Cross-wind profiling based on the scattered wave scintillation in a telescope focus.

PubMed

Banakh, V A; Marakasov, D A; Vorontsov, M A

2007-11-20

The problem of wind profile reconstruction from scintillation of an optical wave scattered off a rough surface in a telescope focus plane is considered. Both the expression for the spatiotemporal correlation function and the algorithm of cross-wind velocity and direction profiles reconstruction based on the spatiotemporal spectrum of intensity of an optical wave scattered by a diffuse target in a turbulent atmosphere are presented. Computer simulations performed under conditions of weak optical turbulence show wind profiles reconstruction by the developed algorithm.

Infrared thermal imaging of atmospheric turbulence

NASA Technical Reports Server (NTRS)

Watt, David; Mchugh, John

1990-01-01

A technique for analyzing infrared atmospheric images to obtain cross-wind measurement is presented. The technique is based on Taylor's frozen turbulence hypothesis and uses cross-correlation of successive images to obtain a measure of the cross-wind velocity in a localized focal region. The technique is appealing because it can possibly be combined with other IR forward look capabilities and may provide information about turbulence intensity. The current research effort, its theoretical basis, and its applicability to windshear detection are described.

An experimental simulation study of four crosswind landing gear concepts

NASA Technical Reports Server (NTRS)

Stubbs, S. M.; Byrdsong, T. A.; Sleeper, R. K.

1975-01-01

An experimental investigation was conducted in order to evaluate several crosswind landing-gear concepts which have a potential application to tricycle-gear-configured, short take-off and landing (STOL) aircraft landing at crab or heading angles up to 30 deg. In this investigation, the landing gears were installed on a dynamic model which had a scaled mass distribution and gear spacing but no aerodynamic similarities when compared with a typical STOL aircraft. The model was operated as a free body with radio-control steering and was launched onto a runway sloped laterally in order to provide a simulated crosswind side force. During the landing rollout, the gear forces and the model trajectory were measured and the various concepts were compared with each other. Within the test limitations, the landing gear system, in which the gears were alined by the pilot and locked in the direction of motion prior to touchdown, gave the smoothest runout behavior with the vehicle maintaining its crab angle throughout the landing runout.

Impacts of initial temperature and cylindrical obstacles on the dispersing flammable limits of accidental methane releases in an LNG bunkering terminal.

PubMed

Choi, Byung Chul; Park, Kweon-Ha; Doh, Deog-Hee

2018-05-16

This paper presents a numerical study on the dispersing flammable limits with respect to the initial methane releases at T CH4,0  = -50 and -150 °C in the crosswind of ambient air according to the arrangement of (a) No Tank, (b) Tank I, (c) Tank II, and (d) Tank I and II on the ground. To provide a better physical insight on the dispersion behaviors of the methane releases, the spatial distributions of the quasi-averaged methane concentration and flow fields were mainly analyzed using 3-D large eddy simulations. Consequently, the results of both the parameters can be summarized in that the vortex characteristics of the rotating direction and vorticity generated by the interactions not only between the crosswind and cylindrical obstacles but also between the crosswind and releasing methane flows played important roles in determining the dispersing flammable limits depending on the mixing characteristics. Copyright © 2018 Elsevier B.V. All rights reserved.

Active control strategy for the running attitude of high-speed train under strong crosswind condition

NASA Astrophysics Data System (ADS)

Li, Decang; Meng, Jianjun; Bai, Huan; Xu, Ruxun

2018-07-01

This paper focuses on the safety of high-speed trains under strong crosswind conditions. A new active control strategy is proposed based on the adaptive predictive control theory. The new control strategy aims at adjusting the attitudes of a train by controlling the new-type intelligent giant magnetostrictive actuator (GMA). It combined adaptive control with dynamic matrix control; parameters of predictive controller was real-time adjusted by online distinguishing to enhance the robustness of the control algorithm. On this basis, a correction control algorithm is also designed to regulate the parameters of predictive controller based on the step response of a controlled objective. Finally, the simulation results show that the proposed control strategy can adjust the running attitudes of high-speed trains under strong crosswind conditions; they also indicate that the new active control strategy is effective and applicable in improving the safety performance of a train based on a host-target computer technology provided by Matlab/Simulink.

Experimental Research on Optimizing Inlet Airflow of Wet Cooling Towers under Crosswind Conditions

NASA Astrophysics Data System (ADS)

Chen, You Liang; Shi, Yong Feng; Hao, Jian Gang; Chang, Hao; Sun, Feng Zhong

2018-01-01

A new approach of installing air deflectors around tower inlet circumferentially was proposed to optimize the inlet airflow and reduce the adverse effect of crosswinds on the thermal performance of natural draft wet cooling towers (NDWCT). And inlet airflow uniformity coefficient was defined to analyze the uniformity of circumferential inlet airflow quantitatively. Then the effect of air deflectors on the NDWCT performance was investigated experimentally. By contrast between inlet air flow rate and cooling efficiency, it has been found that crosswinds not only decrease the inlet air flow rate, but also reduce the uniformity of inlet airflow, which reduce NDWCT performance jointly. After installing air deflectors, the inlet air flow rate and uniformity coefficient increase, the uniformity of heat and mass transfer increases correspondingly, which improve the cooling performance. In addition, analysis on Lewis factor demonstrates that the inlet airflow optimization has more enhancement of heat transfer than mass transfer, but leads to more water evaporation loss.

An Initial Study of the Sensitivity of Aircraft Vortex Spacing System (AVOSS) Spacing Sensitivity to Weather and Configuration Input Parameters

NASA Technical Reports Server (NTRS)

Riddick, Stephen E.; Hinton, David A.

2000-01-01

A study has been performed on a computer code modeling an aircraft wake vortex spacing system during final approach. This code represents an initial engineering model of a system to calculate reduced approach separation criteria needed to increase airport productivity. This report evaluates model sensitivity toward various weather conditions (crosswind, crosswind variance, turbulent kinetic energy, and thermal gradient), code configurations (approach corridor option, and wake demise definition), and post-processing techniques (rounding of provided spacing values, and controller time variance).

Summary of NASA landing-gear research

NASA Technical Reports Server (NTRS)

Fisher, B. D.; Sleeper, R. K.; Stubbs, S. M.

1978-01-01

This paper presents a brief summary of the airplane landing gear research underway at NASA. The technology areas include: ground handling simulator, antiskid braking systems, space shuttle nose-gear shimmy, active control landing gear, wire brush skid landing gear, air cushion landing systems, tire/surface friction characteristics, tire mechanical properties, tire-tread materials, powered wheels for taxiing, and crosswind landing gear. This paper deals mainly with the programs on tire-tread materials, powered wheel taxiing, air cushion landing systems, and crosswind landing gear research with particular emphasis on previously unreported results of recently completed flight tests. Work in the remaining areas is only mentioned.

Theoretical performance of cross-wind axis turbines with results for a catenary vertical axis configuration

NASA Technical Reports Server (NTRS)

Muraca, R. J.; Stephens, M. V.; Dagenhart, J. R.

1975-01-01

A general analysis capable of predicting performance characteristics of cross-wind axis turbines was developed, including the effects of airfoil geometry, support struts, blade aspect ratio, windmill solidity, blade interference and curved flow. The results were compared with available wind tunnel results for a catenary blade shape. A theoretical performance curve for an aerodynamically efficient straight blade configuration was also presented. In addition, a linearized analytical solution applicable for straight configurations was developed. A listing of the computer program developed for numerical solutions of the general performance equations is included in the appendix.

Texture Modification of the Shuttle Landing Facility Runway at the NASA Kennedy Space Center

NASA Technical Reports Server (NTRS)

Daugherty, Robert H.; Yager, Thomas J.

1996-01-01

This paper describes the test procedures and the selection criteria used in selecting the best runway surface texture modification at the Kennedy Space Center (KSC) Shuttle Landing Facility (SLF) to reduce Orbiter tire wear. The new runway surface may ultimately result in an increase of allowable crosswinds for launch and landing operations. The modification allows launch and landing operations in 20-kt crosswinds if desired. This 5-kt increase over the previous 15-kt limit drastically increases landing safety and the ability to make on-time launches to support missions where space station rendezvous is planned.

Noise radiation characteristics of the Westinghouse WWG-0600 (600kW) wind turbine generator

NASA Technical Reports Server (NTRS)

Shepherd, Kevin P.; Hubbard, Harvey H.

1989-01-01

Acoustic data are presented from five different WWG-0600 machines for the wind speed range 6.7 to 13.4 m/s, for a power output range of 51 to 600 kW and for upwind, downwind and crosswind locations. Both broadband and narrowband data are presented and are compared with calculations and with similar data from other machines. Predicted broadband spectra are in good agreement with measurements at high power and underestimate them at low power. Discrete frequency rotational noise components are present in all measurements and are believed due to terrain induced wind gradients. Predictions are in general agreement with measurements upwind and downwind but underestimate them in the crosswind direction.

Geographical and temporal flexibility in the response to crosswinds by migrating raptors.

PubMed

Klaassen, Raymond H G; Hake, Mikael; Strandberg, Roine; Alerstam, Thomas

2011-05-07

Wind and ocean currents may potentially have important effects on travelling animals, as an animal which does not respond to lateral flow will be drifted from its intended direction of movement. By analysing daily movements of migrating ospreys Pandion haliaetus and marsh harriers Circus aeruginosus, as recorded by satellite telemetry, in relation to global wind data, we showed that these raptors allow on average 47 per cent drift. Furthermore, our analyses revealed significant geographical and temporal variation in the response to crosswinds. During some parts of the migration, the birds drifted and in other parts they compensated or even overcompensated. In some regions, the response of marsh harriers depended on the wind direction. They drifted when the wind came from one side and (over)compensated when the wind came from the opposite side, and this flexible response was different in different geographical regions. These results suggest that migrating raptors modulate their response to crosswinds at different places and times during their travels and show that individual birds use a much more varied repertoire of behavioural responses to wind than hitherto assumed. Our results may also explain why contrasting and variable results have been obtained in previous studies of the effect of wind on bird migration.

Geographical and temporal flexibility in the response to crosswinds by migrating raptors

PubMed Central

Klaassen, Raymond H. G.; Hake, Mikael; Strandberg, Roine; Alerstam, Thomas

2011-01-01

Wind and ocean currents may potentially have important effects on travelling animals, as an animal which does not respond to lateral flow will be drifted from its intended direction of movement. By analysing daily movements of migrating ospreys Pandion haliaetus and marsh harriers Circus aeruginosus, as recorded by satellite telemetry, in relation to global wind data, we showed that these raptors allow on average 47 per cent drift. Furthermore, our analyses revealed significant geographical and temporal variation in the response to crosswinds. During some parts of the migration, the birds drifted and in other parts they compensated or even overcompensated. In some regions, the response of marsh harriers depended on the wind direction. They drifted when the wind came from one side and (over)compensated when the wind came from the opposite side, and this flexible response was different in different geographical regions. These results suggest that migrating raptors modulate their response to crosswinds at different places and times during their travels and show that individual birds use a much more varied repertoire of behavioural responses to wind than hitherto assumed. Our results may also explain why contrasting and variable results have been obtained in previous studies of the effect of wind on bird migration. PMID:20980299

Entrainment of Air into Vertical Jets in a Crosswind

NASA Astrophysics Data System (ADS)

Roberts, K. K.; Solovitz, S.; Freedland, G.; Camp, E.; Cal, R. B.; Mastin, L. G.

2015-12-01

During volcanic eruptions, ash concentration must be determined for aviation safety, but the limiting threshold is difficult to distinguish visually. Computational models are typically used to predict ash concentrations, using inputs such as plume height, eruptive duration, and wind speeds. The models also depend on empirical parameters, such as the entrainment of atmospheric air as a ratio of the air inflow speed and the jet speed. Entrainment of atmospheric air plays a critical role in the behavior of volcanic plumes in the atmosphere, impacting the mass flow rate, buoyancy, and particle concentration of the plume. This process is more complex in a crosswind, leading to greater uncertainty in the model results. To address these issues, a laboratory-scale study has been conducted to improve the entrainment models. Observations of a vertical, unconfined jet are performed using Particle Image Velocimetry, while varying jet density using different compressed gases and Reynolds number. To test the effects of a crosswind on plume entrainment rates, these are then compared with similar jet experiments in a wind tunnel. A series of jet geometries, jet speeds and tunnel speeds are considered. The measured velocities are used to determine the entrainment response, which can be used to determine ash concentration over time as atmospheric air is entrained into the plume. We also quantify the mean and the fluctuations in flow velocity.

Updated Results for the Wake Vortex Inverse Model

NASA Technical Reports Server (NTRS)

Robins, Robert E.; Lai, David Y.; Delisi, Donald P.; Mellman, George R.

2008-01-01

NorthWest Research Associates (NWRA) has developed an Inverse Model for inverting aircraft wake vortex data. The objective of the inverse modeling is to obtain estimates of the vortex circulation decay and crosswind vertical profiles, using time history measurements of the lateral and vertical position of aircraft vortices. The Inverse Model performs iterative forward model runs using estimates of vortex parameters, vertical crosswind profiles, and vortex circulation as a function of wake age. Iterations are performed until a user-defined criterion is satisfied. Outputs from an Inverse Model run are the best estimates of the time history of the vortex circulation derived from the observed data, the vertical crosswind profile, and several vortex parameters. The forward model, named SHRAPA, used in this inverse modeling is a modified version of the Shear-APA model, and it is described in Section 2 of this document. Details of the Inverse Model are presented in Section 3. The Inverse Model was applied to lidar-observed vortex data at three airports: FAA acquired data from San Francisco International Airport (SFO) and Denver International Airport (DEN), and NASA acquired data from Memphis International Airport (MEM). The results are compared with observed data. This Inverse Model validation is documented in Section 4. A summary is given in Section 5. A user's guide for the inverse wake vortex model is presented in a separate NorthWest Research Associates technical report (Lai and Delisi, 2007a).

Ocean backscatter across the Gulf Stream sea surface temperature front

DOE Office of Scientific and Technical Information (OSTI.GOV)

Nghiem, S.V.; Li, F.K.

1997-06-01

Ocean backscatter was measured by the Jet Propulsion Laboratory, with the airborne NUSCAT K{sub u}-band scatterometer, across the Gulf Stream sea surface temperature front during the Surface Wave Dynamics Experiment off the coast of Virginia and Maryland in the winter of 1991. Backscatter across the front between the National Oceanic and Atmospheric Administration experimental coastal buoy A (44024) on the cold side and Discus C buoy (44023) on the warm side shows a difference of more than 5 dB for vertical polarization in many cases. This large frontal backscatter change is observed in all upwind, downwind, and crosswind directions. Themore » sea surface temperature difference measured by the buoys was about 9{degrees}C. The corresponding difference in wind speed cannot account for the large backscatter change in view of geophysical model functions depending only on neutral wind velocity such as SASS. The measured backscatter also has larger upwind-downwind and upwind-crosswind ratios compared to the model results. Furthermore, NUSCAT data reveal that upwind backscatter on the cold side was smaller than or close to crosswind backscatter on the warm side for incidence angles between 30{degrees} to 50{degrees}. This suggests that the temperature front can be detected by the scatterometer at these incidence angles for different wind directions in the cold and warm sides.« less

77 FR 22379 - Petition for Exemption; Summary of Petition Received

Federal Register 2010, 2011, 2012, 2013, 2014

2012-04-13

... seeks relief to allow pilots to substitute crosswind component and braking action restrictions, along with a requirement to utilize automatic landing and approach coupler equipment, at the destination and...

Compensation for fluctuations in crosswind drift without stationary landmarks in butterflies migrating over seas.

PubMed

Srygley, Robert B.

2001-01-01

Migrating insects may fly over large bodies of water that lack landmarks, but little is known about their ability to navigate in such a fluid environment. Using boat navigation instruments to measure compensation for fluctuations in crosswind drift, I investigated the ability of butterflies (Lepidoptera: Hesperiidae, Nymphalidae and Pieridae) to orient with and without landmarks as they migrated naturally over the Caribbean Sea. I used the presence or absence of landmarks or clouds to evaluate their use by the butterflies as guides for compensation. Forty-one per cent of the butterflies compensated for crosswind drift, whereas only 16% did not compensate. No conclusion could be drawn for the remainder. Without landmarks or clouds, butterflies were significantly less likely to compensate for drift than when these local cues were present. Butterflies were more likely to compensate fully in the presence of a landmark than when only clouds were present. Phoebis sennae butterflies drifted in the morning and overcompensated for drift in the afternoon, a pattern found both within and between individuals independent of landmarks. Although I cannot exclude the use of clouds, this would probably result in undercompensation. Hence, a ground reference in conjunction with a sun or magnetic compass is the most likely orientation cue. In the absence of clouds, one butterfly compensated, at least in part, indicating that it was using ripples on the sea surface as a ground reference in conjunction with a sun or magnetic compass. Copyright 2001 The Association for the Study of Animal Behaviour.

Vertical cross-spectral phases in atmospheric flow

NASA Astrophysics Data System (ADS)

Chougule, A.; Mann, J.; Kelly, M.

2014-11-01

The cross-spectral phases between velocity components at two heights are analyzed from observations at the Høvsøre test site under diabatic conditions. These phases represent the degree to which turbulence sensed at one height leads (or lags) in time the turbulence sensed at the other height. The phase angle of the cross-wind component is observed to be significantly greater than the phase for the along-wind component, which in turn is greater than the phase for the vertical component. The cross-wind and along-wind phases increase with stream-wise wavenumber and vertical separation distance, but there is no significant change in the phase angle of vertical velocity. The phase angles for all atmospheric stabilities show similar order in phasing. The phase angles from the Høvsøre observations under neutral condition are compared with a rapid distortion theory model which show similar order in phase shift.

Conceptual study of an advanced supersonic technology transport (AST-107) for transpacific range using low-bypass-ratio turbofan engines

NASA Technical Reports Server (NTRS)

Morris, S. J., Jr.; Foss, W. E., Jr.; Neubauer, M. J., Jr.

1980-01-01

An advanced supersonic technology configuration concept designated the AST-107, using a low bypass ratio turbofan engine, is described and analyzed. The aircraft had provisions for 273 passengers arranged five abreast. The cruise Mach number was 2.62. The mission range for the AST-107 was 8.48 Mm (4576 n.mi.) and an average lift drag ratio of 9.15 during cruise was achieved. The available lateral control was not sufficient for the required 15.4 m/s (30 kt) crosswind landing condition, and a crosswind landing gear or a significant reduction in dihedral effect would be necessary to meet this requirement. The lowest computed noise levels, including a mechanical suppressor noise reduction of 3 EPNdB at the flyover and sideline monitoring stations, were 110.3 EPNdB (sideline noise), 113.1 EPNdB (centerline noise) and 110.5 EPNdB (approach noise).

A Probabilistic Wake Vortex Lateral Transport Model Using Data from SFO and DEN

NASA Technical Reports Server (NTRS)

Mellman, George R.; Delisi, Donald P.

2008-01-01

In a previous report, we considered the behavior of the lateral position of vortices as a function of time after vortex formation for Out of Ground Effects (OGE) data for aircraft landing at San Francisco International Airport (SFO). We quantified the spread in lateral position as a function of time and examined how predictable lateral position is under a variety of assumptions. The combination of spread and predictability allowed us to derive probability distribution functions (PDFs) for lateral position given observed crosswind (CW) velocities. In this study, we examine the portability of these PDFs with respect to other landing sites. To this end, we consider OGE data obtained by the Federal Aviation Administration for landings at Denver International Airport (DEN) between 04/05/2006 and 06/03/2006. We consider vortices from both B733 (Boeing 737 models 200-500) and B757 (Boeing 757) aircraft. The data set contains 635 B733 landings and 506 B757 landings. The glide slope altitude for these measurements was 280 m, determined by the average initial vortex observation adjusted for a 3-second delay in the initial observation. The comparable SFO altitude was 158 m. We note that the principal mechanism for lateral transport in the OGE regime is advection by the ambient wind. This implies that a simple crosswind correction may be effective in explaining much of the variation in the lateral transport data. In this study, we again consider the use of ASOS data and average Lidar crosswind data over the vortex altitude range to predict vortex location as a function of time.

Wake vortex effects on parallel runway operations

DOT National Transportation Integrated Search

2003-01-06

Aircraft wake vortex behavior in ground effect between two parallel runways at Frankfurt/Main International Airport was studied. The distance and time of vortex demise were examined as a function of crosswind, aircraft type, and a measure of atmosphe...

14 CFR 25.239 - Spray characteristics, control, and stability on water.

Code of Federal Regulations, 2010 CFR

2010-01-01

... to the most adverse condition established in accordance with § 25.231; (2) In wind and cross-wind... requested. (c) In the water conditions of paragraph (b) of this section, and in the corresponding wind...

Wake turbulence limits on paired approaches to parallel runways

DOT National Transportation Integrated Search

2002-07-01

Wake turbulence considerations currently restrict the use of parallel runways less than 2500 ft (762 m) apart. : However, wake turbulence is not a factor if there are appropriate limits on allowed longitudinal pair spacings : and/or allowed crosswind...

Wind effects on the lateral motion of wake vortices

DOT National Transportation Integrated Search

1999-11-01

This report examines the influence of crosswind and other factors on the behavior of wake vortices between parallel runways. The measurements used in the analysis came from landing (1976-77) and takeoff (1980) operations at O'Hare International Airpo...

Dynamic Response of Finite Length Maglev Vehicles Subjected to Crosswind Gusts

DOT National Transportation Integrated Search

1980-03-01

This report presents a two-degree-of-freedom model for magnetically levitated finite-length vehicles incorporating sway and yaw dynamics. Aerodynamic lateral forces and yawing moments on the vehicle resulting from constant speed wind gusts were compu...

Ground winds for Kennedy Space Center, Florida, 1979 revision

NASA Technical Reports Server (NTRS)

Johnson, D. L.; Brown, S. C.

1979-01-01

Revised ground-level runway wind statistics for the Kennedy Space Center, Florida area are presented. Crosswind, headwind, tailwind, and headwind reversal percentage frequencies are given with respect to month and hour for the Kennedy Space Center Space Shuttle runway.

Controlling Separation in Turbomachines

NASA Technical Reports Server (NTRS)

Evans, Simon; Himmel, Christoph; Power, Bronwyn; Wakelam, Christian; Xu, Liping; Hynes, Tom; Hodson, Howard

2010-01-01

Four examples of flow control: 1) Passive control of LP turbine blades (Laminar separation control). 2) Aspiration of a conventional axial compressor blade (Turbulent separation control). 3) Compressor blade designed for aspiration (Turbulent separation control). 4.Control of intakes in crosswinds (Turbulent separation control).

Density and crosswind from GOCE - comparisons with other satellite data, ground-based observations and models

NASA Astrophysics Data System (ADS)

Doornbos, E.; Bruinsma, S.; Conde, M.; Forbes, J. M.

2013-12-01

Observations made by the European Space Agency (ESA) Gravity field and Ocean Circulation Explorer (GOCE) satellite have enabled the production of a spin-off product of high resolution and high accuracy data on thermosphere density, derived from aerodynamic analysis of acceleration measurements. In this regard, the mission follows in the footsteps of the earlier accelerometer-carrying gravity missions CHAMP and GRACE. The extremely high accuracy and redundancy of the six accelerometers carried by GOCE in its gravity gradiometer instrument has provided new insights on the performance and calibration of these instruments. Housekeeping data on the activation of the GOCE drag free control thruster, made available by ESA has made the production of the thermosphere data possible. The long duration low altitude of GOCE, enabled by its drag free control system, has ensured the presence of very large aerodynamic accelerations throughout its lifetime. This has been beneficial for the accurate derivation of data on the wind speed encountered by the satellite. We have compared the GOCE density observations with data from CHAMP and GRACE. The crosswind data has been compared with CHAMP observations, as well as ground-based observations, made using Scanning Doppler Imagers in Alaska. Models of the thermosphere can provide a bigger, global picture, required as a background in the interpretation of the local space- and ground-based measurements. The comparison of these different sources of information on thermosphere density and wind, each with their own strengths and weaknesses, can provide scientific insight, as well as inputs for further refinement of the processing algorithms and models that are part of the various techniques. Density and crosswind data derived from GOCE (dusk-dawn) and CHAMP (midnight-noon) satellite accelerometer data, superimposed over HWM07 modelled horizontal wind vectors.

Performance, physiological, and oculometer evaluation of VTOL landing displays

NASA Technical Reports Server (NTRS)

North, R. A.; Stackhouse, S. P.; Graffunder, K.

1979-01-01

A methodological approach to measuring workload was investigated for evaluation of new concepts in VTOL aircraft displays. Physiological, visual response, and conventional flight performance measures were recorded for landing approaches performed in the NASA Visual Motion Simulator (VMS). Three displays (two computer graphic and a conventional flight director), three crosswind amplitudes, and two motion base conditions (fixed vs. moving base) were tested in a factorial design. Multivariate discriminant functions were formed from flight performance and/or visual response variables. The flight performance variable discriminant showed maximum differentation between crosswind conditions. The visual response measure discriminant maximized differences between fixed vs. motion base conditions and experimental displays. Physiological variables were used to attempt to predict the discriminant function values for each subject/condition trial. The weights of the physiological variables in these equations showed agreement with previous studies. High muscle tension, light but irregular breathing patterns, and higher heart rate with low amplitude all produced higher scores on this scale and thus represent higher workload levels.

Development and evaluation of an airplane electronic display format aligned with the inertial velocity vector

NASA Technical Reports Server (NTRS)

Steinmetz, G. G.

1986-01-01

The development of an electronic primary flight display format aligned with the aircraft velocity vector, a simulation evaluation comparing this format with an electronic attitude-aligned primary flight display format, and a flight evaluation of the velocity-vector-aligned display format are described. Earlier tests in turbulent conditions with the electronic attitude-aligned display format had exhibited unsteadiness. A primary objective of aligning the display format with the velocity vector was to take advantage of a velocity-vector control-wheel steering system to provide steadiness of display during turbulent conditions. Better situational awareness under crosswind conditions was also achieved. The evaluation task was a curved, descending approach with turbulent and crosswind conditions. Primary flight display formats contained computer-drawn perspective runway images and flight-path angle information. The flight tests were conducted aboard the NASA Transport Systems Research Vehicle (TSRV). Comparative results of the simulation and flight tests were principally obtained from subjective commentary. Overall, the pilots preferred the display format aligned with the velocity vector.

Academic Crosswinds: When Professional Ethics and Professional Incentives Clash

ERIC Educational Resources Information Center

O'Neil, Jane

2016-01-01

This article provides a useful and perhaps not uncommon anecdote for researchers thinking about sharing professional expectations, scarce resources, "public good" aspects of academic inquiry, and professional responsibility. It appears as follows: Two sets of researchers, using a respected national longitudinal data set, have been…

White Feather: Fire Control and Crosswind Sensing for Sniper Applications

DTIC Science & Technology

2008-06-01

EAI Corp. P. Smoak – Weaponeering Study update • 1998 • SBIRS – SCTi, Brimrose , and Optical Air o February – OST Review at Ft...GROUND MD 21005-5066 1 B T HUAG 2314 TITAN TERRACE HAVRE DE GRACE MD 21078 1 BRIMROSE CORP ATTN S KUTCHER 19 LOVETON CIRCLE BALTIMORE

Ground winds for Kennedy Space Center, Florida (1978 version)

NASA Technical Reports Server (NTRS)

Johnson, D. L.; Brown, S. C.

1978-01-01

Ground level runway wind statistics are presented for the Kennedy Space Center, Florida area. Crosswind, headwind, tailwind, and headwind reversal percentage frequencies are given with respect to month and hour for the Kennedy Space Center Space Shuttle runway. This document supersedes NASA CR-128995 and should be used in place of it.

Nocturnally migrating songbirds drift when they can and compensate when they must.

PubMed

Horton, Kyle G; Van Doren, Benjamin M; Stepanian, Phillip M; Hochachka, Wesley M; Farnsworth, Andrew; Kelly, Jeffrey F

2016-02-16

The shortest possible migratory route for birds is not always the best route to travel. Substantial research effort has established that birds in captivity are capable of orienting toward the direction of an intended goal, but efforts to examine how free-living birds use navigational information under conditions that potentially make direct flight toward that goal inefficient have been limited in spatiotemporal scales and in the number of individuals observed because of logistical and technological limitations. Using novel and recently developed techniques for analysis of Doppler polarimetric weather surveillance radar data, we examined two impediments for nocturnally migrating songbirds in eastern North America following shortest-distance routes: crosswinds and oceans. We found that migrants in flight often drifted sideways on crosswinds, but most strongly compensated for drift when near the Atlantic coast. Coastal migrants' tendency to compensate for wind drift also increased through the night, while no strong temporal differences were observed at inland sites. Such behaviors suggest that birds migrate in an adaptive way to conserve energy by assessing while airborne the degree to which they must compensate for wind drift.

Remote sensing of atmospheric winds using a coherent, CW lidar and speckle-turbulence interaction

NASA Technical Reports Server (NTRS)

Holmes, J. F.; Amzajerdian, F.; Gudimetla, V. S. R.; Hunt, J. M.

1986-01-01

Speckle turbulence interaction has the potential for allowing single ended remote sensing of the path averaged vector crosswind in a plane perpendicular to the line of sight to a target. If a laser transmitter is used to illuminate a target, the resultant speckle field generated by the target is randomly perturbed by the atmospheric turbulence as it propagates back to the location of the transmitter-receiver. When a cross wind is present, this scintillation pattern will move with time across the receiver. A continuous wave (cw) laser transmitter of modest power level in conjunction with optical heterodyne detection was used to exploit the speckel turbulence interaction and measure the crosswind. The use of a cw transmitter at 10.6 microns and optical heterodyne detection has many advantages over direct detection and a double pulsed source in the visible or near infrared. These advantages include the availability of compact, reliable and inexpensive transmitters, better penetration of smoke, dust and fog; stable output power; low beam pointing jitter; and considerably reduced complexity in the receiver electronics.

Vertical axis wind turbine wake in boundary layer flow in a wind tunnel

NASA Astrophysics Data System (ADS)

Rolin, Vincent; Porté-Agel, Fernando

2016-04-01

A vertical axis wind turbine is placed in a boundary layer flow in a wind tunnel, and its wake is investigated. Measurements are performed using an x-wire to measure two components of velocity and turbulence statistics in the wake of the wind turbine. The study is performed at various heights and crosswind positions in order to investigate the full volume of the wake for a range of tip speed ratios. The velocity deficit and levels of turbulence in the wake are related to the performance of the turbine. The asymmetric incoming boundary layer flow causes the rate of recovery in the wake to change as a function of height. Higher shear between the wake and unperturbed flow occurs at the top edge of the wake, inducing stronger turbulence and mixing in this region. The difference in flow relative to the blades causes the velocity deficit and turbulence level to change as a function of crosswind position behind the rotor. The relative difference diminishes with increasing tip speed ratio. Therefore, the wake becomes more homogeneous as tip speed ratio increases.

The spectrum of wind speed fluctuations encountered by a rotating blade of a wind energy conversion system

NASA Astrophysics Data System (ADS)

Connell, J. R.

1982-01-01

The results of anemometer, hot-wire anemometer, and laser anemometer array and crosswind sampling of wind speed and turbulence in an area swept by intermediate-to-large wind turbine blades are presented, with comparisons made with a theoretical model for the wind fluctuations. A rotating frame of reference was simulated by timing the anemometric readings at different points of the actuator disk area to coincide with the moment a turbine blade would pass through the point. The hot-wire sensors were mounted on an actual rotating boom, while the laser scanned the wind velocity field in a vertical crosswind circle. The midfrequency region of the turbulence spectrum was found to be depleted, with energy shifted to the high end of the spectrum, with an additional peak at the rotation frequency of the rotor. A model is developed, assuming homogeneous, isotropic turbulence, to reproduce the observed spectra and verify and extend scaling relations using turbine and atmospheric length and time scales. The model is regarded as useful for selecting wind turbine hub heights and rotor rotation rates.

Nocturnally migrating songbirds drift when they can and compensate when they must

PubMed Central

Horton, Kyle G.; Van Doren, Benjamin M.; Stepanian, Phillip M.; Hochachka, Wesley M.; Farnsworth, Andrew; Kelly, Jeffrey F.

2016-01-01

The shortest possible migratory route for birds is not always the best route to travel. Substantial research effort has established that birds in captivity are capable of orienting toward the direction of an intended goal, but efforts to examine how free-living birds use navigational information under conditions that potentially make direct flight toward that goal inefficient have been limited in spatiotemporal scales and in the number of individuals observed because of logistical and technological limitations. Using novel and recently developed techniques for analysis of Doppler polarimetric weather surveillance radar data, we examined two impediments for nocturnally migrating songbirds in eastern North America following shortest-distance routes: crosswinds and oceans. We found that migrants in flight often drifted sideways on crosswinds, but most strongly compensated for drift when near the Atlantic coast. Coastal migrants’ tendency to compensate for wind drift also increased through the night, while no strong temporal differences were observed at inland sites. Such behaviors suggest that birds migrate in an adaptive way to conserve energy by assessing while airborne the degree to which they must compensate for wind drift. PMID:26879152

Solutions to inverse plume in a crosswind problem using a predictor - corrector method

NASA Astrophysics Data System (ADS)

Vanderveer, Joseph; Jaluria, Yogesh

2013-11-01

Investigation for minimalist solutions to the inverse convection problem of a plume in a crosswind has developed a predictor - corrector method. The inverse problem is to predict the strength and location of the plume with respect to a select few downstream sampling points. This is accomplished with the help of two numerical simulations of the domain at differing source strengths, allowing the generation of two inverse interpolation functions. These functions in turn are utilized by the predictor step to acquire the plume strength. Finally, the same interpolation functions with the corrections from the plume strength are used to solve for the plume location. Through optimization of the relative location of the sampling points, the minimum number of samples for accurate predictions is reduced to two for the plume strength and three for the plume location. After the optimization, the predictor-corrector method demonstrates global uniqueness of the inverse solution for all test cases. The solution error is less than 1% for both plume strength and plume location. The basic approach could be extended to other inverse convection transport problems, particularly those encountered in environmental flows.

Flying with the wind: Scale dependency of speed and direction measurements in modelling wind support in avian flight

USGS Publications Warehouse

Safi, Kamran; Kranstauber, Bart; Weinzierl, Rolf P.; Griffin, Larry; Reese, Eileen C.; Cabot, David; Cruz, Sebastian; Proaño, Carolina; Takekawa, John Y.; Newman, Scott H.; Waldenström, Jonas; Bengtsson, Daniel; Kays, Roland; Wikelski, Martin; Bohrer, Gil

2013-01-01

Background: Understanding how environmental conditions, especially wind, influence birds' flight speeds is a prerequisite for understanding many important aspects of bird flight, including optimal migration strategies, navigation, and compensation for wind drift. Recent developments in tracking technology and the increased availability of data on large-scale weather patterns have made it possible to use path annotation to link the location of animals to environmental conditions such as wind speed and direction. However, there are various measures available for describing not only wind conditions but also the bird's flight direction and ground speed, and it is unclear which is best for determining the amount of wind support (the length of the wind vector in a bird’s flight direction) and the influence of cross-winds (the length of the wind vector perpendicular to a bird’s direction) throughout a bird's journey.Results: We compared relationships between cross-wind, wind support and bird movements, using path annotation derived from two different global weather reanalysis datasets and three different measures of direction and speed calculation for 288 individuals of nine bird species. Wind was a strong predictor of bird ground speed, explaining 10-66% of the variance, depending on species. Models using data from different weather sources gave qualitatively similar results; however, determining flight direction and speed from successive locations, even at short (15 min intervals), was inferior to using instantaneous GPS-based measures of speed and direction. Use of successive location data significantly underestimated the birds' ground and airspeed, and also resulted in mistaken associations between cross-winds, wind support, and their interactive effects, in relation to the birds' onward flight.Conclusions: Wind has strong effects on bird flight, and combining GPS technology with path annotation of weather variables allows us to quantify these effects for understanding flight behaviour. The potentially strong influence of scaling effects must be considered and implemented in developing sampling regimes and data analysis.

Flying with the wind: scale dependency of speed and direction measurements in modelling wind support in avian flight.

PubMed

Safi, Kamran; Kranstauber, Bart; Weinzierl, Rolf; Griffin, Larry; Rees, Eileen C; Cabot, David; Cruz, Sebastian; Proaño, Carolina; Takekawa, John Y; Newman, Scott H; Waldenström, Jonas; Bengtsson, Daniel; Kays, Roland; Wikelski, Martin; Bohrer, Gil

2013-01-01

Understanding how environmental conditions, especially wind, influence birds' flight speeds is a prerequisite for understanding many important aspects of bird flight, including optimal migration strategies, navigation, and compensation for wind drift. Recent developments in tracking technology and the increased availability of data on large-scale weather patterns have made it possible to use path annotation to link the location of animals to environmental conditions such as wind speed and direction. However, there are various measures available for describing not only wind conditions but also the bird's flight direction and ground speed, and it is unclear which is best for determining the amount of wind support (the length of the wind vector in a bird's flight direction) and the influence of cross-winds (the length of the wind vector perpendicular to a bird's direction) throughout a bird's journey. We compared relationships between cross-wind, wind support and bird movements, using path annotation derived from two different global weather reanalysis datasets and three different measures of direction and speed calculation for 288 individuals of nine bird species. Wind was a strong predictor of bird ground speed, explaining 10-66% of the variance, depending on species. Models using data from different weather sources gave qualitatively similar results; however, determining flight direction and speed from successive locations, even at short (15 min intervals), was inferior to using instantaneous GPS-based measures of speed and direction. Use of successive location data significantly underestimated the birds' ground and airspeed, and also resulted in mistaken associations between cross-winds, wind support, and their interactive effects, in relation to the birds' onward flight. Wind has strong effects on bird flight, and combining GPS technology with path annotation of weather variables allows us to quantify these effects for understanding flight behaviour. The potentially strong influence of scaling effects must be considered and implemented in developing sampling regimes and data analysis.

Projected changes in prevailing winds for transatlantic migratory birds under global warming.

