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The prediction of turbulence and wind shear associated with thunderstorm gust fronts

The parametric dependence of storm simulation is explored on the basis of the previously reported (1977) second-order closure model of turbulence designed to simulate a thunderstorm gust front. The model simulation results are intended for extrapolation to the conditions considered most hazardous to aircraft operation. It is shown that the presistence and strength of the gust front are enhanced significantly by increasing the spread of the downdraft shaft and the velocity at the top of the domain. Turbulence develops in the regions of high shear and is most intense near the corner and within the gust front itself. While the center shaft is certainly an area to be avoided, the gust front region is probably more critical because it may extend over a large region far from the center of the downdraft, in a highly transient state.

Teske, M. E.↗

The challenges of simulating wake vortex encounters and assessing separation criteria

During landings and take-offs, the longitudinal spacing between airplanes is in part determined by the safe separation required to avoid the trailing vortex wake of the preceding aircraft. Safe exploration of the feasibility of reducing longitudinal separation standards will require use of aircraft simulators. This paper discusses the approaches to vortex modeling, methods for modeling the aircraft/vortex interaction, some of the previous attempts of defining vortex hazard criteria, and current understanding of the development of vortex hazard criteria.

Dunham, R. E.↗

Solid Inflammability Boundary at Low Speed (SIBAL)

This research program is concerned with the effect of low speed flow on the spreading and extinction processes of flames over solid fuels. We are particularly interested in the flammability boundary and the near-limit flame behavior in a microgravity environment. Primary attention is given to flame propagation in concurrent flow - the more hazardous situation from the point of view of fire safety. Both theoretical modeling and experimental research are in progress. This project passed the Science Concept Review (SCR) in 1996. As a result, the experiment continues on the flight definition path, and is currently scheduled to be performed in the Space Station Fluids and Combustion Facility (FCF).

Tien, James S.↗

Wake Vortex Radar System Development: Overview

The objectives of the work are to: (1) Investigate microwave and millimeter wave sensors to locate, track, quantify, and observe the wake vortex hazard; (2) Develop and evaluate system concepts and designs using sensor system models and employing a theoretical reflectivity model for the wake vortex; (3) Test the validity of the theoretical model; (4) Acquire sensor systems and conduct field testing to evaluate; and to (5) Refine a system for field testing as a wake vortex sensor.

Neece, Robert T.↗

A New Handbook for the Development of Space Vehicle Terrestrial Environment Design Requirements.

A new NASA document entitled "Terrestrial Environment (Climatic) Criteria Handbook for Use in Aerospace Vehicle Development (NASA-HDBK-1001A) has been developed. The Handbook provides terrestrial environment information, data bases, models, recommendations, etc. for use in the design, development, trade studies, testing, and mission analyses for space (or launch) .vehicles. This document is organized into fourteen specific natural environment disciplines of which some are winds, atmospheric models, thermal radiation, precipitation-for-icing, cloud cover, atmospheric electricity, geologic hazards, toxic chemical release by propulsion systems, and sea state. Atmospheric phenomena play a significant role in the design and flight of aerospace vehicles and in the integrity of the associated aerospace systems and structures. Environmental design criteria guidelines in this document are based on measurements and observations of atmospheric and climatic phenomena relative to various aerospace development, operational, and vehicle launch locations. The natural environment criteria guidelines data presented in this Handbook were formulated based on discussions with and requests from engineers involved in aerospace vehicle development and operations. Therefore, they represent responses to actual engineering problems and are not just a general compilation of environmental data. The Handbook addresses the basis for the information presented, the interpretations of the terrestrial environment guideline given in the Handbook, and its application to the development of aerospace vehicle design requirements. Specific examples of the Handbook content and associated "lessons lenmed" are given in this paper.

Johnson, Dale L.↗

A New Handbook for the Development of Space Vehicle Terrestrial Environment Design Requirements

