1. History of the Global Aircraft-Based Observations Programme (ABOP)
This presentation is made available from the WMO CBS Expert Team on Aircraft-Based Observations (ET-ABO)
Friends and Partners of Aviation Weather
(FPAW) Special Session, 11 Oct 2017
WMO; Observing and Information Systems Department

2. Aircraft Weather Observations 1919 ~ 1940
1919: U.S. NWS begins collecting Aircraft Observations
The NWS began regularly scheduled aircraft weather observations in Pilots flew unpressurized small aircraft into unknown weather conditions, making the task dangerous. They were not paid unless they reached an elevation of 13,500’, and received a bonus for each 1,000’ thereafter.
NWS = National Weather Service of the USA

3. Aircraft Weather Observations 1919 ~ 1940
1919: Attaching a Meteograph to the Wing of a Bi-Plane

4. Weather Balloons Replace Aircraft in the Early 1940s
Early 1940s: Aircraft soundings were discontinued with the advent of Weather Balloons with Radiosondes
Sensors are Reasonably:
Accurate
Reliable
Available
Low Unit Cost
But are:
Manpower Intensive
Single Use/Expendable
Expensive Over Time
A Hazard to Aviation
Radiosondes began in the mid 1930s, and reached operational status in the early 1940s. *

5. Weather Balloons with Radiosondes
1940s to Today
1940s – Today: Weather Balloons with Radiosondes are still considered the standard for In-Situ Upper Air Meteorological Observations
But Radiosonde Programs are :
Low Spatial Resolution
Low Temporal Sampling (00Z & 12Z)
Expensive and Unsustainable
Unreliable in many Regions
Deteriorating with no signs of improving
Resulting in:
Infrequent Reports in some Regions
Low Availability of Quality Data
Limits to Modern Forecasting
For 75 years Radiosondes have been the standard for Upper Air Observations, launched around the world at 00Z and 12Z. However, due to the high recurring cost and manpower required, much of the earth is poorly sampled with this method. The red and brown dots in this graphic shows that much of Africa, So America, and parts of Asia simply do not launch radiosondes at the agreed frequency. So in reality, we have a very poor set of Observations for the Upper Atmosphere. That will always limit the performance of our NWP forecast models. *

6. Interest in Aircraft Weather Observations Returns in the 1970s
1970s: Modern Navigation and Communication systems renewed the interest in Aircraft reporting of Meteorological Observations
Aircraft Sensors are:
Accurate
Very Reliable
Increasingly Available
Already Sampling
At Many Locations
With No Extra Equipment
But Require:
Data Communications
New methods of Quality Monitoring
New Systems for Operations
With the advent of modern aircraft, another opportunity becomes available – Again. That’s Aircraft Based Observations. In order to achieve efficient flight, these aircraft now have high quality sensors for Pressure, Temperature, Wind Speed and Wind Direction. That is 4 of the 5 meteorological parameters. And by the 60’s and 70’s there were thousands of aircraft flying around much of the world.
The main thing needed was a data communications methodology to get the data from the aircraft.
1970s: Interest and Research in Aircraft Observations Returns *

7. Aircraft to Satellite Data Relay
(ASDAR)
Prototype-ASDAR B
: Automated Aircraft Weather Observations were first used in the Global Weather Experiment FGGE* to relay Wind and Temperature data
Prototype-ASDAR (USA)
17 Systems Installed
16 commercial B747s
1 US Air Force C-141
Later re-installed in commercial aircraft, outside USA (KLM, LH)
C-141 Cargo
So research and development began, with attempts to use the standard Data Collection Platform capabilities of most GeoSync MetSats.
*FGGE = First Global GARP Experiment
GARP = Global Atmospheric Research Programme * *

8. ASDAR (cont.) Prototype-ASDAR 1978- 1979: Prototype-ASDAR
Satellite Antenna
: Prototype-ASDAR
Large and Heavy Equipment
Thus additional cost for extra fuel consumption due to weight and antenna drag
Data communication via Geostationary Meteorological Satellites
Meteosat, GOES, GMS
From 80N to 80S
Power Supply
Data Acquisition & Processing;
Satellite Transmitter
That research produced the first prototype Aircraft to Satellite Data Relay, (Prototype-ASDAR). It was big and heavy. But enough were installed to prove the concept. It worked well to get the Meteorological data from the aircraft in “near real-time.” * *

