest of almost all planned missions. It seems that no international long-term strategy has yet been adopted. For these plans the number of necessary future missions can be reduced and the onboard instrumentation can be optimized by performing a comparative analysis. The study of the corona must be done from different observing locations, orbits closer to the Sun, and by different means. The Cluster mission replacement is in progress; however, if the replacement is not implemented, the ISTP programme will fade after 1998. Furthermore, the physics of the Sun's interior should be emphasized more in the Mid- and Far-Term programmes. Finally, more emphasis should be placed on monitoring space weather and forecasting Sun/Earth interactions.

Source record↗

NASA NTRS2012

The Use of Satellite-Measured Aerosol Optical Depth to Constrain Biomass Burning Emissions Source Strength in a Global Model GOCART

Small particles in the atmosphere, called "atmospheric aerosol" have a direct effect on Earth climate through scattering and absorbing sunlight, and also an indirect effect by changing the properties of clouds, as they interact with solar radiation as well. Aerosol typically stays in the atmosphere for several days, and can be transported long distances, affecting air quality, visibility, and human health not only near the source, but also far downwind. Smoke from vegetation fires is one of the main sources of atmospheric aerosol; other sources include anthropogenic pollution, dust, and sea salt. Chemistry transport models (CTMs) are among the major tools for studying the atmospheric and climate effects of aerosol. Due to the considerable variation of aerosol concentrations and properties on many temporal and spatial scales, and the complexity of the processes involved, the uncertainties in aerosol effects on climate are large, as is featured in the latest report of Intergovernmental Panel on Climate Change (IPCC) in 2007. Reducing this uncertainty in the models is very important both for predicting future climate scenarios and for regional air quality forecasting and mitigation. During vegetation fires, also called biomass burning (BB) events, complex mixture of gases and particles is emitted. The amount of BB emissions is usually estimated taking into account the intensity and size of the fire and the properties of burning vegetation. These estimates are input into CTMs to simulate BB aerosol. Unfortunately, due to large variability of fire and vegetation properties, the quantity of BB emissions is very difficult to estimate and BB emission inventories provide numbers that can differ by up to the order of magnitude in some regions. Larger uncertainties in data input make uncertainties in model output larger as well. A powerful way to narrow the range of possible model estimates is to compare model output to observations. We use satellite observations of aerosol properties, specifically aerosol optical depth, which is directly proportional to the amount of aerosol in the atmosphere, and compare it to the model output. Assuming the model represents aerosol transport and particle properties correctly, the amount of BB emissions determines the simulated aerosol optical depth. In this study, we explore the regional performance of 13 commonly used emission estimates. These are each input to global Goddard Chemistry Aerosol Radiation and Transport (GOCART) model. We then evaluate how well each emission estimate reproduces the smoke aerosol optical depth measured by the MODIS instrument. We compared GOCART-simulate aerosol optical depth with that measured from the satellite for 124 fire cases around the world during 2006 and 2007. We summarize the regional performance of each emission inventory and discuss reasons for their differences by considering the assumptions made during their development. We also show that because stronger wind disperses smoke plumes more readily, in cases with stronger wind, a larger increase in emission amount is needed to increase aerosol optical depth. In quiet, low-wind-speed environments, BB emissions produce a more significant increase in aerosol optical depth, other things being equal. Using the region-specific, quantitative relationships derived in our paper, together with the wind speed obtained from another source for a given fire case, we can constrain the amount of emission required in the model to reproduce the observations. The results of this paper are useful to the developers of BB emission inventories, as they show the strengths and weaknesses of individual emission inventories in different regions of the globe, and also for modelers who use these inventories and wish to improve their model results.

Petrenko, Mariya↗

NASA NTRS2007

Impact of MODIS High-Resolution Sea-Surface Temperatures on WRF Forecasts at NWS Miami, FL

