Airspace Technology Demonstration 3 (ATD-3): Dynamic Routes for Arrivals in Weather (DRAW) Technology Transfer Document Summary Version 2.0

Airspace Technology Demonstration 3 (ATD-3) is part of NASAs Airspace Operations and Safety Program (AOSP) specifically, its Airspace Technology Demonstrations (ATD) Project. ATD-3 is a multi-year research and development effort which proposes to develop and demonstrate automation technologies and operating concepts that enable air navigation service providers and airspace users to continuously assess weather, winds, traffic, and other information to identify, evaluate, and implement workable opportunities for flight plan route corrections that can result in significant flight time and fuel savings in en route airspace. In order to ensure that the products of this tech-transfer are relevant and useful, NASA has created strong partnerships with the FAA and key industry stakeholders. This summary document and accompanying technology artifacts satisfy the third Research Transition Product (RTP) defined in the Applied Traffic Flow Management (ATFM) Research Transition Team (RTT) Plan, which is Dynamic Routes for Arrivals in Weather (DRAW). This technology transfer consists of artifacts for DRAW Arrival Metering (AM) Operations delivered in June 2018, DRAW AM updates, and DRAW Extended Metering (XM) Operations. Blue highlighting indicates the new or modified deliverables. Some of the artifacts in this technology transfer have distribution restrictions that need to be followed. Distribution information is noted in each section. DRAW is a trajectory-based system that combines the legacy Dynamic Weather Routes (DWR) weather avoidance technology with an arrival-specific rerouting algorithm and arrival scheduler to improve traffic flows on weather-impacted arrival routes into major airports. First, DRAW identifies flights that could be rerouted to more efficient Standard Terminal Arrival Routes (STARs) that may have previously been impacted by weather. Second, when weather is impacting the arrival routing, DRAW proposes simple arrival route corrections that enable aircraft to stay on their flight plan while avoiding weather. The DRAW system proposes reroutes early enough to allow Time Based Flow Management (TBFM) to make the necessary schedule adjustments. As a result, metering operations can be sustained longer and more consistently in the presence of weather because the arrival schedule accounts for the dynamic routing intent of arrival flights to deviate around weather. The first DRAW tech transfer in June 2018 focused on arrival metering operations with the DRAW algorithm implemented in the NASA Center TRACON Automation System (CTAS) automation software. This tech transfer delivery includes updates for DRAW implemented in FAAs TBFM 4.7 automation software and preliminary research into DRAW for XM operations

Airspace Technology Demonstration 3 (ATD-3): Dynamic Weather Routes (DWR) Technology Transfer Document Summary Version 2.0

This summary document and accompanying technology artifacts satisfy the first of three Research Transition Products (RTPs) defined in the Applied Traffic Flow Management (ATFM) Research Transition Team (RTT) Plan. The original transfer, completed in September 2016, consisted of NASA's legacy Dynamic Weather Routes (DWR) work for efficient routing for en-route weather avoidance. This transfer updates the Concept of Operations document to a publicly-available NASA Technical Memorandum. Dynamic Weather Routes (DWR) is a ground-based trajectory automation system that continuously and automatically analyzes active in-flight aircraft in en route airspace to identify opportunities for simple corrections to flight plan routes that can save significant flying time, at least five minutes wind-corrected, while avoiding weather and considering traffic conflicts, airspace sector congestion, special use airspace, and FAA routing restrictions

Airspace Technology Demonstration 3 (ATD-3) Traffic Aware Strategic Aircrew Requests (TASAR) Technology Transfer Document Summary Version 1.0

This summary document and accompanying technology artifacts satisfy the fourth of five Research Transition Products (RTPs) defined in the Applied Traffic Flow Management (ATFM) Research Transition Team (RTT) Plan. This transfer consists of NASA's Traffic Aware Strategic Aircrew Requests (TASAR). NASA's concept of TASAR offers onboard automation for the purpose of advising the pilot of traffic-compatible trajectory changes that would be beneficial to the flight

Airspace Technology Demonstration 3 (ATD-3): Dynamic Routes for Arrivals in Weather (DRAW) Technology Transfer Document Summary Version 1.0

Airspace Technology Demonstration 3 (ATD-3) is part of NASAs Airspace Operations and Safety Program (AOSP) specifically, its Airspace Technology Demonstrations (ATD) Project. ATD-3 is a multi-year research and development effort which proposes to develop and demonstrate automation technologies and operating concepts that enable air navigation service providers and airspace users to continuously assess weather, winds, traffic, and other information to identify, evaluate, and implement workable opportunities for flight plan route corrections that can result in significant flight time and fuel savings in en route airspace. In order to ensure that the products of this tech-transfer are relevant and useful, NASA has created strong partnerships with the FAA and key industry stakeholders. This summary document and accompanying technology artifacts satisfy the third of three Research Transition Products (RTPs) defined in the Applied Traffic Flow Management (ATFM) Research Transition Team (RTT) Plan. This transfer consists of NASAs Dynamic Routes for Arrivals in Weather (DRAW) Arrival Metering Operations. This research enables continued use of arrival metering operations while efficiently rerouting traffic in weathe

Airspace Technology Demonstration 3 (ATD-3): Multi-Flight Common Route (MFCR) Technology Transfer Document Summary Version 1.0

This summary document and accompanying technology artifacts satisfy the second of three Research Transition Products (RTPs) defined in the ATD-3 Applied Traffic Flow Management (ATFM) Research Transition Team (RTT) Plan. This transfer consists of NASA's Multi-Flight Common Route (MFCR) research for efficient route corrections for en-route weather avoidance. The MFCR concept builds on the experience of the legacy Dynamic Weather Routes (DWR) and focuses on a better balance of potential savings with ATC acceptability, common route corrections options for multiple flights on similar routings, and better use of existing and/or modern automation for communication and coordination of route change options. All of these capabilities are expected to improve system performance significantly in terms of actual delay-reducing clearances issued to flights compared to that of the DWR tool and operating concept