9. Aircraft to Satellite Data Relay 2nd Generation (ASDAR 2G)
ASDAR Second Generation
1982: ASDAR 2nd Generation
10 WMO Member Nation Collaboration
1991: ASDAR 2G
Smaller and Lighter Equipment
Reducing added fuel consumption cost
Data communication still via Geostationary Meteorological Satellites
Meteosat, GOES, GMS
23 Systems Installed Worldwide
7 airlines
SAA, Air Mauritius, SAUDIA, Aerolineas Argentinas, KLM, LH, BA
Last ASDAR-2G decommissioned 2006
Air Mauritius B ER
ASDAR 2nd Generation
DPU
STU
Satellite antenna
So…. A second generation of ASDAR was commissioned, ASDAR-2G. It was smaller and lighter, and after years of work a few more were installed. But it still had its share of issues. * *

10. ASDAR 2G (cont.) ASDAR 2G installation in KLM B747-200
ASDAR-2G Equipment in the E-Bay
Antenna on top of aircraft
Here is a few pictures from the ASDAR-2G time period. You can see Mr. Frank Grooter, from KNMI in The Netherlands. He’s still one of the leaders in the Aircraft Based Observations initiatives.
Frank Grooters (KNMI)
Reviewing the Installation
Additional Cockpit Circuit Breakers * *

11. Aircraft Data Volume 1960 – 1995
FGGE
Only Non-Automated AIREPs and PIREPs
Automated Reporting starts with FGGE
1960 – 1995: 0 to ~20,000 Daily Obs (in 35 years)
This is the Volume of Data provided from aircraft, measured in Daily Observations. From 1960 to 1978 everything was manually done. Nothing Automated at all. Then in 78/79 the protptype-ASDAR systems were installed, which started the first automated reporting. From there you can see the volume of data begin to rise. In the early 1990s you can see that ASDAR-2G helped to increase that to as many as 20,000 Observations per Day.
*FGGE = First Global GARP Experiment; where GARP = Global Atmospheric Research Programme
Note: All data volumes are approximate and based on limited available information, especially from the early years.
1960 – 1995: Early Years, Automated Reports start with FGGE

12. Aircraft Meteorological Data Relay (AMDAR)
1985: Early AMDAR Development
Software-only Solution
Data acquisition from standard Aircraft Wx Sensors
Using Modern aircraft Flight Management Computer
Based on Aviation and Meteorological Standards
ACARS Data Communications
Global Coverage via HF, VHF, & SatComm
Network Providers: ARINC, SITA; with Cross-Network sharing
But in the mid/late 80s a solution was developed that only required software to be loaded on the Flight Management System computers. That enabled Aircraft to report Meteorological Observations without the addition of new hardware, which helped tremendously. The system is knowns as AMDAR, Aircraft Meteorological Data Relay. The U.S. contribution to AMDAR is called the MDCRS program.
AMDAR was possible due to the aviation industry development of the Aircraft Communications And Reporting System (ACARS), which allowed aircraft to have much easier air-to-ground datalinks. ACARS grew to provide nearly global coverage through the providers, ARINC or SITA, via HF, VHF, or SatComm networks.
ARINC (RC)
SITA * *

13. AMDAR (cont.) AMDAR 1985 - 2000 Australia/SW Pacific North America
(Australian Bureau of Meteorology)
ANSETT
Qantas
North America
(U.S. FAA, NOAA/NWS – MDCRS)
1990 – 1994: American, Delta, Northwest, United
1994 – 2000: UPS, Southwest
Europe (E-AMDAR)
1993 KLM, 1995 Air France
1998 British Airways, SAS
1999 Lufthansa
2000 Finland
Asia
China Southern
Japan Airlines
Africa
South African Airways
South America
None
As a result, between 1985 and 2000 the AMDAR network began to grow. By 2000 there were 17 Airlines reporting into AMDAR.
* Some Dates Approximate
1985 – 2000: Slow Growth organized by WMO “AMDAR Panel” * *