A new NASA document entitled "Terrestrial Environment (Climatic) Criteria Handbook for Use in Aerospace Vehicle Development (NASA-HDBK-IOO1A) has been developed. The Handbook provides terrestrial environment information, data bases, models, recommendations, etc. for use in the design, development, trade studies, testing, and mission analyses for space (or launch) vehicles. This document is organized into fourteen specific natural environment disciplines of which some are winds, atmospheric models, thermal radiation, precipitation-for-icing, cloud cover, atmospheric electricity, geologic hazards, toxic chemical release by propulsion systems, and sea state. Atmospheric phenomena play a significant role in the design and flight of aerospace vehicles and in the integrity of the associated aerospace systems and structures. Environmental design criteria guidelines in this document are based on measurements and observations of atmospheric and climatic phenomena relative to various aerospace development, operational, and vehicle launch locations. The natural environment criteria guidelines data presented in this Handbook were formulated based on discussions with and requests from engineers involved in aerospace vehicle development and operations. Therefore, they represent responses to actual engineering problems and are not just a general compilation of environmental data. The Handbook addresses the basis for the information presented, the interpretations of the terrestrial environment guideline given in the Handbook, and its application to the development of aerospace vehicle design requirements. Specific examples of the Handbook content and associated "lessons lenmed" are given in this paper.

Johnson, Dale L.↗

Results of Lunar Impact Observations During Geminid Meteor Shower Events

Meteoroids are natural particles with origins from comets, asteroids, and planets from within the solar system. On average, 33 metric tons (73,000 lb) of meteoroids hit Earth everyday with velocities ranging between 20 and 72 km/s. However, the vast majority of these meteoroids disintegrate in the atmosphere and never make it to the ground. The Moon also encounters the same meteoroid flux, but has no atmosphere to stop them from striking the surface. At such speeds even a small meteoroid has incredible energy. A meteoroid with a mass of only 5 kg can excavate a crater over 9 m across, hurling 75 metric tons (165,000 lb) of lunar soil and rock on ballistic trajectories above the lunar surface. Meteoroids with particle sizes as small as 100 micrometer (1 Microgram) can do considerable damage to spacecraft in Earth's orbit and beyond. Impacts can damage thermal protection systems, radiators, windows, and pressurized containers. Secondary effects might include partial penetration or pitting, local deformation, and surface degradation that can cause a failure upon reentry. The speed, mass, density, and flux of meteoroids are important factors for design considerations and mitigation during operations. Lunar operations (unmanned and manned) are also adversely affected by the meteoroid flux. Ejecta from meteoroid impacts is also part of the lunar environment and must be characterized. Understanding meteoroid fluxes and the associated risk of meteoroids impacting spacecraft traveling in and beyond Earth's orbit is the objective of the Meteoroid Environment Office (MEO) located at Marshall Space Flight Center (MSFC). One of the MEO's programs is meteoroid impact monitoring of the Moon. The large collecting area of the night side of the lunar disk provides statistically significant counts of meteoroids that can provide useful information about the flux of meteoroids in the hundreds of grams to kilograms size range. This information is not only important for characterizing the lunar environment associated with larger lunar impactors, but also provides statistical data for verification and improving meteoroid prediction models. Current meteoroid models indicate that the Moon is struck by a sporadic meteoroid with a mass greater than 1 kg over 260 times per year. This number is very uncertain since observations for objects in this mass range are few. Factors of several times, higher or lower, are easily possible. Meteor showers are also present to varying degrees at certain times of the year. The Earth experiences meteor showers when encountering the debris left behind by comets, which is also the case with 2 the Moon. During such times, the rate of shower meteoroids can greatly exceed that of the sporadic background rate for larger meteoroids. Looking for meteor shower impacts on the Moon at about the same time as they occur on Earth will yield important data that can be fed into meteor shower forecasting models, which can then be used to predict times of greater meteoroid hazard on the Moon. The Geminids are one such meteor shower of interest. The Geminids are a major meteor shower that occur in December with a peak intensity occurring usually during the 13th and 14th of the month and appearing to come from a radiant in the constellation Gemini. The Geminids are interesting in that the parent body of the debris stream is an asteroid, which along with the Quadrantids, are the only major meteor showers not originating from a comet. The Geminids parent body, 3200 Phaethon, is about 5 km in diameter and has an orbit that has a 22deg inclination which intersects the main asteroid belt and has a perihelion less than half of Mercury's perihelion distance. Thus, its orbit crosses those of Mars, Earth, Venus, and Mercury. The Geminid debris stream is by far the most massive as compared to the others. When the Earth passes through the stream in mid-December, a peak intensity of approx. equal 120 meteors per hour can be seen. Because of the Geminids' relatively large intensity and unique origin, it is important to monitor and gain information about the Geminids so as to improve their forecasts and understand their contribution to the meteoroid environment in Earth's orbit and at the Moon. It is the purpose of this Technical Memorandum (TM) to document two lunar observing periods coinciding with the Geminid meteor showers that occurred in 2006 and 2010.