Airspace Technology Demonstration 3 (ATD-3) Multi-Flight Common Route (MFCR) Technology Transfer Document Summary Version 2.0

Airspace Technology Demonstration - 3 (ATD-3) is part of NASA's Airspace Operations and Safety Program (AOSP) - specifically, its Airspace Technology Demonstrations (ATD) Project. ATD-3 is a multi-year research and development effort which proposes to develop and demonstrate automation technologies and operating concepts that enable air navigation service providers and airspace users to continuously assess weather, winds, traffic, and other information to identify, evaluate, and implement workable opportunities for flight plan route corrections that can result in significant flight time and fuel savings in en-route airspace. In order to ensure that the products of this tech-transfer are relevant and useful, NASA has created strong partnerships with the FAA and key industry stakeholders. This summary document and accompanying technology artifacts satisfy the second of three Research Transition Products (RTPs) defined in the Applied Traffic Flow Management (ATFM) Research Transition Team (RTT) Plan. The original transfer, completed in December 2017, consisted of NASA's Multi-Flight Common Route (MFCR) research for efficient route corrections for en-route weather avoidance. This transfer updates the Concept of Operations document to a publicly-available NASA Technical Memorandum. The MFCR concept builds on the experience of the legacy Dynamic Weather Routes (DWR) and focuses on a better balance of potential savings with ATC acceptability, common route corrections options for multiple flights on similar routings, and better use of existing and/or modern automation for communication and coordination of route change options. All of these capabilities are expected to improve system performance significantly in terms of actual delay-reducing clearances issued to flights compared to that of the DWR tool and operating concept

Numerical coupling of aerosol emissions, dry removal, and turbulent mixing in the E3SM Atmosphere Model version 1 (EAMv1), part I: dust budget analyses and the impacts of a revised coupling scheme

An earlier study evaluating the dust life cycle in EAMv1 has revealed that the simulated global mean dust lifetime is substantially shorter when higher vertical resolution is used, primarily due to significant strengthening of dust dry removal in source regions. This paper demonstrates that the sequential splitting of aerosol emissions, dry removal, and turbulent mixing in the model's time integration loop, especially the calculation of dry removal after surface emissions and before turbulent mixing, is the primary reason for the vertical resolution sensitivity reported in that earlier study. Based on this reasoning, we propose a simple revision to the numerical process coupling scheme, which moves the application of the surface emissions to after dry removal and before turbulent mixing. The revised scheme allows newly emitted particles to be transported aloft by turbulence before being removed from the atmosphere, and hence better resembles the dust life cycle in the real world. Sensitivity experiments are conducted and analyzed to evaluate the impact of the revised coupling on the simulated aerosol climatology in EAMv1

Airspace Technology Demonstration 2 (ATD-2) Project: Integrated Arrival/Departure/Surface Metroplex Traffic Management

Airspace Technology Demonstration 2, or ATD-2, is the integration of existing and emerging NASA, FAA, and industry technologies to significantly benefit arrival, departure, and surface operations. It provides solutions to several problems in the complicated, multi-airport metroplex environment

The multi-scale aerosol-climate model PNNL-MMF: model description and evaluation

Anthropogenic aerosol effects on climate produce one of the largest uncertainties in estimates of radiative forcing of past and future climate change. Much of this uncertainty arises from the multi-scale nature of the interactions between aerosols, clouds and large-scale dynamics, which are difficult to represent in conventional general circulation models (GCMs). In this study, we develop a multi-scale aerosol-climate model that treats aerosols and clouds across different scales, and evaluate the model performance, with a focus on aerosol treatment. This new model is an extension of a multi-scale modeling framework (MMF) model that embeds a cloud-resolving model (CRM) within each grid column of a GCM. In this extension, the effects of clouds on aerosols are treated by using an explicit-cloud parameterized-pollutant (ECPP) approach that links aerosol and chemical processes on the large-scale grid with statistics of cloud properties and processes resolved by the CRM. A two-moment cloud microphysics scheme replaces the simple bulk microphysics scheme in the CRM, and a modal aerosol treatment is included in the GCM. With these extensions, this multi-scale aerosol-climate model allows the explicit simulation of aerosol and chemical processes in both stratiform and convective clouds on a global scale. <br><br> Simulated aerosol budgets in this new model are in the ranges of other model studies. Simulated gas and aerosol concentrations are in reasonable agreement with observations (within a factor of 2 in most cases), although the model underestimates black carbon concentrations at the surface by a factor of 2–4. Simulated aerosol size distributions are in reasonable agreement with observations in the marine boundary layer and in the free troposphere, while the model underestimates the accumulation mode number concentrations near the surface, and overestimates the accumulation mode number concentrations in the middle and upper free troposphere by a factor of about 2. The overestimation of accumulation model number concentrations in the middle and upper free troposphere is consistent with large aerosol mass fraction above 5 km in the MMF model compared with other models. Simulated cloud condensation nuclei (CCN) concentrations are within the observational variations. Simulated aerosol optical depths (AOD) are in reasonable agreement with observations (within a factor of 2), and the spatial distribution of AOD is consistent with observations, while the model underestimates AOD over regions with strong fossil fuel and biomass burning emissions. Overall, this multi-scale aerosol-climate model simulates aerosol fields as well as conventional aerosol models