PubMed

La Sorte, Frank A; Fink, Daniel

2017-03-01

A number of terrestrial bird species that breed in North America cross the Atlantic Ocean during autumn migration when travelling to their non-breeding grounds in the Caribbean or South America. When conducting oceanic crossings, migratory birds tend to associate with mild or supportive winds, whose speed and direction may change under global warming. The implications of these changes for transoceanic migratory bird populations have not been addressed. We used occurrence information from eBird (1950-2015) to estimate the geographical location of population centres at a daily temporal resolution across the annual cycle for 10 transatlantic migratory bird species. We used this information to estimate the location and timing of autumn migration within the transatlantic flyway. We estimated how prevailing winds are projected to change within the transatlantic flyway during this time using daily wind speed anomalies (1996-2005 and 2091-2100) from 29 Atmosphere-Ocean General Circulation Models implemented under CMIP5. Autumn transatlantic migrants have the potential to encounter strong westerly crosswinds early in their transatlantic journey at intermediate and especially high migration altitudes, strong headwinds at low and intermediate migration altitudes within the Caribbean that increase in strength as the season progresses, and weak tailwinds at intermediate and high migration altitudes east of the Caribbean. The CMIP5 simulations suggest that, during this century, the likelihood of autumn transatlantic migrants encountering strong westerly crosswinds will diminish. As global warming progresses, the need for species to compensate or drift under the influence of strong westerly crosswinds during the initial phase of their autumn transatlantic journey may be diminished. Existing strategies that promote headwind avoidance and tailwind assistance will likely remain valid. Thus, climate change may reduce time and energy requirements and the chance of mortality or vagrancy during a specific but likely critical portion of these species' autumn migration journey. © 2016 The Authors. Journal of Animal Ecology © 2016 British Ecological Society.

Combined effects of total grain-size distribution and crosswind on the rise of eruptive volcanic columns

NASA Astrophysics Data System (ADS)

Girault, F.; Carazzo, G.; Tait, S.; Kaminski, E.

2016-10-01

The maximum height of an explosive volcanic column, H, depends on the 1/4th power of the eruptive mass flux, Q, and on the 3/4th power of the stratification of the atmosphere, N. Expressed as scaling laws, this relationship has made H a widely used proxy to estimate Q. Two additional effects are usually included to produce more accurate and robust estimates of Q based on H: particle sedimentation from the volcanic column, which depends on the total grain-size distribution (TGSD) and the atmospheric crosswind. Both coarse TGSD and strong crosswind have been shown to decrease strongly the maximum column height, and TGSD, which also controls the effective gas content in the column, influences the stability of the column. However, the impact of TGSD and of crosswind on the dynamics of the volcanic column are commonly considered independently. We propose here a steady-state 1D model of an explosive volcanic column rising in a windy atmosphere that explicitly accounts for particle sedimentation and wind together. We consider three typical wind profiles: uniform, linear, and complex, with the same maximum wind velocity of 15 m s- 1. Subject to a uniform wind profile, the calculations show that the maximum height of the plume strongly decreases for any TGSD. The effect of TGSD on maximum height is smaller for uniform and complex wind profiles than for a linear profile or without wind. The largest differences of maximum heights arising from different wind profiles are observed for the largest source mass fluxes (> 107 kg s- 1) for a given TGSD. Compared to no wind conditions, the field of column collapse is reduced for any wind profile and TGSD at the vent, an effect that is the strongest for small mass fluxes and coarse TGSD. Provided that the maximum plume height and the wind profile are known from real-time observations, the model predicts the mass discharge rate feeding the eruption for a given TGSD. We apply our model to a set of eight historical volcanic eruptions for which all the required information is known. Taking into account the measured wind profile and the actual TGSD at the vent substantially improves (by ≈ 30%) the agreement between the mass discharge rate calculated from the model based on plume height and the field observation of deposit mass divided by eruption duration, relative to a model taking into account TGSD only. This study contributes to the improvement of the characterization of volcanic source term required as input to larger scale models of ash and aerosol dispersion.

Air tankers in Southern California Fires...effectiveness in delivering retardants rated

Treesearch

Theodore G. Storey; Leon W. Cooley

1967-01-01

Eleven air attack experts were asked to rate 12 models of fixed-wing tankers and light helitankers for effectiveness ill delivering chemical fire retardants under 21 typical situations. They rated fixed-wing tankers as more effective in strong wind crosswinds, and downwind approaches, but helitankers as more effective in narrow canyons and on steep slopes. Certain...

Fixed Wing Stability and Control Theory and Flight Test Techniques. Revision

DTIC Science & Technology

1981-11-01

positions tested. TEui AIrPLANC LIFT COEFFICIENT. C,. (3) Fair lines using rules shown on f igu re. ZU (4) Using selected CL values from the faired...takeoff or landing in a crosswind which eilceed the oirp c copbilitic M.ay...... L t" the airplanc : departing the runway with catastrophic consequences. An

Implementation and flight tests for the Digital Integrated Automatic Landing System (DIALS). Part 2: Complete set of flight data

NASA Technical Reports Server (NTRS)

Hueschen, R. M.

1986-01-01

Five flight tests of the Digital Automated Landing System (DIALS) were conducted on the Advanced Transport Operating System (ATOPS) Transportation Research Vehicle (TSRV)--a modified Boeing 737 Aircraft for advanced controls and displays research. These flight tests were conducted at NASA's Wallops Flight Center using the Microwave Landing System (MLS) installation on Runway 22. This report is primarily a collection of data plots of all performance variables recorded for the entire five flight tests. A description and source of the performance variables is included. Performance variables include inertial data, air data, automatic control commands, control servo positions, sensor data, DIALS guidance and control parameters, and Kalman filter data. This data illustrates low overshoot captures of the localizer for intercept angles of 20 deg, 30 deg, 40 deg, and 50 deg intercept angles, and low overshoot captures of the glideslope slope for 3 deg, 4.5 deg, and 5 deg glideslopes. Flare maneuvers were successfully performed from the various glideslope angles and good decrab maneuvers were performed in crosswinds of 6 knots. In 18 to 20 knot crosswind conditions rudder limiting occurred which caused lateral drifting although heading alignment was achieved.

Influence of unsteady aerodynamics on driving dynamics of passenger cars

NASA Astrophysics Data System (ADS)

Huemer, Jakob; Stickel, Thomas; Sagan, Erich; Schwarz, Martin; Wall, Wolfgang A.

2014-11-01

Recent approaches towards numerical investigations with computational fluid dynamics methods on unsteady aerodynamic loads of passenger cars identified major differences compared with steady-state aerodynamic excitations. Furthermore, innovative vehicle concepts such as electric-vehicles or hybrid drives further challenge the basic layout of passenger cars. Therefore, the relevance of unsteady aerodynamic loads on cross-wind stability of changing basic vehicle architectures should be analysed. In order to assure and improve handling and ride characteristics at high velocity of the actual range of vehicle layouts, the influence of unsteady excitations on the vehicle response was investigated. For this purpose, a simulation of the vehicle dynamics through multi-body simulation was used. The impact of certain unsteady aerodynamic load characteristics on the vehicle response was quantified and key factors were identified. Through a series of driving simulator tests, the identified differences in the vehicle response were evaluated regarding their significance on the subjective driver perception of cross-wind stability. Relevant criteria for the subjective driver assessment of the vehicle response were identified. As a consequence, a design method for the basic layout of passenger cars and chassis towards unsteady aerodynamic excitations was defined.

Control of maglev vehicles with aerodynamic and guideway disturbances

NASA Technical Reports Server (NTRS)

Flueckiger, Karl; Mark, Steve; Caswell, Ruth; Mccallum, Duncan

1994-01-01

A modeling, analysis, and control design methodology is presented for maglev vehicle ride quality performance improvement as measured by the Pepler Index. Ride quality enhancement is considered through active control of secondary suspension elements and active aerodynamic surfaces mounted on the train. To analyze and quantify the benefits of active control, the authors have developed a five degree-of-freedom lumped parameter model suitable for describing a large class of maglev vehicles, including both channel and box-beam guideway configurations. Elements of this modeling capability have been recently employed in studies sponsored by the U.S. Department of Transportation (DOT). A perturbation analysis about an operating point, defined by vehicle and average crosswind velocities, yields a suitable linearized state space model for multivariable control system analysis and synthesis. Neglecting passenger compartment noise, the ride quality as quantified by the Pepler Index is readily computed from the system states. A statistical analysis is performed by modeling the crosswind disturbances and guideway variations as filtered white noise, whereby the Pepler Index is established in closed form through the solution to a matrix Lyapunov equation. Data is presented which indicates the anticipated ride quality achieved through various closed-loop control arrangements.

The role of atmospheric shear, turbulence and a ground plane on the dissipation of aircraft vortex wakes

NASA Technical Reports Server (NTRS)

Bilanin, A. J.; Teske, M. E.; Hirsh, J. E.

1978-01-01

Enhanced dispersion of two-dimensional trailed vortex pairs within simplified neutral atmospheric backgrounds is studied numerically for three conditions: when the pair is imbedded in a constant turbulent bath (constant dissipation); when the pair is subjected to a mean cross-wind shear; and when the pair is near the ground. Turbulent transport is modeled using second-order closure turbulent transport theory. The turbulent background fields are constructed using a superequilibrium approximation. The computed results allow several general conclusions to be drawn with regard to the reduction in circulation of the vortex pair and the rolling moment induced on a following aircraft: (1) the rate of decay of a vortex pair increases with increasing background dissipation rate; (2) cross-wind shear disperses the vortex whose vorticity is opposite to the background; and (3) the proximity of a ground plane reduces the hazard of the pair by scrubbing. The phenomenon of vortex bounce is explained in terms of secondary vorticity produced at the ground plane. Qualitative comparisons are made with available experimental data, and inferences of these results upon the persistence of aircraft trailing vortices are discussed.

The effect of runway surface and braking on Shuttle Orbiter main gear tire wear

NASA Technical Reports Server (NTRS)

Daugherty, Robert H.; Stubbs, Sandy M.

1992-01-01

In 1988, a 1067 m long touchdown zone on each end of the Kennedy Space Center (KSC) Shuttle Landing Facility (SLF) was modified from its original heavy-broom finish with transverse grooves configuration to a longitudinal corduroy surface texture with no transverse grooves. The intent of this modification was to reduce the spin-up wear on the Orbiter main gear tires and provide for somewhat higher crosswind capabilities at that site. The modification worked well, so it was proposed that the remainder of the runway be modified as well to permit even higher crosswind landing capability. Tests were conducted at the NASA Langley Aircraft Landing Dynamics Facility (ALDF) to evaluate the merit of such a modification. This paper discusses the results of these tests, and explains why the proposed modification did not provide the expected improvement and thus was not implemented. Also, in an ongoing program to evaluate the origin of various tire wear phenomenon, a series of tests was conducted to evaluate the effect of braking on tire wear. Finally, a modified tire is discussed in terms of its wear performance under rollout and braking operations.

Exploratory Investigation of Aerodynamic Characteristics of Helicopter Tail Boom Cross-Section Models with Passive Venting

NASA Technical Reports Server (NTRS)

Banks, Daniel W.; Kelley, Henry L.

2000-01-01

Two large-scale, two-dimensional helicopter tail boom models were used to determine the effects of passive venting on boom down loads and side forces in hovering crosswind conditions. The models were oval shaped and trapezoidal shaped. Completely porous and solid configurations, partial venting in various symmetric and asymmetric configurations, and strakes were tested. Calculations were made to evaluate the trends of venting and strakes on power required when applied to a UH-60 class helicopter. Compared with the UH-60 baseline, passive venting reduced side force but increased down load at flow conditions representing right sideward flight. Selective asymmetric venting resulted in side force benefits close to the fully porous case. Calculated trends on the effects of venting on power required indicated that the high asymmetric oval configuration was the most effective venting configuration for side force reduction, and the high asymmetric with a single strake was the most effective for overall power reduction. Also, curves of side force versus flow angle were noticeable smoother for the vented configurations compared with the solid baseline configuration; this indicated a potential for smoother flight in low-speed crosswind conditions.

Flight investigation of the effect of tail boom strakes on helicopter directional control

NASA Technical Reports Server (NTRS)

Kelly, Henry L.; Crowell, Cynthia A.; Yenni, Kenneth R.; Lance, Michael B.

1993-01-01

A joint U.S. Army/NASA flight investigation was conducted utilizing a single-rotor helicopter to determine the effectiveness of horizontally mounted tail boom strakes on directional controllability and tail rotor power during low-speed, crosswind operating conditions. Three configurations were investigated: (1) baseline (strakes off), (2) single strake (strake at upper shoulder on port side of boom), and (3) double strake (upper strake plus a lower strake on same side of boom). The strakes were employed as a means to separate airflow over the tail boom and change fuselage yawing moments in a direction to improve the yaw control margin and reduce tail rotor power. Crosswind data were obtained in 5-knot increments of airspeed from 0 to 35 knots and in 30 deg increments of wind azimuth from 0 deg to 330 deg. At the most critical wind azimuth and airspeed in terms of tail rotor power, the strakes improved the pedal margin by 6 percent of total travel and reduced tail rotor power required by 17 percent. The increase in yaw control and reduction in tail rotor power offered by the strakes can expand the helicopter operating envelope in terms of gross weight and altitude capability. The strakes did not affect the flying qualities of the vehicle at airspeeds between 35 and 100 knots.

Ground deposition of liquid droplets released from a point source in the atmospheric surface layer

NASA Astrophysics Data System (ADS)

Panneton, Bernard

1989-01-01

A series of field experiments is presented in which the ground deposition of liquid droplets, 120 and 150 microns in diameter, released from a point source at 7 m above ground level, was measured. A detailed description of the experimental technique is provided, and the results are presented and compared to the predictions of a few models. A new rotating droplet generator is described. Droplets are produced by the forced breakup of capillary liquid jets and droplet coalescence is inhibited by the rotational motion of the spray head. The two dimensional deposition patterns are presented in the form of plots of contours of constant density, normalized arcwise distributions and crosswind integrated distributions. The arcwise distributions follow a Gaussian distribution whose standard deviation is evaluated using a modified Pasquill's technique. Models of the crosswind integrated deposit from Godson, Csanady, Walker, Bache and Sayer, and Wilson et al are evaluated. The results indicate that the Wilson et al random walk model is adequate for predicting the ground deposition of the 150 micron droplets. In one case, where the ratio of the droplet settling velocity to the mean wind speed was largest, Walker's model proved to be adequate. Otherwise, none of the models were acceptable in light of the experimental data.

Evaluation of two cockpit display concepts for civil tiltrotor instrument operations on steep approaches

NASA Technical Reports Server (NTRS)

Decker, William A.; Bray, Richard S.; Simmons, Rickey C.; Tucker, George E.

1993-01-01

A piloted simulation experiment was conducted using the NASA Ames Research Center Vertical Motion Simulator to evaluate two cockpit display formats designed for manual control on steep instrument approaches for a civil transport tiltrotor aircraft. The first display included a four-cue (pitch, roll, power lever position, and nacelle angle movement prompt) flight director. The second display format provided instantaneous flight path angle information together with other symbols for terminal area guidance. Pilots evaluated these display formats for an instrument approach task which required a level flight conversion from airplane-mode flight to helicopter-mode flight while decelerating to the nominal approach airspeed. Pilots tracked glide slopes of 6, 9, 15 and 25 degrees, terminating in a hover for a vertical landing on a 150 feet square vertipad. Approaches were conducted with low visibility and ceilings and with crosswinds and turbulence, with all aircraft systems functioning normally and were carried through to a landing. Desired approach and tracking performance was achieved with generally satisfactory handling qualities using either display format on glide slopes up through 15 degrees. Evaluations with both display formats for a 25 degree glide slope revealed serious problems with glide slope tracking at low airspeeds in crosswinds and the loss of the intended landing spot from the cockpit field of view.

The influence and analysis of natural crosswind on cooling characteristics of the high level water collecting natural draft wet cooling tower

NASA Astrophysics Data System (ADS)

Ma, Libin; Ren, Jianxing

2018-01-01

Large capacity and super large capacity thermal power is becoming the main force of energy and power industry in our country. The performance of cooling tower is related to the water temperature of circulating water, which has an important influence on the efficiency of power plant. The natural draft counter flow wet cooling tower is the most widely used cooling tower type at present, and the high cooling tower is a new cooling tower based on the natural ventilation counter flow wet cooling tower. In this paper, for high cooling tower, the application background of high cooling tower is briefly explained, and then the structure principle of conventional cooling tower and high cooling tower are introduced, and the difference between them is simply compared. Then, the influence of crosswind on cooling performance of high cooling tower under different wind speeds is introduced in detail. Through analysis and research, wind speed, wind cooling had little impact on the performance of high cooling tower; wind velocity, wind will destroy the tower inside and outside air flow, reducing the cooling performance of high cooling tower; Wind speed, high cooling performance of cooling tower has increased, but still lower than the wind speed.

Disposition of Orange Herbicide by Incineration. Revised Draft Environmental Statement

DTIC Science & Technology

1974-04-01

a ship , the "Vulcanls," has beer equipped to carry certain hazardous liquid chemical cargoes ...dispersed. For this analyses the dispersion zone is based on a one knot wind speed , "crosswind" of the ship’s course, 10 knot speed for the ship during... shipping company; the wind speed and effective mixing height are very con- servative. For such a low wind speed , it is anticipated that the

Deciphering Deposits: Using Ground Penetrating Radar and Numerical Modeling to Characterize the Emplacement Mechanisms and Associated Energetics of Scoria Cone Eruption and Construction

NASA Astrophysics Data System (ADS)

Courtland, Leah M.

Our understanding of tephra depositional processes is significantly improved by high-resolution ground-penetrating radar (GPR) data collected at Cerro Negro volcano, Nicaragua. The data reveal three depositional regimes: (1) a near-vent region on the cone itself, where 10 GPR radargrams collected on the western flank show quantifiable differences between facies formed from low energy normal Strombolian and higher energy violent Strombolian processes, indicating imaging of scoria cone deposits may be useful in distinguishing eruptive style in older cones where the proximal to distal tephra blanket has eroded away; (2) a proximal zone in which horizons identified in crosswind profiles collected at distances of 700 and 1,000 m from the vent exhibit Gaussian distributions with a high degree of statistical confidence, with tephra thickness decreasing exponentially downwind from the cone base (350 m) to ~ 1,200 m from the vent, and where particles fall from a height of less than ~2 km; and (3) a medial zone, in which particles fall from ~4 to 7 km and the deposit is thicker than expected based on thinning trends observed in the proximal zone of the deposit, indicating a transition from sedimentation dominated by fallout from plume margins to that dominated by fallout from the buoyant eruption cloud. Horizons identified in a crosswind profile at 1600 m from vent exhibit Gaussian distributions, again with high degrees of statistical confidence. True diffusion coefficients are calculated from Gaussian fits of crosswind profiles and do not show any statistical variation between zones (2) and (3). Data display thinning trends that agree with the morphology predicted by the advection-diffusion equation to a high degree of statistical confidence, validating the use of this class of models in tephra forecasting. One such model, the Tephra2 model, is reformulated for student use. A strategy is presented for utilizing this research-caliber model to introduce university undergraduates to key concepts in model literacy, encouraging students to develop a deeper understanding of the applicability and limitations of hazard models generally. For this purpose, the Tephra2 numerical model is implemented on the VHub.org website, a venture in cyberinfrastructure that brings together volcanological models and educational materials, and provides students with the ability to explore and execute sophisticated numerical models like Tephra2.

Modeling Optimal Strategies for Finding a Resource-Linked, Windborne Odor Plume: Theories, Robotics, and Biomimetic Lessons from Flying Insects.

PubMed

Bau, Josep; Cardé, Ring T

2015-09-01

Male moths locate females by navigating along her pheromone plume, often flying hundreds of meters en route. As the first male to find a calling female is most apt to be her mate, this can be termed "a race to find the female" and it is assumed to be under strong selective pressure for efficiency and rapidity. Locating a distant, odor-linked resource involves two strategies. The first is to contact the outer envelope of the odor plume. When wind direction is relatively invariant, the plume stretches and then crosswind flights may be favored, although when wind direction shifts over 60°, upwind and downwind paths may be optimal. Alternatively, the path may be random with respect to the direction of wind flow, with periodic changes in direction, as in either Lévy or Random Walks. After first detecting the pheromone, a second strategy follows: moths navigate along the plume by heading upwind when the pheromone is detected, with crosswind casting to re-establish contact if the plume is lost. This orientation path is not straightforward in nature, however, because atmospheric turbulence fragments the plume, thereby creating large odor gaps. Furthermore, a shifting wind direction can lead the responder out of the plume. One way to explore which strategies are optimal for enabling initial contact with the plume and subsequent navigation is through modeling of plumes' dispersal and of insects' flight strategies. Our simulations using the flight characteristics of the male gypsy moth (Lymantria dispar) suggest that search strategies similar to Lévy Walks are most apt to result in a high probability of contact with plumes. Although a searching trajectory aimed predominately crosswind performed almost as well as those with a random orientation when wind direction was relatively stable, downwind biased trajectories were least successful. A random orientation with respect to immediate wind flow, as used in our simulations of Lévy and Random Walks, seems optimal both for initial discovery of the plume and likelihood of locating an odor source. In the two available direct field observations, moths adopted a random orientation with respect to concurrent wind direction. © The Author 2015. Published by Oxford University Press on behalf of the Society for Integrative and Comparative Biology. All rights reserved. For permissions please email: journals.permissions@oup.com.

Ground winds and winds aloft for Edwards AFB, California (1978 revision)

NASA Technical Reports Server (NTRS)

Johnson, D. L.; Brown, S. C.

1978-01-01

Ground level runway wind statistics for the Edwards AFB, California area are presented. Crosswind, headwind, tailwind, and headwind reversal percentage frequencies are given with respect to month and hour for the two major Edwards AFB runways. Also presented are Edwards AFB bivariate normal wind statistics for a 90 degree flight azimuth for altitudes 0 through 27 km. Wind probability distributions and statistics for any rotation of axes can be computed from the five given parameters.

A numerical simulation of the dispersal of aerial sprays

NASA Technical Reports Server (NTRS)

Bragg, M. B.

1981-01-01

A computer program was developed to predict the trajectory, ground deposition, and drift of liquid sprays injected into the wake of an agricultural aircraft in ground effect. The program uses a horseshoe vortex wake model and includes the effects of liquid droplet evaporation, crosswind, the propeller slipstream, ground effect, and tunnel walls on small scale models. This user's guide includes several case examples demonstrating user options. A complete listing of the FORTRAN program is provided.

Evaluation of the Environmental Instruments, Incorporated Series 200 Dual Component Wind Set.

DTIC Science & Technology

1980-09-01

elements is sensed to derive the sign (+ or -), which indicates the wind direction across the element pair. The reference arm of the Wheatstone bridge...Csine a for the crosswind axis, r and PF=a Vw Sine a for the headwind axis, r where Pa is the ambient air density, Pr is reference density at standard...pressure transducer is a hybrid linear silicon device which consists of a diaphragm and pressure reference , piezoresistive sensor, signal discriminator

Effects of Fineness Ratio and Reynolds Number on the Low-Speed Crosswind Drag Characteristics of Circular and Modified-Square Cylinders

NASA Technical Reports Server (NTRS)

McKinney, Linwood W.

1960-01-01

A wind-tunnel investigation has been made on modified-square and circular cylinders to determine the effects of fineness ratio and Reynolds numbers on the crosswind drag characteristics. Fineness ratios from 2 to 14 were investigated over a Reynolds number range from approximately 300,000 to 1,650,000 which corresponded to Mach numbers from 0.057 to 0.377.The result of the investigation show that at supercraft Reynolds numbers the drag coefficient of the circular cylinder increases with increasing Reynolds number for all fineness ratios but at low fineness ratios this effect is considerably less than at higher fineness ratios. For circular cylinders in the high fineness-ratio range there is a reduction in drag as the fineness ratio is decreased except for Reynolds numbers of 900,000 and 1,000,000, whereas at low fineness ratios the opposite trend generally occurs. The addition of hemispherical ends to the circular cylinder gave a substantial decrease in drag at a fineness ratio of 3.27 but the effect was negligible at fineness ratios of 5.27 and 10. The finite-length modified-square cylinder gave the reduction in drag over the two-dimensional modified-square cylinder for the complete range of test Reynolds numbers with the lowest fineness ratio giving the lowest drag at Reynolds numbers above 3O0,OOO.

Experimental and Numerical Optimization of a High-Lift System to Improve Low-Speed Performance, Stability, and Control of an Arrow-Wing Supersonic Transport

NASA Technical Reports Server (NTRS)

Hahne, David E.; Glaab, Louis J.

1999-01-01

An investigation was performed to evaluate leading-and trailing-edge flap deflections for optimal aerodynamic performance of a High-Speed Civil Transport concept during takeoff and approach-to-landing conditions. The configuration used for this study was designed by the Douglas Aircraft Company during the 1970's. A 0.1-scale model of this configuration was tested in the Langley 30- by 60-Foot Tunnel with both the original leading-edge flap system and a new leading-edge flap system, which was designed with modem computational flow analysis and optimization tools. Leading-and trailing-edge flap deflections were generated for the original and modified leading-edge flap systems with the computational flow analysis and optimization tools. Although wind tunnel data indicated improvements in aerodynamic performance for the analytically derived flap deflections for both leading-edge flap systems, perturbations of the analytically derived leading-edge flap deflections yielded significant additional improvements in aerodynamic performance. In addition to the aerodynamic performance optimization testing, stability and control data were also obtained. An evaluation of the crosswind landing capability of the aircraft configuration revealed that insufficient lateral control existed as a result of high levels of lateral stability. Deflection of the leading-and trailing-edge flaps improved the crosswind landing capability of the vehicle considerably; however, additional improvements are required.

Vehicle active steering control research based on two-DOF robust internal model control

NASA Astrophysics Data System (ADS)

Wu, Jian; Liu, Yahui; Wang, Fengbo; Bao, Chunjiang; Sun, Qun; Zhao, Youqun

2016-07-01

Because of vehicle's external disturbances and model uncertainties, robust control algorithms have obtained popularity in vehicle stability control. The robust control usually gives up performance in order to guarantee the robustness of the control algorithm, therefore an improved robust internal model control(IMC) algorithm blending model tracking and internal model control is put forward for active steering system in order to reach high performance of yaw rate tracking with certain robustness. The proposed algorithm inherits the good model tracking ability of the IMC control and guarantees robustness to model uncertainties. In order to separate the design process of model tracking from the robustness design process, the improved 2 degree of freedom(DOF) robust internal model controller structure is given from the standard Youla parameterization. Simulations of double lane change maneuver and those of crosswind disturbances are conducted for evaluating the robust control algorithm, on the basis of a nonlinear vehicle simulation model with a magic tyre model. Results show that the established 2-DOF robust IMC method has better model tracking ability and a guaranteed level of robustness and robust performance, which can enhance the vehicle stability and handling, regardless of variations of the vehicle model parameters and the external crosswind interferences. Contradiction between performance and robustness of active steering control algorithm is solved and higher control performance with certain robustness to model uncertainties is obtained.

Laboratory simulations of the atmospheric mixed-layer in flow ...

EPA Pesticide Factsheets

A laboratory study of the influence of complex terrain on the interface between a well-mixed boundary layer and an elevated stratified layer was conducted in the towing-tank facility of the U.S. Environmental Protection Agency. The height of the mixed layer in the daytime boundary layer can have a strong influence on the concentration of pollutants within this layer. Deflections of streamlines at the height of the interface are primarily a function of hill Froude number (Fr), the ratio of mixed-layer height (zi) to terrain height (h), and the crosswind dimension of the terrain. The magnitude of the deflections increases as Fr increases and zi / h decreases. For mixing-height streamlines that are initially below the terrain top, the response is linear with Fr; for those initially above the terrain feature the response to Fr is more complex. Once Fr exceeds about 2, the terrain related response of the mixed layer interface decreases somewhat with increasing Fr (toward more neutral flow). Deflections are also shown to increase as the crosswind dimensions of the terrain increases. Comparisons with numerical modeling, limited field data and other laboratory measurements reported in the literature are favorable. Additionally, visual observations of dye streamers suggests that the flow structure exhibited for our elevated inversions passing over three dimensional hills is similar to that reported in the literature for continuously stratified flow over two-dimensional h

Aircraft Rollout Iterative Energy Simulation

NASA Technical Reports Server (NTRS)

Kinoshita, L.

1986-01-01

Aircraft Rollout Iterative Energy Simulation (ARIES) program analyzes aircraft-brake performance during rollout. Simulates threedegree-of-freedom rollout after nose-gear touchdown. Amount of brake energy dissipated during aircraft landing determines life expectancy of brake pads. ARIES incorporates brake pressure, actual flight data, crosswinds, and runway characteristics to calculate following: brake energy during rollout for up to four independent brake systems; time profiles of rollout distance, velocity, deceleration, and lateral runway position; and all aerodynamic moments on aircraft. ARIES written in FORTRAN 77 for batch execution.

An in-flight investigation of a twin fuselage configuration in approach and landing

NASA Technical Reports Server (NTRS)

Weingarten, N. C.

1984-01-01

An in-flight investigation of the flying qualities of a twin fuselage aircraft design in the approach and landing flight phase was carried out in the USAF/AFWAL Total In-Flight Simulator (TIFS). The objective was to determine the effects of actual motion and visual cues on the pilot when he was offset from the centerline of the aircraft. The experiment variables were lateral pilot offset position (0, 30 and 50 feet) and effective roll mode time constant (.6, 1.2, 2.4 seconds). The evaluation included the final approach, flare and touchdown. Lateral runway offsets and 15 knot crosswinds were used to increase the pilot's workload and force him to make large lateral corrections in the final portion of the approach. Results indicated that large normal accelerations rather than just vertical displacements in rolling maneuvers had the most significant degrading effect on pilot ratings. The normal accelerations are a result of large lateral offset and fast roll mode time constant and caused the pilot to make unnecessary pitch inputs and get into a coupled pitch/roll oscillation while he was making line up and crosswind corrections. A potential criteria for lateral pilot offset position effects is proposed. When the ratio of incremented normal aceleration at the pilot station to the steady state roll rate for a step input reaches .01 to .02 g/deg/sec a deterioration of pilot rating and flying qualities level can be expected.

Ground deposition of liquid droplets released from a point source in the atmospheric surface layer

NASA Astrophysics Data System (ADS)

Panneton, Bernard

1989-05-01

A series of field experiments is presented in which the ground deposition of liquid droplets, 120 and 150 micrometers in diameter, released from a point source at 7 meters above the ground level, was measured. A detailed description of the experimental technique is provided, and the results are presented and compared to the predictions of a few models. A new rotating droplet generator is described. Droplets are produced by the forced breakup of capillary liquid jets and droplet coalescence is inhibited by the rotational motion of the spray head. A system for analyzing spray samples was developed. This is a specialized image analysis system based on an electronic digitizing camera which measures the area and perimeter of stains left by dyed droplets collected on Kromekote cards. A complete set of meteorological data supports the ground-deposition data. The turbulent air velocities at two levels above the ground and the temperature of the air at one level were measured with one sonic anemometer and a sonic anemometer-thermometer. The vertical heat and momentum fluxes were estimated using the eddy-correlation technique. The two-dimensional deposition patterns are presented in the form of plots of contours of constant density, normalized arcwise distributions and crosswind integrated distributions. Models of the crosswind integrated deposit from Godson, Csanady, Walker, Bache and Sayer, and Wilson et al., are evaluated. The results indicate that the Wilson et al random walk model is adequate for predicting the ground deposition of the 150 micrometer droplets.

Global ERS 1 and 2 and NSCAT observations: Upwind/crosswind and upwind/downwind measurements

NASA Astrophysics Data System (ADS)

Quilfen, Y.; Chapron, B.; Bentamy, A.; Gourrion, J.; El Fouhaily, T.; Vandemark, D.

1999-05-01

This paper presents an analysis of the wind speed dependence of upwind/downwind asymmetry (UDA) and upwind-crosswind anisotropy (UCA) as derived from global C band VV-polarized ERS 1 and 2 and Ku band VV- and HH-polarized NASA scatterometer (NSCAT) data. Interpretation of the results relies on identifying relationships between the differing frequencies and incidence angles that are consistent with Bragg scattering theory from gravity-capillary waves. It is shown that globally derived parameters characterizing UDA and UCA hold information on the wind dependence of short gravity and gravity-capillary wave growth and dissipation. In particular, the UCA behavior is found quadratic for both the C and Ku band, peaking at moderate wind speeds. In addition, the dual-frequency results appear to map out the expected, more rapid adjustment of centimeter-scale (Ku band) waves to the wind direction at light winds. However, as wind increases, the directionality associated with these shorter waves saturates at a lower speed than for the slightly longer waves inferred at C band. It is suggested that this observed phenomenon may be related to increasing wave-drift interactions that can potentially inhibit short-scale surface wave growth along the wind direction. Concerning UDA properties, our present analysis reveals that the NSCAT and ERS 1 and 2 scatterometers give quite different results. Our preliminary interpretation is that C band measurements may be easier to interpret using composite Bragg scattering theory and that upwind/downwind contrasts are mainly supported by short gravity waves.

STS-114: Discovery L-2 Countdown Status Briefing

NASA Technical Reports Server (NTRS)

2005-01-01

George Diller of NASA Public Affairs hosted this briefing. Pete Nickolenko, NASA Test Director; Scott Higgenbotham, STS-114 Payload-Mission Manager; Cathy Winters, Shuttle Weather Officer were present. Pete reports his team has completed the avionics system check ups, servicing of the cryogenic tanks will take about seven hours that day, and will perform engine system checks and pad close outs come evening. Pete also summarized other standard close out activities: check ups of the Orbiter and ground communications network, rotary service, structure retraction, and external tank load (ETL). Pete reported that the mission will be 12 days with two weather contingency days, and end of mission landing scheduled at Kennedy Space Center (KSC) at approximately 11:00 in the morning, Eastern time on July 25th. Scott briefly reported that all hardware is on board Discovery, closed out, and ready to fly. Cathy reported that hurricane Dennis moved to the North and looking forward to launch. She mentioned of a new hurricane looming and will be named Emily, spotted some crosswinds which will migrate to the west, there is 30% probability weather prohibiting launch. Cathy further gave current weather forecast supported with charts: the Launch Forecast, Tanking Forecast, SRB (Shuttle Solid Rocket Booster) Forecast, CONUS and TAL Launch Sites Forecast, and with 24 hours and 48 hours turn around plan. Launch constraints, weather, crosswinds, cloud cover, ground imagery system, launch countdown, launch crews, mission management simulations, launch team simulations were topics covered with the News Media.

Texture Modification of the Shuttle Landing Facility Runway at Kennedy Space Center

NASA Technical Reports Server (NTRS)

Daugherty, Robert H.; Yager, Thomas J.

1997-01-01

This paper describes the test procedures and the criteria used in selecting an effective runway-surface-texture modification at the Kennedy Space Center (KSC) Shuttle Landing Facility (SLF) to reduce Orbiter tire wear. The new runway surface may ultimately result in an increase of allowable crosswinds for launch and landing operations. The modification allows launch and landing operations in 20-knot crosswinds, if desired. This 5-knot increase over the previous 15-knot limit drastically increases landing safety and the ability to make on-time launches to support missions in which Space Station rendezvous are planned. The paper presents the results of an initial (1988) texture modification to reduce tire spin-up wear and then describes a series of tests that use an instrumented ground-test vehicle to compare tire friction and wear characteristics, at small scale, of proposed texture modifications placed into the SLF runway surface itself. Based on these tests, three candidate surfaces were chosen to be tested at full-scale by using a highly modified and instrumented transport aircraft capable of duplicating full Orbiter landing profiles. The full-scale Orbiter tire testing revealed that tire wear could be reduced approximately by half with either of two candidates. The texture-modification technique using a Humble Equipment Company Skidabrader(trademark) shotpeening machine proved to be highly effective, and the entire SLF runway surface was modified in September 1994. The extensive testing and evaluation effort that preceded the selection of this particular surface-texture-modification technique is described herein.

Windscapes shape seabird instantaneous energy costs but adult behavior buffers impact on offspring.

PubMed

Elliott, Kyle Hamish; Chivers, Lorraine S; Bessey, Lauren; Gaston, Anthony J; Hatch, Scott A; Kato, Akiko; Osborne, Orla; Ropert-Coudert, Yan; Speakman, John R; Hare, James F

2014-01-01

Windscapes affect energy costs for flying animals, but animals can adjust their behavior to accommodate wind-induced energy costs. Theory predicts that flying animals should decrease air speed to compensate for increased tailwind speed and increase air speed to compensate for increased crosswind speed. In addition, animals are expected to vary their foraging effort in time and space to maximize energy efficiency across variable windscapes. We examined the influence of wind on seabird (thick-billed murre Uria lomvia and black-legged kittiwake Rissa tridactyla) foraging behavior. Airspeed and mechanical flight costs (dynamic body acceleration and wing beat frequency) increased with headwind speed during commuting flights. As predicted, birds adjusted their airspeed to compensate for crosswinds and to reduce the effect of a headwind, but they could not completely compensate for the latter. As we were able to account for the effect of sampling frequency and wind speed, we accurately estimated commuting flight speed with no wind as 16.6 ms(?1) (murres) and 10.6 ms(?1) (kittiwakes). High winds decreased delivery rates of schooling fish (murres), energy (murres) and food (kittiwakes) but did not impact daily energy expenditure or chick growth rates. During high winds, murres switched from feeding their offspring with schooling fish, which required substantial above-water searching, to amphipods, which required less above-water searching. Adults buffered the adverse effect of high winds on chick growth rates by switching to other food sources during windy days or increasing food delivery rates when weather improved.

Orbiter wheel and tire certification

NASA Technical Reports Server (NTRS)

Campbell, C. C., Jr.

1985-01-01

The orbiter wheel and tire development has required a unique series of certification tests to demonstrate the ability of the hardware to meet severe performance requirements. Early tests of the main landing gear wheel using conventional slow roll testing resulted in hardware failures. This resulted in a need to conduct high velocity tests with crosswind effects for assurance that the hardware was safe for a limited number of flights. Currently, this approach and the conventional slow roll and static tests are used to certify the wheel/tire assembly for operational use.

Induced velocity field of a jet in a crossflow

NASA Technical Reports Server (NTRS)

Fearn, R. L.; Weston, R. P.

1978-01-01

An experimental investigation of a subsonic round jet exhausting perpendicularly from a flat plate into a subsonic crosswind of the same temperature was conducted. Velocity and pressure measurements were made in planes perpendicular to the path of the jet for ratios of jet velocity to crossflow velocity ranging from 3 to 10. The results of these measurements are presented in tabular and graphical forms. A pair of diffuse contrarotating vortices is identified as a significant feature of the flow, and the characteristics of the vortices are discussed.

The NASA-Langley Wake Vortex Modelling Effort in Support of an Operational Aircraft Spacing System

NASA Technical Reports Server (NTRS)

Proctor, Fred H.