Over the past few years,studies at the Short-term Prediction Research and Transition (SPoRT) Center have suggested that the use of Moderate Resolution Imaging Spectroradiometer (MODIS) composite sea-surface temperature (SST) products in regional weather forecast models can have a significant positive impact on short-term numerical weather prediction in coastal regions. The recent paper by LaCasse et al. (2007, Monthly Weather Review) highlights lower atmospheric differences in regional numerical simulations over the Florida offshore waters using 2-km SST composites derived from the MODIS instrument aboard the polar-orbiting Aqua and Terra Earth Observing System satellites. To help quantify the value of this impact on NWS Weather Forecast Offices (WFOs), the SPoRT Center and the NWS WFO at Miami, FL (MIA) are collaborating on a project to investigate the impact of using the high-resolution MODIS SST fields within the Weather Research and Forecasting (WRF) prediction system. The scientific hypothesis being tested is: More accurate specification of the lower-boundary forcing within WRF will result in improved land/sea fluxes and hence, more accurate evolution of coastal mesoscale circulations and the associated sensible weather elements. The NWS MIA is currently running the WRF system in real-time to support daily forecast operations, using the National Centers for Environmental Prediction Nonhydrostatic Mesoscale Model dynamical core within the NWS Science and Training Resource Center's Environmental Modeling System (EMS) software; The EMS is a standalone modeling system capable of downloading the necessary daily datasets, and initializing, running and displaying WRF forecasts in the NWS Advanced Weather Interactive Processing System (AWIPS) with little intervention required by forecasters. Twenty-seven hour forecasts are run daily with start times of 0300,0900, 1500, and 2100 UTC on a domain with 4-km grid spacing covering the southern half of Florida and the far western portions of the Bahamas, the Florida Keys, the Straights of Florida, and adjacent waters of the Gulf of Mexico and Atlantic Ocean. Each model run is initialized using the Local Analysis and Prediction System (LAPS) analyses available in AWIPS, invoking the diabatic. "hot-start" capability. In this WRF model "hot-start", the LAPS-analyzed cloud and precipitation features are converted into model microphysics fields with enhanced vertical velocity profiles, effectively reducing the model spin-up time required to predict precipitation systems. The SSTs are initialized with the NCEP Real-Time Global (RTG) analyses at l/12 degree resolution (approx. 9 km); however, the RTG product does not exhibit fine-scale details consistent with its grid resolution. SPoRT is conducting parallel WRF EMS runs identical to the operational runs at NWS MIA in every respect except for the use of MODIS SST composites in place of the RTG product as the initial and boundary conditions over water. The MODIS SST composites for initializing the SPoRT WRF runs are generated on a 2-km grid four times daily at 0400, 0700, 1600, and 1900 UTC, based on the times of the overhead passes of the Aqua and Terra satellites. The incorporation of the MODIS SST composites into the SPoRTWRF runs is staggered such that the 0400UTC composite initializes the 0900 UTC WRF, the 0700 UTC composite initializes the 1500 UTC WRF, the 1600 UTC composite initializes the 2100 UTC WRF, and the 1900 UTC composite initializes the 0300 UTC WRF. A comparison of the SPoRT and Miami forecasts is underway in 2007, and includes quantitative verification of near-surface temperature, dewpoint, and wind forecasts at surface observation locations. In addition, particular days of interest are being analyzed to determine the impact of the MODIS SST data on the development and evolution of predicted sea/land-breeze circulations, clouds, and precipitation. This paper will present verification results comparing the NWS MIA forecasts the SPoRT experimental WRF forecasts, and highlight any substantial differences noted in the predicted mesoscale phenomena.

Case, Jonathan L.↗

NASA NTRS2009

The Transition of High-Resolution NASA MODIS Sea Surface Temperatures into the WRF Environmental Modeling System

The NASA Short-term Prediction Research and Transition (SPoRT) Center has developed a Moderate Resolution Imaging Spectroradiometer (MODIS) sea surface temperature (SST) composite at 2-km resolution that has been implemented in version 3 of the National Weather Service (NWS) Weather Research and Forecasting (WRF) Environmental Modeling System (EMS). The WRF EMS is a complete, full physics numerical weather prediction package that incorporates dynamical cores from both the Advanced Research WRF (ARW) and the Non-hydrostatic Mesoscale Model (NMM). The installation, configuration, and execution of either the ARW or NMM models is greatly simplified by the WRF EMS to encourage its use by NWS Weather Forecast Offices (WFOs) and the university community. The WRF EMS is easy to run on most Linux workstations and clusters without the need for compilers. Version 3 of the WRF EMS contains the most recent public release of the WRF-NMM and ARW modeling system (version 3 of the ARW is described in Skamarock et al. 2008), the WRF Pre-processing System (WPS) utilities, and the WRF Post-Processing program. The system is developed and maintained by the NWS National Science Operations Officer Science and Training Resource Coordinator. To initialize the WRF EMS with high-resolution MODIS SSTs, SPoRT developed the composite product consisting of MODIS SSTs over oceans and large lakes with the NCEP Real-Time Global (RTG) filling data over land points. Filling the land points is required due to minor inconsistencies between the WRF land-sea mask and that used to generate the MODIS SST composites. This methodology ensures a continuous field that adequately initializes all appropriate arrays in WRF. MODIS composites covering the Gulf of Mexico, western Atlantic Ocean and the Caribbean are generated daily at 0400, 0700, 1600, and 1900 UTC corresponding to overpass times of the NASA Aqua and Terra polar orbiting satellites. The MODIS SST product is output in gridded binary-1 (GRIB-1) data format for a seamless incorporation into WRF via the WPS utilities. The full-resolution, 1-km MODIS product is sub-sampled to 2-km grid spacing due to limitations in handling very large dimensions in the GRIB-1 data format. The GRIB-1 files are posted online at ftp://ftp.nsstc.org/sstcomp/WRF/, which is directly accessed by the WRF EMS scripts. The MODIS SST composites are also downloaded to the EMS data server, which is accessible by the WRF EMS users and NWS WFOs. The SPoRT MODIS SST composite provides the model with superior detail of the ocean gradients around Florida and surrounding waters, whereas the operational RTG SST typically depicts a relatively smooth field and is not able to capture sharp horizontal gradients in SST. Differences of 2-3 C are common over small horizontal distances, leading to enhanced SST gradients on either side of the Gulf Stream and along the edges of the cooler shelf waters. These sharper gradients can in turn produce atmospheric responses in simulated temperature and wind fields as depicted in LaCasse et al. Differences in atmospheric verification statistics over a several month study were generally small in the vicinity of south Florida; however, the validation of SSTs at specific buoy locations revealed important improvements in the biases and RMS errors, especially in the vicinity of the cooler shelf waters off the east-central Florida coast. A current weakness in the MODIS SST product is the occurrence of occasional discontinuities caused by high latency in SST coverage due to persistent cloud cover. An enhanced method developed by Jedlovec et al. (2009, GHRSST User Symposium) reduces the occurrence of these problems by adding Advanced Microwave Scanning Radiometer -- EOS (AMSR-E) SST data to the compositing process. Enhanced SST composites are produced over the ocean regions surrounding the Continental U.S. at four times each day corresponding to Terra and Aqua equator crossing times. For a given day and overpass time, both MODInd AMSR-E data from the previous seven days form a collection used in the compositing. At each MODIS pixel, cloud-free SST values from the collection are used to form a weighted average based on their latency (number of days from the current day). In this way, recent SST data are given more weight than older data. One of the primary issues involved in incorporating the AMSR-E microwave data in the composites is the tradeoff between the decreased spatial resolution of the AMSR-E data (25 km) and the increased coverage due to its near all-weather capability. Currently, the AMSR-E is given a weight of 20% compared to MODIS data, thereby preserving the spatial structure observed in the MODIS data. Day-time (night-time) AMSR-E SST data from Aqua are used with both Terra and Aqua MODIS day-time (night-time) SST data sets.