Suggs, R. J.↗

Probability Estimates of Solar Proton Doses During Periods of Low Sunspot Number for Short Duration Missions

In an earlier paper presented at ICES in 2015, we investigated solar particle event (SPE) radiation exposures (absorbed dose) to small, thinly-shielded spacecraft during a period when the monthly smoothed sunspot number (SSN) was less than 30. Although such months are generally considered "solar-quiet", SPEs observed during these months even include Ground Level Events, the most energetic type of SPE. In this paper, we add to previous study those SPEs that occurred in 1973-2015 when the SSN was greater than 30 but less than 50. Based on the observable energy range of the solar protons, we classify the event as GLEs, sub-GLEs, and sub-sub-GLEs, all of which are potential contributors to the radiation hazard. We use the spectra of these events to construct a probabilistic model of the absorbed dose due to solar protons when SSN < 50 at various confidence levels for various depths of shielding and for various mission durations. We provide plots and tables of solar proton-induced absorbed dose as functions of confidence level, shielding thickness, and mission-duration that will be useful to system designers.

Atwell, William↗

Lunar Reconnaissance Orbiter Camera Observations Relating to Science and Landing Site Selection in South Pole-Aitken Basin for a Robotic Sample Return Mission

The Moon's South Pole-Aitken basin (SPA) is a high priority target for Solar System exploration, and sample return from SPA is a specific objective in NASA's New Frontiers program. Samples returned from SPA will improve our understanding of early lunar and Solar System events, mainly by placing firm timing constraints on SPA formation and the post-SPA late-heavy bombardment (LHB). Lunar Reconnaissance Orbiter Camera (LROC) images and topographic data, especially Narrow Angle Camera (NAC) scale (1-3 mpp) morphology and digital terrain model (DTM) data are critical for selecting landing sites and assessing landing hazards. Rock components in regolith at a given landing site should include (1) original SPA impact-melt rocks and breccia (to determine the age of the impact event and what materials were incorporated into the melt); (2) impact-melt rocks and breccia from large craters and basins (other than SPA) that represent the post-SPA LHB interval; (3) volcanic basalts derived from the sub-SPA mantle; and (4) older, "cryptomare" (ancient buried volcanics excavated by impact craters, to determine the volcanic history of SPA basin). All of these rock types are sought for sample return. The ancient SPA-derived impact-melt rocks and later-formed melt rocks are needed to determine chronology, and thus address questions of early Solar System dynamics, lunar history, and effects of giant impacts. Surface compositions from remote sensing are consistent with mixtures of SPA impactite and volcanic materials, and near infrared spectral data distinguish areas with variable volcanic contents vs. excavated SPA substrate. Estimating proportions of these rock types in the regolith requires knowledge of the surface deposits, evaluated via morphology, slopes, and terrain ruggedness. These data allow determination of mare-cryptomare-nonmare deposit interfaces in combination with compositional and mineralogical remote sensing to establish the types and relative proportions of materials expected at a given site. Remote sensing compositions, e.g., FeO, also constrain the relative abundances of components. Landing-site assessments use crater and boulder distributions, and slope and terrain rugge

Jolliff, B. L.↗

Synthesis of 3-D Coronal-Solar Wind Energetic Particle Acceleration Modules

Acute space radiation hazards pose one of the most serious risks to future human and robotic exploration. Large solar energetic particle (SEP) events are dangerous to astronauts and equipment. The ability to predict when and where large SEPs will occur is necessary in order to mitigate their hazards. The Coronal-Solar Wind Energetic Particle Acceleration (C-SWEPA) modeling effort in the NASANSF Space Weather Modeling Collaborative [Schunk, 2014] combines two successful Living With a Star (LWS) (http:lws.gsfc.nasa.gov) strategic capabilities: the Earth-Moon-Mars Radiation Environment Modules (EMMREM)[Schwadron et al., 2010] that describe energetic particles and their effects, with the Next Generation Model forthe Corona and Solar Wind developed by the Predictive Science, Inc. (PSI) group. The goal of the C-WEPA effort is to develop a coupled model that describes the conditions of the corona, solar wind, coronal mass ejections (CMEs) and associated shocks, particle acceleration, and propagation via physics-based modules. Assessing the threat of SEPs is a difficult problem. The largest SEPs typically arise in conjunction with X classflares and very fast (1000 kms) CMEs. These events are usually associated with complex sunspot groups(also known as active regions) that harbor strong, stressed magnetic fields. Highly energetic protonsgenerated in these events travel near the speed of light and can arrive at Earth minutes after the eruptiveevent. The generation of these particles is, in turn, believed to be primarily associated with the shock waveformed very low in the corona by the passage of the CME (injection of particles fromthe flare sitemay also playa role). Whether these particles actually reach Earth (or any other point) depends on their transport in theinterplanetary magnetic field and their magnetic connection to the shock.