1998-01-01

Two numerical modelling efforts, one using a large eddy simulation model and the other a numerical weather prediction model, are underway in support of NASA's Terminal Area Productivity program. The large-eddy simulation model (LES) has a meteorological framework and permits the interaction of wake vortices with environments characterized by crosswind shear, stratification, humidity, and atmospheric turbulence. Results from the numerical simulations are being used to assist in the development of algorithms for an operational wake-vortex aircraft spacing system. A mesoscale weather forecast model is being adapted for providing operational forecast of winds, temperature, and turbulence parameters to be used in the terminal area. This paper describes the goals and modelling approach, as well as achievements obtained to date. Simulation results will be presented from the LES model for both two and three dimensions. The 2-D model is found to be generally valid for studying wake vortex transport, while the 3-D approach is necessary for realistic treatment of decay via interaction of wake vortices and atmospheric boundary layer turbulence. Meteorology is shown to have an important affect on vortex transport and decay. Presented are results showing that wake vortex transport is unaffected by uniform fog or rain, but wake vortex transport can be strongly affected by nonlinear vertical change in the ambient crosswind. Both simulation and observations show that atmospheric vortices decay from the outside with minimal expansion of the core. Vortex decay and the onset three-dimensional instabilities are found to be enhanced by the presence of ambient turbulence.

Lake-specific variation in growth, migration timing and survival of juvenile sockeye salmon Oncorhynchus nerka: separating environmental from genetic influences.

PubMed

Reed, T E; Martinek, G; Quinn, T P

2010-08-01

Time series on juvenile life-history traits obtained from sockeye salmon Oncorhynchus nerka were analysed to assess lake-specific environmental influences on juvenile migration timing, size and survival of fish from a common gene pool. Every year for the past two decades, O. nerka have been spawned at a hatchery facility, and the progeny released into two lakes that differ in average summer temperatures, limnological attributes and growth opportunities. Juveniles reared in the warmer, more productive Crosswind Lake were larger and heavier as smolts compared to those from the cooler, less productive Summit Lake and had higher in-lake and subsequent marine survival. Crosswind Lake smolts migrated from the lake to sea slightly earlier in the season but the migration timing distributions overlapped considerably across years. Fry stocking density had a negative effect on smolt length for both lakes, and a negative effect on in-lake survival in Summit Lake. Taken together, the results revealed a strong effect of lake-rearing environment on the expression of life-history variation in O. nerka. The stocking of these lakes each year with juveniles from a single mixed-source population provided a large-scale reverse common-garden experiment, where the same gene pool was exposed to different environments, rather than the different gene pools in the same environment approach typical of evolutionary ecology studies. Other researchers are encouraged to seek and exploit similar serendipitous situations, which might allow environmental and genetic influences on ecologically important traits to be distinguished in natural or semi-natural settings.

Wind effects on the migration routes of trans-Saharan soaring raptors: geographical, seasonal, and interspecific variation

PubMed Central

Vidal-Mateo, Javier; Mellone, Ugo; López-López, Pascual; La Puente, Javier De; García-Ripollés, Clara; Bermejo, Ana; Urios, Vicente

2016-01-01

Abstract Wind is among the most important environmental factors shaping birds’ migration patterns. Birds must deal with the displacement caused by crosswinds and their behavior can vary according to different factors such as flight mode, migratory season, experience, and distance to goal areas. Here we analyze the relationship between wind and migratory movements of three raptor species which migrate by soaring–gliding flight: Egyptian vulture Neophron percnopterus, booted eagle Aquila pennata, and short-toed snake eagle Circaetus gallicus. We analyzed daily migratory segments (i.e., the path joining consecutive roosting locations) using data recorded by GPS satellite telemetry. Daily movements of Egyptian vultures and booted eagles were significantly affected by tailwinds during both autumn and spring migrations. In contrast, daily movements of short-toed eagles were only significantly affected by tailwinds during autumn migration. The effect of crosswinds was significant in all cases. Interestingly, Egyptian vultures and booted eagles showed latitudinal differences in their behavior: both species compensated more frequently at the onset of autumn migration and, at the end of the season when reaching their wintering areas, the proportion of drift segments was higher. In contrast, there was a higher drift at the onset of spring migration and a higher compensation at the end. Our results highlight the effect of wind patterns on the migratory routes of soaring raptors, with different outcomes in relation to species, season, and latitude, ultimately shaping the loop migration patterns that current tracking techniques are showing to be widespread in many long distance migrants. PMID:29491895

Characteristics of rain penetration through a gravity ventilator used for natural ventilation.

PubMed

Kim, Taehyeung; Lee, Dong Ho; Ahn, Kwangseog; Ha, Hyunchul; Park, Heechang; Piao, Cheng Xu; Li, Xiaoyu; Seo, Jeoungyoon

2008-01-01

Gravity ventilators rely simply on air buoyancy to extract air and are widely used to exhaust air contaminants and heat from workplaces using minimal energy. They are designed to maximize the exhaust flow rate, but the rain penetration sometimes causes malfunctioning. In this study, the characteristics of rain penetration through a ventilator were examined as a preliminary study to develop a ventilator with the maximum exhaust capacity while minimizing rain penetration. A model ventilator was built and exposed to artificial rain and wind. The paths, intensities and amounts of penetration through the ventilator were observed and measured in qualitative and quantitative fashions. In the first phase, the pathways and intensities of rain penetration were visually observed. In the second phase, the amounts of rain penetration were quantitatively measured under the different configurations of ventilator components that were installed based on the information obtained in the first-phase experiment. The effects of wind speed, grill direction, rain drainage width, outer wall height, neck height and leaning angle of the outer wall from the vertical position were analyzed. Wind speed significantly affected rain penetration. Under the low crosswind conditions, the rain penetration intensities were under the limit of detection. Under the high crosswind conditions, grill direction and neck height were the most significant factors in reducing rain penetration. The installation of rain drainage was also important in reducing rain penetration. The experimental results suggest that, with proper configurations of its components, a gravity ventilator can be used for natural ventilation without significant rain penetration problems.

Reactive Searching and Infotaxis in Odor Source Localization

PubMed Central

Voges, Nicole; Chaffiol, Antoine; Lucas, Philippe; Martinez, Dominique

2014-01-01

Male moths aiming to locate pheromone-releasing females rely on stimulus-adapted search maneuvers complicated by a discontinuous distribution of pheromone patches. They alternate sequences of upwind surge when perceiving the pheromone and cross- or downwind casting when the odor is lost. We compare four search strategies: three reactive versus one cognitive. The former consist of pre-programmed movement sequences triggered by pheromone detections while the latter uses Bayesian inference to build spatial probability maps. Based on the analysis of triphasic responses of antennal lobe neurons (On, inhibition, Off), we propose three reactive strategies. One combines upwind surge (representing the On response to a pheromone detection) and spiral casting, only. The other two additionally include crosswind (zigzag) casting representing the Off phase. As cognitive strategy we use the infotaxis algorithm which was developed for searching in a turbulent medium. Detection events in the electroantennogram of a moth attached to a robot indirectly control this cyborg, depending on the strategy in use. The recorded trajectories are analyzed with regard to success rates, efficiency, and other features. In addition, we qualitatively compare our robotic trajectories to behavioral search paths. Reactive searching is more efficient (yielding shorter trajectories) for higher pheromone doses whereas cognitive searching works better for lower doses. With respect to our experimental conditions (2 m from starting position to pheromone source), reactive searching with crosswind zigzag yields the shortest trajectories (for comparable success rates). Assuming that the neuronal Off response represents a short-term memory, zigzagging is an efficient movement to relocate a recently lost pheromone plume. Accordingly, such reactive strategies offer an interesting alternative to complex cognitive searching. PMID:25330317

Reactive searching and infotaxis in odor source localization.

PubMed

Voges, Nicole; Chaffiol, Antoine; Lucas, Philippe; Martinez, Dominique

2014-10-01

Male moths aiming to locate pheromone-releasing females rely on stimulus-adapted search maneuvers complicated by a discontinuous distribution of pheromone patches. They alternate sequences of upwind surge when perceiving the pheromone and cross- or downwind casting when the odor is lost. We compare four search strategies: three reactive versus one cognitive. The former consist of pre-programmed movement sequences triggered by pheromone detections while the latter uses Bayesian inference to build spatial probability maps. Based on the analysis of triphasic responses of antennal lobe neurons (On, inhibition, Off), we propose three reactive strategies. One combines upwind surge (representing the On response to a pheromone detection) and spiral casting, only. The other two additionally include crosswind (zigzag) casting representing the Off phase. As cognitive strategy we use the infotaxis algorithm which was developed for searching in a turbulent medium. Detection events in the electroantennogram of a moth attached to a robot indirectly control this cyborg, depending on the strategy in use. The recorded trajectories are analyzed with regard to success rates, efficiency, and other features. In addition, we qualitatively compare our robotic trajectories to behavioral search paths. Reactive searching is more efficient (yielding shorter trajectories) for higher pheromone doses whereas cognitive searching works better for lower doses. With respect to our experimental conditions (2 m from starting position to pheromone source), reactive searching with crosswind zigzag yields the shortest trajectories (for comparable success rates). Assuming that the neuronal Off response represents a short-term memory, zigzagging is an efficient movement to relocate a recently lost pheromone plume. Accordingly, such reactive strategies offer an interesting alternative to complex cognitive searching.

Hole-boring through clouds for laser power beaming

DOE Office of Scientific and Technical Information (OSTI.GOV)

Lipinski, R.J.; Walter, R.F.

Power beaming to satellites with a ground-based laser can be limited by clouds. Hole-boring through the clouds with a laser has been proposed as a way to overcome this obstacle. This paper reviews the past work on laser hole-boring and concludes that hole-boring for direct beaming to satellites is likely to require 10--100 MW. However, it may be possible to use an airborne relay mirror at 10--25 km altitude for some applications in order to extend the range of the laser (e.g., for beaming to satellites near the horizon). In these cases, use of the relay mirror also would allowmore » a narrow beam between the laser and the relay, as well as the possibility of reducing the crosswind if the plane matched speed with the cloud temporarily. Under these conditions, the power requirement to bore a hole through most cirrus and cirrostratus clouds might be only 500-kW if the hole is less than 1 m in diameter and if the crosswind speed is less than 10 m/s. Overcoming cirrus and cirrostratus clouds would reduce the downtime due to weather by a factor of 2. However, 500 kW is a large laser, and it may be more effective instead to establish a second power beaming site in a separate weather zone. An assessment of optimum wavelengths for hole boring also was made, and the best options were found to be 3.0--3.4 {mu}m and above 10 {mu}m.« less

Fibrous selective emitter structures from sol-gel process

NASA Astrophysics Data System (ADS)

Chen, K. C.

1999-03-01

Selective emitters have the potential benefit of high efficiency due to the matching of emission spectra to the response of photovoltaic (PV) cells. Continuous uniform rare-earth oxide selective emitter fibers were successfully fabricated using a viscous solution made from metal organic precursors. Cylindrical- and planar configuration emitter structures were made by direct cross-winding or stacking of precursor fiber layers. The combustion and optical performance of the planar emitter structures were tested. The results indicates that both the designing of the fiber packing density and the thickness is critical for high photon and power output.

Tethered Vehicle Control and Tracking System

NASA Technical Reports Server (NTRS)

North, David D. (Inventor); Aull, Mark J. (Inventor)

2017-01-01

A kite system includes a kite and a ground station. The ground station includes a sensor that can be utilized to determine an angular position and velocity of the kite relative to the ground station. A controller utilizes a fuzzy logic control system to autonomously fly the kite. The system may include a ground station having powered winding units that generate power as the lines to the kite are unreeled. The control system may be configured to fly the kite in a crosswind trajectory to increase line tension for power generation. The sensors for determining the position of the kite are preferably ground-based.

Tethered Vehicle Control and Tracking System

NASA Technical Reports Server (NTRS)

North, David D. (Inventor); Aull, Mark J. (Inventor)

2014-01-01

A kite system includes a kite and a ground station. The ground station includes a sensor that can be utilized to determine an angular position and velocity of the kite relative to the ground station. A controller utilizes a fuzzy logic control system to autonomously fly the kite. The system may include a ground station having powered winding units that generate power as the lines to the kite are unreeled. The control system may be configured to fly the kite in a crosswind trajectory to increase line tension for power generation. The sensors for determining the position of the kite are preferably ground-based.

LSRA

NASA Image and Video Library

1993-04-07

A NASA CV-990, modified as a Landing Systems Research Aircraft (LSRA), in flight over NASA's Dryden Flight Research Center, Edwards, California, for a test of the space shuttle landing gear system. The space shuttle landing gear test unit, operated by a high-pressure hydraulic system, allowed engineers to assess and document the performance of space shuttle main and nose landing gear systems, tires and wheel assemblies, plus braking and nose wheel steering performance. The series of 155 test missions for the space shuttle program provided extensive data about the life and endurance of the shuttle tire systems and helped raise the shuttle crosswind landing limits at Kennedy.

LSRA in flight

NASA Image and Video Library

1993-04-07

A NASA CV-990, modified as a Landing Systems Research Aircraft (LSRA), in flight over NASA's Dryden Flight Research Center, Edwards, California, for a test of the space shuttle landing gear system. The space shuttle landing gear test unit, operated by a high-pressure hydraulic system, allowed engineers to assess and document the performance of space shuttle main and nose landing gear systems, tires and wheel assemblies, plus braking and nose wheel steering performance. The series of 155 test missions for the space shuttle program provided extensive data about the life and endurance of the shuttle tire systems and helped raise the shuttle crosswind landing limits at Kennedy.

Numerical Study of a Long-Lived, Isolated Wake Vortex in Ground Effect

NASA Technical Reports Server (NTRS)

Proctor, Fred H.

2014-01-01

This paper examines a case observed during the 1990 Idaho Falls Test program, in which a wake vortex having an unusually long lifetime was observed while in ground effect. A numerical simulation is performed with a Large Eddy Simulation model to understand the response of the environment in affecting this event. In the simulation, it was found that one of the vortices decayed quickly, with the remaining vortex persisting beyond the time-bound of typical vortex lifetimes. This unusual behavior was found to be related to the first and second vertical derivatives of the ambient crosswind.

SACR ADVance 3-D Cartesian Cloud Cover (SACR-ADV-3D3C) product

DOE Data Explorer

Meng Wang, Tami Toto, Eugene Clothiaux, Katia Lamer, Mariko Oue

2017-03-08

SACR-ADV-3D3C remaps the outputs of SACRCORR for cross-wind range-height indicator (CW-RHI) scans to a Cartesian grid and reports reflectivity CFAD and best estimate domain averaged cloud fraction. The final output is a single NetCDF file containing all aforementioned corrected radar moments remapped on a 3-D Cartesian grid, the SACR reflectivity CFAD, a profile of best estimate cloud fraction, a profile of maximum observable x-domain size (xmax), a profile time to horizontal distance estimate and a profile of minimum observable reflectivity (dBZmin).

Determination of the geophysical model function of NSCAT and its corresponding variance by the use of neural networks

NASA Astrophysics Data System (ADS)

Mejia, C.; Badran, F.; Bentamy, A.; Crepon, M.; Thiria, S.; Tran, N.

1999-05-01

We have computed two geophysical model functions (one for the vertical and one for the horizontal polarization) for the NASA scatterometer (NSCAT) by using neural networks. These neural network geophysical model functions (NNGMFs) were estimated with NSCAT scatterometer σO measurements collocated with European Centre for Medium-Range Weather Forecasts analyzed wind vectors during the period January 15 to April 15, 1997. We performed a student t test showing that the NNGMFs estimate the NSCAT σO with a confidence level of 95%. Analysis of the results shows that the mean NSCAT signal depends on the incidence angle and the wind speed and presents the classical biharmonic modulation with respect to the wind azimuth. NSCAT σO increases with respect to the wind speed and presents a well-marked change at around 7 m s-1. The upwind-downwind amplitude is higher for the horizontal polarization signal than for vertical polarization, indicating that the use of horizontal polarization can give additional information for wind retrieval. Comparison of the σO computed by the NNGMFs against the NSCAT-measured σO show a quite low rms, except at low wind speeds. We also computed two specific neural networks for estimating the variance associated to these GMFs. The variances are analyzed with respect to geophysical parameters. This led us to compute the geophysical signal-to-noise ratio, i.e., Kp. The Kp values are quite high at low wind speed and decrease at high wind speed. At constant wind speed the highest Kp are at crosswind directions, showing that the crosswind values are the most difficult to estimate. These neural networks can be expressed as analytical functions, and FORTRAN subroutines can be provided.

Numerical simulation of aerodynamic performance of a couple multiple units high-speed train

NASA Astrophysics Data System (ADS)

Niu, Ji-qiang; Zhou, Dan; Liu, Tang-hong; Liang, Xi-feng

2017-05-01

In order to determine the effect of the coupling region on train aerodynamic performance, and how the coupling region affects aerodynamic performance of the couple multiple units trains when they both run and pass each other in open air, the entrance of two such trains into a tunnel and their passing each other in the tunnel was simulated in Fluent 14.0. The numerical algorithm employed in this study was verified by the data of scaled and full-scale train tests, and the difference lies within an acceptable range. The results demonstrate that the distribution of aerodynamic forces on the train cars is altered by the coupling region; however, the coupling region has marginal effect on the drag and lateral force on the whole train under crosswind, and the lateral force on the train cars is more sensitive to couple multiple units compared to the other two force coefficients. It is also determined that the component of the coupling region increases the fluctuation of aerodynamic coefficients for each train car under crosswind. Affected by the coupling region, a positive pressure pulse was introduced in the alternating pressure produced by trains passing by each other in the open air, and the amplitude of the alternating pressure was decreased by the coupling region. The amplitude of the alternating pressure on the train or on the tunnel was significantly decreased by the coupling region of the train. This phenomenon did not alter the distribution law of pressure on the train and tunnel; moreover, the effect of the coupling region on trains passing by each other in the tunnel is stronger than that on a single train passing through the tunnel.

Mesoscale Simulation Data for Initializing Fast-Time Wake Transport and Decay Models

NASA Technical Reports Server (NTRS)

Ahmad, Nashat N.; Proctor, Fred H.; Vanvalkenburg, Randal L.; Pruis, Mathew J.; LimonDuparcmeur, Fanny M.

2012-01-01

The fast-time wake transport and decay models require vertical profiles of crosswinds, potential temperature and the eddy dissipation rate as initial conditions. These inputs are normally obtained from various field sensors. In case of data-denied scenarios or operational use, these initial conditions can be provided by mesoscale model simulations. In this study, the vertical profiles of potential temperature from a mesoscale model were used as initial conditions for the fast-time wake models. The mesoscale model simulations were compared against available observations and the wake model predictions were compared with the Lidar measurements from three wake vortex field experiments.

An in-flight simulator investigation of roll and yaw control power requirements for STOL approach and landing: Development of capability and preliminary results

NASA Technical Reports Server (NTRS)

Ellis, D. R.; Raisinghani, S. C.

1979-01-01

A six-degree-of-freedom variable-response research aircraft was used to determine the minimum lateral-directional control power required for desirable and acceptable levels of handling qualities for the STOL landing approach task in a variety of simulated atmospheric disturbance conditions for a range of lateral-directional response characteristics. Topics covered include the in-flight simulator, crosswind simulation, turbulence simulation, test configurations, and evaluation procedures. Conclusions based on a limited sampling of simulated STOL transport configurations flown to touchdown out of 6 deg, 75 kt MLS approaches, usually with a sidestep maneuver are discussed.

Spectral Density of Laser Beam Scintillation in Wind Turbulence. Part 1; Theory

NASA Technical Reports Server (NTRS)

Balakrishnan, A. V.

1997-01-01

The temporal spectral density of the log-amplitude scintillation of a laser beam wave due to a spatially dependent vector-valued crosswind (deterministic as well as random) is evaluated. The path weighting functions for normalized spectral moments are derived, and offer a potential new technique for estimating the wind velocity profile. The Tatarskii-Klyatskin stochastic propagation equation for the Markov turbulence model is used with the solution approximated by the Rytov method. The Taylor 'frozen-in' hypothesis is assumed for the dependence of the refractive index on the wind velocity, and the Kolmogorov spectral density is used for the refractive index field.

Velocity field near the jet orifice of a round jet in a crossflow

NASA Technical Reports Server (NTRS)

Fearn, R. L.; Benson, J. P.

1979-01-01

Experimentally determined velocities at selected locations near the jet orifice are presented and analyzed for a round jet in crossflow. Jet-to-crossflow velocity ratios of four and eight were studied experimentally for a round subsonic jet of air exhausting perpendicularly through a flat plate into a subsonic crosswind of the same temperature. Velocity measurements were made in cross sections to the jet plume located from one to four jet diameters from the orifice. Jet centerline and vortex properties are presented and utilized to extend the results of a previous study into the region close to the jet orifice.

Wind modeling and lateral control for automatic landing

NASA Technical Reports Server (NTRS)

Holley, W. E.; Bryson, A. E., Jr.

1975-01-01

For the purposes of aircraft control system design and analysis, the wind can be characterized by a mean component which varies with height and by turbulent components which are described by the von Karman correlation model. The aircraft aero-dynamic forces and moments depend linearly on uniform and gradient gust components obtained by averaging over the aircraft's length and span. The correlations of the averaged components are then approximated by the outputs of linear shaping filters forced by white noise. The resulting model of the crosswind shear and turbulence effects is used in the design of a lateral control system for the automatic landing of a DC-8 aircraft.

Pilot-in-the-Loop Evaluation of a Yaw Rate to Throttle Feedback Control with Enhanced Engine Response

NASA Technical Reports Server (NTRS)

Litt, Jonathan S.; Guo, Ten-Huei; Sowers, T. Shane; Chicatelli, Amy K.; Fulton, Christopher E.; May, Ryan D.; Owen, A. Karl

2012-01-01

This paper describes the implementation and evaluation of a yaw rate to throttle feedback system designed to replace a damaged rudder. It can act as a Dutch roll damper and as a means to facilitate pilot input for crosswind landings. Enhanced propulsion control modes were implemented to increase responsiveness and thrust level of the engine, which impact flight dynamics and performance. Piloted evaluations were performed to determine the capability of the engines to substitute for the rudder function under emergency conditions. The results showed that this type of implementation is beneficial, but the engines' capability to replace the rudder is limited.

CV-990 LSRA

NASA Image and Video Library

1992-05-27

A NASA CV-990, modified as a Landing Systems Research Aircraft (LSRA), is serviced on the ramp at NASA's Dryden Flight Research Center, Edwards, California, before a test of the space shuttle landing gear system. The space shuttle landing gear test unit, operated by a high-pressure hydraulic system, allowed engineers to assess and document the performance of space shuttle main and nose landing gear systems, tires and wheel assemblies, plus braking and nose wheel steering performance. The series of 155 test missions for the space shuttle program provided extensive data about the life and endurance of the shuttle tire systems and helped raise the shuttle crosswind landing limits at Kennedy.

The Six-Component Wind Balance

NASA Technical Reports Server (NTRS)

Zahm, A F

1923-01-01

Dr. Zahm's report is a description of the six-component wind-tunnel balance in use at the Aerodynamic Laboratory, Washington Navy Yard. The description of the balance gives the mechanical details and the method of operation, and is accompanied by line drawings showing the construction of the balance. The balance is of particular interest, as it allows the model to be set up quickly and accurately in roll, pitch, and yaw, without stopping the wind. It is possible to measure automatically, directly, and independently the drag, cross-wind force, and lift; also the rolling, pitching, and yawing moments. It is also possible to make the balance self-recording.

LSRA landing with tire test

NASA Technical Reports Server (NTRS)

1994-01-01

A space shuttle landing gear system is visible between the two main landing gear components on this NASA CV-990, modified as a Landing Systems Research Aircraft (LSRA). The space shuttle landing gear test unit, operated by a high-pressure hydraulic system, allowed engineers to assess and document the performance of space shuttle main and nose landing gear systems, tires and wheel assemblies, plus braking and nose wheel steering performance. The series of 155 test missions for the space shuttle program, conducted at NASA's Dryden Flight Research Center, Edwards, California, provided extensive data about the life and endurance of the shuttle tire systems and helped raise the shuttle crosswind landing limits at Kennedy.

Wake Encounter Analysis for a Closely Spaced Parallel Runway Paired Approach Simulation

NASA Technical Reports Server (NTRS)

Mckissick,Burnell T.; Rico-Cusi, Fernando J.; Murdoch, Jennifer; Oseguera-Lohr, Rosa M.; Stough, Harry P, III; O'Connor, Cornelius J.; Syed, Hazari I.

2009-01-01

A Monte Carlo simulation of simultaneous approaches performed by two transport category aircraft from the final approach fix to a pair of closely spaced parallel runways was conducted to explore the aft boundary of the safe zone in which separation assurance and wake avoidance are provided. The simulation included variations in runway centerline separation, initial longitudinal spacing of the aircraft, crosswind speed, and aircraft speed during the approach. The data from the simulation showed that the majority of the wake encounters occurred near or over the runway and the aft boundaries of the safe zones were identified for all simulation conditions.

Building Integrated Active Flow Control: Improving the Aerodynamic Performance of Tall Buildings Using Fluid-Based Aerodynamic Modification

NASA Astrophysics Data System (ADS)

Menicovich, David

By 2050 an estimated 9 billion people will inhabit planet earth and almost all the growth in the next 40 years will be in urban areas putting tremendous pressure on creating sustainable cities. The rapid increase in population, rise in land value and decrease in plot sizes in cities around the world positions tall or more importantly slender buildings as the best suited building typology to address the increasingly critical demand for space in this pressing urbanization trend. However, the majority of new tall building urban developments have not followed principles of environmental and/or sustainable design and incentives to innovate, both technological and economic, are urgently required. The biggest climatic challenge to the design, construction and performance of tall buildings is wind sensitivity. This challenge is further emphasized seeing two market driven trends: on one hand as urban population grows, land value rises while plot sizes decrease; on the other, more cost effective modular construction techniques are introducing much lighter tall building structures. The combination of the two suggests a potential increase in the slenderness ratio of tall buildings (typically less than 6:1 but stretching to 20:1 in the near future) where not-so-tall but much lighter buildings will be the bulk of new construction in densely populated cities, providing affordable housing in the face of fast urbanization but also introducing wind sensitivity which was previously the problem of a very limited number of super tall buildings to a much larger number of buildings and communities. The proposed research aims to investigate a novel approach to the interaction between tall buildings and their environment. Through this approach the research proposes a new relationship between buildings and the flows around, through and inside them, where buildings could adapt to better control and manage the air flow around them, and consequently produce significant opportunities to reduce material and energy consumption profiles of tall building. To date, the increasing use of light-weight and high-strength materials in tall buildings, with greater flexibility and reduced damping, has increased susceptibility to dynamic wind load effects that limit the gains afforded by incorporating these new materials. Wind, particularly fluctuating wind and its interaction with buildings induces two main responses; alongwind - in the direction of the flow and crosswind - perpendicular to the flow. The main risk associated with this vulnerability is resonant oscillations induced by von-Karman-like vortex shedding at or near the natural frequency of the structure caused by flow separation. Dynamic wind loading effects often increase with a power of wind speed greater than 3, thus increasingly, tall buildings pay a significant price in material to increase the natural frequency and/or the damping to overcome this response. In particular, crosswind response often governs serviceability (human habitability) design criteria of slender buildings. Currently, reducing crosswind response relies on a Solid-based Aerodynamic Modification (SAM), either by changing structural or geometric characteristics such as the tower shape or through the addition of damping systems. While this approach has merit it has two major drawbacks: firstly, the loss of valuable rentable areas and high construction costs due to increased structural requirements for mass and stiffness, further contributing towards the high consumption of non-renewable resources by the commercial building sector. For example, in order to insure human comfort within an acceptable range of crosswind response induced accelerations at the top of a building, an aerodynamically efficient plan shape comes at the expense of floor area. To compensate for the loss of valuable area compensatory stories are required, resulting in an increase in wind loads and construction costs. Secondly, a limited, if at all, ability to adaptively respond to fluctuating environmental conditions such as changes in wind direction or velocity over the height of building which could be of consequence if the conditions for which the building was designed for change due to, for example, changes in the built environment surrounding it. Fluidic-based Aerodynamic Modification (FAM) is a fundamentally different approach; instead of adjusting the solid material to improve the aerodynamic 'shape' of the structure, fluid-based flow control is used to manipulate the boundary layer characteristics. The local flow field is modified to 'view' the solid as a different shape, and thus, that solid will experience reduced loads.

Determination of transport wind speed in the gaussian plume diffusion equation for low-lying point sources

NASA Astrophysics Data System (ADS)

Wang, I. T.

A general method for determining the effective transport wind speed, overlineu, in the Gaussian plume equation is discussed. Physical arguments are given for using the generalized overlineu instead of the often adopted release-level wind speed with the plume diffusion equation. Simple analytical expressions for overlineu applicable to low-level point releases and a wide range of atmospheric conditions are developed. A non-linear plume kinematic equation is derived using these expressions. Crosswind-integrated SF 6 concentration data from the 1983 PNL tracer experiment are used to evaluate the proposed analytical procedures along with the usual approach of using the release-level wind speed. Results of the evaluation are briefly discussed.

Characterization of the Shuttle Landing Facility as a laser range for testing and evaluation of EO systems

NASA Astrophysics Data System (ADS)

Stromqvist Vetelino, Frida; Borbath, Michael R.; Andrews, Larry C.; Phillips, Ronald L.; Burdge, Geoffrey L.; Chin, Peter G.; Galus, Darren J.; Wayne, David; Pescatore, Robert; Cowan, Doris; Thomas, Frederick

2005-08-01

The Shuttle Landing Facility runway at the Kennedy Space Center in Cape Canaveral, Florida is almost 5 km long and 100 m wide. Its homogeneous environment makes it a unique and ideal place for testing and evaluating EO systems. An experiment, with the goal of characterizing atmospheric parameters on the runway, was conducted in June 2005. Weather data was collected and the refractive index structure parameter was measured with a commercial scintillometer. The inner scale of turbulence was inferred from wind speed measurements and surface roughness. Values of the crosswind speed obtained from the scintillometer were compared with wind measurements taken by a weather station.

Design and analysis of biomimetic joints for morphing of micro air vehicles.

PubMed

Grant, Daniel T; Abdulrahim, Mujahid; Lind, Rick

2010-12-01

Flight capability for micro air vehicles is rapidly maturing throughout the aviation community; however, mission capability has not yet matured at the same pace. Maintaining trim during a descent or in the presence of crosswinds remains challenging for fixed-wing aircraft but yet is routinely performed by birds. This paper presents an overview of designs that incorporate morphing to enhance their flight characteristics. In particular, a series of joints and structures is adopted from seagulls to alter either the dihedral or sweep of the wings and thus alter the flight characteristics. The resulting vehicles are able to trim with significantly increased angles of attack and sideslip compared to traditional fixed-wing vehicles.

Ground Deposition of Liquid Droplets Released from a Point Source in the Atmospheric Surface Layer.

NASA Astrophysics Data System (ADS)

Panneton, Bernard

1989-09-01

A series of field experiments is presented in which the ground deposition of liquid droplets, 120 and 150 μm in diameter, released from a point source at 7 meters above the ground level, was measured. A detailed description of the experimental technique is provided, and the results are presented and compared to the predictions of a few models. A new rotating droplet generator is described. Droplets are produced by the forced breakup of capillary liquid jets and droplet coalescence is inhibited by the rotational motion of the spray head. A system for analyzing spray samples has been developed. This is a specialized image analysis system based on an electronic digitizing camera which measures the area and perimeter of stains left by dyed droplets collected on Kromekote^{rm TM } cards. A complete set of meteorological data supports the ground-deposition data. The turbulent air velocities at two levels above the ground and the temperature of the air at one level were measured with one sonic anemometer and a sonic anemometer-thermometer. The vertical heat and momentum fluxes were estimated using the eddy-correlation technique. The two-dimensional deposition patterns are presented in the form of plots of contours of constant density, normalized arcwise distributions and crosswind integrated distributions. The arcwise distributions follow a Gaussian distribution whose standard deviation is evaluated using a modified Pasquill's beta technique. Models of the crosswind integrated deposit from Godson, Csanady, Walker, Bache and Sayer, and Wilson et al are evaluated. The results indicate that the Wilson et al random walk model is adequate for predicting the ground deposition of the 150 μm droplets. In one case, where the ratio of the droplet settling velocity to the mean wind speed was largest, Walker's model proved to be adequate. Otherwise, none of the models were acceptable in light of our experimental data.

A Semi-Analytical Model for Dispersion Modelling Studies in the Atmospheric Boundary Layer

NASA Astrophysics Data System (ADS)

Gupta, A.; Sharan, M.

2017-12-01

The severe impact of harmful air pollutants has always been a cause of concern for a wide variety of air quality analysis. The analytical models based on the solution of the advection-diffusion equation have been the first and remain the convenient way for modeling air pollutant dispersion as it is easy to handle the dispersion parameters and related physics in it. A mathematical model describing the crosswind integrated concentration is presented. The analytical solution to the resulting advection-diffusion equation is limited to a constant and simple profiles of eddy diffusivity and wind speed. In practice, the wind speed depends on the vertical height above the ground and eddy diffusivity profiles on the downwind distance from the source as well as the vertical height. In the present model, a method of eigen-function expansion is used to solve the resulting partial differential equation with the appropriate boundary conditions. This leads to a system of first order ordinary differential equations with a coefficient matrix depending on the downwind distance. The solution of this system, in general, can be expressed in terms of Peano-baker series which is not easy to compute, particularly when the coefficient matrix becomes non-commutative (Martin et al., 1967). An approach based on Taylor's series expansion is introduced to find the numerical solution of first order system. The method is applied to various profiles of wind speed and eddy diffusivities. The solution computed from the proposed methodology is found to be efficient and accurate in comparison to those available in the literature. The performance of the model is evaluated with the diffusion datasets from Copenhagen (Gryning et al., 1987) and Hanford (Doran et al., 1985). In addition, the proposed method is used to deduce three dimensional concentrations by considering the Gaussian distribution in crosswind direction, which is also evaluated with diffusion data corresponding to a continuous point source.

Observations of the scale-dependent turbulence and evaluation of the flux-gradient relationship for sensible heat for a closed Douglas-Fir canopy in very weak wind conditions

DOE PAGES

Vickers, D.; Thomas, C.

2014-05-13

Observations of the scale-dependent turbulent fluxes and variances above, within and beneath a tall closed Douglas-Fir canopy in very weak winds are examined. The daytime subcanopy vertical velocity spectra exhibit a double-peak structure with peaks at time scales of 0.8 s and 51.2 s. A double-peak structure is also observed in the daytime subcanopy heat flux cospectra. The daytime momentum flux cospectra inside the canopy and in the subcanopy are characterized by a relatively large cross-wind component, likely due to the extremely light and variable winds, such that the definition of a mean wind direction, and subsequent partitioning of themore » momentum flux into along- and cross-wind components, has little physical meaning. Positive values of both momentum flux components in the subcanopy contribute to upward transfer of momentum, consistent with the observed mean wind speed profile. In the canopy at night at the smallest resolved scales, we find relatively large momentum fluxes (compared to at larger scales), and increasing vertical velocity variance with decreasing time scale, consistent with very small eddies likely generated by wake shedding from the canopy elements that transport momentum but not heat. We find unusually large values of the velocity aspect ratio within the canopy, consistent with enhanced suppression of the horizontal wind components compared to the vertical by the canopy. The flux-gradient approach for sensible heat flux is found to be valid for the subcanopy and above-canopy layers when considered separately; however, single source approaches that ignore the canopy fail because they make the heat flux appear to be counter-gradient when in fact it is aligned with the local temperature gradient in both the subcanopy and above-canopy layers. Modeled sensible heat fluxes above dark warm closed canopies are likely underestimated using typical values of the Stanton number.« less

Observations of the scale-dependent turbulence and evaluation of the flux-gradient relationship for sensible heat for a closed Douglas-Fir canopy in very weak wind conditions

DOE Office of Scientific and Technical Information (OSTI.GOV)

Vickers, D.; Thomas, C.

Observations of the scale-dependent turbulent fluxes and variances above, within and beneath a tall closed Douglas-Fir canopy in very weak winds are examined. The daytime subcanopy vertical velocity spectra exhibit a double-peak structure with peaks at time scales of 0.8 s and 51.2 s. A double-peak structure is also observed in the daytime subcanopy heat flux cospectra. The daytime momentum flux cospectra inside the canopy and in the subcanopy are characterized by a relatively large cross-wind component, likely due to the extremely light and variable winds, such that the definition of a mean wind direction, and subsequent partitioning of themore » momentum flux into along- and cross-wind components, has little physical meaning. Positive values of both momentum flux components in the subcanopy contribute to upward transfer of momentum, consistent with the observed mean wind speed profile. In the canopy at night at the smallest resolved scales, we find relatively large momentum fluxes (compared to at larger scales), and increasing vertical velocity variance with decreasing time scale, consistent with very small eddies likely generated by wake shedding from the canopy elements that transport momentum but not heat. We find unusually large values of the velocity aspect ratio within the canopy, consistent with enhanced suppression of the horizontal wind components compared to the vertical by the canopy. The flux-gradient approach for sensible heat flux is found to be valid for the subcanopy and above-canopy layers when considered separately; however, single source approaches that ignore the canopy fail because they make the heat flux appear to be counter-gradient when in fact it is aligned with the local temperature gradient in both the subcanopy and above-canopy layers. Modeled sensible heat fluxes above dark warm closed canopies are likely underestimated using typical values of the Stanton number.« less

Evaluation of a pilot workload metric for simulated VTOL landing tasks

NASA Technical Reports Server (NTRS)

North, R. A.; Graffunder, K.

1979-01-01

A methodological approach to measuring workload was investigated for evaluation of new concepts in VTOL aircraft displays. Multivariate discriminant functions were formed from conventional flight performance and/or visual response variables to maximize detection of experimental differences. The flight performance variable discriminant showed maximum differentiation between crosswind conditions. The visual response measure discriminant maximized differences between fixed vs. motion base conditions and experimental displays. Physiological variables were used to attempt to predict the discriminant function values for each subject/condition/trial. The weights of the physiological variables in these equations showed agreement with previous studies. High muscle tension, light but irregular breathing patterns, and higher heart rate with low amplitude all produced higher scores on this scale and thus, represented higher workload levels.

Wind tunnel analysis of the aerodynamic loads on rolling stock over railway embankments: the effect of shelter windbreaks.

PubMed

Avila-Sanchez, Sergio; Pindado, Santiago; Lopez-Garcia, Oscar; Sanz-Andres, Angel

2014-01-01

Wind-flow pattern over embankments involves an overexposure of the rolling stock travelling on them to wind loads. Windbreaks are a common solution for changing the flow characteristic in order to decrease unwanted effects induced by the presence of cross-wind. The shelter effectiveness of a set of windbreaks placed over a railway twin-track embankment is experimentally analysed. A set of two-dimensional wind tunnel tests are undertaken and results corresponding to pressure tap measurements over a section of a typical high-speed train are herein presented. The results indicate that even small-height windbreaks provide sheltering effects to the vehicles. Also, eaves located at the windbreak tips seem to improve their sheltering effect.