Case, Jonathan L.↗

NASA NTRSDate not supplied

Corridor Design and Analysis for UAM Operations

The Urban Air Mobility (UAM) concept is a part of Advanced Air Mobility (AAM), a joint initiative between the Federal Aviation Administration (FAA), NASA, and industry to develop an air transportation system that uses new electric (i.e., green) air vehicles in geographical areas previously underserved by traditional aviation. Market forecast studies predict that there will be demand for alternate modes of air transportation using electric Vertical Take-off and Landing aircraft. UAM expands transportation networks by introducing short flights to move people and goods around metropolitan areas. UAM is expected to improve mobility for the public, decongest road traffic, reduce trip time, and decrease strain on existing public transportation networks. Various challenges exist to make the introduction of UAM operations successful in the U.S. National Airspace System (NAS). These include but are not limited to integration with existing airports and airspace, provision of air traffic services (e.g., separation), vehicle design and certification, and community acceptance. The focus of this paper is on integration of UAM operations into the NAS via introduction of new airspace structures. UAM will operate within a regulatory, operational, and technical environment that is incorporated into the NAS. As per the UAM Concept of Operations (ConOps), the FAA retains regulatory authority and is responsible for establishing operational parameters and maintaining oversight. The FAA’s UAM ConOps describes flights at low altitudes (below 5,000 ft) with minimal disruption to established conventional aircraft traffic and limited voice interactions with the Air Traffic Control (ATC). Early stages of UAM may use existing procedures to safely integrate UAM with conventional flights. This would involve flying under Part 91 Visual Flight Rules (VFR) and using voice for communications. The initial UAM ecosystem will utilize the current infrastructure such as routes, helipads, and ATC services, where practicable. A NASA study explored the use of existing helicopter routes in Dallas Fort Worth (DFW) airspace for initial UAM operations with a Letter of Agreement (LOA) that included procedures to request a Class B (controlled airspace) clearance. The research showed that the chosen approach was feasible for near-term, low-demand UAM traffic, but was not scalable. The growth of operations in today’s aviation system has resulted in airspace reorganization and procedures to ensure safety and efficiency as traffic rates increase. One proposed operating innovation that can help with the scalability of UAM is establishing routes and corridors. This may look similar to the Area Navigation (RNAV) procedures used today to streamline operations into busy airports. However, instead of FAA automation systems and ATC managing the flow of traffic, some UAM concepts envision a third-party service provider performing this role as part of the Provider of Services for UAM (PSU) network. The FAA’s UAM ConOps posits that new airspace structures such as UAM corridors include the following design criteria: 1) Minimal impact on existing NAS operations, 2) no or minimal additional ATC services, 3) public interest considerations such as noise, safety, and security, and 4) customer needs. The airspace available in urban environments is limited by the height of buildings, the effect of weather including wind gusts, privacy needs, and a clearance envelope. The new airspace structure would need to be designed around large airports and urban areas where the initial market demand is likely to exist. NASA has started evaluating airspace in the Dallas Fort Worth area to design new airspace structures, keeping the first two design criteria in mind. It is assumed that there will be an on-board pilot-in-command, and the flights will operate under VFR in Visual Meteorological Conditions. Corridors will be required in controlled airspace, whereas UAM operations can fly in uncontrolled Class G and E airspace using current day rules. Keeler et. al identified factors and heuristics for development of routes for UAM operations for integration with airspace close to large airports such as Dallas Fort Worth and Dallas Love Field. This paper describes the heuristics applied to define the corridors, analyzes them with respect to legacy traffic and presents key results.

Urban Air Mobility↗