14. 1986 – 2003: Adoption of AMDAR Increases Data Steadily
Aircraft Data Volume 1986 – 2003
1986 – 2003: 5,000 to 140,000 Daily Obs
(+28x in 18 years)
By 2003 AMDAR had reached 150,000 Observations per Day. That volume was steadily rising and the rate of increase is clearly much greater than the previous 25 years.
Note: All data volumes are approximate and derived from limited available information, especially from the early years.
1986 – 2003: Adoption of AMDAR Increases Data Steadily

15. Aircraft-Based Observations Programme (ABOP)
WMO
2004: Global AMDAR Programme Grows
AMDAR Panel Strengthening Global Collaboration
WMO Central Support and Coordination Increasing
2007: WMO Restructuring benefits AMDAR
WMO Headquarters Appoints AMDAR Technical Coordinator
Transfers AMDAR from WMO Commission for Aeronautical Meteorology to WMO Commission for Basic Systems (CBS)
Becomes Expert Team on Aircraft Based Observations (ET-AIR)
ET-AIR and AMDAR Panel meet Jointly
Harmonisation/Standardisation under WWW => WIGOS/WIS
2009: WMO Declares AMDAR “Mature” Programme
Temp and Wind Data Quality Suitable for Operational Applications
In the early 2000s AMDAR was becoming more well recognized within the WMO community as a valuable data source for basic Upper Air Observations. As a result, WMO begins to provide greater support for the globally coordinated AMDAR program and begions to integrate AMDAR into the WMO Commission for Basic Systems (CBS).
2000 – 2017: ABOP Globally Organized and Growing Rapidly

16. 2003 – 2010: Slow But Steady Growth in ABOP Data
2003 – 2010: 140,000 to 210,000 Daily Obs
(+1.5x in 7 years)
Based on reports received by the Canadian Meteorological Centre
2010
In these years, the volume of data reported by AMDAR continued to steadily rise. By 2010 it had achieved over 200,000 Observations per Day.
Note: From approximately 2003 the current WMO ABOP system for measuring data volumes has been used.
2003 – 2010: Slow But Steady Growth in ABOP Data

17. Aircraft-Based Observations Programme (ABOP)
WMO
2012: ABOP Fully Integrated into WMO Structure
Transitions to “Aircraft-Based Observations” (ABO)
ABO includes AMDAR, ADS-B/C, Mode-S, & all forms of Aircraft Obs
ABO formally becomes a WMO Observation “Programme” (ABOP)
With responsibilities split between CBS and CIMO
WMO CBS Expert Team on Aircraft-Based Observing Systems (ET-ABO)
Regional Implementation Strategy, Outreach, Publications, Education, Training
WMO CIMO Expert Team on Aircraft-based Observations (ET-AO)
Technical Development, Tech Evaluations, Tech Standards, and Tech Support
In 2012 AMDAR transitions to become known as the Aircraft-Based Observations Programme (ABOP) and becomes a formal Observation System within the WMO Infrastructure.
2000 – 2017: ABOP Globally Organized and Growing Rapidly

18. 2017: ABOP Globally Organized and Growing Rapidly
ABOP Today
ABOP in 2017
A Growing Global ABO Infrastructure
1 ABO Global Data Centre (USA)
1 ABO Data Quality Evaluation Center (Europe)
2 ABO Optimization Systems (Europe, Australia)
ABOP Focal Points in many WMO Member Nations
Contributing to WMO Integrated Global Observing System (WIGOS)
14 National/Regional Operational Programs
40 Airlines providing daily ABO data
10,200+ Aircraft and growing
870,000 Observations/Day to WIGOS
Programs Adding New Data Types and Sources
Water Vapour Sensors and Turbulence Reporting
Partnerships for new ABO Sources
As a result the ABOP of today has a growing infrastructure, with 14 National or Regional programs and data from 40 partner airlines. The number of aircraft reporting has risen to over 10,000 aircraft and the data volume has surpassed 850,000 Observations per Day.
2017: ABOP Globally Organized and Growing Rapidly * *