exploration↗

Weather Guidance for UAS Urban Medical Transport Missions

Unmanned aircraft will revolutionize healthcare services by providing efficient and expeditious delivery of life-saving transplant organs and supplies to hospitals in urban environments, where road traffic and congestion can slow delivery times and endanger lives. Bell has developed the Autonomous Pod Transport (APT) vehicle to serve this market, with entry into service in mid-2020s. Adverse weather conditions can introduce risks and inefficiencies in urban environments leading to flight delays and cancellations. In 2018, National Aeronautics and Space Administration (NASA) and Bell entered into a cooperative agreement, under the Systems Integration and Operationalization (SIO) program to tackle key challenges to enable future commercial unmanned aircraft operations. The Center for Collaborative Adaptive Sensing of the Atmosphere (CASA) at the University of Massachusetts, Amherst, joined this team to demonstrate weather avoidance technologies for remotely piloted and autonomous vehicles. CASA has developed the ‘City Warn’ hazard alerting platform to gather weather information from various weather sensors and models, and based on user (or mission) preferences for alerting and on user (or unmanned aircraft) locations, the platform shares timely weather intelligence with users and the systems used by them for remote operations. This presentation discusses the weather avoidance solution developed during this project, leading up to the demonstration of the end-to-end system in Fall 2020. The presentation will cover the following topics: 1) goals related to weather avoidance 2) the design requirements process, including the results of pilot interviews, 3) weather observation and avoidance needs 4) selection of regional and national weather data sets 5) design of the weather graphical interface and 6) considerations for real-time weather alerting. The end-to-end system that was developed will be discussed, along with the results from the demonstration flight. The presentation will conclude with insights from the project team on lessons learned and best practices on weather avoidance technologies for the industry going ahead.

weather avoidance↗

Weather Guidance for UAS Urban Medical Transport Missions

Unmanned aircraft will revolutionize healthcare services by providing efficient and expeditious delivery of life-saving transplant organs and supplies to hospitals in urban environments, where road traffic and congestion can slow delivery times and endanger lives. Bell has developed the Autonomous Pod Transport (APT) vehicle to serve this market, with entry into service in mid-2020s. Adverse weather conditions can introduce risks and inefficiencies in urban environments leading to flight delays and cancellations. In 2018, National Aeronautics and Space Administration (NASA) and Bell entered into a cooperative agreement, under the Systems Integration and Operationalization (SIO) program to tackle key challenges to enable future commercial unmanned aircraft operations. The Center for Collaborative Adaptive Sensing of the Atmosphere (CASA) at the University of Massachusetts, Amherst, joined this team to demonstrate weather avoidance technologies for remotely piloted and autonomous vehicles. CASA has developed the ‘City Warn’ hazard alerting platform to gather weather information from various weather sensors and models, and based on user (or mission) preferences for alerting and on user (or unmanned aircraft) locations, the platform shares timely weather intelligence with users and the systems used by them for remote operations. This presentation discusses the weather avoidance solution developed during this project, leading up to the demonstration of the end-to-end system in Fall 2020. The presentation will cover the following topics: 1) goals related to weather avoidance 2) the design requirements process, including the results of pilot interviews, 3) weather observation and avoidance needs 4) selection of regional and national weather data sets 5) design of the weather graphical interface and 6) considerations for real-time weather alerting. The end-to-end system that was developed will be discussed, along with the results from the demonstration flight. The presentation will conclude with insights from the project team on lessons learned and best practices on weather avoidance technologies for the industry going ahead.

weather avoidance↗

Human Interfaces and Management of Information (HIMI) Challenges for “In-time” Aviation Safety Management Systems (IASMS)