Velocity field of a round jet in a cross flow for various jet injection angles and velocity ratios. [Langley V/STOL tunnel

NASA Technical Reports Server (NTRS)

Fearn, R. L.; Weston, R. P.

1979-01-01

A subsonic round jet injected from a flat plate into a subsonic crosswind of the same temperature was investigated. Velocity and pressure measurements in planes perpendicular to the path of the jet were made for nominal jet injection angles of 45 deg, 60 deg, 75 deg, 90 deg, and 105 deg and for jet/cross flow velocity ratios of four and eight. The velocity measurements were obtained to infer the properties of the vortex pair associated with a jet in a cross flow. Jet centerline and vortex trajectories were determined and fit with an empirical equation that includes the effects of jet injection angle, jet core length, and jet/cross flow velocity ratios.

Aerodynamic Characteristics of High Speed Trains under Cross Wind Conditions

NASA Astrophysics Data System (ADS)

Chen, W.; Wu, S. P.; Zhang, Y.

2011-09-01

Numerical simulation for the two models in cross-wind was carried out in this paper. The three-dimensional compressible Reynolds-averaged Navier-Stokes equations(RANS), combined with the standard k-ɛ turbulence model, were solved on multi-block hybrid grids by second order upwind finite volume technique. The impact of fairing on aerodynamic characteristics of the train models was analyzed. It is shown that, the flow separates on the fairing and a strong vortex is generated, the pressure on the upper middle car decreases dramatically, which leads to a large lift force. The fairing changes the basic patterns around the trains. In addition, formulas of the coefficient of aerodynamic force at small yaw angles up to 24° were expressed.

Wind Tunnel Analysis of the Aerodynamic Loads on Rolling Stock over Railway Embankments: The Effect of Shelter Windbreaks

PubMed Central

Avila-Sanchez, Sergio; Lopez-Garcia, Oscar; Sanz-Andres, Angel

2014-01-01

Wind-flow pattern over embankments involves an overexposure of the rolling stock travelling on them to wind loads. Windbreaks are a common solution for changing the flow characteristic in order to decrease unwanted effects induced by the presence of cross-wind. The shelter effectiveness of a set of windbreaks placed over a railway twin-track embankment is experimentally analysed. A set of two-dimensional wind tunnel tests are undertaken and results corresponding to pressure tap measurements over a section of a typical high-speed train are herein presented. The results indicate that even small-height windbreaks provide sheltering effects to the vehicles. Also, eaves located at the windbreak tips seem to improve their sheltering effect. PMID:25544954

Evaluation of Flying Qualities and Guidance Displays for an Advanced Tilt-Wing STOL Transport Aircraft in Final Approach and Landing

NASA Technical Reports Server (NTRS)

Frost, Chad R.; Franklin, James A.; Hardy, Gordon H.

2002-01-01

A piloted simulation was performed on the Vertical Motion Simulator at NASA Ames Research Center to evaluate flying qualities of a tilt-wing Short Take-Off and Landing (STOL) transport aircraft during final approach and landing. The experiment was conducted to assess the design s handling qualities, and to evaluate the use of flightpath-centered guidance for the precision approach and landing tasks required to perform STOL operations in instrument meteorological conditions, turbulence, and wind. Pilots rated the handling qualities to be satisfactory for all operations evaluated except those encountering extreme crosswinds and severe windshear; even in these difficult meteorological conditions, adequate handling qualities were maintained. The advanced flight control laws and guidance displays provided consistent performance and precision landings.

Normal probabilities for Vandenberg AFB wind components - monthly reference periods for all flight azimuths, 0- to 70-km altitudes

NASA Technical Reports Server (NTRS)

Falls, L. W.

1975-01-01

Vandenberg Air Force Base (AFB), California, wind component statistics are presented to be used for aerospace engineering applications that require component wind probabilities for various flight azimuths and selected altitudes. The normal (Gaussian) distribution is presented as a statistical model to represent component winds at Vandenberg AFB. Head tail, and crosswind components are tabulated for all flight azimuths for altitudes from 0 to 70 km by monthly reference periods. Wind components are given for 11 selected percentiles ranging from 0.135 percent to 99.865 percent for each month. The results of statistical goodness-of-fit tests are presented to verify the use of the Gaussian distribution as an adequate model to represent component winds at Vandenberg AFB.

Normal probabilities for Cape Kennedy wind components: Monthly reference periods for all flight azimuths. Altitudes 0 to 70 kilometers

NASA Technical Reports Server (NTRS)

Falls, L. W.

1973-01-01

This document replaces Cape Kennedy empirical wind component statistics which are presently being used for aerospace engineering applications that require component wind probabilities for various flight azimuths and selected altitudes. The normal (Gaussian) distribution is presented as an adequate statistical model to represent component winds at Cape Kennedy. Head-, tail-, and crosswind components are tabulated for all flight azimuths for altitudes from 0 to 70 km by monthly reference periods. Wind components are given for 11 selected percentiles ranging from 0.135 percent to 99,865 percent for each month. Results of statistical goodness-of-fit tests are presented to verify the use of the Gaussian distribution as an adequate model to represent component winds at Cape Kennedy, Florida.

Wind Tunnel Testing on Crosswind Aerodynamic Forces Acting on Railway Vehicles

NASA Astrophysics Data System (ADS)

Kwon, Hyeok-Bin; Nam, Seong-Won; You, Won-Hee

This study is devoted to measure the aerodynamic forces acting on two railway trains, one of which is a high-speed train at 300km/h maximum operation speed, and the other is a conventional train at the operating speed 100km/h. The three-dimensional train shapes have been modeled as detailed as possible including the inter-car, the upper cavity for pantograph, and the bogie systems. The aerodynamic forces on each vehicle of the trains have been measured in the subsonic wind tunnel with 4m×3m test section of Korea Aerospace Research Institute at Daejeon, Korea. The aerodynamic forces and moments of the train models have been plotted for various yaw angles and the characteristics of the aerodynamic coefficients has been discussed relating to the experimental conditions.

Drag De-Orbit Device: A New Standard Re-Entry Actuator for CubeSats

NASA Technical Reports Server (NTRS)

Guglielmo, David; Omar, Sanny; Bevilacqua, Riccardo

2017-01-01

With the advent of CubeSats, research in Low Earth Orbit (LEO) becomes possible for universities and small research groups. Only a handful of launch sites can be used, due to geographical and political restrictions. As a result, common orbits in LEO are becoming crowded due to the additional launches made possible by low-cost access to space. CubeSat design principles require a maximum of a 25-year orbital lifetime in an effort to reduce the total number of spacecraft in orbit at any time. Additionally, since debris may survive re-entry, it is ideal to de-orbit spacecraft over unpopulated areas to prevent casualties. The Drag Deorbit Device (D3) is a self-contained targeted re-entry subsystem intended for CubeSats. By varying the cross-wind area, the atmospheric drag can be varied in such a way as to produce desired maneuvers. The D3 is intended to be used to remove spacecraft from orbit to reach a desired target interface point. Additionally, attitude stabilization is performed by the D3 prior to deployment and can replace a traditional ADACS on many missions.This paper presents the hardware used in the D3 and operation details. Four stepper-driven, repeatedly retractable booms are used to modify the cross-wind area of the D3 and attached spacecraft. Five magnetorquers (solenoids) over three axes are used to damp rotational velocity. This system is expected to be used to improve mission flexibility and allow additional launches by reducing the orbital lifetime of spacecraft.The D3 can be used to effect a re-entry to any target interface point, with the orbital inclination limiting the maximum latitude. In the chance that the main spacecraft fails, a timer will automatically deploy the booms fully, ensuring the spacecraft will at the minimum reenter the atmosphere in the minimum possible time, although not necessarily at the desired target interface point. Although this does not reduce the risk of casualties, the 25-year lifetime limit is still respected, allowing a reduction of the risk associated with a hardware failure.

Wake Vortex Inverse Model User's Guide

NASA Technical Reports Server (NTRS)

Lai, David; Delisi, Donald

2008-01-01

NorthWest Research Associates (NWRA) has developed an inverse model for inverting landing aircraft vortex data. The data used for the inversion are the time evolution of the lateral transport position and vertical position of both the port and starboard vortices. The inverse model performs iterative forward model runs using various estimates of vortex parameters, vertical crosswind profiles, and vortex circulation as a function of wake age. Forward model predictions of lateral transport and altitude are then compared with the observed data. Differences between the data and model predictions guide the choice of vortex parameter values, crosswind profile and circulation evolution in the next iteration. Iterations are performed until a user-defined criterion is satisfied. Currently, the inverse model is set to stop when the improvement in the rms deviation between the data and model predictions is less than 1 percent for two consecutive iterations. The forward model used in this inverse model is a modified version of the Shear-APA model. A detailed description of this forward model, the inverse model, and its validation are presented in a different report (Lai, Mellman, Robins, and Delisi, 2007). This document is a User's Guide for the Wake Vortex Inverse Model. Section 2 presents an overview of the inverse model program. Execution of the inverse model is described in Section 3. When executing the inverse model, a user is requested to provide the name of an input file which contains the inverse model parameters, the various datasets, and directories needed for the inversion. A detailed description of the list of parameters in the inversion input file is presented in Section 4. A user has an option to save the inversion results of each lidar track in a mat-file (a condensed data file in Matlab format). These saved mat-files can be used for post-inversion analysis. A description of the contents of the saved files is given in Section 5. An example of an inversion input file, with preferred parameters values, is given in Appendix A. An example of the plot generated at a normal completion of the inversion is shown in Appendix B.

NASA AVOSS Fast-Time Wake Prediction Models: User's Guide

NASA Technical Reports Server (NTRS)

Ahmad, Nash'at N.; VanValkenburg, Randal L.; Pruis, Matthew

2014-01-01

The National Aeronautics and Space Administration (NASA) is developing and testing fast-time wake transport and decay models to safely enhance the capacity of the National Airspace System (NAS). The fast-time wake models are empirical algorithms used for real-time predictions of wake transport and decay based on aircraft parameters and ambient weather conditions. The aircraft dependent parameters include the initial vortex descent velocity and the vortex pair separation distance. The atmospheric initial conditions include vertical profiles of temperature or potential temperature, eddy dissipation rate, and crosswind. The current distribution includes the latest versions of the APA (3.4) and the TDP (2.1) models. This User's Guide provides detailed information on the model inputs, file formats, and the model output. An example of a model run and a brief description of the Memphis 1995 Wake Vortex Dataset is also provided.

An empirical model for ocean radar backscatter and its application in inversion routine to eliminate wind speed and direction effects

NASA Technical Reports Server (NTRS)

Dome, G. J.; Fung, A. K.; Moore, R. K.

1977-01-01

Several regression models were tested to explain the wind direction dependence of the 1975 JONSWAP (Joint North Sea Wave Project) scatterometer data. The models consider the radar backscatter as a harmonic function of wind direction. The constant term accounts for the major effect of wind speed and the sinusoidal terms for the effects of direction. The fundamental accounts for the difference in upwind and downwind returns, while the second harmonic explains the upwind-crosswind difference. It is shown that a second harmonic model appears to adequately explain the angular variation. A simple inversion technique, which uses two orthogonal scattering measurements, is also described which eliminates the effect of wind speed and direction. Vertical polarization was shown to be more effective in determining both wind speed and direction than horizontal polarization.

Evaluation of Fast-Time Wake Models Using Denver 2006 Field Experiment Data

NASA Technical Reports Server (NTRS)

Ahmad, Nash’at N.; Pruis, Matthew J.

2015-01-01

The National Aeronautics and Space Administration conducted a series of wake vortex field experiments at Denver in 2003, 2005, and 2006. This paper describes the lidar wake vortex measurements and associated meteorological data collected during the 2006 deployment, and includes results of recent reprocessing of the lidar data using a new wake vortex algorithm and estimates of the atmospheric turbulence using a new algorithm to estimate eddy dissipation rate from the lidar data. The configuration and set-up of the 2006 field experiment allowed out-of-ground effect vortices to be tracked in lateral transport further than any previous campaign and thereby provides an opportunity to study long-lived wake vortices in moderate to low crosswinds. An evaluation of NASA's fast-time wake vortex transport and decay models using the dataset shows similar performance as previous studies using other field data.

Remote Sensing of Crosswind Profiles Using the Correlation Slope Method.

DTIC Science & Technology

1979-07-01

i s ‘What is the aeceptab it’ upper 1 int l t on ~ ~ca 11 i t 4 1 or w h i cli the i n v e r s i o n works in the noi seless case ?” In order to...ions in t h i s pape r . The b e h a v i o r of the pat h-we i g u t I ng fut te t i on W( • c i t s shoi ~t t iii I g . 2 t v a l u a t lOf l...1 Final Repsr~~ -~~ S. PV~~PO~ UWW O~~G; PORT NUMSEN • -S.--__ — - ~~. AUTHON(.) S. CONT R ACT ON GR ANT NUMSEN( . ) ,~ Ri~~~~ J~arakat/ Bolt

Assessment of physiological demand in kitesurfing.

PubMed

Vercruyssen, F; Blin, N; L'huillier, D; Brisswalter, J

2009-01-01

To evaluate the physiological demands of kitesurfing, ten elite subjects performed an incremental running test on a 400-m track and a 30-min on-water crossing trial during a light crosswind (LW, 12-15 knots). Oxygen uptake (V(O)(2)) was estimated from the heart rate (HR) recorded during the crossing trial using the individual HR-V(O)(2) relationship determined during the incremental test. Blood lactate concentration [La(b)] was measured at rest and 3 min after the exercise completion. Mean HR and estimated V(O)(2) values represented, respectively 80.6 +/- 7.5% of maximal heart rate and 69.8 +/- 11.7% of maximal oxygen uptake for board speeds ranging from 15 to 17 knots. Low values for [La(b)] were observed at the end of crossing trial (2.1 +/- 1.2 mmol l(-1). This first analysis of kitesurfing suggests that the energy demand is mainly sustained by aerobic metabolism during a LW condition.

A piloted-simulation evaluation of two electronic display formats for approach and landing

NASA Technical Reports Server (NTRS)

Steinmetz, G. G.; Morello, S. A.; Knox, C. E.; Person, L. H., Jr.

1976-01-01

The results of a piloted-simulation evaluation of the benefits of adding runway symbology and track information to a baseline electronic-attitude-director-indicator (EADI) format for the approach-to-landing task were presented. The evaluation was conducted for the baseline format and for the baseline format with the added symbology during 3 deg straight-in approaches with calm, cross-wind, and turbulence conditions. Flight-path performance data and pilot subjective comments were examined with regard to the pilot's tracking performance and mental workload for both display formats. The results show that the addition of a perspective runway image and relative track information to a basic situation-information EADI format improve the tracking performance both laterally and vertically during an approach-to-landing task and that the mental workload required to assess the approach situation was thus reduced as a result of integration of information.

Optimizing a tandem disk model

NASA Astrophysics Data System (ADS)

Healey, J. V.

1983-08-01

The optimum values of the solidity ratio, tip speed ratio (TSR), and the preset angle of attack, the corresponding distribution, and the breakdown mechanism for a tandem disk model for a crosswind machine such as a Darrieus are examined analytically. Equations are formulated for thin blades with zero drag in consideration of two plane rectangular disks, both perpendicular to the wind flow. Power coefficients are obtained for both disks and comparisons are made between a single-disk system and a two-disk system. The power coefficient for the tandem disk model is shown to be a sum of the coefficients of the individual disks, with a maximum value of twice the Betz limit at an angle of attack of -1 deg and the TSR between 4-7. The model, applied to the NACA 0012 profile, gives a maximum power coefficient of 0.967 with a solidity ratio of 0.275 and highly limited ranges for the angle of attack and TSR.

The dangerous flat spin and the factors affecting it

NASA Technical Reports Server (NTRS)

Fuchs, Richard; Schmidt, Wilhelm

1931-01-01

This report deals first with the fundamental data required for the investigation. These are chiefly the aerodynamic forces and moments acting on an airplane in a flat spin. It is shown that these forces and moments depend principally on the angle of attack and on the rotation about the path axis, and can therefore either be measured in a wind tunnel or calculated from wind-tunnel measurements of lift, drag and moment about the leading edge of the wing of an airplane model at rest. The lift, drag and moments about the span axis are so greatly altered by the rapid rotation in a flat spin, that they can no longer be regarded as independent of rotation. No substantial change in the angles of attack and glide occurring in a flat spin is involved. The cross-wind force, as compared with the lift and drag, can be disregarded in a flat spin.

Cornering and wear characteristics of the Space Shuttle Orbiter nose-gear tire

NASA Technical Reports Server (NTRS)

Davis, Pamela A.; Stubbs, Sandy M.; Vogler, William A.

1989-01-01

Tests of the Space Shuttle Orbiter nose-gear tire have been completed at NASA Langley's Aircraft Landing Dynamics Facility. The purpose of these tests was to determine the cornering and wear characteristics of the Space Shuttle Orbiter nose-gear tire under realistic operating conditions. The tire was tested on a simulated Kennedy Space Center runway surface at speeds from 100 to 180 kts. The results of these tests defined the cornering characteristics which included side forces and associated side force friction coefficient over a range of yaw angles from 0 deg to 12 deg. Wear characteristics were defined by tire tread and cord wear over a yaw angle range of 0 deg to 4 deg under dry and wet runway conditions. Wear characteristics were also defined for a 15 kt crosswind landing with two blown right main-gear tires and nose-gear steering engaged.

Design of a recovery system for a reentry vehicle

NASA Technical Reports Server (NTRS)

Von Eckroth, Wulf; Garrard, William L.; Miller, Norman

1993-01-01

Engineers are often required to design decelerator systems which are deployed in cross-wind orientations. If the system is not designed to minimize 'line sail', damage to the parachutes could result. A Reentry Vehicle Analysis Code (RVAC) and an accompanying graphics animation software program (DISPLAY) are presented in this paper. These computer codes allow the user to quickly apply the Purvis line sail modeling technique to any vehicle and then observe the relative motion of the vehicle, nose cap, suspension lines, pilot and drogue bags and canopies on a computer screen. Data files are created which allow plots of velocities, spacial positions, and dynamic pressures versus time to be generated. The code is an important tool for the design engineer because it integrates two degrees of freedom (DOF) line sail equations with a three DOF model of the reentry body and jettisoned nose cap to provide an animated output.

Detailed Test Objectives (DTOs) and Detailed Supplementary Objectives (DSOs)

NASA Technical Reports Server (NTRS)

2002-01-01

The purpose of this experiment is to demonstrate the performance and operations of the GPS during orbiter ascent, entry and landing phases utilizing a modified military GPS receiver processor and the existing orbiter GPS antennas. The purpose of this experiment is to demonstrate the capability to perform a manually controlled landing in the presence of a crosswind. Changes in gastrointestinal function and physiology as a result of spaceflight affect drug absorption and the bioavailability of oral medications, which can compromise therapeutic effectiveness. This DSO will lead to the design and development of effective pharmocological countermeasures and therapeutic adjustments for spaceflight. A previous observation suggested that discordant sensory stimuli caused by an unusual motion environment disrupted spatial orientation and balance control in a returning crewmember by triggering a state change in central vestibular processing. The findings of the current investigation are expected to demonstrate the degree to which challenging motion environments may affect post-flight (re)adaptation to gravity.

Matlab Stability and Control Toolbox: Trim and Static Stability Module

NASA Technical Reports Server (NTRS)

Crespo, Luis G.; Kenny, Sean P.

2006-01-01

This paper presents the technical background of the Trim and Static module of the Matlab Stability and Control Toolbox. This module performs a low-fidelity stability and control assessment of an aircraft model for a set of flight critical conditions. This is attained by determining if the control authority available for trim is sufficient and if the static stability characteristics are adequate. These conditions can be selected from a prescribed set or can be specified to meet particular requirements. The prescribed set of conditions includes horizontal flight, take-off rotation, landing flare, steady roll, steady turn and pull-up/ push-over flight, for which several operating conditions can be specified. A mathematical model was developed allowing for six-dimensional trim, adjustable inertial properties, asymmetric vehicle layouts, arbitrary number of engines, multi-axial thrust vectoring, engine(s)-out conditions, crosswind and gyroscopic effects.

CF6 jet engine performance improvement: New fan

NASA Technical Reports Server (NTRS)

Fasching, W. A.

1980-01-01

As part of the NASA sponsored engine component improvement program, and fan package was developed to reduce fuel consumption in current CF6 turbofan aircraft engine. The new fan package consist of an improved fan blade, reduced fan tip clearance due to a fan case stiffener, and a smooth fan casing tip shroud. CF6 engine performance and acoustic tests demonstrated the predicted 1.8% improvement in cruise sfc without an increase in engine noise. Power management thrust/fan speed characteristics were defined. Mechanical and structural integrity was demonstrated in model fan rotor photoelastic stress tests, full-size fan blade bench fatigue tests, and CF6 engine bird ingestion, crosswind, and cyclic endurance tests. The fan was certified in the CF6-500c2/E2 engines and is in commerical service on the Boeing 747-200, Douglas DC-10-30, and Atrbus industrie A300B aircraft.

Wake Vortex Transport in Proximity to the Ground

NASA Technical Reports Server (NTRS)

Hamilton, David W.; Proctor, Fred H.

2000-01-01

A sensitivity study for aircraft wake vortex transport has been conducted using a validated large eddy simulation (LES) model. The study assumes neutrally stratified and nonturbulent environments and includes the consequences of the ground. The numerical results show that the nondimensional lateral transport is primarily influenced by the magnitude of the ambient crosswind and is insensitive to aircraft type. In most of the simulations, the ground effect extends the lateral position of the downwind vortex about one initial vortex spacing (b(sub o)) in the downstream direction. Further extension by as much as one b(sub o) occurs when the downwind vortex remains 'in ground effect' (IGE) for relatively long periods of time. Results also show that a layer-averaged ambient wind velocity can be used to bound the time for lateral transport of wake vortices to insure safe operations on a parallel runway.

Informing hazardous zones for on-board maritime hydrogen liquid and gas systems

DOE Office of Scientific and Technical Information (OSTI.GOV)

Blaylock, Myra L.; Pratt, Joseph William; Bran Anleu, Gabriela A.

The significantly higher buoyancy of hydrogen compared to natural gas means that hazardous zones defined in the IGF code may be inaccurate if applied to hydrogen. This could place undue burden on ship design or could lead to situations that are unknowingly unsafe. We present dispersion analyses to examine three vessel case studies: (1) abnormal external vents of full blowdown of a liquid hydrogen tank due to a failed relief device in still air and with crosswind; (2) vents due to naturally-occurring boil-off of liquid within the tank; and (3) a leak from the pipes leading into the fuel cellmore » room. The size of the hydrogen plumes resulting from a blowdown of the tank depend greatly on the wind conditions. It was also found that for normal operations releasing a small amount of "boil- off" gas to regulate the pressure in the tank does not create flammable concentrations.« less

Observations of the scale-dependent turbulence and evaluation of the flux–gradient relationship for sensible heat for a closed Douglas-fir canopy in very weak wind conditions

DOE PAGES

Vickers, D.; Thomas, C. K.

2014-09-16

Observations of the scale-dependent turbulent fluxes, variances, and the bulk transfer parameterization for sensible heat above, within, and beneath a tall closed Douglas-fir canopy in very weak winds are examined. The daytime sub-canopy vertical velocity spectra exhibit a double-peak structure with peaks at timescales of 0.8 s and 51.2 s. A double-peak structure is also observed in the daytime sub-canopy heat flux co-spectra. The daytime momentum flux co-spectra in the upper bole space and in the sub-canopy are characterized by a relatively large cross-wind component, likely due to the extremely light and variable winds, such that the definition of amore » mean wind direction, and subsequent partitioning of the momentum flux into along- and cross-wind components, has little physical meaning. Positive values of both momentum flux components in the sub-canopy contribute to upward transfer of momentum, consistent with the observed sub-canopy secondary wind speed maximum. For the smallest resolved scales in the canopy at nighttime, we find increasing vertical velocity variance with decreasing timescale, consistent with very small eddies possibly generated by wake shedding from the canopy elements that transport momentum, but not heat. Unusually large values of the velocity aspect ratio within the canopy were observed, consistent with enhanced suppression of the horizontal wind components compared to the vertical by the very dense canopy. The flux–gradient approach for sensible heat flux is found to be valid for the sub-canopy and above-canopy layers when considered separately in spite of the very small fluxes on the order of a few W m −2 in the sub-canopy. However, single-source approaches that ignore the canopy fail because they make the heat flux appear to be counter-gradient when in fact it is aligned with the local temperature gradient in both the sub-canopy and above-canopy layers. While sub-canopy Stanton numbers agreed well with values typically reported in the literature, our estimates for the above-canopy Stanton number were much larger, which likely leads to underestimated modeled sensible heat fluxes above dark warm closed canopies.« less

Observations of the scale-dependent turbulence and evaluation of the flux–gradient relationship for sensible heat for a closed Douglas-fir canopy in very weak wind conditions

DOE Office of Scientific and Technical Information (OSTI.GOV)

Vickers, D.; Thomas, C. K.

Observations of the scale-dependent turbulent fluxes, variances, and the bulk transfer parameterization for sensible heat above, within, and beneath a tall closed Douglas-fir canopy in very weak winds are examined. The daytime sub-canopy vertical velocity spectra exhibit a double-peak structure with peaks at timescales of 0.8 s and 51.2 s. A double-peak structure is also observed in the daytime sub-canopy heat flux co-spectra. The daytime momentum flux co-spectra in the upper bole space and in the sub-canopy are characterized by a relatively large cross-wind component, likely due to the extremely light and variable winds, such that the definition of amore » mean wind direction, and subsequent partitioning of the momentum flux into along- and cross-wind components, has little physical meaning. Positive values of both momentum flux components in the sub-canopy contribute to upward transfer of momentum, consistent with the observed sub-canopy secondary wind speed maximum. For the smallest resolved scales in the canopy at nighttime, we find increasing vertical velocity variance with decreasing timescale, consistent with very small eddies possibly generated by wake shedding from the canopy elements that transport momentum, but not heat. Unusually large values of the velocity aspect ratio within the canopy were observed, consistent with enhanced suppression of the horizontal wind components compared to the vertical by the very dense canopy. The flux–gradient approach for sensible heat flux is found to be valid for the sub-canopy and above-canopy layers when considered separately in spite of the very small fluxes on the order of a few W m −2 in the sub-canopy. However, single-source approaches that ignore the canopy fail because they make the heat flux appear to be counter-gradient when in fact it is aligned with the local temperature gradient in both the sub-canopy and above-canopy layers. While sub-canopy Stanton numbers agreed well with values typically reported in the literature, our estimates for the above-canopy Stanton number were much larger, which likely leads to underestimated modeled sensible heat fluxes above dark warm closed canopies.« less

Fast response modeling of a two building urban street canyon

DOE Office of Scientific and Technical Information (OSTI.GOV)

Pardyjak, E. R.; Brown, M. J.

2002-01-01

QWIC-URB is a fast response model designed to generate high resolution, 3-dimensional wind fields around buildings. The wind fields are produced using a mass consistent diagnostic wind model based on the work of Roeckle (1990, 1998) and Kaplan & Dinar (1996). QWIC-URB has been used for producing wind fields around single buildings with various incident wind angles (Pardyjak and Brown 2001). Recently, the model has been expanded to consider two-building, 3D canyon flow. That is, two rectangular parallelepipeds of height H, crosswind width W, and length L separated by a distance S. The purpose of this work is to continuemore » to evaluate the Roeckle (1990) model and develop improvements. In this paper, the model is compared to the twin high-rise building data set of Ohba et al. (1993, hereafter OSL93). Although the model qualitatively predicts the flow field fairly well for simple canyon flow, it over predicts the strength of vortex circulation and fails to reproduce the upstream rotor.« less

Wind Advisory System

NASA Technical Reports Server (NTRS)

Curto, Paul A. (Inventor); Brown, Gerald E. (Inventor); Zysko, Jan A. (Inventor)

2001-01-01

The present invention is a two-part wind advisory system comprising a ground station at an airfield and an airborne unit placed inside an aircraft. The ground station monitors wind conditions (wind speed, wind direction, and wind gust) at the airfield and transmits the wind conditions and an airfield ID to the airborne unit. The airborne unit identifies the airfield by comparing the received airfield ID with airfield IDs stored in a database. The airborne unit also calculates the headwind and crosswind for each runway in both directions at the airfield using the received wind conditions and runway information stored in the database. The airborne unit then determines a recommended runway for takeoff and landing operations of the aircraft based on th runway having the greatest headwind value and displays the airfield ID, wind conditions, and recommended runway to the pilot. Another embodiment of the present invention includes a wireless internet based airborne unit in which the airborne unit can receive the wind conditions from the ground station over the internet.

Dynamic response characteristics of the high-temperature superconducting maglev system under lateral eccentric distance

NASA Astrophysics Data System (ADS)

Wang, Bo; Zheng, Jun; Si, Shuaishuai; Qian, Nan; Li, Haitao; Li, Jipeng; Deng, Zigang

2016-07-01

Off-centre operation of high-temperature superconducting (HTS) maglev systems caused by inevitable conditions such as the misregistration of vehicle, crosswind and curve negotiation, may change the distribution of the trapped flux in the HTS bulks and the magnetic interaction between HTS bulks and the PMG. It impacts on the performance of HTS maglev, and more seriously makes the maglev vehicle overturned. Therefore, understanding the performance of the HTS maglev in off-center operation is very important. In this paper, the dynamic response characteristics of a cryostat with twenty-four onboard YBaCuO superconductor bulks were experimentally investigated at different eccentric distances under loads before the initial FC process. Parameters such as vibration accelerations, displacement, natural frequency and dynamic stiffness were acquired and analyzed via the B&K vibration analyzer and laser displacement sensors. Results suggest that the natural frequency and dynamic stiffness of the maglev vehicle would be obviously reduced with the eccentric distance, posing negative effects on the stability of HTS maglev.

Close-up of Shuttle tire after LSRA test

NASA Technical Reports Server (NTRS)

1995-01-01

One of the final tests of the CV-990 Landing Systems Research Aircraft (LSRA) in August, 1995 at NASA's Dryden Flight Research Center, Edwards, California, resulted in the destruction of the wheel, following a fire caused by a mixture of heat, aluminum particles, and rubber. Following successful tests of tire wear at Edwards and the Kennedy Space Center, Fl., this series of roll-on-rim tests determined the failure modes ofwheels for the space shuttle. The aluminum wheel locked in postion and was ground to within four inches of the axle before the test concluded. The series of 155 test missions for the space shuttle program provided extensive data about the life and endurance of the shuttle tire systems and helped raise the shuttle crosswind landing limits at Kennedy. Project engineer Christopher J. Nagy said, 'NASA pilots Gordon Fullerton and Terry Rager did a superb job of flying the aircraft in many difficult test situations, at speeds higher than the aircraft was intended to land, without once losing a single flight.'

CV-990 Landing Systems Research Aircraft (LSRA) during Space Shuttle tire test

NASA Image and Video Library

1995-08-02

A NASA CV-990, modified as a Landing Systems Research Aircraft (LSRA), lands on the Edwards AFB main runway in test of the space shuttle landing gear system. In this case, the shuttle tire failed, bursting into flame during the rollout. The space shuttle landing gear test unit, operated by a high-pressure hydraulic system, allowed engineers to assess and document the performance of space shuttle main and nose landing gear systems, tires and wheel assemblies, plus braking and nose wheel steering performance. The series of 155 test missions for the space shuttle program provided extensive data about the life and endurance of the shuttle tire systems and helped raise the shuttle crosswind landing limits at Kennedy. The CV-990 used as the LSRA was built in 1962 by the Convair Division of General Dynamics Corp., Ft. Worth, Texas, served as a research aircraft at Ames Research Center, Moffett Field, California, before it came to Dryden.

Final Report for The Creation of a Physics-based Ground-effect Model, Phase 2 - Inclusion of the Effects of Wind, Stratification, and Shear into the New Ground Effect Model

NASA Technical Reports Server (NTRS)

Sarpkaya, Turgut

2006-01-01

The reduction of the separation of the leading and following aircrafts is desirable to enhance the airport capacity provided that there is a physics-based operational model applicable to all regions of the flight domain (out of ground effect, OGE; near ground effect, NGE; and in ground effect, IGE) and that the quality of the quantitative input from the measurements of the prevailing atmospheric conditions and the quality of the total airport operations regarding the safety and the sound interpretation of the prevailing conditions match the quality of the analysis and numerical simulations. In the absence of an analytical solution, the physics of the flow is best expressed by a mathematical model based on numerical simulations, field and laboratory experiments, and heuristic reasoning. This report deals with the creation of a sound physics-based real-time IGE model of the aircraft wake vortices subjected to crosswind, stratification and shear.

A study of atmospheric diffusion from the LANDSAT imagery. [pollution transport over the ocean

NASA Technical Reports Server (NTRS)

Dejesusparada, N. (Principal Investigator); Viswanadham, Y.; Torsani, J. A.

1981-01-01

LANDSAT multispectral scanner data of the smoke plumes which originated in eastern Cabo Frio, Brazil and crossed over into the Atlantic Ocean, are analyzed to illustrate how high resolution LANDSAT imagery can aid meteorologists in evaluating specific air pollution events. The eleven LANDSAT images selected are for different months and years. The results show that diffusion is governed primarily by water and air temperature differences. With colder water, low level air is very stable and the vertical diffusion is minimal; but water warmer than the air induces vigorous diffusion. The applicability of three empirical methods for determining the horizontal eddy diffusivity coefficient in the Gaussian plume formula was evaluated with the estimated standard deviation of the crosswind distribution of material in the plume from the LANDSAT imagery. The vertical diffusion coefficient in stable conditions is estimated using Weinstock's formulation. These results form a data base for use in the development and validation of meso scale atmospheric diffusion models.

Investigation of flow characteristics of a single and two-adjacent natural draft dry cooling towers under cross wind condition

NASA Astrophysics Data System (ADS)

Mekanik, Abolghasem; Soleimani, Mohsen

2007-11-01

Wind effect on natural draught cooling towers has a very complex physics. The fluid flow and temperature distribution around and in a single and two adjacent (tandem and side by side) dry-cooling towers under cross wind are studied numerically in the present work. Cross-wind can significantly reduce cooling efficiency of natural-draft dry-cooling towers, and the adjacent towers can affect the cooling efficiency of both. In this paper we will present a complex computational model involving more than 750,000 finite volume cells under precisely defined boundary condition. Since the flow is turbulent, the standard k-ɛ turbulence model is used. The numerical results are used to estimate the heat transfer between radiators of the tower and air surrounding it. The numerical simulation explained the main reason for decline of the thermo-dynamical performance of dry-cooling tower under cross wind. In this paper, the incompressible fluid flow is simulated, and the flow is assumed steady and three-dimensional.

Enhanced Airport Capacity Through Safe, Dynamic Reductions in Aircraft Separation: NASA's Aircraft VOrtex Spacing System (AVOSS)

NASA Technical Reports Server (NTRS)

OConnor, Cornelius J.; Rutishauser, David K.

2001-01-01

An aspect of airport terminal operations that holds potential for efficiency improvements is the separation criteria applied to aircraft for wake vortex avoidance. These criteria evolved to represent safe spacing under weather conditions conducive to the longest wake hazards, and are consequently overly conservative during a significant portion of operations. Under many ambient conditions, such as moderate crosswinds or turbulence, wake hazard durations are substantially reduced. To realize this reduction NASA has developed a proof-of-concept Aircraft Vortex Spacing System (AVOSS). Successfully operated in a real-time field demonstration during July 2000 at the Dallas Ft. Worth International Airport, AVOSS is a novel integration of weather sensors, wake sensors, and analytical wake prediction algorithms. Gains in airport throughput using AVOSS spacing as compared to the current criteria averaged 6%, with peak values approaching the theoretical maximum of 16%. The average throughput gain translates to 15-40% reductions in delay when applied to realistic capacity ratios at major airports.

KSC-08pd3849

NASA Image and Video Library

2008-11-30

CAPE CANAVERAL, Fla. –- Dark gray clouds hover over the Vehicle Assembly Building at NASA's Kennedy Space Center in Florida, part of a strong weather system that included crosswinds and anvil clouds blowing across the state. The weather concerns prevented space shuttle Endeavour and its crew from returning to Kennedy, the primary end-of-mission landing site. Instead, Endeavour landed safely at 4:25 p.m. at Edwards Air Force Base in California after traveling more than 6.6 million miles in space. The main landing gear touched down at Edwards at 4:25:06 p.m. EST. The nose landing gear touched down at 4:25:21 p.m. and wheel stop was at 4:26:03 p.m. The STS-126 mission was the 27th flight to the International Space Station, carrying equipment and supplies in the Multi-Purpose Logistics Module Leonardo. The mission featured four spacewalks and work to prepare the space station to house six crew members for long-duration missions. Photo credit: NASA/Jim Grossmann

Estimation of Cloud Fraction Profile in Shallow Convection Using a Scanning Cloud Radar

DOE PAGES

Oue, Mariko; Kollias, Pavlos; North, Kirk W.; ...

2016-10-18

Large spatial heterogeneities in shallow convection result in uncertainties in estimations of domain-averaged cloud fraction profiles (CFP). This issue is addressed using large eddy simulations of shallow convection over land coupled with a radar simulator. Results indicate that zenith profiling observations are inadequate to provide reliable CFP estimates. Use of Scanning Cloud Radar (SCR), performing a sequence of cross-wind horizon-to-horizon scans, is not straightforward due to the strong dependence of radar sensitivity to target distance. An objective method for estimating domain-averaged CFP is proposed that uses observed statistics of SCR hydrometeor detection with height to estimate optimum sampling regions. Thismore » method shows good agreement with the model CFP. Results indicate that CFP estimates require more than 35 min of SCR scans to converge on the model domain average. Lastly, the proposed technique is expected to improve our ability to compare model output with cloud radar observations in shallow cumulus cloud conditions.« less

Airplane tracking documents the fastest flight speeds recorded for bats.

PubMed

McCracken, Gary F; Safi, Kamran; Kunz, Thomas H; Dechmann, Dina K N; Swartz, Sharon M; Wikelski, Martin

2016-11-01

The performance capabilities of flying animals reflect the interplay of biomechanical and physiological constraints and evolutionary innovation. Of the two extant groups of vertebrates that are capable of powered flight, birds are thought to fly more efficiently and faster than bats. However, fast-flying bat species that are adapted for flight in open airspace are similar in wing shape and appear to be similar in flight dynamics to fast-flying birds that exploit the same aerial niche. Here, we investigate flight behaviour in seven free-flying Brazilian free-tailed bats ( Tadarida brasiliensis ) and report that the maximum ground speeds achieved exceed speeds previously documented for any bat. Regional wind modelling indicates that bats adjusted flight speeds in response to winds by flying more slowly as wind support increased and flying faster when confronted with crosswinds, as demonstrated for insects, birds and other bats. Increased frequency of pauses in wing beats at faster speeds suggests that flap-gliding assists the bats' rapid flight. Our results suggest that flight performance in bats has been underappreciated and that functional differences in the flight abilities of birds and bats require re-evaluation.

