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Flight safety is central to the certification process and relies on assessment methods that provide evidence acceptable to regulators. For drones operating as Advanced Air Mobility (AAM) platforms, this requires an accurate representation of the complex wind fields in urban areas. Large-eddy simulations (LES) of such environments generate datasets from hundreds of gigabytes to several terabytes, imposing heavy storage demands and limiting real-time use in simulation frameworks. To address this challenge, we apply a Convolutional Autoencoder (CAE) to compress a 40 m-deep section of an LES wind field. The dataset size was reduced from 7.5 GB to 651 MB, corresponding to a 91% compression ratio, while maintaining maximum magnitude errors within a few tenths of the spatio-temporal wind velocity. Predicted vehicle responses showed only marginal differences, with close agreement between the full LES and CAE reconstructions. These findings demonstrate that CAEs can significantly reduce the computational cost of urban wind field integration without compromising fidelity, thereby enabling the use of larger domains in real-time and supporting efficient sharing of disturbance models in collaborative studies. 

Urban wind, and particularly turbulence present in the roughness zone near structures, poses a critical challenge for next-generation drones. Complex flow patterns induced by large buildings produce significant disturbances that the vehicle must reject at low altitudes. Traditional turbulence models, such as the von Kármán model, underestimate these localized effects, compromising flight safety. To address this gap, we integrate high-resolution time and spatially varying urban wind fields from Large Eddy Simulations into a flight dynamics simulation framework using vehicle plant models based on configuration geometry and commonly deployed Ardupilot control laws, enabling a detailed analysis of drone responses in urban environments. Our results reveal that high-risk flight zones can be systematically identified by correlating drone response metrics with the spatial distribution of Turbulent Kinetic Energy (TKE). Notably, maximum g-loads coincide with abrupt TKE transitions, underscoring the critical impact of even short-lived wind fluctuations. By coupling advanced computational fluid dynamics with a real-time vehicle dynamics model, this work establishes a foundational methodology for designing safer and more reliable advanced air mobility platforms in complex urban airspaces. This work distinguishes itself from the existing literature by incorporating an efficient vortex lattice aerodynamic solver that supports arbitrary fixed-wing drone platforms through the simple specification of planform geometry and mass properties, and operating full-flights throughout a time and spatially varying urban wind field. This framework enables a robust assessment of stability and control for a wide range of fixed-wing drone platforms operating in urban environments, with delivery drones serving as a representative and practical use case. 

Advanced Aerial Mobility (AAM) platforms are poised to begin high-density operations in urban areas nationwide. This new category of aviation platforms spans a broad range of sizes, from small package delivery drones to passenger-carrying vehicles. Unlike traditional aircraft, AAM vehicles operate within the urban boundary layer, where large structures, such as buildings, interrupt the flow. This study examines the response of a package delivery drone, a general aviation aircraft, and a passenger-carrying urban air mobility aircraft through an urban wind field generated using Large Eddy Simulations (LES). Since it is burdensome to simulate flight dynamics in real-time using the full-order solution, reduced-order wind models are created. Comparing trajectories for each aircraft platform using full-order or reduced-order solutions reveals little difference; reduced-order wind representations appear sufficient to replicate trajectories as long as the spatiotemporal wind field is represented. However, examining control usage statistics and time histories creates a stark difference between the wind fields, especially for the lower wing-loading package delivery drone where control saturation was encountered. The control saturation occurrences were inconsistent across the full-order and reduced-order winds, advising caution when using reduced-order models for lightly wing-loaded aircraft. The results presented demonstrate the effectiveness of using a simulation environment to evaluate reduced-order models by directly comparing their trajectories and control activity metrics with the full-order model. This evaluation provides designers valuable insights for making informed decisions for disturbance rejection systems. Additionally, the results indicate that using Reynolds-averaged Navier–Stokes (RANS) solutions to represent urban wind fields is inappropriate. It was observed that the mean wind field trajectories fall outside the 95% confidence intervals, a finding consistent with the authors’ previous research. 

