Lightning-AI: Predicting Lightning Occurrence Before Lightning Strikes

Every 12 seconds, the Dynamic Weather Route (DWR) automation system computes and analyzes trajectories for en-route flights. DWR first identifies flights that could save 5 or more flying minutes (wind-corrected) by flying direct to a downstream return fix on their current flight plan. Eligible return fixes are limited so as not to take flights too far off their current route or interfere with arrival routings near the destination airport. Using the direct route as a reference route, DWR inserts up to two auxiliary waypoints as needed to find a minimum-delay reroute that avoids the weather and returns the flight to its planned route at the downstream fix. If a reroute is found that can save 5 minutes or more relative to the current flight plan, the flight is posted to a list displayed to the airline or FAA user. Auxiliary waypoints are defined using fix-radial-distance format, and a snap to nearby named fix option is available for todays voice-based communications. Users may also adjust the alert criteria, nominally set to 5 minutes, based on their workload and desired potential savings for their flights. A graphical user interface enables visualization of proposed routes on a traffic display and modification, if necessary, using point, click, and drag inputs. If needed, users can adjust the reroute parameters including the downstream return fix, any inserted auxiliary waypoints, and the maneuver start point. Reroute metrics, including flying time savings (or delay) relative to the current flight plan, proximity to current and forecast weather, downstream sector congestion, traffic conflicts, and conflicts with special use airspace are all updated dynamically as the user modifies a proposed route.

Conventional radar systems often struggle near wind farms, where large moving structures generate erratic echoes that resemble airborne targets. This system addresses that challenge with a smart thresholding mechanism. For each radar “resolution cell” (a segment of monitored space), the system scans Doppler bins and identifies the maximum signal amplitude from non-zero frequency bins. These values are stored in a dedicated memory array and analyzed across multiple radar scans (“dwells”) to generate an adaptive, aggregate threshold. A transition-state delay and configurable tracking sample period stabilize system sensitivity, preventing sudden Doppler anomalies (such as turbine blade movement) from triggering false positives. The system then compares its adaptive threshold against existing fixed thresholds, applying whichever is greater. If a cell corresponds to a known structure, such as a wind turbine (based on a stored radar map), the adaptive threshold is used; otherwise, standard methods apply. The result is a highly flexible system that reduces clutter without sacrificing sensitivity and can be integrated with existing pulse-Doppler radar platforms, including MTI and MTD variants.

Fixed-point or spark-plug discharge systems are challenging to set up and maintain, often suffering from performance degradation or failure as repeated discharges damage and alter contact points. Similarly, contact-based solutions like slip rings can introduce torque drag and create contamination particles over time as materials wear down. The SAG system eliminates these problems with its innovative contactless design, proven to cycle reliably tens of thousands of times without failure. In testing, this system survived approximately 25,000 times the expected mission charge cycles. The SAG system consists of a flexure, discharge point, and bleed circuit that controls the voltage, location and current at which a discharge occurs. The flexure is electrically isolated from the rest of the stationary body forcing the discharge current to go through the bleed circuit. This provides the ability to protect sensitive electronics from a sudden field collapse or ground plane disturbance. The flexure is able of taking different forms depending on the application and desired characteristics allowing for a scalable system, modifiable for various mission parameters. Additionally, the SAG system is passive until needed, requiring no active electronics unless used as a sensor. Due to its contactless nature, the SAG system simplifies live wear testing, significantly lowering costs compared to traditional mechanisms. Unlike fixed-point systems, it does not require precise dynamic clearances, making it more tolerant to launch loads and reducing the severity of electrical discharge events. Although designed for space and planetary exploration applications, the SAG system may also be valuable for terrestrial use cases for monitoring charging of electrically isolated components where charge buildup may occur or where grounding isn’t possible. The SAG System is at technology readiness level (TRL) 6 (system demonstration in relevant environment) and is available for patent licensing.

Radiosondes are launched twice a day from different locations of the world and meteorological data is collected to plot the STUV diagram and determining CAPE (Cumulative Average Potential Energy) values. Radiosondes are not re-usable and used only at pre-determined locations around the globe. Moreover, a radiosonde can drift up to 125 miles from its release point. About 75,000 radiosondes are used every year. Given this unmet need, an inventor at NASA has developed an advanced airborne meteorological system which can provide meteorological parameters at any location at any desired time. In additional to routinely used meteorological sensors, an infrasonic sensor is also included to determine wind shear at local and regional levels. The airborne system may also be used in towns and cities to track drones and UAVs in the area. The airborne vehicle (UAV or drone) should be able to track seismic waves, magnetic storms, magneto-hydrodynamic waves, tornadoes, meteor, and lightning, etc. This technology can be use to measure environmental turbulence including wind shear, vortices as well as large and small eddies is an important factor in forecasting local and regional weather. It can also detect infrasound at ranges of many miles from the source and the shape of the acoustic power spectrum can be used to identify type of turbulence in the atmosphere.

When a lightning leader propagates through the atmosphere in the vicinity of an aircraft, the lightning electromagnetic emissions generated from the moving electrical charge will radiate the aircraft surface before the actual strike to the aircraft can occur. As the lightning leader propagates closer to the aircraft, the radiated emissions at the aircraft will grow stronger. By design, the frequency bandwidth of the lightning radiated is in the range for SansEC resonance. Hence the SansEC coil will be passively powered by the external oscillating magnetic field of the lightning radiated emission. The coil will resonate and generate its own oscillating magnetic and electric fields. These fields generate so-called Lorentz forces that influence the direction and momentum of the lightning attachment and thereby deflect/spread where the strike entry and exit points/damage occurs on the aircraft.