Analysis of the flow field generated near an aircraft engine operating in reverse thrust. M.S. Thesis

NASA Technical Reports Server (NTRS)

Ledwith, W. A., Jr.

1972-01-01

A computer solution is developed to the exhaust gas reingestion problem for aircraft operating in the reverse thrust mode on a crosswind-free runway. The computer program determines the location of the inlet flow pattern, whether the exhaust efflux lies within the inlet flow pattern or not, and if so, the approximate time before the reversed flow reaches the engine inlet. The program is written so that the user is free to select discrete runway speeds or to study the entire aircraft deceleration process for both the far field and cross-ingestion problems. While developed with STOL applications in mind, the solution is equally applicable to conventional designs. The inlet and reversed jet flow fields involved in the problem are assumed to be noninteracting. The nacelle model used in determining the inlet flow field is generated using an iterative solution to the Neuman problem from potential flow theory while the reversed jet flow field is adapted using an empirical correlation from the literature. Sample results obtained using the program are included.

Close-up of Shuttle tire after LSRA test

NASA Technical Reports Server (NTRS)

1995-01-01

One of the final tests of the CV-990 Landing Systems Research Aircraft (LSRA) in August, 1995 at NASA's Dryden Flight Research Center, Edwards, California, resulted in the destruction of the wheel, following a fire caused by a mixture of heat, aluminum particles, and rubber. Following successful tests of tire wear at Edwards and the Kennedy Space Center, Fla., this series of roll-on-rim tests determined the failure modes of wheels for the space shuttle. In one test, the aluminum wheel locked in position and was ground to within four inches of the axle before the test concluded. The series of 155 test missions for the space shuttle program provided extensive data about the life and endurance of the shuttle tire systems and helped raise the shuttle crosswind landing limits at Kennedy. Project engineer Christopher J. Nagy said, 'NASA pilots Gordon Fullerton and Terry Rager did a superb job of flying the aircraft in many difficult test situations, at speeds higher than the aircraft was intended to land, without once losing a single test flight.'

Multiphasic On/Off Pheromone Signalling in Moths as Neural Correlates of a Search Strategy

PubMed Central

Martinez, Dominique; Chaffiol, Antoine; Voges, Nicole; Gu, Yuqiao; Anton, Sylvia; Rospars, Jean-Pierre; Lucas, Philippe

2013-01-01

Insects and robots searching for odour sources in turbulent plumes face the same problem: the random nature of mixing causes fluctuations and intermittency in perception. Pheromone-tracking male moths appear to deal with discontinuous flows of information by surging upwind, upon sensing a pheromone patch, and casting crosswind, upon losing the plume. Using a combination of neurophysiological recordings, computational modelling and experiments with a cyborg, we propose a neuronal mechanism that promotes a behavioural switch between surge and casting. We show how multiphasic On/Off pheromone-sensitive neurons may guide action selection based on signalling presence or loss of the pheromone. A Hodgkin-Huxley-type neuron model with a small-conductance calcium-activated potassium (SK) channel reproduces physiological On/Off responses. Using this model as a command neuron and the antennae of tethered moths as pheromone sensors, we demonstrate the efficiency of multiphasic patterning in driving a robotic searcher toward the source. Taken together, our results suggest that multiphasic On/Off responses may mediate olfactory navigation and that SK channels may account for these responses. PMID:23613816

Multiphasic on/off pheromone signalling in moths as neural correlates of a search strategy.

PubMed

Martinez, Dominique; Chaffiol, Antoine; Voges, Nicole; Gu, Yuqiao; Anton, Sylvia; Rospars, Jean-Pierre; Lucas, Philippe

2013-01-01

Insects and robots searching for odour sources in turbulent plumes face the same problem: the random nature of mixing causes fluctuations and intermittency in perception. Pheromone-tracking male moths appear to deal with discontinuous flows of information by surging upwind, upon sensing a pheromone patch, and casting crosswind, upon losing the plume. Using a combination of neurophysiological recordings, computational modelling and experiments with a cyborg, we propose a neuronal mechanism that promotes a behavioural switch between surge and casting. We show how multiphasic On/Off pheromone-sensitive neurons may guide action selection based on signalling presence or loss of the pheromone. A Hodgkin-Huxley-type neuron model with a small-conductance calcium-activated potassium (SK) channel reproduces physiological On/Off responses. Using this model as a command neuron and the antennae of tethered moths as pheromone sensors, we demonstrate the efficiency of multiphasic patterning in driving a robotic searcher toward the source. Taken together, our results suggest that multiphasic On/Off responses may mediate olfactory navigation and that SK channels may account for these responses.

Modeling ash fall distribution from a Yellowstone supereruption

USGS Publications Warehouse

Mastin, Larry G.; Van Eaton, Alexa R.; Lowenstern, Jacob B.

2014-01-01

We used the volcanic ash transport and dispersion model Ash3d to estimate the distribution of ashfall that would result from a modern-day Plinian supereruption at Yellowstone volcano. The simulations required modifying Ash3d to consider growth of a continent-scale umbrella cloud and its interaction with ambient wind fields. We simulated eruptions lasting 3 days, 1 week, and 1 month, each producing 330 km3 of volcanic ash, dense-rock equivalent (DRE). Results demonstrate that radial expansion of the umbrella cloud is capable of driving ash upwind (westward) and crosswind (N-S) in excess of 1500 km, producing more-or-less radially symmetric isopachs that are only secondarily modified by ambient wind. Deposit thicknesses are decimeters to meters in the northern Rocky Mountains, centimeters to decimeters in the northern Midwest, and millimeters to centimeters on the East, West, and Gulf Coasts. Umbrella cloud growth may explain the extremely widespread dispersal of the ∼640 ka and 2.1 Ma Yellowstone tephra deposits in the eastern Pacific, northeastern California, southern California, and South Texas.

MATLAB Stability and Control Toolbox Trim and Static Stability Module

NASA Technical Reports Server (NTRS)

Kenny, Sean P.; Crespo, Luis

2012-01-01

MATLAB Stability and Control Toolbox (MASCOT) utilizes geometric, aerodynamic, and inertial inputs to calculate air vehicle stability in a variety of critical flight conditions. The code is based on fundamental, non-linear equations of motion and is able to translate results into a qualitative, graphical scale useful to the non-expert. MASCOT was created to provide the conceptual aircraft designer accurate predictions of air vehicle stability and control characteristics. The code takes as input mass property data in the form of an inertia tensor, aerodynamic loading data, and propulsion (i.e. thrust) loading data. Using fundamental nonlinear equations of motion, MASCOT then calculates vehicle trim and static stability data for the desired flight condition(s). Available flight conditions include six horizontal and six landing rotation conditions with varying options for engine out, crosswind, and sideslip, plus three take-off rotation conditions. Results are displayed through a unique graphical interface developed to provide the non-stability and control expert conceptual design engineer a qualitative scale indicating whether the vehicle has acceptable, marginal, or unacceptable static stability characteristics. If desired, the user can also examine the detailed, quantitative results.

Data reduction and analysis of graphite fiber release experiments

NASA Technical Reports Server (NTRS)

Lieberman, P.; Chovit, A. R.; Sussholz, B.; Korman, H. F.

1979-01-01

The burn and burn/explode effects on aircraft structures were examined in a series of fifteen outdoor tests conducted to verify the results obtained in previous burn and explode tests of carbon/graphite composite samples conducted in a closed chamber, and to simulate aircraft accident scenarios in which carbon/graphite fibers would be released. The primary effects that were to be investigaged in these tests were the amount and size distribution of the conductive fibers released from the composite structures, and how these various sizes of fibers transported downwind. The structures included plates, barrels, aircraft spoilers and a cockpit. The heat sources included a propane gas burner and 20 ft by 20 ft and 40 ft by 60 ft JP-5 pool fires. The larger pool fire was selected to simulate an aircraft accident incident. The passive instrumentation included sticky paper and sticky bridal veil over an area 6000 ft downwind and 3000 ft crosswind. The active instrumentation included instrumented meteorological towers, movies, infrared imaging cameras, LADAR, high voltage ball gages, light emitting diode gages, microwave gages and flame velocimeter.

Characterization of Aerodynamic Performance of Boundary-Layer-Ingesting Inlet Under Crosswind

NASA Technical Reports Server (NTRS)

Liou, Meng-Sing; Lee, Byung Joon

2012-01-01

NASA has been studying future transport concepts, envisioned to be technically realizable in the timeframe of 2020-2030, to meet environmental and performance goals. One concept receiving considerable interest involves a propulsion system embedded into a hybrid wing-body aircraft. While offering significant advantages in fuel savings and noise reduction by this concept, there are several technical challenges that are not encountered in the current fleet and must be overcome so as to deliver target performance and operability. One of these challenges is associated with an inlet system that ingests a significantly thick boundary layer, developing along the wing-body surface, into a serpentine diffuser before the flow meeting fan blades. The flow is subject to considerable total pressure loss and distorted at the fan face, much more significantly than in the inlet system of conventional aircraft. In our previous studies [1, 2], we have shown that through innovative design changes on the airframe surface, it is possible to simultaneously increase total pressure recovery and decrease distortion in the flow, without resorting to conventional penalty-ridden flow control concepts, such as vortex generator or boundary layer bleeding/suction. In the current study, we are interested in understanding the following issues: how the embedded propulsion system performs under a crosswind condition by studying in detail the flow characteristics of two inlets, the baseline and another optimized previously under the cruise condition. With the insight, it is hoped that it can help in the follow-on study by devising effective strategies to minimize flow distortion arising from the integration of an embedded-engine system into an airframe to the level acceptable to the operation and fuel consumption before 2030. To achieve these demanding goals, non-conventional concepts are called for; but technology gap is too big that it requires evolutionary approach by focusing various concepts and technologies needed in the next three generations of aircraft, respectively named as N+1, N+2, and N+3. Noticeably, considerable reduction in each category of 1 is required in N+2 (relative to Boeing 777-200 and GE90 engines) and N+3 (relative to Boeing 737-800 and CFM56-7B engines). In this study, concepts for N+2 is our interest. A concept that has potential to achieve these metrics and has been under intensive study is the hybrid wing body (HWB) airframe with a tightly integrated propulsion system, see Fig. 1. The inlet is non-circular at the entrance and the entering flow, no longer uniform or free of disturbances, and is now carrying with it a boundary layer developing along the fuselage; the inlet is thus known as boundary-layer-ingesting (BLI) inlet.

Turbulence feature modifications from high to low wind conditions: results from the CCT observations at Ny-Ålesund, Svalbard.

NASA Astrophysics Data System (ADS)

Schiavon, Mario; Mazzola, Mauro; Tampieri, Francesco; Pietro Viola, Angelo; Choi, Taejin

2017-04-01

The turbulence features in the quasi neutral surface layer are investigated as the intensity of the wind decreases, i.e. as the forcing due to the shear decreases. In this aim, a 5-year (2012-2016) set of observations of meteorological and micro-meteorological parameters acquired on the Climate Change Tower (CCT) in Ny-Ålesund, Svalbard Islands, is used. The 34-m high tower, operated by the Italian National Council of Research (CNR) is equipped with four slow response wind and temperature probes and three fast response sonic anemometers and is located on heterogeneous terrain. One of the fast sensors was installed by KOPRI since 2012. The observations are averaged over 10 and 30 minutes intervals. The analysis addresses the share of the mean turbulent kinetic energy (TKE) among the along-wind, cross-wind and vertical velocity variances (respectively < u2 >, < v2 >, < w2 >), with attention to the parameterizations of the boundary layer commonly used in NWP models: the classical Mellor-Yamada (1982) scheme with the return-to-isotropy term by Rotta(1951) and its modifications, and the recent approach by Zilitinkevich and coworkers (2013). The results show that the share of TKE among the vertical < w2 > and the total horizontal variance < u2 > + < v2 > is weakly dependent on the wind velocity while the share of the total horizontal variance between the along-wind and cross-wind components depends on wind speed. At high velocity (and large wind shear) a clear anisotropy , with < u2 >≈ 2 < v2 >, is observed, quite consistent with literature (Tampieri, 2017, pag. 69). As the velocity decreases, the ratio < u2 > /(< u2 > + < v2 >) displays a wide flat distribution between 0.2 and 0.8 with median values corresponding approximately to horizontal isotropy: < u2 >≈< v2 >. These features can be parameterized using suitable coefficients, function of the wind intensity in the equations for the TKE share, capturing the average behaviour of the flow. A further investigation based on estimates of the relative importance of the high frequency and low frequency spectral distribution of TKE suggests that the presence of slow motions (like meandering) affects the tendency to isotropy; in absence of such effects, the horizontal turbulence is anisotropic both in high and in relatively low wind conditions. Some comparison with the results from other data sets is outlined, to give a preliminary answer to the possible generalization of such features. Mellor, Yamada. Rev. G. Space Phys. 20, 851 (1982) Rotta. Z. Phys. 129, 547 (1951) Tampieri. Turbulence and Dispersion in the PBL. Springer (2017) Zilitinkevich et al. Bound.-Layer Meteorol. 146, 341 (2013)

Thermospheric density and wind retrieval from Swarm observations

NASA Astrophysics Data System (ADS)

Visser, Pieter; Doornbos, Eelco; van den IJssel, Jose; Teixeira da Encarnação, João

2013-11-01

The three-satellite ESA Swarm mission aims at mapping the Earth's global geomagnetic field at unprecedented spatial and temporal resolution and precision. Swarm also aims at observing thermospheric density and possibly horizontal winds. Precise orbit determination (POD) and Thermospheric Density and Wind (TDW) chains form part of the Swarm Constellation and Application Facility (SCARF), which will provide the so-called Level 2 products. The POD and TDW chains generate the orbit, accelerometer calibration, and thermospheric density and wind Level 2 products. The POD and TDW chains have been tested with data from the CHAMP and GRACE missions, indicating that a 3D orbit precision of about 10 cm can be reached. In addition, POD allows to determine daily accelerometer bias and scale factor values with a precision of around 10-15 nm/s2 and 0.01-0.02, respectively, for the flight direction. With these accelerometer calibration parameter values, derived thermospheric density is consistent at the 9-11% level (standard deviation) with values predicted by models (taking into account that model values are 20-30% higher). The retrieval of crosswinds forms part of the processing chain, but will be challenging. The Swarm observations will be used for further developing and improving density and wind retrieval algorithms.

Mission safety evaluation report for STS-38, postflight edition

NASA Technical Reports Server (NTRS)

Hill, William C.; Finkel, Seymour I.

1990-01-01

After several months delay due to Liquid Hydrogen (LH2) leaks in the External Tank (ET) 17 in LH2 umbilical disconnect, Atlantis was launched at 6:48 p.m. Eastern Standard Time on 15 Nov. 1990. Atlantis was cleared for launch after the replacement of the ET 17 in umbilical disconnect and a successful tanking test on 24 Oct. 1990. No technical concerns were encountered during the countdown. The end of the STS-38 mission was extended by one day because of high crosswinds at the primary landing site, Edwards Air Force Base (EAFB), Calif. On the next day, 20 Nov. 1990, the winds were too high for a safe landing at EAFB, and a decision was made to select the Shuttle Landing Facility (SLF) at the Kennedy Space Center (KSC) at the primary landing site. The deorbit burn was performed on orbit 79 of the STS-38 mission. Reentry and descent were effected with no problems. Postlanding inspection of Atlantis' exterior found little evidence of damage. There has been a concern about returning an Orbiter to KSC, because the last mission to do so experienced tire failure. Atlantis' tires and brakes were in excellent condition with no indication of excessive wear.

Commuting fruit bats beneficially modulate their flight in relation to wind.

PubMed

Sapir, Nir; Horvitz, Nir; Dechmann, Dina K N; Fahr, Jakob; Wikelski, Martin

2014-05-07

When animals move, their tracks may be strongly influenced by the motion of air or water, and this may affect the speed, energetics and prospects of the journey. Flying organisms, such as bats, may thus benefit from modifying their flight in response to the wind vector. Yet, practical difficulties have so far limited the understanding of this response for free-ranging bats. We tracked nine straw-coloured fruit bats (Eidolon helvum) that flew 42.5 ± 17.5 km (mean ± s.d.) to and from their roost near Accra, Ghana. Following detailed atmospheric simulations, we found that bats compensated for wind drift, as predicted under constant winds, and decreased their airspeed in response to tailwind assistance such that their groundspeed remained nearly constant. In addition, bats increased their airspeed with increasing crosswind speed. Overall, bats modulated their airspeed in relation to wind speed at different wind directions in a manner predicted by a two-dimensional optimal movement model. We conclude that sophisticated behavioural mechanisms to minimize the cost of transport under various wind conditions have evolved in bats. The bats' response to the wind is similar to that reported for migratory birds and insects, suggesting convergent evolution of flight behaviours in volant organisms.

Simulation of large particle transport near the surface under stable conditions: comparison with the Hanford tracer experiments

NASA Astrophysics Data System (ADS)

Kim, Eugene; Larson, Timothy

A plume model is presented describing the downwind transport of large particles (1-100 μm) under stable conditions. The model includes both vertical variations in wind speed and turbulence intensity as well as an algorithm for particle deposition at the surface. Model predictions compare favorably with the Hanford single and dual tracer experiments of crosswind integrated concentration (for particles: relative bias=-0.02 and 0.16, normalized mean square error=0.61 and 0.14, for the single and dual tracer experiments, respectively), whereas the US EPA's fugitive dust model consistently overestimates the observed concentrations at downwind distances beyond several hundred meters (for particles: relative bias=0.31 and 2.26, mean square error=0.42 and 1.71, respectively). For either plume model, the measured ratio of particle to gas concentration is consistently overestimated when using the deposition velocity algorithm of Sehmel and Hodgson (1978. DOE Report PNL-SA-6721, Pacific Northwest Laboratories, Richland, WA). In contrast, these same ratios are predicted with relatively little bias when using the algorithm of Kim et al. (2000. Atmospheric Environment 34 (15), 2387-2397).

A Monte Carlo comparison of the recovery of winds near upwind and downwind from the SASS-1 model function by means of the sum of squares algorithm and a maximum likelihood estimator

NASA Technical Reports Server (NTRS)

Pierson, W. J., Jr.

1984-01-01

Backscatter measurements at upwind and crosswind are simulated for five incidence angles by means of the SASS-1 model function. The effects of communication noise and attitude errors are simulated by Monte Carlo methods, and the winds are recovered by both the Sum of Square (SOS) algorithm and a Maximum Likelihood Estimater (MLE). The SOS algorithm is shown to fail for light enough winds at all incidence angles and to fail to show areas of calm because backscatter estimates that were negative or that produced incorrect values of K sub p greater than one were discarded. The MLE performs well for all input backscatter estimates and returns calm when both are negative. The use of the SOS algorithm is shown to have introduced errors in the SASS-1 model function that, in part, cancel out the errors that result from using it, but that also cause disagreement with other data sources such as the AAFE circle flight data at light winds. Implications for future scatterometer systems are given.

Experimental study of temporal evolution of waves under transient wind conditions

NASA Astrophysics Data System (ADS)

Zavadsky, Andrey; Shemer, Lev

2016-11-01

Temporal variation of the waves excited by nearly sudden wind forcing over an initially still water surface is studied in a small wind-wave flume at Tel Aviv University for variety of fetches and wind velocities. Simultaneous measurements of the surface elevation using a conventional capacitance wave-gauge and of the surface slope in along-wind and cross-wind directions by a laser slope gauge were performed. Variation with time of two components of instantaneous surface velocity was measured by particle tracking velocimetry. The size of the experimental facility and thus relatively short characteristic time scales of the phenomena under investigation, as well as an automated experimental procedure controlling the experiments made it possible to record a large amount of independent realizations for each wind-fetch condition. Sufficient data were accumulated to compute reliable ensemble averaged temporal variation of governing wave parameters. The essentially three-dimensional structure of wind-waves at all stages of evolution is demonstrated. The results obtained at each wind-fetch condition allowed to characterize the major stages of the evolution of the wind-wave field and to suggest a plausible scenario for the initial growth of the wind-waves.

A 727 airplane center duct inlet low speed performance confirmation model test for refanned JT8D engines, phase 2

NASA Technical Reports Server (NTRS)

Kaldschmidt, G.; Syltebo, B. E.; Ting, C. T.

1973-01-01

The results from testing of a 0.3 scale model center duct inlet (S duct) for the Pratt and Whitney Aircraft JT8D-100 engines are presented. The objective of this test was to demonstrate that the required airflow of the JT8D-100 engine (480 lb/sec as compared to 334 lb/sec for JT8D-15) can be achieved with minimum modifications to the existing 727 airplane structure at acceptable levels of total pressure recovery and distortion. Steady-state pressure recovery, steady-state pressure distortion, and dynamic pressure measurements were taken at the engine face station. Surface static pressure measurements were taken along the duct. Test results indicated that the required airflow was achieved with acceptable pressure recovery (comparable to the current 727-200 S duct). Inlet inflow angle variation within the 727 airplane operating regime (minus 5 to 5 degrees) had no effect on the inlet performance. Pressure distortion at static and forward speed at takeoff airflow conditions are within P and WA limits for the Phase II duct when equipped with vortex generators. Static crosswind operation between 10 knots and 25 knots appears feasible at full takeoff power.

Characteristics of the advanced supersonic technology AST-105-1 configured for transpacific range with Pratt and Whitney aircraft variable stream control engines

NASA Technical Reports Server (NTRS)

Baber, H. T., Jr.

1979-01-01

Credence to systems weights and assurance that the noise study AST concept can be balanced were studied. Current titanium structural technology is assumed. A duct-burning turbofan variable stream control engine (VSCE), with noise reduction potential through use of a coannular nozzle was used. With 273 passengers, range of the AST-105-1 for a cruise Mach number of 2.62 is essentially transpacific. Lift-to-drag ratio is slightly higher than for previous AST configurations. It is trimmable over a center-of-gravity range of 4.7m (15.5 ft). Inherent high positive effective dihedral, typical of arrow-wing configurations in high-lift approach, would limit AST-105-1 to operating in crosswinds of 11.6 m/sec (22.4 kt), or less, with 75 percent of available lateral control. Normal power takeoff with cutback results in noise in excess of Federal Aviation Regulation Part 36 but less than for conventional procedure takeoff. Results of advanced (noncertificated) programmed throttle takeoff and approach procedures, not yet optimized, indicate that such can be an important additional method noise reduction.

Free-flow variability on the Jess and Souza Ranches, Altamont Pass. [Final report

DOE Office of Scientific and Technical Information (OSTI.GOV)

Nierenberg, R.

1988-04-25

A central monitoring computer was installed on each ranch. The computers were connected by communication cables to 50 turbines on the Souza Ranch and 150 turbines on the Jess Ranch. Anemometers were installed on every other turbine on 12-foot booms at 35 feet above ground level (AGL). Spacing between anemometers was approximately 200 feet in the crosswind direction by 500 feet in the parallel direction. A total of 23 turbines on the Souza Ranch was instrumented in this fashion, as well as two multi-level meteorological towers. On the Jess Ranch, 77 turbines were instrumented; about half at 35 feet AGLmore » and half at 50 feet AGL, plus four additional towers. Wind data were collected for approximately a 100 hour period on each ranch. All turbines were shut down during these periods so that no turbine wakes would be present. The data periods were selected by the meteorologist to insure that they occurred during typical spring-summer flow regimes. The terrain features upwind of the site appear to play as significant a role in the flow variability as terrain features within the site.« less

Free-flow variability on the Jess and Souza Ranches, Altamont Pass

DOE Office of Scientific and Technical Information (OSTI.GOV)

Nierenberg, R.

1988-04-25

A central monitoring computer was installed on each ranch. The computers were connected by communication cables to 50 turbines on the Souza Ranch and 150 turbines on the Jess Ranch. Anemometers were installed on every other turbine on 12-foot booms at 35 feet above ground level (AGL). Spacing between anemometers was approximately 200 feet in the crosswind direction by 500 feet in the parallel direction. A total of 23 turbines on the Souza Ranch was instrumented in this fashion, as well as two multi-level meteorological towers. On the Jess Ranch, 77 turbines were instrumented; about half at 35 feet AGLmore » and half at 50 feet AGL, plus four additional towers. Wind data were collected for approximately a 100 hour period on each ranch. All turbines were shut down during these periods so that no turbine wakes would be present. The data periods were selected by the meteorologist to insure that they occurred during typical spring-summer flow regimes. The terrain features upwind of the site appear to play as significant a role in the flow variability as terrain features within the site.« less

Distorted-wave born approximation calculations for turbulence scattering in an upward-refracting atmosphere

NASA Technical Reports Server (NTRS)

Gilbert, Kenneth E.; Di, Xiao; Wang, Lintao

1990-01-01

Weiner and Keast observed that in an upward-refracting atmosphere, the relative sound pressure level versus range follows a characteristic 'step' function. The observed step function has recently been predicted qualitatively and quantitatively by including the effects of small-scale turbulence in a parabolic equation (PE) calculation. (Gilbert et al., J. Acoust. Soc. Am. 87, 2428-2437 (1990)). The PE results to single-scattering calculations based on the distorted-wave Born approximation (DWBA) are compared. The purpose is to obtain a better understanding of the physical mechanisms that produce the step-function. The PE calculations and DWBA calculations are compared to each other and to the data of Weiner and Keast for upwind propagation (strong upward refraction) and crosswind propagation (weak upward refraction) at frequencies of 424 Hz and 848 Hz. The DWBA calculations, which include only single scattering from turbulence, agree with the PE calculations and with the data in all cases except for upwind propagation at 848 Hz. Consequently, it appears that in all cases except one, the observed step function can be understood in terms of single scattering from an upward-refracted 'skywave' into the refractive shadow zone. For upwind propagation at 848 Hz, the DWBA calculation gives levels in the shadow zone that are much below both the PE and the data.

Commuting fruit bats beneficially modulate their flight in relation to wind

PubMed Central

Sapir, Nir; Horvitz, Nir; Dechmann, Dina K. N.; Fahr, Jakob; Wikelski, Martin

2014-01-01

When animals move, their tracks may be strongly influenced by the motion of air or water, and this may affect the speed, energetics and prospects of the journey. Flying organisms, such as bats, may thus benefit from modifying their flight in response to the wind vector. Yet, practical difficulties have so far limited the understanding of this response for free-ranging bats. We tracked nine straw-coloured fruit bats (Eidolon helvum) that flew 42.5 ± 17.5 km (mean ± s.d.) to and from their roost near Accra, Ghana. Following detailed atmospheric simulations, we found that bats compensated for wind drift, as predicted under constant winds, and decreased their airspeed in response to tailwind assistance such that their groundspeed remained nearly constant. In addition, bats increased their airspeed with increasing crosswind speed. Overall, bats modulated their airspeed in relation to wind speed at different wind directions in a manner predicted by a two-dimensional optimal movement model. We conclude that sophisticated behavioural mechanisms to minimize the cost of transport under various wind conditions have evolved in bats. The bats’ response to the wind is similar to that reported for migratory birds and insects, suggesting convergent evolution of flight behaviours in volant organisms. PMID:24648227

Computational Fluid Dynamics Demonstration of Rigid Bodies in Motion

NASA Technical Reports Server (NTRS)

Camarena, Ernesto; Vu, Bruce T.

2011-01-01

The Design Analysis Branch (NE-Ml) at the Kennedy Space Center has not had the ability to accurately couple Rigid Body Dynamics (RBD) and Computational Fluid Dynamics (CFD). OVERFLOW-D is a flow solver that has been developed by NASA to have the capability to analyze and simulate dynamic motions with up to six Degrees of Freedom (6-DOF). Two simulations were prepared over the course of the internship to demonstrate 6DOF motion of rigid bodies under aerodynamic loading. The geometries in the simulations were based on a conceptual Space Launch System (SLS). The first simulation that was prepared and computed was the motion of a Solid Rocket Booster (SRB) as it separates from its core stage. To reduce computational time during the development of the simulation, only half of the physical domain with respect to the symmetry plane was simulated. Then a full solution was prepared and computed. The second simulation was a model of the SLS as it departs from a launch pad under a 20 knot crosswind. This simulation was reduced to Two Dimensions (2D) to reduce both preparation and computation time. By allowing 2-DOF for translations and 1-DOF for rotation, the simulation predicted unrealistic rotation. The simulation was then constrained to only allow translations.

Wind selection and drift compensation optimize migratory pathways in a high-flying moth.

PubMed

Chapman, Jason W; Reynolds, Don R; Mouritsen, Henrik; Hill, Jane K; Riley, Joe R; Sivell, Duncan; Smith, Alan D; Woiwod, Ian P

2008-04-08

Numerous insect species undertake regular seasonal migrations in order to exploit temporary breeding habitats [1]. These migrations are often achieved by high-altitude windborne movement at night [2-6], facilitating rapid long-distance transport, but seemingly at the cost of frequent displacement in highly disadvantageous directions (the so-called "pied piper" phenomenon [7]). This has lead to uncertainty about the mechanisms migrant insects use to control their migratory directions [8, 9]. Here we show that, far from being at the mercy of the wind, nocturnal moths have unexpectedly complex behavioral mechanisms that guide their migratory flight paths in seasonally-favorable directions. Using entomological radar, we demonstrate that free-flying individuals of the migratory noctuid moth Autographa gamma actively select fast, high-altitude airstreams moving in a direction that is highly beneficial for their autumn migration. They also exhibit common orientation close to the downwind direction, thus maximizing the rectilinear distance traveled. Most unexpectedly, we find that when winds are not closely aligned with the moth's preferred heading (toward the SSW), they compensate for cross-wind drift, thus increasing the probability of reaching their overwintering range. We conclude that nocturnally migrating moths use a compass and an inherited preferred direction to optimize their migratory track.

Mission safety evaluation report for STS-39, postflight edition

NASA Technical Reports Server (NTRS)

Hardie, Kenneth O.; Hill, William C.; Finkel, Seymour I.

1991-01-01

After a delay of approximately 2 months due to a rollback from the pad to replace the External Tank door lug housing, Space Shuttle Discovery was launched from NASA-Kennedy at 7:33 a.m. Eastern Daylight Time on 28 April 1991. STS-39 was the first unclassified DoD Shuttle mission. On 28 April, countdown proceeded normally through the T-20 minute hold. No significant problems were encountered except for the Operations Sequence-2 recorder starting unexpectedly; it was stopped by an uplink command. Discovery landed on KSC runway 15 at 2:55 p.m. EDT on 6 May 1991. This was the second time in 6 months that the Space Shuttle was diverted to KSC for landing because of high winds at Edwards AFB, Calif. This was also the 7th of 40 Shuttle missions to land at KSC in the history of the Space Shuttle Program. The Main Landing Gear outer right tire shredded 3 of the 16 cords due to either an uneven landing or a maximum force breaking test during rollout. Contributing factors to the tire cord shredding were the development of last minute crosswinds and reluctance of the ground controllers to distract the Shuttle pilots with warnings of the low flight path. As a corrective action, communication procedures will be modified for future flights.

Analysis of In-Canyon Flow Characterisitcs in step-up street canyons

NASA Astrophysics Data System (ADS)

PARK, S.; Kim, J.; Choi, W.; Pardyjak, E.

2017-12-01

Flow characteristics in strep-up street canyons were investigated focusing on in-canyon region. To see the effects of the building geometry, two building height ratios [ratio of the upwind (Hu) to downwind building heights (Hd) = 0.33, 0.6] were considered and eight building length ratios [ratio of the cross-wind building length (L) to street-canyon width (S) from 0.5 to 4 with the increment of 0.5] were systematically changed. For the model validation, the simulated results were compared with the wind- tunnel data measured for Hu/Hd = 0.33, 0.6 and L/S = 1, 2, 3, and 4. In the CFD model simulations, the corner vortices at the downwind side near the ground level and the recirculation zones above the downwind buildings had the relatively small extents, compared with those in the wind-tunnel experiments. However, the CFD model reproduced the main flow features such as the street-canyon vortices, circulations above the building roof, and the positions of the stagnation points on the downwind building walls in the wind-tunnel experiments reasonably well. By further analyzing the three-dimensional flow structures based on the numerical results simulated in the step-up street canyons, we schematically suggested the flow characteristics with different building-height and building-length ratios.

Sensitivity of Runway Occupancy Time (ROT) to Various Rollout and Turnoff (ROTO) Factors. Volume 1

NASA Technical Reports Server (NTRS)

Goldthorpe, S. H.

1997-01-01

The Terminal Area Productivity (TAP) research program was initiated by NASA to increase the airport capacity for transport aircraft operations. One element of the research program is called Low Visibility Landing and Surface Operations (LVLASO). A goal of the LVLASO research is to develop transport aircraft technologies which reduce Runway Occupancy Time (ROT) so that it does not become the limiting factor in the terminal area operations that determine the capacity of a runway. Under LVLASO, the objective of this study was to determine the sensitivity of ROT to various factors associated with the Rollout and Turnoff (ROTO) operation for transport aircraft. The following operational factors were studied and are listed in the order of decreasing ROT sensitivity: ice/flood runway surface condition, exit entrance ground speed, number of exits, high-speed exit locations and spacing, aircraft type, touchdown ground speed standard deviation, reverse thrust and braking method, accurate exit prediction capability, maximum reverse thrust availability, spiral-arc vs. circle-arc exit geometry, dry/slush/wet/snow runway surface condition, maximum allowed deceleration, auto asymmetric braking on exit, do not stow reverse thrust before the exit, touchdown longitudinal location standard deviation, flap setting, anti-skid efficiency, crosswind conditions, stopping on the exit and touchdown lateral offset.

BDW-1

EPA Pesticide Factsheets

This data set is associated with the results found in the journal article: Perry et al, 2016. Characterization of pollutant dispersion near elongated buildings based on wind tunnel simulations, Atmospheric Environment, 142, 286-295.The paper presents a wind tunnel study of the effects of elongated rectangular buildings on the dispersion of pollutants from nearby stacks. The study examines the influence of source location, building aspect ratio, and wind direction on pollutant dispersion with the goal of developing improved algorithms within dispersion models. The paper also examines the current AERMOD/PRIME modeling capabilities compared to wind tunnel observations. Differences in the amount of plume material entrained in the wake region downwind of a building for various source locations and source heights are illustrated with vertical and lateral concentration profiles. These profiles were parameterized using the Gaussian equation and show the influence of building/source configurations on those parameters. When the building is oriented at 4500b0 to the approach flow, for example, the effective plume height descends more rapidly than it does for a perpendicular building, enhancing the resulting surface concentrations in the wake region. Buildings at angles to the wind cause a cross-wind shift in the location of the plume resulting from a lateral mean flow established in the building wake. These and other effects that are not well represented in many dispersio

Characterization of pollutant dispersion near elongated ...

EPA Pesticide Factsheets

This paper presents a wind tunnel study of the effects of elongated rectangular buildings on the dispersion of pollutants from nearby stacks. The study examines the influence of source location, building aspect ratio, and wind direction on pollutant dispersion with the goal of developing improved algorithms within dispersion models. The paper also examines the current AERMOD/PRIME modeling capabilities compared to wind tunnel observations. Differences in the amount of plume material entrained in the wake region downwind of a building for various source locations and source heights are illustrated with vertical and lateral concentration profiles. These profiles were parameterized using the Gaussian equation and show the influence of building/source configurations on those parameters. When the building is oriented at 45° to the approach flow, for example, the effective plume height descends more rapidly than it does for a perpendicular building, enhancing the resulting surface concentrations in the wake region. Buildings at angles to the wind cause a cross-wind shift in the location of the plume resulting from a lateral mean flow established in the building wake. These and other effects that are not well represented in many dispersion models are important considerations when developing improved algorithms to estimate the location and magnitude of concentrations downwind of elongated buildings. The National Exposure Research Laboratory (NERL) Computational Exposur

Characterization of pollutant dispersion near elongated buildings based on wind tunnel simulations

NASA Astrophysics Data System (ADS)

Perry, S. G.; Heist, D. K.; Brouwer, L. H.; Monbureau, E. M.; Brixey, L. A.

2016-10-01

This paper presents a wind tunnel study of the effects of elongated rectangular buildings on the dispersion of pollutants from nearby stacks. The study examines the influence of source location, building aspect ratio, and wind direction on pollutant dispersion with the goal of developing improved algorithms within dispersion models. The paper also examines the current AERMOD/PRIME modeling capabilities compared to wind tunnel observations. Differences in the amount of plume material entrained in the wake region downwind of a building for various source locations and source heights are illustrated with vertical and lateral concentration profiles. These profiles were parameterized using the Gaussian equation and show the influence of building/source configurations on those parameters. When the building is oriented at 45° to the approach flow, for example, the effective plume height descends more rapidly than it does for a perpendicular building, enhancing the resulting surface concentrations in the wake region. Buildings at angles to the wind cause a cross-wind shift in the location of the plume resulting from a lateral mean flow established in the building wake. These and other effects that are not well represented in many dispersion models are important considerations when developing improved algorithms to estimate the location and magnitude of concentrations downwind of elongated buildings.

Theoretical model for scattering of radar signals in Ku- and C-bands from a rough sea surface with breaking waves

NASA Astrophysics Data System (ADS)

Voronovich, A. G.; Zavorotny, V. U.

2001-07-01

A small-slope approximation (SSA) is used for numerical calculations of a radar backscattering cross section of the ocean surface for both Ku- and C-bands for various wind speeds and incident angles. Both the lowest order of the SSA and the one that includes the next-order correction to it are considered. The calculations were made by assuming the surface-height spectrum of Elfouhaily et al for fully developed seas. Empirical scattering models CMOD2-I3 and SASS-II are used for comparison. Theoretical calculations are in good overall agreement with the experimental data represented by the empirical models, with the exception of HH-polarization in the upwind direction. It was assumed that steep breaking waves are responsible for this effect, and the probability density function of large slopes was calculated based on this assumption. The logarithm of this function in the upwind direction can be approximated by a linear combination of wind speed and the appropriate slope. The resulting backscattering cross section for upwind, downwind and cross-wind directions, for winds ranging between 5 and 15 m s-1, and for both polarizations in both wave bands corresponds to experimental results within 1-2 dB accuracy.

Sensitivity of Runway Occupancy Time (ROT) to Various Rollout and Turnoff (ROTO) Factors. Volume 2; Complete Set of Plotted Data

NASA Technical Reports Server (NTRS)

Goldthorpe, S. H.