19. 2017: 40 Airlines and 10,200 Aircraft over Six Continents
ABOP Today (cont.)
ABOP in 2017
Australia/SW Pacific
4 Airlines reporting
North America
11 Airlines reporting
Europe (E-AMDAR)
14 Airlines reporting
Asia
8 Airlines reporting
Africa
1 Airline reporting
South America
2 Airlines reporting
2017: 40 Airlines and 10,200 Aircraft over Six Continents * *

20. Growth in Number of Aircraft Reporting into ABOP
2012 – 2017: 3,000 growing to 10,200+ Aircraft
(+3.4x in 5 years)
Added Large # of Aircraft reporting via ADS-C
The dramatic increaase in number of aircraft reporting is due to the addition of a large set of aircraft reporting via ADS-C from the U.S. Network. These metrics are regularly generated by the Canadian Meteorological Center, but there may be some confusion regarding the ADS-C aircraft. That is being investigated by the WMO ABOP team.
2012 – 2017: Dramatic Growth in Aircraft Reporting

21. 2010 – 2017: Dramatic Growth in ABOP Data
2010 – 2017: 210,000 to 870,000 Daily Obs
(+4.4x in 7 years)
Interesting to note that while there was a dramatic increase in the number of aircraft in late 2016, due to the addition of data from aircraft reporting via ADS-C, there is not a proportional increase in the data volume. This mainly just indicates that the number of observations from ADS-C reporting aircraft is lower than those reporting via other methods.
2010 – 2017: Dramatic Growth in ABOP Data

22. Note: Only 2.9% of the ABOP Data is shown in the Graphic
24 Hours of ABOP Data
While this looks like a lot of flights reporting, in reality only about 3% of the data is visible. If it was all displayed, it would be way too cluttered to see.
Yet, there is still a lot of “white space” evident, where no aircraft are reporting into ABOP. For example most of Africa, Central Asia, SW Pacific, and even Canda are poorly sampled at this time.
Note: Only 2.9% of the ABOP Data is shown in the Graphic
Graphics Courtesy of NOAA/ESRL/GSD

23. Growing Number of ABOP Aircraft Reporting Water Vapour Measurements
Solid lines on Left Axis, Dashed lines on Right Axis
2012 – 2017: 50 to 145 Aircraft
(+2.9x in 5 years)
2012 – 2017: Slow Growth in Water Vapour Measurement

24. ABOP Reporting of High Quality Water Vapour Measurements
Obviously there is a lot of white space where Water Valour Measurements are needed.
Note: Only 3.6% of the ABOP WVM Data is shown in the Graphic
Graphics Courtesy of NOAA/ESRL/GSD

25. 1960 – 2017: ABO Data is Getting Bigger Every Day
Growth in ABOP Data 1960 – 2017
Because the previous charts may have had difering scale for the Data Volumes, we have put those into one consolidated chart to show the growth of ABO in the Modern Era.
In recent years there has been a tremedous increase in the volume of data collected from ABOP. And this is just the traditional point observations of Temperature, Winds, and a few with Water Vapour and Turbulence. If the newer technology systems like onboard Wx radar are added, the volume will skyrocket and quickly become the “Big Data” of the sky.
1960 – 2017: ABO Data is Getting Bigger Every Day

26. ABOP 2018 and Beyond Aircraft-Based Observations Programme 2018+
WMO
Greater Expansion into Developing Nations/Regions
South America, Africa, Southern Asia
With Greater Regional Collaboration
Greater Integration of New Technologies
Water Vapour Measurement and Turbulence Reporting
ADS-C, ADS-B Wx, Mode-S, Broadband SatComm
Aircraft Wx Radar
Greater Use of Public Private Partnerships
Airlines/WMO/Rockwell Collins
Airlines/WMO/Panasonic
IATA/WMO
Other New PPPs
Continuously Increasing Data Volume and Quality
2018+: Strong ABO PPPs Benefitting Aviation

27. Thank You for your attention!

28. Questions?