The envisioned transformation of the National Airspace System to integrate an In-time Aviation Safety Management System(IASMS)to assure safety in Advanced Air Mobility(AAM)brings unprecedented challenges to the design of human interfaces and management of safety information. Safety in design and operational safety assurance are critical factors for how humans will interact with increasingly autonomous systems. The IASMS Concept of Operations builds from traditional commercial operator safety management and scales in complexity to AAM. The transformative changes in future aviation systems pose potential new critical safety risks with novel types of aircraft and other vehicles having different performance capabilities, flying in increasingly complex airspace, and using adaptive contingencies to manage normal and non-normal operations. These changes compel development of new and emerging capabilities that enable innovative ways for humans to interact with data and manage information. In-creasing complexity of AAM corresponds with use of predictive modeling, data analytics, machine learning, and artificial intelligence to effectively address known hazards and emergent risks. The roles of humans will dynamically evolve in increments with this technological and operational evolution. The interfaces for how humans will interact with increasingly complex and assured systems designed to operate autonomously and how information will need to be presented are important challenges to be resolved.

Lawrence J Prinzel↗

LiDAR-Based Map Relative Localization Performance Analysis for Landing on Europa

This paper presents preliminary simulations andanalyses done to assess the feasibility of performing Map RelativeLocalization (MRL) with the Europa Lander LiDAR beingdeveloped for the Europa Lander Pre-Phase A concept. MapRelative Localization is the process of determining the horizontalposition of a lander with respect to an onboard, a-priori map,by comparing the map to sensor observations of the terrain duringdeorbit, descent, and landing (DDL). Although kilometerscaleposition knowledge is commonly available during DDL,landing in hazard-rich environments requires position errors of100 m or less. Prior knowledge in the case of Europa Landerwill be visual and topographic maps collected by the upcomingEuropa Clipper mission. The Mars 2020 Lander Vision System(LVS) uses images from a camera to localize with respect tovisual maps. This technology, as well as a 3D imaging LiDAR indevelopment for hazard detection, is currently baselined for theEuropa Lander Pre-Phase A concept. This paper investigatesthe potential use of the hazard detection LiDAR to performMRL with respect to a 3D digital elevation model (DEM)provided by the Europa Clipper mission, as an alternative orbackup solution to passive optical MRL. Compared to passiveoptical MRL, one advantage of LiDAR-based localization isthat it is insensitive to lighting conditions, potentially relaxingrequirements on synchronizing map acquisition and landingtime of day. To analyze LiDAR based MRL performance,six representative terrains are synthetically up-sampled fromGalileo-derived maps of Europa to a resolution of 0.5 m/pxand covering an area of 4 km by 4 km. These maps are usedas ground-truth to generate simulated noisy a-priori onboardtopographic maps expected from Europa Clipper as well assimulated LiDAR DEMs generated at an altitude of 5 km duringEuropa Lander DDL. The simulated LiDAR DEM is matchedagainst the simulated map via 2D normalized cross-correlation,exploiting the accurately known spacecraft attitude to avoidthe need for more computationally intensive algorithms such asIterative Closest Point (ICP). Two sources of measurement errorare identified for analysis: 1) additive Gaussian noise in therange measurements from the Europa Lander LiDAR and theEuropa Clipper derived maps and 2) errors in the LiDAR DEMinduced by errors in the Europa Lander state estimate which isused to de-warp the LiDAR scan data into a DEM format. Weassess the effect of each of these types of errors independently onmatching performance as well as the overall performance whenall types of error are introduced. Additionally, we present theresult of a sensitivity study to terrain frequency content.

Trawny, Nikolas↗

Landslide Runout Analysis Using Remote Sensing for Lower and Upper Barun Lakes

Landslides are recognized as common triggers of glacial lake outburst floods in high mountain regions, but the remoteness of dangerous glacial lakes makes monitoring and disaster management very difficult. Using a very high resolution digital elevation model produced from a series of stereo satellite images, we simulate debris flows and rock avalanche runout around two very dangerous lakes in high mountain Nepal. We constrain particularly likely sources of these slope failures to simulate 79,800 potential debris flows and rock avalanches of volumes ranging from 1,000 m3 to 1,000,000 m3. This allowed us to identify zones in and around dangerous glacial lakes that are most exposed to landslide runout hazards, along with the most frequent source areas that produced landslides that may run into either of the two glacial lakes. Although our empirical-statistical model presented limitations that numerical models attempt to overcome, our probabilistic approach combined with a very high resolution DEM may shed new light on how to identify sources and impact areas of debris flows and rock avalanches that may cascade into downstream disasters.