1997-01-01

The Terminal Area Productivity (TAP) research program was initiated by NASA to increase the airport capacity for transport aircraft operations. One element of the research program is called Low Visibility Landing and Surface Operations (LVLASO). A goal of the LVLASO research is to develop transport aircraft technologies which reduce Runway Occupancy Time (ROT) so that it does not become the limiting factor in the terminal area operations that determine the capacity of a runway. Under LVLASO, the objective of this study was to determine the sensitivity of ROT to various factors associated with the Rollout and Turnoff (ROTO) operation for transport aircraft. The following operational factors were studied and are listed in the order of decreasing ROT sensitivity: ice/flood runway surface condition, exit entrance ground speed, number of exits, high-speed exit locations and spacing, aircraft type, touchdown ground speed standard deviation, reverse thrust and braking method, accurate exit prediction capability, maximum reverse thrust availability, spiral-arc vs. circle-arc exit geometry, dry/slush/wet/snow runway surface condition, maximum allowed deceleration, auto asymmetric braking on exit, do not stow reverse thrust before the exit, touchdown longitudinal location standard deviation, flap setting, anti-skid efficiency, crosswind conditions, stopping on the exit and touchdown lateral offset.

Simulation of multistatic and backscattering cross sections for airborne radar

NASA Astrophysics Data System (ADS)

Biggs, Albert W.

1986-07-01

In order to determine susceptibilities of airborne radar to electronic countermeasures and electronic counter-countermeasures simulations of multistatic and backscattering cross sections were developed as digital modules in the form of algorithms. Cross section algorithms are described for prolate (cigar shape) and oblate (disk shape) spheroids. Backscattering cross section algorithms are also described for different categories of terrain. Backscattering cross section computer programs were written for terrain categorized as vegetation, sea ice, glacial ice, geological (rocks, sand, hills, etc.), oceans, man-made structures, and water bodies. PROGRAM SIGTERRA is a file for backscattering cross section modules of terrain (TERRA) such as vegetation (AGCROP), oceans (OCEAN), Arctic sea ice (SEAICE), glacial snow (GLASNO), geological structures (GEOL), man-made structures (MAMMAD), or water bodies (WATER). AGCROP describes agricultural crops, trees or forests, prairies or grassland, and shrubs or bush cover. OCEAN has the SLAR or SAR looking downwind, upwind, and crosswind at the ocean surface. SEAICE looks at winter ice and old or polar ice. GLASNO is divided into a glacial ice and snow or snowfields. MANMAD includes buildings, houses, roads, railroad tracks, airfields and hangars, telephone and power lines, barges, trucks, trains, and automobiles. WATER has lakes, rivers, canals, and swamps. PROGRAM SIGAIR is a similar file for airborne targets such as prolate and oblate spheroids.

Effects of Inboard Horizontal Field of View Display Limitations on Pilot Path Control During Total In-Flight Simulator (TIFS) Flight Test

NASA Technical Reports Server (NTRS)

Kramer, Lynda J.; Parrish, Russell V.; Williams, Steven P.; Lavell, Jeffrey S.

1999-01-01

A flight test was conducted aboard Calspan's Total In-Flight Simulator (TIFS) aircraft by researchers within the External Visibility System (XVS) element of the High-Speed Research program. The purpose was to investigate the effects of inboard horizontal field of view (FOV) display limitations on pilot path control and to learn about the TIFS capabilities and limitations for possible use in future XVS flight tests. The TIFS cockpit windows were masked to represent the front XVS display area and the High-Speed Civil Transport side windows, as viewed by the pilot. Masking limited the forward FOV to 40 deg. horizontal and 50 deg. vertical for the basic flight condition, With an increase of 10 deg. horizontal in the inboard direction for the increased FOV flight condition. Two right-hand approach tasks (base-downwind-final) with a left crosswind on final were performed by three pilots using visual flight rules at Niagara Falls Airport. Each of the two tasks had three replicates for both horizontal FOV conditions, resulting in twelve approaches per test subject. Limited objective data showed that an increase of inboard FOV had no effect (deficiences in objective data measurement capabilities were noted). However, subjective results showed that a 50 deg. FOV was preferred over the 40 deg. FOV.

Swainson's Thrushes do not show strong wind selectivity prior to crossing the Gulf of Mexico.

PubMed

Bolus, Rachel T; Diehl, Robert H; Moore, Frank R; Deppe, Jill L; Ward, Michael P; Smolinsky, Jaclyn; Zenzal, Theodore J

2017-10-27

During long-distance fall migrations, nocturnally migrating Swainson's Thrushes often stop on the northern Gulf of Mexico coast before flying across the Gulf. To minimize energetic costs, trans-Gulf migrants should stop over when they encounter crosswinds or headwinds, and depart with supportive tailwinds. However, time constrained migrants should be less selective, balancing costs of headwinds with benefits of continuing their migrations. To test the hypotheses that birds select supportive winds and that selectivity is mediated by seasonal time constraints, we examined whether local winds affected Swainson's Thrushes' arrival and departure at Ft. Morgan, Alabama, USA at annual, seasonal, and nightly time scales. Additionally, migrants could benefit from forecasting future wind conditions, crossing on nights when winds are consistently supportive across the Gulf, thereby avoiding the potentially lethal consequences of depleting their energetic reserves over water. To test whether birds forecast, we developed a movement model, calculated to what extent departure winds were predictive of future Gulf winds, and tested whether birds responded to predictability. Swainson's Thrushes were only slightly selective and did not appear to forecast. By following the simple rule of avoiding only the strongest headwinds at departure, Swainson's Thrushes could survive the 1500 km flight between Alabama and Veracruz, Mexico.

Carbon fiber plume sampling for large scale fire tests at Dugway Proving Ground. [fiber release during aircraft fires

NASA Technical Reports Server (NTRS)

Chovit, A. R.; Lieberman, P.; Freeman, D. E.; Beggs, W. C.; Millavec, W. A.

1980-01-01

Carbon fiber sampling instruments were developed: passive collectors made of sticky bridal veil mesh, and active instruments using a light emitting diode (LED) source. These instruments measured the number or number rate of carbon fibers released from carbon/graphite composite material when the material was burned in a 10.7 m (35 ft) dia JP-4 pool fire for approximately 20 minutes. The instruments were placed in an array suspended from a 305 m by 305 m (1000 ft by 1000 ft) Jacob's Ladder net held vertically aloft by balloons and oriented crosswind approximately 140 meters downwind of the pool fire. Three tests were conducted during which released carbon fiber data were acquired. These data were reduced and analyzed to obtain the characteristics of the released fibers including their spatial and size distributions and estimates of the number and total mass of fibers released. The results of the data analyses showed that 2.5 to 3.5 x 10 to the 8th power single carbon fibers were released during the 20 minute burn of 30 to 50 kg mass of initial, unburned carbon fiber material. The mass released as single carbon fibers was estimated to be between 0.1 and 0.2% of the initial, unburned fiber mass.

Rotational wind indicator enhances control of rotated displays

NASA Technical Reports Server (NTRS)

Cunningham, H. A.; Pavel, Misha

1991-01-01

Rotation by 108 deg of the spatial mapping between a visual display and a manual input device produces large spatial errors in a discrete aiming task. These errors are not easily corrected by voluntary mental effort, but the central nervous system does adapt gradually to the new mapping. Bernotat (1970) showed that adding true hand position to a 90 deg rotated display improved performance of a compensatory tracking task, but tracking error rose again upon removal of the explicit cue. This suggests that the explicit error signal did not induce changes in the neural mapping, but rather allowed the operator to reduce tracking error using a higher mental strategy. In this report, we describe an explicit visual display enhancement applied to a 108 deg rotated discrete aiming task. A 'wind indicator' corresponding to the effect of the mapping rotation is displayed on the operator-controlled cursor. The human operator is instructed to oppose the virtual force represented by the indicator, as one would do if flying an airplane in a crosswind. This enhancement reduces spatial aiming error in the first 10 minutes of practice by an average of 70 percent when compared to a no enhancement control condition. Moreover, it produces adaptation aftereffect, which is evidence of learning by neural adaptation rather than by mental strategy. Finally, aiming error does not rise upon removal of the explicit cue.

Ecology of tern flight in relation to wind, topography and aerodynamic theory.

PubMed

Hedenström, Anders; Åkesson, Susanne

2016-09-26

Flight is an economical mode of locomotion, because it is both fast and relatively cheap per unit of distance, enabling birds to migrate long distances and obtain food over large areas. The power required to fly follows a U-shaped function in relation to airspeed, from which context dependent 'optimal' flight speeds can be derived. Crosswinds will displace birds away from their intended track unless they make compensatory adjustments of heading and airspeed. We report on flight track measurements in five geometrically similar tern species ranging one magnitude in body mass, from both migration and the breeding season at the island of Öland in the Baltic Sea. When leaving the southern point of Öland, migrating Arctic and common terns made a 60° shift in track direction, probably guided by a distant landmark. Terns adjusted both airspeed and heading in relation to tail and side wind, where coastlines facilitated compensation. Airspeed also depended on ecological context (searching versus not searching for food), and it increased with flock size. Species-specific maximum range speed agreed with predicted speeds from a new aerodynamic theory. Our study shows that the selection of airspeed is a behavioural trait that depended on a complex blend of internal and external factors.This article is part of the themed issue 'Moving in a moving medium: new perspectives on flight'. © 2016 The Author(s).

Remotely sensed wind speed predicts soaring behaviour in a wide-ranging pelagic seabird.

PubMed

Gibb, Rory; Shoji, Akiko; Fayet, Annette L; Perrins, Chris M; Guilford, Tim; Freeman, Robin

2017-07-01

Global wind patterns affect flight strategies in many birds, including pelagic seabirds, many of which use wind-powered soaring to reduce energy costs during at-sea foraging trips and migration. Such long-distance movement patterns are underpinned by local interactions between wind conditions and flight behaviour, but these fine-scale relationships are far less well understood. Here we show that remotely sensed ocean wind speed and direction are highly significant predictors of soaring behaviour in a migratory pelagic seabird, the Manx shearwater ( Puffinus puffinus ). We used high-frequency GPS tracking data (10 Hz) and statistical behaviour state classification to identify two energetic modes in at-sea flight, corresponding to flap-like and soar-like flight. We show that soaring is significantly more likely to occur in tailwinds and crosswinds above a wind speed threshold of around 8 m s -1 , suggesting that these conditions enable birds to reduce metabolic costs by preferentially soaring over flapping. Our results suggest a behavioural mechanism by which wind conditions may shape foraging and migration ecology in pelagic seabirds, and thus indicate that shifts in wind patterns driven by climate change could impact this and other species. They also emphasize the emerging potential of high-frequency GPS biologgers to provide detailed quantitative insights into fine-scale flight behaviour in free-living animals. © 2017 The Author(s).

Proactive vs. reactive car driving: EEG evidence for different driving strategies of older drivers

PubMed Central

Wascher, Edmund; Getzmann, Stephan

2018-01-01

Aging is associated with a large heterogeneity in the extent of age-related changes in sensory, motor, and cognitive functions. All these functions can influence the performance in complex tasks like car driving. The present study aims to identify potential differences in underlying cognitive processes that may explain inter-individual variability in driving performance. Younger and older participants performed a one-hour monotonous driving task in a driving simulator under varying crosswind conditions, while behavioral and electrophysiological data were recorded. Overall, younger and older drivers showed comparable driving performance (lane keeping). However, there was a large difference in driving lane variability within the older group. Dividing the older group in two subgroups with low vs. high driving lane variability revealed differences between the two groups in electrophysiological correlates of mental workload, consumption of mental resources, and activation and sustaining of attention: Older drivers with high driving lane variability showed higher frontal Alpha and Theta activity than older drivers with low driving lane variability and—with increasing crosswind—a more pronounced decrease in Beta activity. These results suggest differences in driving strategies of older and younger drivers, with the older drivers using either a rather proactive and alert driving strategy (indicated by low driving lane variability and lower Alpha and Beta activity), or a rather reactive strategy (indicated by high driving lane variability and higher Alpha activity). PMID:29352314

LSRA STS Tire Test - on rim

NASA Technical Reports Server (NTRS)

1995-01-01

From 1993 to 1995, in conjunction with other NASA centers, NASA Dryden Flight Research Center, Edwards, California, used a Convair CV-990 airplane as a Landing Systems Research Aircraft (LSRA) to perform Space Shuttle tire tests. The results provided the Space Shuttle Program with data to support its flight rules and enabled it to resurface a grooved runway at Kennedy Space Center that had added unnecessary wear to the Space Shuttle tires. Tests were done using a unique fixture mounted in the center of the CV-990 fuselage, between the main landing gear. Landing gear systems from other aircraft could be attached to the test fixture, which lowered them to the runway surface during actual landings. The LSRA had the ability to reproduce the loads and speeds of the other aircraft, as well as simulate crosswind landing conditions in a safe, controlled environment. The video clip shows a landing on the concrete runway at Edwards, California on August 11, 1995, which concluded the Space Shuttle gear research program. As the Space Shuttle tire was lowered onto the surface, it was destroyed almost instantly. The rim scraped on the concrete, and stopped rolling as it became flat. It heated up and left a flaming trail of hot rubber and aluminum alloy particles. Notice how the fire quickly went out as the test gear was raised, indicating a safer condition than prevailed in a lakebed landing.

Analysis of wind-resistant and stability for cable tower in cable-stayed bridge with four towers

NASA Astrophysics Data System (ADS)

Meng, Yangjun; Li, Can

2017-06-01

Wind speed time history simulation methods have been introduced first, especially the harmonic synthesis method introduced in detail. Second, taking Chishi bridge for example, choosing the particular sections, and combined with the design wind speed, three-component coefficient simulate analysis between -4°and 4°has been carry out with the Fluent software. The results show that drag coefficient reaches maximum when the attack Angle is 1°. According to measured wind speed samples,time history curves of wind speed at bridge deck and tower roof have been obtained,and wind-resistant time history analysis for No.5 tower has been carry out. Their results show that the dynamic coefficients are different with different calculation standard, especially transverse bending moment, pulsating crosswind load does not show a dynamic amplification effect.Under pulsating wind loads at bridge deck or tower roof, the maximum displacement at the top of the tower and the maximum stress at the bottom of the tower are within the allowable range. The transverse stiffness of tower is greater than that of the longitudinal stiffness, therefore wind-resistant analysis should give priority to the longitudinal direction. Dynamic coefficients are different with different standard, the maximum dynamic coefficient should be used for the pseudo-static analysis.Finally, the static stability of tower is analyzed with different load combinations, and the galloping stabilities of cable tower is proved.

Forces on Elliptic Cylinders in Uniform Air Stream

NASA Technical Reports Server (NTRS)

Zahm, A F; Smith, R H; Louden, F A

1929-01-01

This report presents the results of wind tunnel tests on four elliptic cylinders with various fineness ratios, conducted in the Navy Aerodynamic Laboratory, Washington. The object of the tests was to investigate the characteristics of sections suitable for streamline wire which normally has an elliptic section with a fineness ratio of 4.0; also to learn whether a reduction in fineness ratio would result in improvement; also to determine the pressure distribution on the model of fineness ratio of 4. Four elliptic cylinders with fineness ratios of 2.5, 3.0, 3.5, and 4.0 were made and then tested in the 8 by 8 wind tunnel; first, for cross-wind force, drag, and yawing moment at 30 miles an hour and various angles of yaw; next for drag 0 degree pitch and 0 degree yaw and various wind speeds; then for end effect on the smallest and largest models; and lastly for pressure distribution over the surface of the largest model at 0 degree pitch and 0 degree yaw and various wind speeds. In all tests, the length of the model was transverse to the current. The results are given for standard air density, p = .002378 slug per cubic foot. This account is a slight revised form of report no. 315. A summary of conclusions is given at the end of the text. (author)

Innovation Analysis Approach to Design Parameters of High Speed Train Carriage and Their Intrinsic Complexity Relationships

NASA Astrophysics Data System (ADS)

Xiao, Shou-Ne; Wang, Ming-Meng; Hu, Guang-Zhong; Yang, Guang-Wu

2017-09-01

In view of the problem that it's difficult to accurately grasp the influence range and transmission path of the vehicle top design requirements on the underlying design parameters. Applying directed-weighted complex network to product parameter model is an important method that can clarify the relationships between product parameters and establish the top-down design of a product. The relationships of the product parameters of each node are calculated via a simple path searching algorithm, and the main design parameters are extracted by analysis and comparison. A uniform definition of the index formula for out-in degree can be provided based on the analysis of out-in-degree width and depth and control strength of train carriage body parameters. Vehicle gauge, axle load, crosswind and other parameters with higher values of the out-degree index are the most important boundary conditions; the most considerable performance indices are the parameters that have higher values of the out-in-degree index including torsional stiffness, maximum testing speed, service life of the vehicle, and so on; the main design parameters contain train carriage body weight, train weight per extended metre, train height and other parameters with higher values of the in-degree index. The network not only provides theoretical guidance for exploring the relationship of design parameters, but also further enriches the application of forward design method to high-speed trains.

Numerical study of single and two interacting turbulent plumes in atmospheric cross flow

NASA Astrophysics Data System (ADS)

Mokhtarzadeh-Dehghan, M. R.; König, C. S.; Robins, A. G.

The paper presents a numerical study of two interacting full-scale dry plumes issued into neutral boundary layer cross flow. The study simulates plumes from a mechanical draught cooling tower. The plumes are placed in tandem or side-by-side. Results are first presented for plumes with a density ratio of 0.74 and plume-to-crosswind speed ratio of 2.33, for which data from a small-scale wind tunnel experiment were available and were used to assess the accuracy of the numerical results. Further results are then presented for the more physically realistic density ratio of 0.95, maintaining the same speed ratio. The sensitivity of the results with respect to three turbulence models, namely, the standard k- ɛ model, the RNG k- ɛ model and the Differential Flux Model (DFM) is presented. Comparisons are also made between the predicted rise height and the values obtained from existing integral models. The formation of two counter-rotating vortices is well predicted. The results show good agreement for the rise height predicted by different turbulence models, but the DFM predicts temperature profiles more accurately. The values of predicted rise height are also in general agreement. However, discrepancies between the present results for the rise height for single and multiple plumes and the values obtained from known analytical relations are apparent and possible reasons for these are discussed.

X-34 Vehicle Aerodynamic Characteristics

NASA Technical Reports Server (NTRS)

Brauckmann, Gregory J.

1998-01-01

The X-34, being designed and built by the Orbital Sciences Corporation, is an unmanned sub-orbital vehicle designed to be used as a flying test bed to demonstrate key vehicle and operational technologies applicable to future reusable launch vehicles. The X-34 will be air-launched from an L-1011 carrier aircraft at approximately Mach 0.7 and 38,000 feet altitude, where an onboard engine will accelerate the vehicle to speeds above Mach 7 and altitudes to 250,000 feet. An unpowered entry will follow, including an autonomous landing. The X-34 will demonstrate the ability to fly through inclement weather, land horizontally at a designated site, and have a rapid turn-around capability. A series of wind tunnel tests on scaled models was conducted in four facilities at the NASA Langley Research Center to determine the aerodynamic characteristics of the X-34. Analysis of these test results revealed that longitudinal trim could be achieved throughout the design trajectory. The maximum elevon deflection required to trim was only half of that available, leaving a margin for gust alleviation and aerodynamic coefficient uncertainty. Directional control can be achieved aerodynamically except at combined high Mach numbers and high angles of attack, where reaction control jets must be used. The X-34 landing speed, between 184 and 206 knots, is within the capabilities of the gear and tires, and the vehicle has sufficient rudder authority to control the required 30-knot crosswind.

Stochastic analysis of concentration field in a wake region.

PubMed

Yassin, Mohamed F; Elmi, Abdirashid A

2011-02-01

Identifying geographic locations in urban areas from which air pollutants enter the atmosphere is one of the most important information needed to develop effective mitigation strategies for pollution control. Stochastic analysis is a powerful tool that can be used for estimating concentration fluctuation in plume dispersion in a wake region around buildings. Only few studies have been devoted to evaluate applications of stochastic analysis to pollutant dispersion in an urban area. This study was designed to investigate the concentration fields in the wake region using obstacle model such as an isolated building model. We measured concentration fluctuations at centerline of various downwind distances from the source, and different heights with the frequency of 1 KHz. Concentration fields were analyzed stochastically, using the probability density functions (pdf). Stochastic analysis was performed on the concentration fluctuation and the pdf of mean concentration, fluctuation intensity, and crosswind mean-plume dispersion. The pdf of the concentration fluctuation data have shown a significant non-Gaussian behavior. The lognormal distribution appeared to be the best fit to the shape of concentration measured in the boundary layer. We observed that the plume dispersion pdf near the source was shorter than the plume dispersion far from the source. Our findings suggest that the use of stochastic technique in complex building environment can be a powerful tool to help understand the distribution and location of air pollutants.

Ecology of tern flight in relation to wind, topography and aerodynamic theory

PubMed Central

2016-01-01

Flight is an economical mode of locomotion, because it is both fast and relatively cheap per unit of distance, enabling birds to migrate long distances and obtain food over large areas. The power required to fly follows a U-shaped function in relation to airspeed, from which context dependent ‘optimal’ flight speeds can be derived. Crosswinds will displace birds away from their intended track unless they make compensatory adjustments of heading and airspeed. We report on flight track measurements in five geometrically similar tern species ranging one magnitude in body mass, from both migration and the breeding season at the island of Öland in the Baltic Sea. When leaving the southern point of Öland, migrating Arctic and common terns made a 60° shift in track direction, probably guided by a distant landmark. Terns adjusted both airspeed and heading in relation to tail and side wind, where coastlines facilitated compensation. Airspeed also depended on ecological context (searching versus not searching for food), and it increased with flock size. Species-specific maximum range speed agreed with predicted speeds from a new aerodynamic theory. Our study shows that the selection of airspeed is a behavioural trait that depended on a complex blend of internal and external factors. This article is part of the themed issue ‘Moving in a moving medium: new perspectives on flight’. PMID:27528786

Use of multiple modes of flight subsidy by a soaring terrestrial bird, the golden eagle Aquila chrysaetos, when on migration

PubMed Central

Katzner, Todd E.; Turk, Philip J.; Duerr, Adam E.; Miller, Tricia A.; Lanzone, Michael J.; Cooper, Jeff L.; Brandes, David; Tremblay, Junior A.; Lemaître, Jérôme

2015-01-01

Large birds regularly use updrafts to subsidize flight. Although most research on soaring bird flight has focused on use of thermal updrafts, there is evidence suggesting that many species are likely to use multiple modes of subsidy. We tested the degree to which a large soaring species uses multiple modes of subsidy to provide insights into the decision-making that underlies flight behaviour. We statistically classified more than 22 000 global positioning satellite–global system for mobile communications telemetry points collected at 30-s intervals to identify the type of subsidized flight used by 32 migrating golden eagles during spring in eastern North America. Eagles used subsidized flight on 87% of their journey. They spent 41.9% ± 1.5 (, range: 18–56%) of their subsidized northbound migration using thermal soaring, 45.2% ± 2.1 (12–65%) of time gliding between thermals, and 12.9% ± 2.2 (1–55%) of time using orographic updrafts. Golden eagles responded to the variable local-scale meteorological events they encountered by switching flight behaviour to take advantage of multiple modes of subsidy. Orographic soaring occurred more frequently in morning and evening, earlier in the migration season, and when crosswinds and tail winds were greatest. Switching between flight modes allowed migration for relatively longer periods each day and frequent switching behaviour has implications for a better understanding of avian flight behaviour and of the evolution of use of subsidy in flight. PMID:26538556

Leak localization and quantification with a small unmanned aerial system

NASA Astrophysics Data System (ADS)

Golston, L.; Zondlo, M. A.; Frish, M. B.; Aubut, N. F.; Yang, S.; Talbot, R. W.

2017-12-01

Methane emissions from oil and gas facilities are a recognized source of greenhouse gas emissions, requiring cost-effective and reliable monitoring systems to support leak detection and repair programs. We describe a set of methods for locating and quantifying natural gas leaks using a small unmanned aerial system (sUAS) equipped with a path-integrated methane sensor along with ground-based wind measurements. The algorithms are developed as part of a system for continuous well pad scale (100 m2 area) monitoring, supported by a series of over 200 methane release trials covering multiple release locations and flow rates. Test measurements include data obtained on a rotating boom platform as well as flight tests on a sUAS. The system is found throughout the trials to reliably distinguish between cases with and without a methane release down to 6 scfh (0.032 g/s). Among several methods evaluated for horizontal localization, the location corresponding to the maximum integrated methane reading have performed best with a median error of ± 1 m if two or more flights are averaged, or ± 1.2 m for individual flights. Additionally, a method of rotating the data around the estimated leak location is developed, with the leak magnitude calculated as the average crosswind integrated flux in the region near the source location. Validation of these methods will be presented, including blind test results. Sources of error, including GPS uncertainty, meteorological variables, and flight pattern coverage, will be discussed.

DOE Office of Scientific and Technical Information (OSTI.GOV)

Rope, S.K.; Pearson, L.C.

Two measurement techniques were employed to evaluate the feasibility of using lichens as in situ biomonitors of atmospheric pollution in a semiarid climate - trace element analysis and electrolyte leakage from cells. Trace element concentrations were generally higher in Lecanora melanophthalma (ram.) Ram. tissues than previously measured in sagebrush (Artemisia tridentata) and perennial grasses from the same locations, but lower than in soil. Lichens from an urban area (Idaho Falls) had statistically higher concentrations of ten elements, particularly lead and zinc, than those from the Idaho National Engineering Laboratory (INEL) and Craters of the Moon National Monument. Levels of fluoride,more » nickel, and seven other elements were high at the INEL relative to the other sites. Thalli collected downwind from the Idaho Chemical Processing Plant (ICPP) at the INEL were significantly higher in boron and lead content than those collected at crosswind locations: levels of eleven elements were significantly higher in lichens collected at 5 or 10 km from the ICPP than in those collected at 2 km. Electrolyte leakage was greatest from thalli collected in the nighttime downwind direction from the ICPP, even though daytime winds, which blow in the opposite direction, are more frequent, suggesting that in a semiarid climate, injury from atmospheric SO{sub 2} and NO{sub x} pollution in lichen tissues is greatest when the thalli are moist from morning dew or other sources. These results demonstrate that some lichen species, especially Lecanora melanophthalma, have potential for biomonitoring of atmospheric pollutants in the semiarid regions of the Intermountain West.« less

New insights on entrainment and condensation in volcanic plumes: Constraints from independent observations of explosive eruptions and implications for assessing their impacts

NASA Astrophysics Data System (ADS)

Aubry, Thomas J.; Jellinek, A. Mark

2018-05-01

The turbulent entrainment of atmosphere and the condensation of water vapor govern the heights of explosive volcanic plumes. These processes thus determine the delivery and the lifetime of volcanic ash and aerosols into the atmosphere. Predictions of plume heights using one-dimensional "integral" models of volcanic plumes, however, suffer from very large uncertainties, related to parameterizations for entrainment and condensation. In particular, the wind entrainment coefficient β, which governs the contribution of crosswinds to turbulent entrainment, is subject to uncertainties of one order of magnitude, leading to relative uncertainties of the order of 50% on plume height. In this study, we use a database of 94 eruptive phases with independent estimates of mass eruption rate and plume height to constrain and evaluate four popular 1D models. We employ re-sampling methods to account for observational uncertainties. We show that plume height predictions are significantly improved when: i) the contribution of water vapor condensation to the plume buoyancy flux is excluded; and ii) the wind entrainment coefficient β is held constant between 0.1 and 0.4. We explore implications of these results for predicting the climate impacts of explosive eruptions and the likelihood that eruptions will form stable umbrella clouds or devastating pyroclastic flows. Last, we discuss the sensitivity of our results to the definition of plume height in the model in light of a recent set of laboratory experiments and draw conclusions for improving future databases of eruption parameters.

Take-Off and Landing Characteristics of a 0.13-Scale Model of the Convair XFY-1 Vertically Rising Airplane in Steady Winds, TED No. NACA DE 368

NASA Technical Reports Server (NTRS)

Schade, Robert O.; Smith, Charles C., Jr.; Lovell, P. M., Jr.

1954-01-01

An experimental investigation has been conducted to determine the stability and control characteristics of a 0.13-scale free-flight model of the Convair XFY-1 airplane during take-offs and landings in steady winds. The tests indicated that take-offs in headwinds up to at least 20 knots (full scale) will be fairly easy to perform although the airplane may be blown downstream as much as 3 spans before a trim condition can be established. The distance that the airplane will be blown down-stream can be reduced by restraining the upwind landing gear until the instant of take-off. The tests also indicated that spot landings in headwinds up to at least 30 knots (full scale) and in crosswinds up to at least 20 knots (full scale) can be accomplished with reasonable accuracy although, during the landing approach, there will probably be an undesirable nosing-up tendency caused by ground effect and by the change in angle of attack resulting from vertical descent. Some form of arresting gear will probably be required to prevent the airplane from rolling downwind or tipping over after contact. This rolling and tipping can be prevented by a snubbing line attached to the tip of the upwind' wing or tail or by an arresting gear consisting of a wire mesh on the ground and hooks on the landing gear to engage the mesh.

Performance and Flowfield Measurements on a 10-inch Ducted Rotor VTOL UAV

NASA Technical Reports Server (NTRS)

Martin, Preston; Tung, Chee

2004-01-01

A ducted fan VTOL UAV with a 10-inch diameter rotor was tested in the US Army 7-by 10-Foot Wind Tunnel. The test conditions covered a range of angle of attack from 0 to 110 degrees to the freestream. The tunnel velocity was varied from 0 (simulating a hover condition) to 128 ft/sec in propeller mode. A six-component internal balance measured the aerodynamic loads for a range of model configurations. including the isolated rotor, the isolated duct, and the full configuration of the duct and rotor. For some conditions, hotwire velocity surveys were conducted along the inner and outer surface of the duct and across the downstream wake. In addition, fluorescent oil flow visualization allowed the flow separation patterns inside and outside of the duct to be mapped for a few test conditions. Two different duct shapes were tested to determine the performance effects of leading edge radius. For each duct, a range of rotor tip gap from 1%R to 4.5%R was tested to determine the performance penalty in hover and axial flight. Measured results are presented in terms of hover performance, hover performance in a crosswind, and high angle of attack performance in propeller mode. In each case, the effects of both tip gap and duct leading edge radius are illustrated using measurements. Some of the hover performance issues were also studied using a simple analytical method, and the results agreed with the measurements.

Increased Flight Altitudes among Migrating Golden Eagles Suggest Turbine Avoidance at a Rocky Mountain Wind Installation

PubMed Central

Johnston, Naira N.; Bradley, James E.; Otter, Ken A.

2014-01-01

Potential wind-energy development in the eastern Rocky Mountain foothills of British Columbia, Canada, raises concerns due to its overlap with a golden eagle (Aquila chrysaetos) migration corridor. The Dokie 1 Wind Energy Project is the first development in this area and stands as a model for other projects in the area because of regional consistency in topographic orientation and weather patterns. We visually tracked golden eagles over three fall migration seasons (2009–2011), one pre- and two post-construction, to document eagle flight behaviour in relation to a ridge-top wind energy development. We estimated three-dimensional positions of eagles in space as they migrated through our study site. Flight tracks were then incorporated into GIS to ascertain flight altitudes for eagles that flew over the ridge-top area (or turbine string). Individual flight paths were designated to a category of collision-risk based on flight altitude (e.g. flights within rotor-swept height; ≤150 m above ground) and wind speed (winds sufficient for the spinning of turbines; >6.8 km/h at ground level). Eagles were less likely to fly over the ridge-top area within rotor-swept height (risk zone) as wind speed increased, but were more likely to make such crosses under headwinds and tailwinds compared to western crosswinds. Most importantly, we observed a smaller proportion of flights within the risk zone at wind speeds sufficient for the spinning of turbines (higher-risk flights) during post-construction compared to pre-construction, suggesting that eagles showed detection and avoidance of turbines during migration. PMID:24671199

Counter-rotating vortex pairs in the wake of a vertical axis wind turbine

NASA Astrophysics Data System (ADS)

Rolin, Vincent; Porté-Agel, Fernando

2017-04-01

Despite the rising popularity of vertical axis wind turbines, or VAWTs, the wakes behind these machines is much less well understood than those behind horizontal axis wind turbines, or HAWTs. A thorough understanding of wakes is important as they can cause turbines in wind farms to produce less power than anticipated and increase the fatigue loading on turbines due to vibrations. In order to gain a deeper understanding of the wake behind a vertical axis wind turbine in atmospheric flow stereo-PIV is implemented in a boundary-layer wind tunnel to produce snapshots of the 3-component velocity field in the wake at various downstream positions. The boundaries of the wake are readily observed due to the high velocity gradients and turbulence present here. Two pairs of counter-rotating vortices similar to those in the wake of yawed HAWTs are also observed. An examination of the momentum fluxes behind the turbine demonstrates that the mean flow induced by these vortices entrains a large quantity of momentum from the unperturbed boundary layer flow above the wake. This effect proves to play an even more significant role than turbulence in reintroducing momentum into the wake. In order to comprehend why the VAWT produces these vortices we modify the double-multiple stream-tube model typically used to predict VAWT performance to incorporate crosswind forces. The similarity between VAWT and yawed HAWT wakes is found not to be coincidental as both cases feature rotors which exert a lateral thrust on the incoming wind which leads to the creation of counter-rotating vortex pairs.

Revised ocean backscatter models at C and Ku band under high-wind conditions

NASA Astrophysics Data System (ADS)

Donnelly, William J.; Carswell, James R.; McIntosh, Robert E.; Chang, Paul S.; Wilkerson, John; Marks, Frank; Black, Peter G.

1999-05-01

A series of airborne scatterometer experiments designed to collect C and Ku band ocean backscatter data in regions of high ocean surface winds has recently been completed. More than 100 hours of data were collected using the University of Massachusetts C and Ku band scatterometers, CSCAT and KUSCAT. These instruments measure the full azimuthal normalized radar cross section (NRCS) of a common surface area of the ocean simultaneously at four incidence angles. Our results demonstrate limitations of the current empirical models, C band geophysical model function 4 (CMOD4), SeaSat scatterometer 2 (SASS 2), and NASA scatterometer 1 (NSCAT) 1, that relate ocean backscatter to the near-surface wind at high wind speeds. The discussion focuses on winds in excess of 15 m s-1 in clear atmospheric conditions. The scatterometer data are collocated with measurements from ocean data buoys and Global Positioning System dropsondes, and a Fourier analysis is performed as a function of wind regime. A three-term Fourier series is fit to the backscatter data, and a revised set of coefficients is tabulated. These revised models, CMOD4HW and KUSCAT 1, are the basis for a discussion of the NRCS at high wind speeds. Our scatterometer data show a clear overprediction of the derived NRCS response to high winds based on the CMOD4, SASS 2, and NSCAT 1 models. Furthermore, saturation of the NRCS response begins to occur above 15 m s-1. Sensitivity of the upwind and crosswind response is discussed with implications toward high wind speed retrieval.

Methodology for Airborne Quantification of NOx fluxes over Central London and Comparison to Emission Inventories

NASA Astrophysics Data System (ADS)

Vaughan, A. R.; Lee, J. D.; Lewis, A. C.; Purvis, R.; Carslaw, D.; Misztal, P. K.; Metzger, S.; Beevers, S.; Goldstein, A. H.; Hewitt, C. N.; Shaw, M.; Karl, T.; Davison, B.

2015-12-01

The emission of pollutants is a major problem in today's cities. Emission inventories are a key tool for air quality management, with the United Kingdom's National and London Atmospheric Emission Inventories (NAEI & LAEI) being good examples. Assessing the validity of such inventoried is important. Here we report on the technical methodology of matching flux measurements of NOx over a city to inventory estimates. We used an eddy covariance technique to directly measure NOx fluxes from central London on an aircraft flown at low altitude. NOx mixing ratios were measured at 10 Hz time resolution using chemiluminescence (to measure NO) and highly specific photolytic conversion of NO2 to NO (to measure NO2). Wavelet transformation was used to calculate instantaneous fluxes along the flight track for each flight leg. The transformation allows for both frequency and time information to be extracted from a signal, where we quantify the covariance between the de-trended vertical wind and concentration to derive a flux. Comparison between the calculated fluxes and emission inventory data was achieved using a footprint model, which accounts for contributing source. Using both a backwards lagrangian model and cross-wind dispersion function, we find the footprint extent ranges from 5 to 11 Km in distance from the sample point. We then calculate a relative weighting matrix for each emission inventory within the calculated footprint. The inventories are split into their contributing source sectors with each scaled using up to date emission factors, giving a month; day and hourly scaled estimate which is then compared to the measurement.

DOE Office of Scientific and Technical Information (OSTI.GOV)

Anthony Leonard; Phillippe Chatelain; Michael Rebel

Heavy ground vehicles, especially those involved in long-haul freight transportation, consume a significant part of our nation's energy supply. it is therefore of utmost importance to improve their efficiency, both to reduce emissions and to decrease reliance on imported oil. At highway speeds, more than half of the power consumed by a typical semi truck goes into overcoming aerodynamic drag, a fraction which increases with speed and crosswind. Thanks to better tools and increased awareness, recent years have seen substantial aerodynamic improvements by the truck industry, such as tractor/trailer height matching, radiator area reduction, and swept fairings. However, there remainsmore » substantial room for improvement as understanding of turbulent fluid dynamics grows. The group's research effort focused on vortex particle methods, a novel approach for computational fluid dynamics (CFD). Where common CFD methods solve or model the Navier-Stokes equations on a grid which stretches from the truck surface outward, vortex particle methods solve the vorticity equation on a Lagrangian basis of smooth particles and do not require a grid. They worked to advance the state of the art in vortex particle methods, improving their ability to handle the complicated, high Reynolds number flow around heavy vehicles. Specific challenges that they have addressed include finding strategies to accurate capture vorticity generation and resultant forces at the truck wall, handling the aerodynamics of spinning bodies such as tires, application of the method to the GTS model, computation time reduction through improved integration methods, a closest point transform for particle method in complex geometrics, and work on large eddy simulation (LES) turbulence modeling.« less

The NASA Aircraft VOrtex Spacing System (AVOSS): Concept Demonstration Results and Future Direction

NASA Technical Reports Server (NTRS)

Rutishauser, David K.; OConnor, Cornelius J.

2004-01-01

Since the late 1990s the national airspace system has been recognized as approaching a capacity crisis. In the light of this condition, industry, government, user organizations, and educational institutions have been working on procedural and technological solutions to the problem. One aspect of system operations that holds potential for improvement is the separation criteria applied to aircraft for wake vortex avoidance. These criteria, applied when operations are conducted under instrument flight rules (IFR), were designed to represent safe spacing under weather conditions conducive to the longest wake hazards. It is well understood that wake behavior is dependent on meteorological conditions as well as the physical parameters of the generating aircraft. Under many ambient conditions, such as moderate crosswinds or turbulence, wake hazard durations are substantially reduced. To realize this reduction NASA has developed a proof-of-concept Aircraft VOrtex Spacing System (AVOSS). Successfully demonstrated in a realtime field demonstration during July 2000 at the Dallas Ft. Worth International Airport (DFW), AVOSS is a novel integration of weather sensors, wake sensors, and analytical wake prediction algorithms. AVOSS provides dynamic wake separation criteria that are a function of the ambient weather conditions for a particular airport, and the predicted wake behavior under those conditions. Wake sensing subsystems provide safety checks and validation for the predictions. The AVOSS was demonstrated in shadow mode; no actual spacing changes were applied to aircraft. This paper briefly reviews the system architecture and operation, reports the latest performance results from the DFW deployment, and describes the future direction of the project.