Abstract The concept of Advanced Air Mobility involves utilizing cutting-edge transportation platforms to transport passengers and cargo efficiently over short distances in urban and suburban areas. However, using simplified atmospheric models for aircraft simulations can prove insufficient for modeling large disturbances impacting low-altitude flight regimes. Due to the complexities of operating in urban environments, realistic wind modeling is necessary to ensure trajectory planning and control design can maintain high levels of safety. In this study, we simulate the dynamic response of a representative advanced air mobility platform operating in wing-borne flight through an urban wind field generated using Large Eddy Simulations (LES) and a wind field created using reduced-order models based on full-order computational solutions. Our findings show that the longitudinal response of the aircraft was not greatly affected by the fidelity of the LES models or if the spatial variation was considered while evaluating the full-order wind model. This is encouraging as it indicates that the full LES generation of the wind field may not be necessary, which decreases the complexity and time needed in this analysis. Differences are present when comparing the lateral response, owing to the differences in the asymmetric loading of the planform in the full and reduced order models. These differences seen in the lateral responses are expected to increase for planforms with smaller wing loadings, which could pose challenges. Additionally, the response of the aircraft to the mean wind field, the temporal average of the full order model, was misrepresentative in the longitudinal response and greatly under-predicted control surface activity, particularly in the lateral response. 

This works aims to generate realistic wind data in urban spaces, which is essential in developing, testing and ensuring the safe operations of Small Unmanned Aerial Systems (sUAS) using Deep Learning (DL). This provides an alternative to existing turbulence models, specifically aimed at urban air spaces. We devise and utilize a Non-Intrusive Reduced Order Model (NIROM) approach to replicate and realistically predict wind fields in urban spaces. The method uses Large Eddy Simulation data from well-established computational fluid dynamics solvers like OpenFOAM to devise the NIROM. High-fidelity data generated from OpenFOAM is decomposed using Proper Orthogonal Decomposition (POD) into its orthogonal modes and basis. These orthogonal modes obtained over time are trained on specialized Recurrent Neural Networks like Long-Term Short Memory (LSTM) to complete the NIROM formulation. This method combined the traditional reduced order modeling approach with deep learning techniques to devise a framework for easy building and application of Machine Learning (ML) based Reduced Order Models (ROMs). A typical urban morphology subject to the wind is chosen and considered a test case for demonstrating the method. 

Realistic wind data are essential in developing, testing, and ensuring the safety of unmanned aerial systems in operation. Alternatives to Dryden and von Kármán turbulence models are required, aimed explicitly at urban air spaces to generate turbulent wind data. We present a novel method to generate realistic wind data for the safe operation of small unmanned aerial vehicles in urban spaces. We propose a non-intrusive reduced order modeling approach to replicate realistic wind data and predict wind fields. The method uses a well-established large-eddy simulation model, the parallelized large eddy simulation model, to generate high-fidelity data. To create a reduced-order model, we utilize proper orthogonal decomposition to extract modes from the three-dimensional space and use specialized recurrent neural networks and long-term short memory for stepping in time. This paper combines the traditional approach of using computational fluid dynamic simulations to generate wind data with deep learning and reduced-order modeling techniques to devise a methodology for a non-intrusive data-based model for wind field prediction. A simplistic model of an isolated urban subspace with a single building setup in neutral atmospheric conditions is considered a test case for the demonstration of the method. 

Results of a previous aerodynamics study conducted over a wing that exhibits the Prandtl Bell Spanload were implemented into a simulation environment with the intent of studying unique flight characteristics that are theorized to be presented by this spanload. However, early simulations over the dynamics show that the yawing moment due to roll rate is of higher effect than the yaw moment due to aileron deflection angle. This over-prediction of the roll-yaw coupling term has been called into question. A new method is to be tested, which implements a compact vortex-lattice (CVLM) formulation, to show the difference between the flight dynamics predicted by this new method and the stability derivative method currently in use. The analysis utilizes two initial conditions to test the differences as the dynamics propagate through time. The first, a large initial bank angle, leads to the stabiltiy derivative method diverging while the CVLM results show this to not be the case. The second condition, a wind-field representative of a stable nocturnal boundary layer over the ground, leads to much more agreement between methods before divergence occurs due to a velocity higher than that of the stability derivative linearization point. It is then agreed that, since CVLM cannot predict stall effects and other nonlinear flight regions, a hybrid approach is proposed that takes advantage of the roll-yaw coupling prediction of the CVLM and the range of condition available to the stability derivative method.