landslides↗

Real-Time Monitoring and Prediction of Airspace Safety

The U.S. National Airspace System (NAS) has reached an extremely high level of safety in recent years. However, it will only become more difficult to maintain the current level of safety with the forecasted increase in operations, and so the FAA has been making revolutionary changes to the NAS to both expand capacity and ensure safety. Our work complements these efforts by developing a novel model-based framework for real-time monitoring and prediction of the safety of the NAS. Our framework is divided into two parts: (offline) safety analysis and modeling part, and a real-time (online) monitoring and prediction of safety. The goal of the safety analysis task is to identify hazards to flight (distilled from several national databases) and to codify these hazards within our framework such that we can monitor and predict them. From these we define safety metrics that can be monitored and predicted using dynamic models of airspace operations, aircraft, and weather, along with a rigorous, mathematical treatment of uncertainty. We demonstrate our overall approach and highlight the advantages of this approach over the current state-of-the-art through simulated scenarios.

safety metrics↗

Using Model-Based Reasoning for Autonomous Instrument Operation

Multiprobe missions are an important part of NASA's future: Cluster, Magnetospheric Multi Scale, Global Electrodynamics and Magnetospheric Constellation are representatives from the Sun-Earth Connections Theme. To make such missions robust, reliable, and affordable, ideally the many spacecraft of a constellation must be at least as easy to operate as one spacecraft is today. To support this need for scalability, science instrumentation must become increasingly easy to operate, even as this same instrumentation becomes more capable and advanced. Communication and control resources will be at a premium for future instruments. Many missions will be out of contact with ground operators for extended periods either to reduce operations cost or because of orbits that limit communication to weekly perigee transits. Autonomous capability is necessary if such missions are to effectively achieve their operational objectives. An autonomous system is one that acts given its situation in a mission appropriate manner without external direction to achieve mission goals. To achieve this capability autonomy must be built into the system through judicious design or through a built-in intelligence that recognizes system state and manages system response. To recognize desired or undesired system states, the system must have an implicit or explicit understanding of its expected states given its history and self observations. The systems we are concerned with, science instruments, can have stringent requirements for system state knowledge in addition to requirements driven by health and safety concerns. Without accurate knowledge of the system state, the usefulness of the science instrument may be severely limited. At the same time, health and safety concerns often lead to overly conservative instrument operations further reducing the effectiveness of the instrument. These requirements, coupled with overall mission requirements including lack of communication opportunities and tolerance of environmental hazards, frame the problem of constructing autonomous science instruments. we are developing a model of the Low Energy Neutral Atom instrument (LENA) that is currently flying on board the Imager for Magnetosphere-to-Aurora Global Exploration (IMAGE) spacecraft. LENA is a particle detector that uses high voltage electrostatic optics and time-of-flight mass spectrometry to image neutral atom emissions from the denser regions of the Earth's magnetosphere. As with most spacecraft borne science instruments, phenomena in addition to neutral atoms are detected by LENA. Solar radiation and energetic particles from Earth's radiation belts are of particular concern because they may help generate currents that may compromise LENA's long term performance. An explicit model of the instrument response has been constructed and is currently in use on board IMAGE to dynamically adapt LENA to the presence or absence of energetic background radiations. The components of LENA are common in space science instrumentation, and lessons learned by modelling this system may be applied to other instruments. This work demonstrates that a model-based approach can be used to enhance science instrument effectiveness. Our future work involves the extension of these methods to cover more aspects of LENA operation and the generalization to other space science instrumentation.

Johnson, Mike↗

Modeling the impact of smoke from prescribed fire on road visibility

Prescribed fires are planned to achieve conservation and fuel reduction objectives while minimizing smoke ground concentration to limit health impacts and road visibility impairment. Prescribed burns cannot indeed be conducted if those hazards are not within predefined limits. This paper proposes a new framework to evaluate road visibility that overcomes the limitation of the state of the art model, VSMOKE. The framework leverages the fast-running framework QUIC-Fire/QUIC-SMOKE to capture fire and smoke dynamics, and the timing and duration of hazardous conditions on the road network close to the burn unit (within 50–100 km). The paper presents parametric study using a real burn plot at Fort Stewart (GA, USA), under hypothetical wind conditions to understand the interplay between buoyancy and smoke dilution. Here, results showed that faster winds caused fire escape while slower winds did not achieve a complete burn. Furthermore, faster winds featured brief road visibility reduction below braking distance.

54 ENVIRONMENTAL SCIENCES↗