Influences of coupled fire-atmosphere interaction on wildfire behavior

NASA Astrophysics Data System (ADS)

Linn, R.; Winterkamp, J.; Jonko, A. K.; Runde, I.; Canfield, J.; Parsons, R.; Sieg, C.

2017-12-01

Two-way interactions between fire and the environment affect fire behavior at scales ranging from buoyancy-induced mixing and turbulence to fire-scale circulations that retard or increase fire spread. Advances in computing have created new opportunities for the exploration of coupled fire-atmosphere behavior using numerical models that represent interactions between the dominant processes driving wildfire behavior, including convective and radiative heat transfer, aerodynamic drag and buoyant response of the atmosphere to heat released by the fire. Such models are not practical for operational, faster-than-real-time fire prediction due to their computational and data requirements. However, they are valuable tools for exploring influences of fire-atmosphere feedbacks on fire behavior as they explicitly simulate atmospheric motions surrounding fires from meter to kilometer scales. We use the coupled fire-atmosphere model FIRETEC to gain new insights into aspects of fire behavior that have been observed in the field and laboratory, to carry out sensitivity analysis that is impractical through observations and to pose new hypotheses that can be tested experimentally. Specifically, we use FIRETEC to study the following multi-scale coupled fire-atmosphere interactions: 1) 3D fire-atmosphere interaction that dictates multi-scale fire line dynamics; 2) influence of vegetation heterogeneity and variability in wind fields on predictability of fire spread; 3) fundamental impacts of topography on fire spread. These numerical studies support new conceptual models for the dominant roles of multi-scale fluid dynamics in determining fire spread, including the roles of crosswind fire line-intensity variations on heat transfer to unburned fuels and the role of fire line depth expansion in upslope acceleration of fires.

Quantifying atmospheric nitrogen outflow from the Front Range of Colorado

NASA Astrophysics Data System (ADS)

Neuman, J. A.; Eilerman, S. J.; Brock, C. A.; Brown, S. S.; Dube, W. P.; Herndon, S. C.; Holloway, J. S.; Nowak, J. B.; Roscioli, J. R.; Ryerson, T. B.; Sjostedt, S. J.; Thompson, C. R.; Trainer, M.; Veres, P. R.; Wild, R. J.

2015-12-01

Reactive nitrogen emitted to the atmosphere from urban, industrial, and agricultural sources can be transported and deposited far from the source regions, affecting vegetation, soils, and water of sensitive ecosystems. Mitigation of atmospheric nitrogen deposition requires emissions characterization and quantification. Ammonia (NH3), a full suite of gas-phase oxidized nitrogen compounds, and particulate matter were measured from an aircraft that flew downwind from concentrated animal feeding operations, oil and gas extraction facilities, and urban areas along the Colorado Front Range in March and April 2015, as part of the Shale Oil and Natural Gas Nexus (SONGNEX) field study. Additionally, NH3 measurements from a fully instrumented aircraft that flew over the same region in July and August 2014 as part of the Front Range Air Pollution and Photochemistry Experiment (FRAPPE) are used to examine atmospheric nitrogen emission and transport. Cross-wind plume transects and altitude profiles were performed over the source regions and 60-240 km downwind. Plumes were transported in the boundary layer with large NH3 mixing ratios (typically 20-100 ppbv) and were tens of km wide. The NH3 in these plumes provided an atmospheric nitrogen burden greater than 0.2 kg N/ha. Nitrogen oxides and their oxidation products and particulate matter were also enhanced in the plumes, but with concentrations substantially less than NH3. With efficient transport followed by wet deposition, these plumes have the potential to provide a large nitrogen input to the neighboring Rocky Mountain National Park, where nitrogen deposition currently exceeds the ecological critical load of 1.5 kg N/ha/yr.

Testing the accuracy of a 1-D volcanic plume model in estimating mass eruption rate

USGS Publications Warehouse

Mastin, Larry G.

2014-01-01

During volcanic eruptions, empirical relationships are used to estimate mass eruption rate from plume height. Although simple, such relationships can be inaccurate and can underestimate rates in windy conditions. One-dimensional plume models can incorporate atmospheric conditions and give potentially more accurate estimates. Here I present a 1-D model for plumes in crosswind and simulate 25 historical eruptions where plume height Hobs was well observed and mass eruption rate Mobs could be calculated from mapped deposit mass and observed duration. The simulations considered wind, temperature, and phase changes of water. Atmospheric conditions were obtained from the National Center for Atmospheric Research Reanalysis 2.5° model. Simulations calculate the minimum, maximum, and average values (Mmin, Mmax, and Mavg) that fit the plume height. Eruption rates were also estimated from the empirical formula Mempir = 140Hobs4.14 (Mempir is in kilogram per second, Hobs is in kilometer). For these eruptions, the standard error of the residual in log space is about 0.53 for Mavg and 0.50 for Mempir. Thus, for this data set, the model is slightly less accurate at predicting Mobs than the empirical curve. The inability of this model to improve eruption rate estimates may lie in the limited accuracy of even well-observed plume heights, inaccurate model formulation, or the fact that most eruptions examined were not highly influenced by wind. For the low, wind-blown plume of 14–18 April 2010 at Eyjafjallajökull, where an accurate plume height time series is available, modeled rates do agree better with Mobs than Mempir.

Increased flight altitudes among migrating golden eagles suggest turbine avoidance at a Rocky Mountain wind installation.

PubMed

Johnston, Naira N; Bradley, James E; Otter, Ken A

2014-01-01

Potential wind-energy development in the eastern Rocky Mountain foothills of British Columbia, Canada, raises concerns due to its overlap with a golden eagle (Aquila chrysaetos) migration corridor. The Dokie 1 Wind Energy Project is the first development in this area and stands as a model for other projects in the area because of regional consistency in topographic orientation and weather patterns. We visually tracked golden eagles over three fall migration seasons (2009-2011), one pre- and two post-construction, to document eagle flight behaviour in relation to a ridge-top wind energy development. We estimated three-dimensional positions of eagles in space as they migrated through our study site. Flight tracks were then incorporated into GIS to ascertain flight altitudes for eagles that flew over the ridge-top area (or turbine string). Individual flight paths were designated to a category of collision-risk based on flight altitude (e.g. flights within rotor-swept height; ≤150 m above ground) and wind speed (winds sufficient for the spinning of turbines; >6.8 km/h at ground level). Eagles were less likely to fly over the ridge-top area within rotor-swept height (risk zone) as wind speed increased, but were more likely to make such crosses under headwinds and tailwinds compared to western crosswinds. Most importantly, we observed a smaller proportion of flights within the risk zone at wind speeds sufficient for the spinning of turbines (higher-risk flights) during post-construction compared to pre-construction, suggesting that eagles showed detection and avoidance of turbines during migration.

Numerical investigation of the early flight phase in ski-jumping.

PubMed

Gardan, N; Schneider, A; Polidori, G; Trenchard, H; Seigneur, J M; Beaumont, F; Fourchet, F; Taiar, R

2017-07-05

The purpose of this study is to develop a numerical methodology based on real data from wind tunnel experiments to investigate the effect of the ski jumper's posture and speed on aerodynamic forces in a wide range of angles of attack. To improve our knowledge of the aerodynamic behavior of the ski jumper and his equipment during the early flight phase of the ski jump, we applied CFD methodology to evaluate the influence of angle of attack (α=14°, 21.5°, 29°, 36.5° and 44°) and speed (u=23, 26 and 29m/s) on aerodynamic forces in the situation of stable attitude of the ski jumper's body and skis. The standard k-ω turbulence model was used to investigate both the influence of the ski jumper's posture and speed on aerodynamic performance during the early flight phase. Numerical results show that the ski jumper's speed has very little impact on the lift and drag coefficients. Conversely, the lift and drag forces acting on the ski jumper's body during the early flight phase of the jump are strongly influenced by the variations of the angle of attack. The present results suggest that the greater the ski jumper's angle of inclination, with respect to the relative flow, the greater the pressure difference between the lower and upper parts of the skier. Further studies will focus on the dependency of the parameters with both the angle of attack α and the body-ski angle β as control variables. It will be possible to test and optimize different ski jumping styles in different ski jumping hills and investigate different environmental conditions such as temperature, altitude or crosswinds. Copyright © 2017 Elsevier Ltd. All rights reserved.

The answer is blowing in the wind: free-flying honeybees can integrate visual and mechano-sensory inputs for making complex foraging decisions.

PubMed

Ravi, Sridhar; Garcia, Jair E; Wang, Chun; Dyer, Adrian G

2016-11-01

Bees navigate in complex environments using visual, olfactory and mechano-sensorial cues. In the lowest region of the atmosphere, the wind environment can be highly unsteady and bees employ fine motor-skills to enhance flight control. Recent work reveals sophisticated multi-modal processing of visual and olfactory channels by the bee brain to enhance foraging efficiency, but it currently remains unclear whether wind-induced mechano-sensory inputs are also integrated with visual information to facilitate decision making. Individual honeybees were trained in a linear flight arena with appetitive-aversive differential conditioning to use a context-setting cue of 3 m s -1 cross-wind direction to enable decisions about either a 'blue' or 'yellow' star stimulus being the correct alternative. Colour stimuli properties were mapped in bee-specific opponent-colour spaces to validate saliency, and to thus enable rapid reverse learning. Bees were able to integrate mechano-sensory and visual information to facilitate decisions that were significantly different to chance expectation after 35 learning trials. An independent group of bees were trained to find a single rewarding colour that was unrelated to the wind direction. In these trials, wind was not used as a context-setting cue and served only as a potential distracter in identifying the relevant rewarding visual stimuli. Comparison between respective groups shows that bees can learn to integrate visual and mechano-sensory information in a non-elemental fashion, revealing an unsuspected level of sensory processing in honeybees, and adding to the growing body of knowledge on the capacity of insect brains to use multi-modal sensory inputs in mediating foraging behaviour. © 2016. Published by The Company of Biologists Ltd.

StarTram: An Ultra Low Cost Launch System to Enable Large Scale Exploration of the Solar System

NASA Astrophysics Data System (ADS)

Powell, James; Maise, George; Paniagua, John

2006-01-01

StarTram is a new approach for low launch to space using Maglev technology. Spacecraft are magnetically levitated and accelerated without propellants to orbital speeds in an evacuated tunnel at ground level using only electrical energy. The cost of the electric energy for acceleration to 8 kilometers per second is only 60 cents per kilogram of payload. After reaching orbital speed, the StarTram spacecraft coast upwards inside an evacuated levitated launch tube to an altitude, of 10 kilometers or more, where they enter the low-pressure ambient atmosphere. The launch tube is magnetically levitated by the repulsive force between a set of high current superconducting cables on it and oppositely directed currents in a set of superconducting cables on the ground beneath. High strength Kevlar tethers anchor the launch tube against crosswinds and prevent it from moving laterally or vertically. A Magneto Hydro Dynamic (MHD) pump at the exit of the evacuated launch tube prevents air from entering the tube. Two StarTram systems are described, a high G (30G) system for cargo only launch and a moderate G (2.5 G) system for passenger/cargo spacecraft. StarTram's projected unit cost is $30 per kilogram of payload launched, including operating and amortization costs. A single StarTram facility could launch more than 100,000 tons of cargo per year and many thousands of passengers. StarTram would use existing superconductors and materials, together with Maglev technology similar to that now operating. The StarTram cargo launch system could be implemented by 2020 AD and the passenger system by 2030 AD.

Mesoscale Air-Sea Interactions along the Gulf Stream: An Eddy-Resolving and Convection-Permitting Coupled Regional Climate Model Study

NASA Astrophysics Data System (ADS)

Hsieh, J. S.; Chang, P.; Saravanan, R.

2017-12-01

Frontal and mesoscale air-sea interactions along the Gulf Stream (GS) during boreal winter are investigated using an eddy-resolving and convection-permitting coupled regional climate model with atmospheric grid resolutions varying from meso-β (27-km) to -r (9-km and 3-km nest) scales in WRF and a 9-km ocean model (ROMS) that explicitly resolves the ocean mesoscale eddies across the North Atlantic basin. The mesoscale wavenumber energy spectra for the simulated surface wind stress and SST demonstrate good agreement with the observed spectra calculated from the observational QuikSCAT and AMSR-E datasets, suggesting that the model well captures the energy cascade of the mesoscale eddies in both the atmosphere and the ocean. Intercomparison among different resolution simulations indicates that after three months of integration the simulated GS path tends to overshoot beyond the separation point in the 27-km WRF coupled experiments than the observed climatological path of the GS, whereas the 3-km nested and 9-km WRF coupled simulations realistically simulate GS separation. The GS overshoot in 27-km WRF coupled simulations is accompanied with a significant SST warming bias to the north of the GS extension. Such biases are associated with the deficiency of wind stress-SST coupling strengths simulated by the coupled model with a coarser resolution in WRF. It is found that the model at 27-km grid spacing can approximately simulate 72% (62%) of the observed mean coupling strength between surface wind stress curl (divergence) and crosswind (downwind) SST gradient while by increasing the WRF resolutions to 9 km or 3 km the coupled model can much better capture the observed coupling strengths.

M2-F2 with test pilot Bruce A. Peterson

NASA Image and Video Library

1966-09-22

Bruce A. Peterson standing beside the M2-F2 lifting body on Rogers Dry Lake. Peterson became the NASA project pilot for the lifting body program after Milt Thompson retired from flying in late 1966. Peterson had flown the M2-F1, and made the first glide flight of the HL-10 heavy-weight lifting body in December 1966. On May 10, 1967, Peterson made his fourth glide flight in the M2-F2. This was also the M2-F2's 16th glide flight, scheduled to be the last one before the powered flights began. However, as pilot Bruce Peterson neared the lakebed, the M2-F2 suffered a pilot induced oscillation (PIO). The vehicle rolled from side to side in flight as he tried to bring it under control. Peterson recovered, but then observed a rescue helicopter that seemed to pose a collision threat. Distracted, Peterson drifted in a cross-wind to an unmarked area of the lakebed where it was very difficult to judge the height over the lakebed because of a lack of the guidance the markers provided on the lakebed runway. Peterson fired the landing rockets to provide additional lift, but he hit the lakebed before the landing gear was fully down and locked. The M2-F2 rolled over six times, coming to rest upside down. Pulled from the vehicle by Jay King and Joseph Huxman, Peterson was rushed to the base hospital, transferred to March Air Force Base and then the UCLA Hospital. He recovered but lost vision in his right eye due to a staph infection.

Experimental and numerical investigations of the geometry influence on gas accumulation using a V-shaped forest model

NASA Astrophysics Data System (ADS)

Coudour, Bruno; Chetehouna, Khaled; Conan, Boris; Aubrun, Sandrine; Kaiss, Ahmed; Garo, Jean-Pierre

2016-09-01

Accumulation of gas inside a valley exposed to crosswind is experimented in this paper to extrapolate it to a case of a forest fire approaching a thalweg. Experimentations were done inside a wind tunnel using a 1/400 forest model configured as a valley with two different internal angles. The forest was modelled by mesh cylinders so that a parallel is possible with a real forest thanks to similitude laws. Gas emission was ensured by 400 tubes introduced inside the cylinders and supplied with ethane which acted as a tracer. The 400 tubes were divided into four independent parts of 100 tubes, inside and outside the valley, to be able to study independently the influence of the different zones of the forest model on the gas accumulation. We focused on the measurements of velocity by Laser-Doppler Velocimetry (LDV) and concentration with a Flame Ionization Detector (FID) to visualise the flow and quantify the accumulation of ethane. Analysing velocity, turbulence and concentration, a stagnation point was observed in the thalweg for the flattest valley and a recirculation zone for the deepest one where gas accumulation reached up to four times the concentration measured outside the valley due to airflow. The study of the influence of the different emission zones showed that gas accumulation mainly comes from the zones inside the valley. All these data permitted us to validate a numerical modelling which will enable us to study more cases, varying above all gas density but also choosing more valley angles and configurations. Another interest of the numerical model is the possibility of adding a thermal model.

Rates and causes of accidents for general aviation aircraft operating in a mountainous and high elevation terrain environment.

PubMed

Aguiar, Marisa; Stolzer, Alan; Boyd, Douglas D

2017-10-01

Flying over mountainous and/or high elevation terrain is challenging due to rapidly changeable visibility, gusty/rotor winds and downdrafts and the necessity of terrain avoidance. Herein, general aviation accident rates and mishap cause/factors were determined (2001-2014) for a geographical region characterized by such terrain. Accidents in single piston engine-powered aircraft for states west of the US continental divide characterized by mountainous terrain and/or high elevation (MEHET) were identified from the NTSB database. MEHET-related-mishaps were defined as satisfying any one, or more, criteria (controlled flight into terrain/obstacles (CFIT), downdrafts, mountain obscuration, wind-shear, gusting winds, whiteout, instrument meteorological conditions; density altitude, dust-devil) cited as factors/causal in the NTSB report. Statistics employed Poisson distribution and contingency tables. Although the MEHET-related accident rate declined (p<0.001) 57% across the study period, the high proportion of fatal accidents showed little (40-43%) diminution (χ 2 =0.935). CFIT and wind gusts/shear were the most frequent accident cause/factor categories. For CFIT accidents, half occurred in degraded visibility with only 9% operating under instrument flight rules (IFR) and the majority (85%) involving non-turbo-charged engine-powered aircraft. For wind-gust/shear-related accidents, 44% occurred with a cross-wind exceeding the maximum demonstrated aircraft component. Accidents which should have been survivable but which nevertheless resulted in a fatal outcome were characterized by poor accessibility (60%) and shoulder harness under-utilization (41%). Despite a declining MEHET-related accident rate, these mishaps still carry an elevated risk of a fatal outcome. Airmen should be encouraged to operate in this environment utilizing turbo-charged-powered airplanes and flying under IFR to assure terrain clearance. Copyright © 2017 Elsevier Ltd. All rights reserved.

Material transport in a wind and buoyancy forced mixed layer

NASA Astrophysics Data System (ADS)

Mensa, J. A.; Özgökmen, T.; Poje, A. C.; Imberger, J.

2016-02-01

Flows in the upper ocean mixed layer are responsible for the transport and dispersion of biogeochemical tracers, phytoplankton and buoyant pollutants, such as hydrocarbons from an oil spill. Material dispersion in mixed layer flows subject to diurnal buoyancy forcing and weak winds (|u10|=5ms-1) are investigated using a non-hydrostatic model. Both purely buoyancy-forced and combined wind- and buoyancy-forced flows are sampled using passive tracers, as well as 2D and 3D particles to explore characteristics of horizontal and vertical dispersion. It is found that the surface tracer patterns are determined by the convergence zones created by convection cells within a time scale of just a few hours. For pure convection, the results displayed the classic signature of Rayleigh-Benard cells. When combined with a wind stress, the convective cells become anisotropic in that the along-wind length scale gets much larger than the cross-wind scale. Horizontal relative dispersion computed by sampling the flow fields using both 2D and 3D passive particles is found to be consistent with the Richardson regime. Relative dispersion is an order of magnitude higher and 2D surface releases transition to Richardson regime faster in the wind-forced case. We also show that the buoyancy-forced case results in significantly lower amplitudes of scale-dependent horizontal relative diffusivity, kD(l), than those reported by Okubo (1970), while the wind- and buoyancy forced case shows a good agreement with Okubo's diffusivity amplitude, and scaling consistent with Richardson's 4/3rd law, kD(l) l4/3. The modelling results provide a framework for measuring material dispersion by mixed layer flow in future observational programs.

Material transport in a convective surface mixed layer under weak wind forcing

NASA Astrophysics Data System (ADS)

Mensa, Jean A.; Özgökmen, Tamay M.; Poje, Andrew C.; Imberger, Jörg

2015-12-01

Flows in the upper ocean mixed layer are responsible for the transport and dispersion of biogeochemical tracers, phytoplankton and buoyant pollutants, such as hydrocarbons from an oil spill. Material dispersion in mixed layer flows subject to diurnal buoyancy forcing and weak winds (| u10 | = 5m s-1) are investigated using a non-hydrostatic model. Both purely buoyancy-forced and combined wind- and buoyancy-forced flows are sampled using passive tracers, as well as 2D and 3D particles to explore characteristics of horizontal and vertical dispersion. It is found that the surface tracer patterns are determined by the convergence zones created by convection cells within a time scale of just a few hours. For pure convection, the results displayed the classic signature of Rayleigh-Benard cells. When combined with a wind stress, the convective cells become anisotropic in that the along-wind length scale gets much larger than the cross-wind scale. Horizontal relative dispersion computed by sampling the flow fields using both 2D and 3D passive particles is found to be consistent with the Richardson regime. Relative dispersion is an order of magnitude higher and 2D surface releases transition to Richardson regime faster in the wind-forced case. We also show that the buoyancy-forced case results in significantly lower amplitudes of scale-dependent horizontal relative diffusivity, kD(ℓ), than those reported by Okubo (1970), while the wind- and buoyancy-forced case shows a good agreement with Okubo's diffusivity amplitude, and the scaling is consistent with Richardson's 4/3rd law, kD ∼ ℓ4/3. These modeling results provide a framework for measuring material dispersion by mixed layer flows in future observational programs.

Using Fluid Dynamics and Field Experiments to Improve Vehicle-based Wind Measurements for Environmental Monitoring

NASA Astrophysics Data System (ADS)

Hanlon, T.; Bourlon, E.; Jensen, N.; Risk, D. A.

2017-12-01

Vehicle-based measurements of wind speed and direction are presently used for a range of applications, including gas plume detection. Theoretically, vehicle-based measurements could also be integrated with fixed-site measurements to add spatial richness in weather and atmospheric observing systems, but the quality and accuracy of such measurements is currently not well understood. Our research objective for this field-simulation study was to understand how anemometer placement and the vehicle's external air flow field affect measurement accuracy of vehicle-mounted anemometers. We used a truck-mounted anemometer to investigate wind measurements at different vehicle speeds and anemometer placements. We conducted field tests on a square 3.2 km route in flat, treeless terrain and positioned stationary sonic anemometers at each corner. We drove the route in replicate under varying wind conditions and vehicle speeds, and with multiple sonic anemometer placements on the vehicle. The vehicle-based anemometer measurements were corrected to remove the vehicle speed and course vector. In the lab, Computational Fluid Dynamic (CFD) simulations were generated in Ansys FLUENT to model the external flow fields at the locations of measurement under varying vehicle speed and yaw angle. In field trials we observed that vehicle-based measurements differed from stationary measurements by a different magnitude in each of the upwind, downwind and crosswind directions. The difference from stationary anemometers increased with vehicle speed, suggesting the vehicle's flow field does indeed impact the accuracy of vehicle-based anemometer measurements. We used the CFD simulations to develop a quantitative understanding of fluid flow around the vehicle, and to develop speed-based corrections that were applied to the field data. We were also able to make recommendations for anemometer placement. This study demonstrates the importance of applying aerodynamics-based correction factors to vehicle based wind measurements.

Information Requirements for Supervisory Air Traffic Controllers in Support of a Wake Vortex Departure System

NASA Technical Reports Server (NTRS)

Lohr, Gary W.; Williams, Daniel M.; Trujillo, Anna C.

2008-01-01

Closely Space Parallel Runway (CSPR) configurations are capacity limited for departures due to the requirement to apply wake vortex separation standards from traffic departing on the adjacent parallel runway. To mitigate the effects of this constraint, a concept focusing on wind dependent departure operations has been developed, known as the Wake Turbulence Mitigation for Departures (WTMD). This concept takes advantage of the fact that crosswinds of sufficient velocity blow wakes generated by aircraft departing from the downwind runway away from the upwind runway. Consequently, under certain conditions, wake separations on the upwind runway would not be required based on wakes generated by aircraft on the downwind runway, as is currently the case. It follows that information requirements, and sources for this information, would need to be determined for airport traffic control tower (ATCT) supervisory personnel who would be charged with decisions regarding use of the procedure. To determine the information requirements, data were collected from ATCT supervisors and controller-in-charge qualified individuals at Lambert-St. Louis International Airport (STL) and George Bush Houston Intercontinental Airport (IAH). STL and IAH were chosen as data collection sites based on the implementation of a WTMD prototype system, operating in shadow mode, at these locations. The 17 total subjects (STL: 5, IAH: 12) represented a broad-base of air traffic experience. Results indicated that the following information was required to support the conduct of WTMD operations: current and forecast weather information, current and forecast traffic demand and traffic flow restrictions, and WTMD System status information and alerting. Subjects further indicated that the requisite information is currently available in the tower cab with the exception of the WTMD status and alerting. Subjects were given a demonstration of a display supporting the prototype systems and unanimously stated that the WTMD status information they felt important was represented. Overwhelmingly, subjects felt that approving, monitoring and terminating the WTMD procedure could be integrated into their supervisory workload.

Instrumentation and measurement strategy for the NOAA SENEX aircraft campaign as part of the Southeast Atmosphere Study 2013

NASA Astrophysics Data System (ADS)

Warneke, Carsten; Trainer, Michael; de Gouw, Joost A.; Parrish, David D.; Fahey, David W.; Ravishankara, A. R.; Middlebrook, Ann M.; Brock, Charles A.; Roberts, James M.; Brown, Steven S.; Neuman, Jonathan A.; Lerner, Brian M.; Lack, Daniel; Law, Daniel; Hübler, Gerhard; Pollack, Iliana; Sjostedt, Steven; Ryerson, Thomas B.; Gilman, Jessica B.; Liao, Jin; Holloway, John; Peischl, Jeff; Nowak, John B.; Aikin, Kenneth C.; Min, Kyung-Eun; Washenfelder, Rebecca A.; Graus, Martin G.; Richardson, Mathew; Markovic, Milos Z.; Wagner, Nick L.; Welti, André; Veres, Patrick R.; Edwards, Peter; Schwarz, Joshua P.; Gordon, Timothy; Dube, William P.; McKeen, Stuart A.; Brioude, Jerome; Ahmadov, Ravan; Bougiatioti, Aikaterini; Lin, Jack J.; Nenes, Athanasios; Wolfe, Glenn M.; Hanisco, Thomas F.; Lee, Ben H.; Lopez-Hilfiker, Felipe D.; Thornton, Joel A.; Keutsch, Frank N.; Kaiser, Jennifer; Mao, Jingqiu; Hatch, Courtney D.

2016-07-01

Natural emissions of ozone-and-aerosol-precursor gases such as isoprene and monoterpenes are high in the southeastern US. In addition, anthropogenic emissions are significant in the southeastern US and summertime photochemistry is rapid. The NOAA-led SENEX (Southeast Nexus) aircraft campaign was one of the major components of the Southeast Atmosphere Study (SAS) and was focused on studying the interactions between biogenic and anthropogenic emissions to form secondary pollutants. During SENEX, the NOAA WP-3D aircraft conducted 20 research flights between 27 May and 10 July 2013 based out of Smyrna, TN. Here we describe the experimental approach, the science goals and early results of the NOAA SENEX campaign. The aircraft, its capabilities and standard measurements are described. The instrument payload is summarized including detection limits, accuracy, precision and time resolutions for all gas-and-aerosol phase instruments. The inter-comparisons of compounds measured with multiple instruments on the NOAA WP-3D are presented and were all within the stated uncertainties, except two of the three NO2 measurements. The SENEX flights included day- and nighttime flights in the southeastern US as well as flights over areas with intense shale gas extraction (Marcellus, Fayetteville and Haynesville shale). We present one example flight on 16 June 2013, which was a daytime flight over the Atlanta region, where several crosswind transects of plumes from the city and nearby point sources, such as power plants, paper mills and landfills, were flown. The area around Atlanta has large biogenic isoprene emissions, which provided an excellent case for studying the interactions between biogenic and anthropogenic emissions. In this example flight, chemistry in and outside the Atlanta plumes was observed for several hours after emission. The analysis of this flight showcases the strategies implemented to answer some of the main SENEX science questions.

Mesoscale Features and Cloud Organization on 10-12 December 1978 over the South China Sea.

NASA Astrophysics Data System (ADS)

Warner, Charles

1982-07-01

Aircraft data from Winter MONEX have been combined with other data to study mesoscale features, and organization of cumulus clouds, on 10-12 December 1978. A moderate cold surge in the northeasterly monsoon flow, toward cloudiness in an equatorial trough off Borneo, peaked on 11 December.Clouds in the northeasterly monsoon flow were similar to those in the trades, with variations in convective regime on length scales on the order of 100 km. Marked mid-tropospheric subsidence was accompanied by low-level divergence near 20°N. During 10 December, anvil clouds near Borneo expanded; cumulus congestus and cumulonimbus formed on the periphery of this area. The approach of the low-level northeasterlies to the area of anvils was marked by a diminution of subsidence, conditional instability, and a weak field of low-level convergence, with randomly organized cumulus of increasing height. A low-level easterly jet was found in this transition zone, downstream from cloudiness over the Philippines. South of Vietnam, a clear area was associated with low air temperatures, and not subsidence. Congestus and cumulonimbus clouds formed near the eastern coast of the Malay Peninsula.Cloud streets were seen from latitude 19°N to the Malaysian coast (with a break south of Vietnam). These clouds were confined below the level of an inflection point in the profile of winds normal to the street direction. Greatest spacings of streets occurred with greatest vertical shears of the cross-winds. Cloud number densities were more closely related to the instability of the vertical stratification than to any other parameter.Cross-wind organization of clouds occurred in circumstances of unstable, stratification and apparently of net ascent. Alignment of clouds was at an angle to the directions of both winds and vertical wind shears. It is inferred that when convergence was strong, deep clouds occurred along lines of convergence in the surface streamlines.

Instrumentation and Measurement Strategy for the NOAA SENEX Aircraft Campaign as Part of the Southeast Atmosphere Study 2013

PubMed Central

Warneke, C.; Trainer, M.; de Gouw, J.A.; Parrish, D.D.; Fahey, D.W.; Ravishankara, A.R.; Middlebrook, A.M.; Brock, C.A.; Roberts, J.M.; Brown, S.S.; Neuman, J.A.; Lerner, B.M.; Lack, D.; Law, D.; Hübler, G.; Pollack, I.; Sjostedt, S.; Ryerson, T.B.; Gilman, J.B.; Liao, J.; Holloway, J.; Peischl, J.; Nowak, J.B.; Aikin, K.; Min, K.-E.; Washenfelder, R.A.; Graus, M.G.; Richardson, M.; Markovic, M.Z.; Wagner, N.L.; Welti, A.; Veres, P.R.; Edwards, P.; Schwarz, J.P.; Gordon, T.; Dube, W.P.; McKeen, S.; Brioude, J.; Ahmadov, R.; Bougiatioti, A.; Lin, J.J.; Nenes, A.; Wolfe, G.M.; Hanisco, T.F.; Lee, B.H.; Lopez-Hilfiker, F.D.; Thornton, J.A.; Keutsch, F.N.; Kaiser, J.; Mao, J.; Hatch, C.

2018-01-01

Natural emissions of ozone-and-aerosol-precursor gases such as isoprene and monoterpenes are high in the southeast of the US. In addition, anthropogenic emissions are significant in the Southeast US and summertime photochemistry is rapid. The NOAA-led SENEX (Southeast Nexus) aircraft campaign was one of the major components of the Southeast Atmosphere Study (SAS) and was focused on studying the interactions between biogenic and anthropogenic emissions to form secondary pollutants. During SENEX, the NOAA WP-3D aircraft conducted 20 research flights between 27 May and 10 July 2013 based out of Smyrna, TN. Here we describe the experimental approach, the science goals and early results of the NOAA SENEX campaign. The aircraft, its capabilities and standard measurements are described. The instrument payload is summarized including detection limits, accuracy, precision and time resolutions for all gas-and-aerosol phase instruments. The inter-comparisons of compounds measured with multiple instruments on the NOAA WP-3D are presented and were all within the stated uncertainties, except two of the three NO2 measurements. The SENEX flights included day- and nighttime flights in the Southeast as well as flights over areas with intense shale gas extraction (Marcellus, Fayetteville and Haynesville shale). We present one example flight on 16 June 2013, which was a daytime flight over the Atlanta region, where several crosswind transects of plumes from the city and nearby point sources, such as power plants, paper mills and landfills, were flown. The area around Atlanta has large biogenic isoprene emissions, which provided an excellent case for studying the interactions between biogenic and anthropogenic emissions. In this example flight, chemistry in and outside the Atlanta plumes was observed for several hours after emission. The analysis of this flight showcases the strategies implemented to answer some of the main SENEX science questions. PMID:29619117

Analytical Assessment of Simultaneous Parallel Approach Feasibility from Total System Error

NASA Technical Reports Server (NTRS)

Madden, Michael M.

2014-01-01

In a simultaneous paired approach to closely-spaced parallel runways, a pair of aircraft flies in close proximity on parallel approach paths. The aircraft pair must maintain a longitudinal separation within a range that avoids wake encounters and, if one of the aircraft blunders, avoids collision. Wake avoidance defines the rear gate of the longitudinal separation. The lead aircraft generates a wake vortex that, with the aid of crosswinds, can travel laterally onto the path of the trail aircraft. As runway separation decreases, the wake has less distance to traverse to reach the path of the trail aircraft. The total system error of each aircraft further reduces this distance. The total system error is often modeled as a probability distribution function. Therefore, Monte-Carlo simulations are a favored tool for assessing a "safe" rear-gate. However, safety for paired approaches typically requires that a catastrophic wake encounter be a rare one-in-a-billion event during normal operation. Using a Monte-Carlo simulation to assert this event rarity with confidence requires a massive number of runs. Such large runs do not lend themselves to rapid turn-around during the early stages of investigation when the goal is to eliminate the infeasible regions of the solution space and to perform trades among the independent variables in the operational concept. One can employ statistical analysis using simplified models more efficiently to narrow the solution space and identify promising trades for more in-depth investigation using Monte-Carlo simulations. These simple, analytical models not only have to address the uncertainty of the total system error but also the uncertainty in navigation sources used to alert an abort of the procedure. This paper presents a method for integrating total system error, procedure abort rates, avionics failures, and surveillance errors into a statistical analysis that identifies the likely feasible runway separations for simultaneous paired approaches.

The three-dimensional flight of red-footed boobies: adaptations to foraging in a tropical environment?

PubMed Central

Weimerskirch, H.; Le Corre, M.; Ropert-Coudert, Y.; Kato, A.; Marsac, F.

2005-01-01

In seabirds a broad variety of morphologies, flight styles and feeding methods exist as an adaptation to optimal foraging in contrasted marine environments for a wide variety of prey types. Because of the low productivity of tropical waters it is expected that specific flight and foraging techniques have been selected there, but very few data are available. By using five different types of high-precision miniaturized logger (global positioning systems, accelerometers, time depth recorders, activity recorders, altimeters) we studied the way a seabird is foraging over tropical waters. Red-footed boobies are foraging in the day, never foraging at night, probably as a result of predation risks. They make extensive use of wind conditions, flying preferentially with crosswinds at median speed of 38 km h−1, reaching highest speeds with tail winds. They spent 66% of the foraging trip in flight, using a flap–glide flight, and gliding 68% of the flight. Travelling at low costs was regularly interrupted by extremely active foraging periods where birds are very frequently touching water for landing, plunge diving or surface diving (30 landings h−1). Dives were shallow (maximum 2.4 m) but frequent (4.5 dives h−1), most being plunge dives. While chasing for very mobile prey like flying fishes, boobies have adopted a very active and specific hunting behaviour, but the use of wind allows them to reduce travelling cost by their extensive use of gliding. During the foraging and travelling phases birds climb regularly to altitudes of 20–50 m to spot prey or congeners. During the final phase of the flight, they climb to high altitudes, up to 500 m, probably to avoid attacks by frigatebirds along the coasts. This study demonstrates the use by boobies of a series of very specific flight and activity patterns that have probably been selected as adaptations to the conditions of tropical waters. PMID:15875570

Quantification of Greenhouse Gas Emission Rates from strong Point Sources by Airborne IPDA-Lidar Measurements: Methodology and Experimental Results

NASA Astrophysics Data System (ADS)

Ehret, G.; Amediek, A.; Wirth, M.; Fix, A.; Kiemle, C.; Quatrevalet, M.

2016-12-01

We report on a new method and on the first demonstration to quantify emission rates from strong greenhouse gas (GHG) point sources using airborne Integrated Path Differential Absorption (IPDA) Lidar measurements. In order to build trust in the self-reported emission rates by countries, verification against independent monitoring systems is a prerequisite to check the reported budget. A significant fraction of the total anthropogenic emission of CO2 and CH4 originates from localized strong point sources of large energy production sites or landfills. Both are not monitored with sufficiently accuracy by the current observation system. There is a debate whether airborne remote sensing could fill in the gap to infer those emission rates from budgeting or from Gaussian plume inversion approaches, whereby measurements of the GHG column abundance beneath the aircraft can be used to constrain inverse models. In contrast to passive sensors, the use of an active instrument like CHARM-F for such emission verification measurements is new. CHARM-F is a new airborne IPDA-Lidar devised for the German research aircraft HALO for the simultaneous measurement of the column-integrated dry-air mixing ratio of CO2 and CH4 commonly denoted as XCO2 und XCH4, respectively. It has successfully been tested in a serious of flights over Central Europe to assess its performance under various reflectivity conditions and in a strongly varying topography like the Alps. The analysis of a methane plume measured in crosswind direction of a coal mine ventilation shaft revealed an instantaneous emission rate of 9.9 ± 1.7 kt CH4 yr-1. We discuss the methodology of our point source estimation approach and give an outlook on the CoMet field experiment scheduled in 2017 for the measurement of anthropogenic and natural GHG emissions by a combination of active and passive remote sensing instruments on research aircraft.

A Piloted Simulator Evaluation of Transport Aircraft Rudder Pedal Force/Feel Characteristics

NASA Technical Reports Server (NTRS)

Stewart, Eric C.

