Airborne measurement of absolute sea-surface heights

1993 ◽  
Vol 20 (9) ◽  
pp. 875-878 ◽  
Author(s):  
John M. Brozena ◽  
Mary F. Peters ◽  
Rene Forsberg
Keyword(s):  
Sea Surface ◽  
Airborne Measurement ◽  
Sea Surface Heights

scholarly journals Recovering Marine Gravity Over the Gulf of Guinea From Multi-Satellite Sea Surface Heights

2021 ◽  
Vol 9 ◽  
Author(s):  
Richard Fiifi Annan ◽  
Xiaoyun Wan
Keyword(s):  
Gravity Field ◽  
Gravity Anomalies ◽  
Sea Surface ◽  
Shallow Waters ◽  
Gulf Of Guinea ◽  
Gravity Field Model ◽  
The North ◽  
Marine Gravity ◽  
Sea Surface Heights ◽  
East Component

A regional gravity field product, comprising vertical deflections and gravity anomalies, of the Gulf of Guinea (15°W to 5°E, 4°S to 4°N) has been developed from sea surface heights (SSH) of five altimetry missions. Though the remove-restore technique was adopted, the deflections of the vertical were computed directly from the SSH without the influence of a global geopotential model. The north-component of vertical deflections was more accurate than the east-component by almost three times. Analysis of results showed each satellite can contribute almost equally in resolving the north-component. This is attributable to the nearly northern inclinations of the various satellites. However, Cryosat-2, Jason-1/GM, and SARAL/AltiKa contributed the most in resolving the east-component. We attribute this to the superior spatial resolution of Cryosat-2, the lower inclination of Jason-1/GM, and the high range accuracy of the Ka-band of SARAL/AltiKa. Weights of 0.687 and 0.313 were, respectively, assigned to the north and east components in order to minimize their non-uniform accuracy effect on the resultant gravity anomaly model. Histogram of computed gravity anomalies compared well with those from renowned models: DTU13, SIOv28, and EGM2008. It averagely deviates from the reference models by −0.33 mGal. Further assessment was done by comparing it with a quadratically adjusted shipborne free-air gravity anomalies. After some data cleaning, observations in shallow waters, as well as some ship tracks were still unreliable. By excluding the observations in shallow waters, the derived gravity field model compares well in ocean depths deeper than 2,000 m.

Determining sea surface heights using small footprint airborne laser scanning

2013 ◽  
Author(s):  
A. Gruno ◽  
A. Liibusk ◽  
A. Ellmann ◽  
T. Oja ◽  
A. Vain ◽  
...  
Keyword(s):  
Laser Scanning ◽  
Airborne Laser Scanning ◽  
Sea Surface ◽  
Airborne Laser ◽  
Sea Surface Heights ◽  
Small Footprint

scholarly journals Determination of sea surface height from moving ships with dynamic corrections

2012 ◽  
Vol 2 (3) ◽  
pp. 172-187 ◽  
Author(s):  
J. Reinking ◽  
A. Härting ◽  
L. Bastos
Keyword(s):  
Satellite System ◽  
Ocean Dynamics ◽  
Sea Surface ◽  
Sea Surface Heights ◽  
Positioning Analysis ◽  
Remote Sensing Techniques ◽  
Global Navigation Satellite

AbstractWith the growing global efforts to estimate the influence of civilization on the climate change it would be desirable to survey sea surface heights (SSH) not only by remote sensing techniques like satellite altimetry or (GNSS) Global Navigation Satellite System reflectometry but also by direct and in-situ measurements in the open ocean. In recent years different groups attempted to determine SSH by ship-based GNSS observations. Due to recent advances in kinematic GNSS (PPP) Precise Point Positioning analysis it is already possible to derive GNSS antenna heights with a quality of a few centimeters. Therefore it is foreseeable that this technique will be used more intensively in the future, with obvious advantages in sea positioning. For the determination of actual SSH from GNSS-derived antenna heights aboard seagoing vessels some essential hydrostatic and hydrodynamic corrections must be considered in addition to ocean dynamics and related corrections. Systematic influences of ship dynamics were intensively analyzed and sophisticated techniques were developed at the Jade University during the last decades to precisely estimate mandatory corrections. In this paper we will describe the required analyses and demonstrate their application by presenting a case study from an experiment on a cruise vessel carried out in March 2011 in the Atlantic Ocean.

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