Cloud Classification,Lightning,

Convective Initiation,Cloud & Moisture

Imagery,Low Ceiling & Visibility

(Aerosols, clouds, dust),Overshooting Tops,

Precipitation,Snow

Cloud Classification, Jet Stream,

Volcanic Ash, Turbulence, Icing,

Winds, Convective Initiation,

Mountain Waves,Cloud & Moisture

Imagery,Cloud Top Information

Cloud Classification,Lightning,

Convective Initiation,Low Ceiling & Visibility,

Overshooting Tops, Icing,

Precipitation,Snow

Nowcasting,Convective Initiation,

Hazards, Numerical Weather

Prediction Forecasts (winds, precipitation,

clouds, pressure, etc.)

Weather Satellite Data in Federal Aviation Administration Operations

Airline delays in the National Airspace System (NAS) due to weather have steadily decreased over the last 5 years but still constitute the majority of all delays. Over 192,000 weather delays occurred last year.

SOURCE: Federal Aviation Administration OPSNET

2010 2011 2012 2013 20140

10

20

30

40

50

60

70

% of Total NAS Delayed Operations

Delays Due to Weather

Thunderstorms and Convection

Thunderstorms cause more impacts and delays to the National Airspace System than any other weather phenomena. Using Cloud Top Cooling from satellite imagery provides extra lead time for forecasts of the start of thunderstorms. In this example, Dallas-Fort Worth, designated by the green circle, is about to be impacted. The red X is the center of a Mesoscale Convective Vortex, the red line the forecasted area of initial radar echoes, the blue scallop an area of ongoing convection, and the yellow line marked the edge of the cumulus cloud field.

Weather satellite data supports the Federal Aviation Administration (FAA) mission to provide the safest, most efficient aerospace system in the world. Timely weather satellite data is vital in aviation operations, as well as in research to improve weather support to those operations and to mitigate impacts from hazardous weather conditions. Aviation weather analyses and forecasts, primarily provided by NOAA, support all aspects of flight from planning, takeoff and departure, en route, and through arrival and landing. Both polar and geostationary satellite data and imagery is used to detect phenomena such as thunderstorms and convection, turbulence, icing, cloud ceilings and visibility, space weather, and volcanic activity that adversely impact the National Airspace System. Just as important, satellite imagery is leveraged by aviation meteorologists, air traffic managers, air carriers and general aviation pilots to determine where areas of good weather are for effective routing and safe travel. This data is critical not only for aviation purposes in the United States, including Alaska and Hawaii, but also for offshore areas far into the Atlantic and Pacific Oceans.

Instrument Flight Rule (IFR)

probabilities over Chicago

O’Hare detected by satellite

• This image taken at 1:30 AM shows a growing area of high probability Instrument Flight Rules, or IFR, conditions over Lake Michigan.

• At 4:30 AM, no IFR conditions were forecasted in the O’Hare/Midway Terminal Aerodrome Forecast (TAF). The National Aviation Meteorologist at the Air Traffic Control System Command Center calls the Chicago NWS forecaster to discuss situation.

• The TAF was updated and FAA traffic management personnel were notified of major changes. Airport operations changes were made to accommodate the IFR conditions

Pilot Reports light moderate+ none

Aviation Weather Center Advisories

Icing conditions not always captured with traditional methods

Icing

• Icing conditions are a major hazard to aircraft. Next to NWP model output, satellite data is probably the most important clue for finding icing conditions. Without clouds there is no icing. In assessing current icing conditions, visible and infrared satellite imagery provides an excellent overall picture of what to expect

• Cloud parameters derived from GOES data help to better define the potential icing threat to aircraft and improve icing forecasts

• In automated algorithms such as the Current Icing Product, or CIP, satellite imagery is used to mask out portions of the forecast region that do not contain cloud, making real-time calculations much faster since areas that could not physically include icing conditions are not included

• Satellite imagery is the primary source for detection of most volcanic eruptions around the world, as well as for detection and tracking of ash plumes. Volcanic ash is extremely harmful to jet engines, so aircraft must avoid areas where ash clouds may be present

• In addition, data from the Ozone Mapping and Profiler Suite (OMPS) onboard Suomi-NPP is used to track and monitor volcanic emissions that may impact aviation

Cloud cover or fog and observed visibilities for Alaska using satellite imagery – experimental product Polar satellite (POES) image valid at 15:17 local time on Saturday, 4 Apr 2015

Alaska

• Alaska is more dependent on general aviation and small aircraft commercial aviation than any other state• Ice accumulation on airframes, low-visibility (and rapidly changing) conditions and volcanic events constitute major

risks to the Alaskan aviation industry• Polar-orbiting weather satellites (POES and Suomi-NPP) provide data needed to fill in gaps over areas not adequately

covered by conventional observing systems or GOES satellites• Satellite images enable forecasters at the Alaska Aviation Weather Unit to develop forecasts and provide warning

support for ceiling and visibility (C&V), icing, volcanic ash, fires and smoke, and even winds• Suomi-NPP Visible Infrared Imaging Radiometer Suite (VIIRS) imagery is a key tool for detection of low-visibility

conditions, used by forecasters to issue digital and graphical weather statements and warnings• VIIRS imagery is the main data source for observing volcanic activity and plume monitoring

Feb 5th, 2015 10 UTC

Offshore Precipitation Capability

• US Air Traffic Controllers are responsible for millions of square miles of airspace in the oceans and Gulf of Mexico, but don’t have real-time weather radar coverage of these regions to help navigate and control aircraft

• The FAA is funding research and development of a capability called the Offshore Precipitation Capability that estimates precipitation offshore where no radar capability exists in a real-time capacity

• The output is visualized like radar data and is merged seamlessly with actual radar data, such as the image above• Satellite imagery from GOES, lightning data, and NWP model data are leveraged to create the output. Machine

learning techniques and updated data are used to create new images at intervals as small as a few minutes• GOES-R will be utilized for imagery and lightning data once it has been validated and entered into operations

Loss of communications, loss of GPS signal for aircraft positioning and tracking, and exposure to x-rays during solar events are of concern to aviation interests, especially for flights over the poles. NOAA’s Space Prediction Center monitors space weather that may adversely impact aviation using GOES and other satellites.

Space Weather

The Aviation Weather Research Program at the FAA leads research efforts to leverage weather satellite data for further improvements in aviation weather support. Current and future efforts include:• Using GOES imagery as an input to a capability to provide

a real-time, radar-like estimate of precipitation offshore where NEXRAD radar is not available

• Transmitting satellite imagery to the cockpit for improved situational awareness of pilots beyond aircraft radar coverage, especially for offshore regions

• Conducting a study to determine ways to utilize the new channels of imagery available from GOES-R for determining icing and turbulence

• Using Suomi-NPP data over Alaska for improved ceiling and visibility determinations over data-sparse regions

• Using Advanced Technology Microwave Sounder (ATMS) on Suomi-NPP to validate offshore precipitation forecasts

Randy Bass and Steve AbelmanAviation Weather Division, Federal Aviation Administration

Washington, DC

Federal AviationAdministration