2008-01-01

A piloted simulation study has been conducted in a fixed-base research simulator to assess the directional handling qualities for various rudder pedal feel characteristics for commercial transport airplanes. That is, the effects of static pedal force at maximum pedal travel, breakout force, and maximum pedal travel on handling qualities were studied. An artificial maneuver with a severe lateral wind shear and requiring runway tracking at an altitude of 50 feet in a crosswind was used to fully exercise the rudder pedals. Twelve active airline pilots voluntarily participated in the study and flew approximately 500 maneuvers. The pilots rated the maneuver performance with various rudder pedal feel characteristics using the Cooper- Harper rating scale. The test matrix had 15 unique combinations of the 3 static pedal feel characteristics. A 10-term, second-order equation for the Cooper-Harper pilot rating as a function of the 3 independent pedal feel parameters was fit to the data. The test matrix utilized a Central Composite Design that is very efficient for fitting an equation of this form. The equation was used to produce contour plots of constant pilot ratings as a function of two of the parameters with the third parameter held constant. These contour plots showed regions of good handling qualities as well as regions of degraded handling qualities. In addition, a numerical equation solver was used to predict the optimum parameter values (those with the lowest pilot rating). Quantitative pilot performance data were also analyzed. This analysis found that the peak values of the cross power spectra of the pedal force and heading angle could be used to quantify the tendency toward directional pilot induced oscillations (PIO). Larger peak values of the cross power spectra were correlated with larger (degraded) Cooper-Harper pilot ratings. Thus, the subjective data (Cooper-Harper pilot ratings) were consistent with the objective data (peak values of the cross power spectra).

The Influence of Atmospheric Stability on Wind Drift from Ultra-Low-volume Aerial Forest Spray Applications.

NASA Astrophysics Data System (ADS)

Crabbe, R. S.; McCooeye, M.; Mickle, R. E.

1994-04-01

Measurements of drift cloud mass from 11 cases selected from a study of wind-borne droplet drift from ultra low-volume aerial spray applications over northern Ontario forests are presented as a function of atmospheric stability. Six swaths were overlaid onto a flight line in 30 min to obtain ensemble-averaged data from rotary atomizer emissions from an agricultural spray plane flying at about 21 and 26 m above ground level. The estimated volume median diameters of the spray were 100 µm for the 21-m height and 70 µm for the 26-m height. The mass of spray material in the drift cloud was measured at 400, 1200, and 2200 m downwind of the (crosswind) flight line using Rotorods' suspended from tethered blimps. Wind speed at aircraft height varied from 2 to 5 m s1 and meteorological conditions varied from moderately stable to moderately unstable.Analysis of the data revealed that 35% more drift occurred in stable than in unstable conditions. The lowest drift was measured when the aircraft was flown in the morning mixing layer beneath a low capping inversion. Under thee conditions, only 18% of the emission drifted put 400 m downwind and 10% past 1200 m. The highest drift occurred in moderately stable flow, 71% past 400 m and 50% past 2200 m in 3 m s1 wind speeds and, in slightly stable flow, 77% past 400 m and 27% past 2200 m in 5 m s1 wind speeds.Within experimental error, little difference was observed between wind drift of the 100-µm-diameter droplets and the 70-µm-diameter droplets past 400 m downwind although farther downwind, drift from the larger-droplet emission was less. This difference is discussed in terms of the descent rate of the aircraft vortex wake in stable conditions.

MASCOT - MATLAB Stability and Control Toolbox

NASA Technical Reports Server (NTRS)

Kenny, Sean; Crespo, Luis

2011-01-01

MASCOT software was created to provide the conceptual aircraft designer accurate predictions of air vehicle stability and control characteristics. The code takes as input mass property data in the form of an inertia tensor, aerodynamic loading data, and propulsion (i.e. thrust) loading data. Using fundamental non-linear equations of motion, MASCOT then calculates vehicle trim and static stability data for any desired flight condition. Common predefined flight conditions are included. The predefined flight conditions include six horizontal and six landing rotation conditions with varying options for engine out, crosswind and sideslip, plus three takeoff rotation conditions. Results are displayed through a unique graphical interface developed to provide stability and control information to the conceptual design engineers using a qualitative scale indicating whether the vehicle has acceptable, marginal, or unacceptable static stability characteristics. This software allows the user to prescribe the vehicle s CG location, mass, and inertia tensor so that any loading configuration between empty weight and maximum take-off weight can be analyzed. The required geometric and aerodynamic data as well as mass and inertia properties may be entered directly, passed through data files, or come from external programs such as Vehicle Sketch Pad (VSP). The current version of MASCOT has been tested with VSP used to compute the required data, which is then passed directly into the program. In VSP, the vehicle geometry is created and manipulated. The aerodynamic coefficients, stability and control derivatives, are calculated using VorLax, which is now available directly within VSP. MASCOT has been written exclusively using the technical computing language MATLAB . This innovation is able to bridge the gap between low-fidelity conceptual design and higher-fidelity stability and control analysis. This new tool enables the conceptual design engineer to include detailed static stability and trim constraints in the conceptual design loop. The unique graphical interface developed for this tool presents the stability data in a format that is understandable by the conceptual designer, yet also provides the detailed quantitative results if desired.

The three-dimensional flight of red-footed boobies: adaptations to foraging in a tropical environment?

PubMed

Weimerskirch, H; Le Corre, M; Ropert-Coudert, Y; Kato, A; Marsac, F

2005-01-07

In seabirds a broad variety of morphologies, flight styles and feeding methods exist as an adaptation to optimal foraging in contrasted marine environments for a wide variety of prey types. Because of the low productivity of tropical waters it is expected that specific flight and foraging techniques have been selected there, but very few data are available. By using five different types of high-precision miniaturized logger (global positioning systems, accelerometers, time depth recorders, activity recorders, altimeters) we studied the way a seabird is foraging over tropical waters. Red-footed boobies are foraging in the day, never foraging at night, probably as a result of predation risks. They make extensive use of wind conditions, flying preferentially with crosswinds at median speed of 38 km h(-1), reaching highest speeds with tail winds. They spent 66% of the foraging trip in flight, using a flap-glide flight, and gliding 68% of the flight. Travelling at low costs was regularly interrupted by extremely active foraging periods where birds are very frequently touching water for landing, plunge diving or surface diving (30 landings h(-1)). Dives were shallow (maximum 2.4 m) but frequent (4.5 dives h(-1)), most being plunge dives. While chasing for very mobile prey like flying fishes, boobies have adopted a very active and specific hunting behaviour, but the use of wind allows them to reduce travelling cost by their extensive use of gliding. During the foraging and travelling phases birds climb regularly to altitudes of 20-50 m to spot prey or congeners. During the final phase of the flight, they climb to high altitudes, up to 500 m, probably to avoid attacks by frigatebirds along the coasts. This study demonstrates the use by boobies of a series of very specific flight and activity patterns that have probably been selected as adaptations to the conditions of tropical waters.

Instrumentation and Measurement Strategy for the NOAA SENEX Aircraft Campaign as Part of the Southeast Atmosphere Study 2013

NASA Technical Reports Server (NTRS)

Warneke, C.; Trainer, M.; de Gouw, J. A.; Parrish, D. D.; Fahey, D. W.; Ravishankara, A. R.; Middlebrook, A. M.; Brock, C. A.; Roberts, J. M.; Brown, S. S.;

Instrumentation and Measurement Strategy for the NOAA SENEX Aircraft Campaign as Part of the Southeast Atmosphere Study 2013.

PubMed

Warneke, C; Trainer, M; de Gouw, J A; Parrish, D D; Fahey, D W; Ravishankara, A R; Middlebrook, A M; Brock, C A; Roberts, J M; Brown, S S; Neuman, J A; Lerner, B M; Lack, D; Law, D; Hübler, G; Pollack, I; Sjostedt, S; Ryerson, T B; Gilman, J B; Liao, J; Holloway, J; Peischl, J; Nowak, J B; Aikin, K; Min, K-E; Washenfelder, R A; Graus, M G; Richardson, M; Markovic, M Z; Wagner, N L; Welti, A; Veres, P R; Edwards, P; Schwarz, J P; Gordon, T; Dube, W P; McKeen, S; Brioude, J; Ahmadov, R; Bougiatioti, A; Lin, J J; Nenes, A; Wolfe, G M; Hanisco, T F; Lee, B H; Lopez-Hilfiker, F D; Thornton, J A; Keutsch, F N; Kaiser, J; Mao, J; Hatch, C

2016-01-01

Natural emissions of ozone-and-aerosol-precursor gases such as isoprene and monoterpenes are high in the southeast of the US. In addition, anthropogenic emissions are significant in the Southeast US and summertime photochemistry is rapid. The NOAA-led SENEX (Southeast Nexus) aircraft campaign was one of the major components of the Southeast Atmosphere Study (SAS) and was focused on studying the interactions between biogenic and anthropogenic emissions to form secondary pollutants. During SENEX, the NOAA WP-3D aircraft conducted 20 research flights between 27 May and 10 July 2013 based out of Smyrna, TN. Here we describe the experimental approach, the science goals and early results of the NOAA SENEX campaign. The aircraft, its capabilities and standard measurements are described. The instrument payload is summarized including detection limits, accuracy, precision and time resolutions for all gas-and-aerosol phase instruments. The inter-comparisons of compounds measured with multiple instruments on the NOAA WP-3D are presented and were all within the stated uncertainties, except two of the three NO 2 measurements. The SENEX flights included day- and nighttime flights in the Southeast as well as flights over areas with intense shale gas extraction (Marcellus, Fayetteville and Haynesville shale). We present one example flight on 16 June 2013, which was a daytime flight over the Atlanta region, where several crosswind transects of plumes from the city and nearby point sources, such as power plants, paper mills and landfills, were flown. The area around Atlanta has large biogenic isoprene emissions, which provided an excellent case for studying the interactions between biogenic and anthropogenic emissions. In this example flight, chemistry in and outside the Atlanta plumes was observed for several hours after emission. The analysis of this flight showcases the strategies implemented to answer some of the main SENEX science questions.

Aerial dispersal of particles emitted inside plant canopies: Application to the spread of plant diseases

NASA Astrophysics Data System (ADS)

Pan, Ying

This work combines numerical, experimental, and theoretical methods to investigate the dispersion of particles inside and above plant canopies. The large-eddy simulation (LES) approach is used to reproduce turbulence statistics and three-dimensional particle dispersion within the canopy roughness sublayer. The Eulerian description of conservation laws of fluid momentum and particle concentration implies that the continuous concentration field is advected by the continuous flow field. Within the canopy, modifications are required for the filtered momentum and concentration equations, because spatial filtering of flow variables and concentration field is inapplicable to a control volume consisting of both fluid and solid elements. In this work, the canopy region is viewed as a space occupied by air only. The sink of airflow momentum induced by forces acting on the surfaces of canopy elements is parameterized as a non-conservative virtual body force that dissipates the kinetic energy of the air. This virtual body force must reflect the characteristic of the surface forces exerted by canopy elements within the control volume, and is parameterized as a "drag force" following standard practice in LES studies. Specifically, the "drag force" is calculated as a product of a drag coefficient, the projected leaf area density, and the square of velocity. Using a constant drag coefficient, this model allows first-order accuracy in reproducing the vertically integrated sink of momentum within the canopy layer for airflows of high Reynolds number. The corresponding LES results of first- and second-order turbulence statistics are in good agreement with experimental data obtained in the field interior, within and just above mature maize canopies. However, the distribution of momentum sink among weak and strong events has not been well reproduced, inferred from the significant underestition of streamwise and vertical velocity skewness as well as the fractions of vertical momentum flux transported by strong events. Using a velocity-dependent drag coefficient that accounts for the effect of plant reconfiguration, the "drag force" model leads to LES results of streamwise and vertical velocity skewness as well as the fractions of vertical momentum flux transported by strong events in better agreement with field experimental data. The link between plant reconfiguration and turbulence dynamics within the canopy roughness sublayer is further investigated. The "reconfiguration drag model" using velocity-dependent drag coefficient is revised to incorporate a theoretical model of the force balance on individual crosswind blades. In the LES, the dimension and degree of the reconfiguration of canopy elements affect the magnitude and position of peak streamwise velocity skewness within the canopy as well as the fractions of vertical momentum flux transported by strong events. The streamwise velocity skewness is shown to be related to the penetration of strong events into the canopy, which is associated with the passage of canopy-scale coherent eddies. With the profile of mean vertical momentum flux constrained by field experimental data, changing the model of drag coefficient induces negligible changes in the vertically integrated "drag force" within the canopy layer. Consequently, first- and second-order turbulence statistics remain approximately the same. However, enhancing the rate of decrease of drag coefficient with increasing velocity increases the streamwise and vertical velocity skewness, the fractions of vertical momentum flux transported by strong events, as well as the ratio between vertical momentum flux transported by relatively strong head-down "sweeps" and relatively weak head-up "ejections." These results confirmed the inadequacy of describing the effects of canopy-scale coherent structures using just first- and second-order turbulence statistics. The filtered concentration equation is applied to the dispersion of particles within the canopy roughness sublayer, assuming that a virtual continuous concentration field is advected by a virtual continuous velocity field. A canopy deposition model is used to model the sink of particle concentration associated with the impaction, sedimentation, retention, and re-entrainment of particles on the surfaces of canopy elements. LES results of mean particle concentration field and mean ground deposition rate were evaluated against data obtained during an artificial continuous point-source release experiment. Accounting for the effect of reconfiguration by using a velocity dependent drag coefficient leads to better agreement between LES results and field experimental data of the mean particle concentration field, suggesting the importance of reproducing the distribution of momentum sink among weak and strong events for reproducing the dispersion of particles. LES results obtained using a velocity-dependent drag coefficient are analyzed to estimate essential properties for the occurrence of plant disease epidemics. The most interesting finding is that an existing analytical function can be used to model the crosswind-integrated mean concentration field above the canopy normalized by the escape fraction for particles released from the field interior. (Abstract shortened by ProQuest.).

Implementation of a Single-Stage-To-Orbit (SSTO) model for stability and control analysis

NASA Astrophysics Data System (ADS)

Ingalls, Stephen A.

1995-07-01

Three NASA centers: Marshall Space Flight Center (MSFC), Langley Research Center (LaRC), and Johnson Space Center (JSC) are currently involved in studying a family of single-stage- and two-stage-to-orbit (SSTO/TSTO) vehicles to serve as the next generation space transportation system (STS). A rocketed winged-body is the current focus. The configuration (WB001) is a vertically-launched, horizontally-landing system with circular cross-section. Preliminary aerodynamic data was generated by LaRC and is a combination of wind-tunnel data, empirical methods, and Aerodynamic Preliminary Analysis System-(APAS) generated values. JSC's efforts involve descent trajectory design, stability analysis, and flight control system synthesis. Analysis of WB001's static stability indicates instability in 'tuck' (C(sub mu) less than 0: Mach = 0.30, alpha greater than 3.25 deg; Mach = 0.60, alpha greater than 8.04), an unstable dihedral effects (C(sub l(beta)) greater than 0: Mach = 30,alpha less than 12 deg.; Mach = 0.60, alpha less than 10.00 deg.), and, most significantly, an unstable weathercock stability derivative, C(sub n(beta)), at all angles of attack and subsonic Mach numbers. Longitudinal trim solutions for Mach = 0.30 and 0.60 indicate flight path angle possibilities ranging from around 12 (M = 0.30) to slightly over 20 degrees at Mach = 0.60. Trim angles of attack increase from 6.24 at Mach 0.60 and 10,000 feet to 17.7 deg. at Mach 0.30, sea-level. Lateral trim was attempted for a design cross-wind of 25.0 knots. The current vehicle aerodynamic and geometric characteristics will only yield a lateral trim solution at impractical tip-fin deflections (approximately equal to 43 deg.) and bank angles (21 deg.). A study of the lateral control surfaces, tip-fin controllers for WB001, indicate increased surface area would help address these instabilities, particularly the deficiency in C(sub n(beta)), but obviously at the expense of increased vehicle weight. Growth factors of approximately 7 were determined using a design C(sub n(beta)) of 0.100/radian (approximate subsonic values for the orbiter).

CFD-Based Design Optimization Tool Developed for Subsonic Inlet

NASA Technical Reports Server (NTRS)

1995-01-01

The traditional approach to the design of engine inlets for commercial transport aircraft is a tedious process that ends with a less-than-optimum design. With the advent of high-speed computers and the availability of more accurate and reliable computational fluid dynamics (CFD) solvers, numerical optimization processes can effectively be used to design an aerodynamic inlet lip that enhances engine performance. The designers' experience at Boeing Corporation showed that for a peak Mach number on the inlet surface beyond some upper limit, the performance of the engine degrades excessively. Thus, our objective was to optimize efficiency (minimize the peak Mach number) at maximum cruise without compromising performance at other operating conditions. Using a CFD code NPARC, the NASA Lewis Research Center, in collaboration with Boeing, developed an integrated procedure at Lewis to find the optimum shape of a subsonic inlet lip and a numerical optimization code, ADS. We used a GRAPE-based three-dimensional grid generator to help automate the optimization procedure. The inlet lip shape at the crown and the keel was described as a superellipse, and the superellipse exponents and radii ratios were considered as design variables. Three operating conditions: cruise, takeoff, and rolling takeoff, were considered in this study. Three-dimensional Euler computations were carried out to obtain the flow field. At the initial design, the peak Mach numbers for maximum cruise, takeoff, and rolling takeoff conditions were 0.88, 1.772, and 1.61, respectively. The acceptable upper limits on the takeoff and rolling takeoff Mach numbers were 1.55 and 1.45. Since the initial design provided by Boeing was found to be optimum with respect to the maximum cruise condition, the sum of the peak Mach numbers at takeoff and rolling takeoff were minimized in the current study while the maximum cruise Mach number was constrained to be close to that at the existing design. With this objective, the optimum design satisfied the upper limits at takeoff and rolling takeoff while retaining the desirable cruise performance. Further studies are being conducted to include static and cross-wind operating conditions in the design optimization procedure. This work was carried out in collaboration with Dr. E.S. Reddy of NYMA, Inc.

Aircraft loss-of-control prevention and recovery: A hybrid control strategy

NASA Astrophysics Data System (ADS)

Dongmo, Jean-Etienne Temgoua

The Complexity of modern commercial and military aircrafts has necessitated better protection and recovery systems. With the tremendous advances in computer technology, control theory and better mathematical models, a number of issues (Prevention, Reconfiguration, Recovery, Operation near critical points, ... etc) moderately addressed in the past have regained interest in the aeronautical industry. Flight envelope is essential in all flying aerospace vehicles. Typically, flying the vehicle means remaining within the flight envelope at all times. Operation outside the normal flight regime is usually subject to failure of components (Actuators, Engines, Deflection Surfaces) , pilots's mistakes, maneuverability near critical points and environmental conditions (crosswinds...) and in general characterized as Loss-Of-Control (LOC) because the aircraft no longer responds to pilot's inputs as expected. For the purpose of this work, (LOC) in aircraft is defined as the departure from the safe set (controlled flight) recognized as the maximum controllable (reachable) set in the initial flight envelope. The LOC can be reached either through failure, unintended maneuvers, evolution near irregular points and disturbances. A coordinated strategy is investigated and designed to ensure that the aircraft can maneuver safely in their constraint domain and can also recover from abnormal regime. The procedure involves the computation of the largest controllable (reachable) set (Safe set) contained in the initial prescribed envelope. The problem is posed as a reachability problem using Hamilton-Jacobi Partial Differential Equation (HJ-PDE) where a cost function is set to he minimized along trajectory departing from the given set. Prevention is then obtained by computing the controller which would allow the flight vehicle to remain in the maximum controlled set in a multi-objective set up. Then the recovery procedure is illustrated with a two-point boundary value problem. Once illustrate, a set of control strategies is designed for recovery purpose ranging from nonlinear smooth regulators with Hamilton Jacobi-Hellman (HJB) formulation to the switching controllers with High Order Sliding Mode Controllers (HOSMC). A coordinated strategy known as a high level supervisor is then implemented using the multi-models concept where models operate in specified safe regions of the state space.

The Effect of Large Scale Salinity Gradient on Langmuir Turbulence

NASA Astrophysics Data System (ADS)

Fan, Y.; Jarosz, E.; Yu, Z.; Jensen, T.; Sullivan, P. P.; Liang, J.

2017-12-01

Langmuir circulation (LC) is believed to be one of the leading order causes of turbulent mixing in the upper ocean. It is important for momentum and heat exchange across the mixed layer (ML) and directly impact the dynamics and thermodynamics in the upper ocean and lower atmosphere including the vertical distributions of chemical, biological, optical, and acoustic properties. Based on Craik and Leibovich (1976) theory, large eddy simulation (LES) models have been developed to simulate LC in the upper ocean, yielding new insights that could not be obtained from field observations and turbulent closure models. Due its high computational cost, LES models are usually limited to small domain sizes and cannot resolve large-scale flows. Furthermore, most LES models used in the LC simulations use periodic boundary conditions in the horizontal direction, which assumes the physical properties (i.e. temperature and salinity) and expected flow patterns in the area of interest are of a periodically repeating nature so that the limited small LES domain is representative for the larger area. Using periodic boundary condition can significantly reduce computational effort in problems, and it is a good assumption for isotropic shear turbulence. However, LC is anisotropic (McWilliams et al 1997) and was observed to be modulated by crosswind tidal currents (Kukulka et al 2011). Using symmetrical domains, idealized LES studies also indicate LC could interact with oceanic fronts (Hamlington et al 2014) and standing internal waves (Chini and Leibovich, 2005). The present study expands our previous LES modeling investigations of Langmuir turbulence to the real ocean conditions with large scale environmental motion that features fresh water inflow into the study region. Large scale gradient forcing is introduced to the NCAR LES model through scale separation analysis. The model is applied to a field observation in the Gulf of Mexico in July, 2016 when the measurement site was impacted by large fresh water inflow due to flooding from the Mississippi river. Model results indicate that the strong salinity gradient can reduce the mean flow in the ML and inhibit the turbulence in the planetary boundary layer. The Langmuir cells are also rotated clockwise by the pressure gradient.

Two Optical Atmospheric Remote Sensing Techniques and AN Associated Analytic Solution to a Class of Integral Equations

NASA Astrophysics Data System (ADS)

Manning, Robert Michael

This work concerns itself with the analysis of two optical remote sensing methods to be used to obtain parameters of the turbulent atmosphere pertinent to stochastic electromagnetic wave propagation studies, and the well -posed solution to a class of integral equations that are central to the development of these remote sensing methods. A remote sensing technique is theoretically developed whereby the temporal frequency spectrum of the scintillations of a stellar source or a point source within the atmosphere, observed through a variable radius aperture, is related to the space-time spectrum of atmospheric scintillation. The key to this spectral remote sensing method is the spatial filtering performed by a finite aperture. The entire method is developed without resorting to a priori information such as results from stochastic wave propagation theory. Once the space-time spectrum of the scintillations is obtained, an application of known results of atmospheric wave propagation theory and simple geometric considerations are shown to yield such important information such as the spectrum of atmospheric turbulence, the cross-wind velocity, and the path profile of the atmospheric refractive index structure parameter. A method is also developed to independently verify the Taylor frozen flow hypothesis. The success of the spectral remote sensing method relies on the solution to a Fredholm integral equation of the first kind. An entire class of such equations, that are peculiar to inverse diffraction problems, is studied and a well-posed solution (in the sense of Hadamard) is obtained and probed. Conditions of applicability are derived and shown not to limit the useful operating range of the spectral remote sensing method. The general integral equation solution obtained is then applied to another remote sensing problem having to do with the characterization of the particle size distribution to atmospheric aerosols and hydrometeors. By measuring the diffraction pattern in the focal plane of a lens created by the passage of a laser beam through a distribution of particles, it is shown that the particle-size distribution of the particles can be obtained. An intermediate result of the analysis also gives the total volume concentration of the particles.

Trajectory and Relative Dispersion Case Studies and Statistics from the Green River Mesoscale Deformation, Dispersion, and Dissipation Program

NASA Astrophysics Data System (ADS)

Niemann, Brand Lee

A major field program to study beta-mesoscale transport and dispersion over complex mountainous terrain was conducted during 1969 with the cooperation of three government agencies at the White Sands Missile Range in central Utah. The purpose of the program was to measure simultaneously on a large number of days the synoptic and mesoscale wind fields, the relative dispersion between pairs of particle trajectories and the rate of small scale turbulence dissipation. The field program included measurements during more than 60 days in the months of March, June, and November. The large quantity of data generated from this program has been processed and analyzed to provide case studies and statistics to evaluate and refine Lagrangian variable trajectory models. The case studies selected to illustrate the complexities of mesoscale transport and dispersion over complex terrain include those with terrain blocking, lee waves, and stagnation, as well as those with large vertical wind shears and horizontal wind field deformation. The statistics of relative particle dispersion were computed and compared to the classical theories of Richardson and Batchelor and the more recent theories of Lin and Kao among others. The relative particle dispersion was generally found to increase with travel time in the alongwind and crosswind directions, but in a more oscillatory than sustained or even accelerated manner as predicted by most theories, unless substantial wind shears or finite vertical separations between particles were present. The relative particle dispersion in the vertical was generally found to be small and bounded even when substantial vertical motions due to lee waves were present because of the limiting effect of stable temperature stratification. The data show that velocity shears have a more significant effect than turbulence on relative particle dispersion and that sufficient turbulence may not always be present above the planetary boundary layer for "wind direction shear induced dispersion" to become effective horizontal dispersion by vertical mixing over the shear layer. The statistics of relative particle dispersion in the three component directions have been summarized and stratified by flow parameters for use in practical prediction problems.

Implementation of a Single-Stage-To-Orbit (SSTO) model for stability and control analysis

NASA Technical Reports Server (NTRS)

Ingalls, Stephen A.

1995-01-01

Three NASA centers: Marshall Space Flight Center (MSFC), Langley Research Center (LaRC), and Johnson Space Center (JSC) are currently involved in studying a family of single-stage- and two-stage-to-orbit (SSTO/TSTO) vehicles to serve as the next generation space transportation system (STS). A rocketed winged-body is the current focus. The configuration (WB001) is a vertically-launched, horizontally-landing system with circular cross-section. Preliminary aerodynamic data was generated by LaRC and is a combination of wind-tunnel data, empirical methods, and Aerodynamic Preliminary Analysis System-(APAS) generated values. JSC's efforts involve descent trajectory design, stability analysis, and flight control system synthesis. Analysis of WB001's static stability indicates instability in 'tuck' (C(sub mu) less than 0: Mach = 0.30, alpha greater than 3.25 deg; Mach = 0.60, alpha greater than 8.04), an unstable dihedral effects (C(sub l(beta)) greater than 0: Mach = 30,alpha less than 12 deg.; Mach = 0.60, alpha less than 10.00 deg.), and, most significantly, an unstable weathercock stability derivative, C(sub n(beta)), at all angles of attack and subsonic Mach numbers. Longitudinal trim solutions for Mach = 0.30 and 0.60 indicate flight path angle possibilities ranging from around 12 (M = 0.30) to slightly over 20 degrees at Mach = 0.60. Trim angles of attack increase from 6.24 at Mach 0.60 and 10,000 feet to 17.7 deg. at Mach 0.30, sea-level. Lateral trim was attempted for a design cross-wind of 25.0 knots. The current vehicle aerodynamic and geometric characteristics will only yield a lateral trim solution at impractical tip-fin deflections (approximately equal to 43 deg.) and bank angles (21 deg.). A study of the lateral control surfaces, tip-fin controllers for WB001, indicate increased surface area would help address these instabilities, particularly the deficiency in C(sub n(beta)), but obviously at the expense of increased vehicle weight. Growth factors of approximately 7 were determined using a design C(sub n(beta)) of 0.100/radian (approximate subsonic values for the orbiter).

Automated telemetry reveals age specific differences in flight duration and speed are driven by wind conditions in a migratory songbird.

PubMed

Mitchell, Greg W; Woodworth, Bradley K; Taylor, Philip D; Norris, D Ryan

2015-01-01

Given that winds encountered on migration could theoretically double or half the energy expenditure of aerial migrants, there should be strong selection on behaviour in relation to wind conditions aloft. However, evidence suggests that juvenile songbirds are less choosy about wind conditions at departure relative to adults, potentially increasing energy expenditure during flight. To date, there has yet to be a direct comparison of flight efficiency between free-living adult and juvenile songbirds during migration in relation to wind conditions aloft, likely because of the challenges of following known aged individual songbirds during flight. We used an automated digital telemetry array to compare the flight efficiency of adult and juvenile Savannah sparrows (Passerculus sandwichensis) as they flew nearly 100 km during two successive stages of their fall migration; a departure flight from their breeding grounds out over the ocean and then a migratory flight along a coast. Using a multilevel path modelling framework, we evaluated the effects of age, flight stage, tailwind component, and crosswind component on flight duration and groundspeed. We found that juveniles departed under wind conditions that were less supportive relative to adults and that this resulted in juveniles taking 1.4 times longer to complete the same flight trajectories as adults. We did not find an effect of age on flight duration or groundspeed after controlling for wind conditions aloft, suggesting that both age groups were flying at similar airspeeds. We also found that groundspeeds were 1.7 times faster along the coast than over the ocean given more favourable tailwinds along the coast and because birds appeared to be climbing in altitude over the ocean, diverting some energy from horizontal to vertical movement. Our results provide the first evidence that adult songbirds have considerably more efficient migratory flights than juveniles, and that this efficiency is driven by the selection of more supportive tailwind conditions aloft. We suggest that the tendency for juveniles to be less choosy about wind conditions at departure relative to adults could be adaptive if the benefits of having a more flexible departure schedule exceed the time and energy savings realized during flight with more supportive winds.

Using airborne measurements and modelling to determine the leak rate of the Elgin platform in 2012

NASA Astrophysics Data System (ADS)

Mobbs, Stephen D.; Bauguitte, Stephane J.-B.; Wellpott, Axel; O'Shea, Sebastian

2013-04-01

On the 25th March 2012 the French multinational oil and gas company Total reported a gas leak at the Elgin gas field in the North Sea following an operation on well G4 on the wellhead platform. During operations to plug and decommission the well methane leaked out which lead to the evacuation of the platform. Total made immense efforts to quickly stop the leak and on the 16th May 2012 the company announced the successful "Top kill". The UK's National Centre for Atmospheric Science (NCAS) supported the Total response to the leak with flights of the Facility for Airborne Atmospheric Measurements (FAAM) BAe-146 aircraft. Between the 3rd of April and the 4th of May five missions were flown. The FAAM aircraft was equipped with a Fast Greenhouse Gas Analyser (FGGA, Model RMT-200, Los Gatos Research Inc., US) to measure CH4 mixing ratios with an accuracy of 0.07±2.48 ppbv. The measurement strategy used followed closely NOAA's during the Deepwater Horizon (DWH) spill in the Gulf of Mexico in 2010. The basis of the method is to sample the cross-wind structure of the plume at different heights downwind of the source. The measurements were then fitted to a Gaussian dispersion model which allowed the calculation of the leak rate. The first mission was flown on the 30th March 2012 only 5 days after Total reported the leak. On this day maximum CH4 concentrations exceeded 2800 ppbv. The plume was very distinct and narrow especially near the platform (10km) and it showed almost perfect Gaussian characteristics. Further downwind the plume was split up into several filaments. On this day the CH4 leak rate was estimated to be 1.1 kg/s. Between the 1st and 2nd mission (03/04/2012) the leak rate decreased significantly to about 0.5 kg/s. From the 2nd flight onwards only a minor decrease in leak rate was calculated. The last mission - while the platform was still leaking - was flown on the 4th of May, when the leak rate was estimated to be 0.3 kg/s. The FAAM aircraft measurements delivered time-critical, actionable information that accurately quantified the Elgin leak rate and contributed directly to safe and successful operational decision making.

Fires in San Diego County Blazing

NASA Image and Video Library

2014-05-15

The single fire that ignited and split into nine separate fires still blazes in Southern California today. Firefighters are hoping for a break today (Thursday, May 15, 2014) but it doesn't look like luck may be on their side. Conditions continue to be bone dry with unseasonal heat (98-106 degrees) and the Santa Ana winds are kicking up and allowing these fires to easy jump fire lines. This particular fire started on Wednesday as a single fire and within a day is now nine separate fires which have burned close to 10,000 acres. These fires are threatening more than just landscape in San Diego county, they are also threatening homes, universities, a military base and a nuclear power plant. Day Two of the fires have seen them already destroying dozens of homes and forcing tens of thousands to evacuate. Camp Pendleton has also been partially evacuated due to the blazes as has the popular amusement park, Legoland. The Governor of California has declared a state of emergency. Thousands of firefighters are battling the flames both on the ground and in the air. Seven tankers and 20 military aircraft are also assisting the firefighters with their mission. Temperatures soaring over 100 degrees coupled with 30 mph wind gusts have severely hampered the efforts, however, and fire tornadoes have broken out. Fire tornadoes are caused by crosswinds that create a vortex and produce winds that twist and swirl just like a tornado but with flames that coil upwards in the center of the twister creating a terrifying specter. Although there is no chance of rain in the area for the next several days, the temperatures will start to subside on Friday and into the weekend. Winds are also expected to start to subside, giving firefighters that break that they so desperately need. This natural-color satellite image was collected by the Moderate Resolution Imaging Spectroradiometer (MODIS) aboard the Aqua satellite on May 14, 2014. Actively burning areas, detected by MODIS’s thermal bands, are outlined in red. Credit: NASA/GSFC/Jeff Schmaltz/MODIS Land Rapid Response Team NASA image use policy. NASA Goddard Space Flight Center enables NASA’s mission through four scientific endeavors: Earth Science, Heliophysics, Solar System Exploration, and Astrophysics. Goddard plays a leading role in NASA’s accomplishments by contributing compelling scientific knowledge to advance the Agency’s mission. Follow us on Twitter Like us on Facebook Find us on Instagram

Development of a climatological data base to help forecast cloud cover conditions for shuttle landings at the Kennedy Space Center

NASA Technical Reports Server (NTRS)

Atchison, M. Kevin

1993-01-01

The Space Shuttle is an extremely weather sensitive vehicle with very restrictive constraints for both launches and landings. The most important difference between Shuttle and normal aircraft landings is that the Shuttle has no go-around capability once it begins its decent into the earth's atmosphere. The de-orbit burn decision is generally made approximately 90 minutes before landing requiring a forecast with little room for error. Because of the Shuttle's rapid re-entry to earth, the pilot must be able to see all runway and visual navigation aids from high altitude to land the Shuttle. In addition, the heat resistant tiles which are used to protect the Shuttle during its re-entry into the earth's atmosphere are extremely sensitive to any type of precipitation. Extensive damage to these tiles could occur if the Shuttle passes through any cloud that contains precipitation size particles. To help guard against changing weather conditions or any type of weather problems that might occur prior to landing, flight rules have been developed as guidelines for all landings. Although the rules vary depending on the location of the landing (Kennedy Space Center or Edwards AFB), length of mission, and weight of vehicle, most of the rules can be condensed into 4 major groupings. These are: (1) Cloud ceilings should not be less than 3048 m (10,000 feet), (2) Visibility should not be less than 13 km (7 nm), (3) Cross-wind no greater than 5-8 m/s (10-15 knots); and (4) No showers or thunderstorms at or within 56 km (30 nm) of the Shuttle Landing Facility. This study consisted of developing a climatological database of the Shuttle Landing Facility (SLF) surface observations and performing an analysis of observed conditions one and two hours subsequent to given conditions at the SLF to help analyze the 0.2 cloud cover rule. Particular emphasis was placed on Shuttle landing weather violations and the amounts of cloud cover below 3048 m (10,000 ft.). This analysis has helped to determine the best and worst times to land the Shuttle at KSC. In addition, nomograms have been developed to help forecasters make cloud cover forecasts for End of Mission (EOM) and Return to Launch Site (RTLS) at KSC. Results of categorizing this data by month, season, time of day, and surface and upper-air wind direction are presented.

Measurement of the Flow Over Two Parallel Mountain Ridges in the Nighttime Stable Boundary Layer With Scanning Lidar Systems at the Perdigão 2017 Experiment

NASA Astrophysics Data System (ADS)

Wildmann, N.; Kigle, S.; Gerz, T.; Bell, T.; Klein, P. M.

2017-12-01

For onshore wind energy production, the highest wind potential is often found on exposed spots like hilltops, mountain ridges or escarpments with heterogeneous land cover. The understanding of the flow field in such complex terrain in the relevant heights where wind power is generated is an ongoing field of research. The German Aerospace Center (DLR) contributed to the NEWA (New European Wind Atlas) experiment in the province of Perdigão (Portugal) with three long-range Doppler wind lidar of type Leosphere Windcube-200S from May to June 2017. In the experiment, a single wind energy converter (WEC) of type Enercon E82 is situated on a forested mountain ridge. In main wind direction, which is from South-West and almost perpendicular to the ridge, a valley and then a second mountain ridge in a distance of approximately 1.4 km follow. Two of the DLR lidar instruments are placed downstream and in line with the main wind direction and the WEC. One of these instruments is placed in the valley, and the other one on the distant mountain ridge. This line-up allows coplanar scanning of the flow in the valley and over the ridge tops and thus the determination of horizontal and vertical wind components. The third DLR system, placed on the WEC ridge, and an additional scanning lidar from the University of Oklahoma, placed in the valley, are used to determine the cross-wind component of the flow. Regular flow features that were observed with this lidar setup in the six weeks of the intensive operation period are jet-like layers of high wind speeds that occur during the night from a North-Easterly direction. These jets are found to have wind speeds up to 13 m s-1 and are very variable with regards to their maximum speed, height and broadness. Depending on the Froude number of the flow, waves are forming over the two mountain ridges with either a stable wavelength that equals the mountain ridge distance, or more dynamic higher frequency oscillations. All of these flow features are highly relevant for the efficiency and lifetime of the WEC on site, because strong shear, dynamically changing winds and significant vertical wind components can be found in the rotor plane depending on the height and intensity of the jet flow. This presentation will demonstrate how these effects can be quantified by the described lidar measurement setup.

Parameterization and analysis of 3-D radiative transfer in clouds

DOE Office of Scientific and Technical Information (OSTI.GOV)

Varnai, Tamas

2012-03-16

This report provides a summary of major accomplishments from the project. The project examines the impact of radiative interactions between neighboring atmospheric columns, for example clouds scattering extra sunlight toward nearby clear areas. While most current cloud models don't consider these interactions and instead treat sunlight in each atmospheric column separately, the resulting uncertainties have remained unknown. This project has provided the first estimates on the way average solar heating is affected by interactions between nearby columns. These estimates have been obtained by combining several years of cloud observations at three DOE Atmospheric Radiation Measurement (ARM) Climate Research Facility sitesmore » (in Alaska, Oklahoma, and Papua New Guinea) with simulations of solar radiation around the observed clouds. The importance of radiative interactions between atmospheric columns was evaluated by contrasting simulations that included the interactions with those that did not. This study provides lower-bound estimates for radiative interactions: It cannot consider interactions in cross-wind direction, because it uses two-dimensional vertical cross-sections through clouds that were observed by instruments looking straight up as clouds drifted aloft. Data from new DOE scanning radars will allow future radiative studies to consider the full three-dimensional nature of radiative processes. The results reveal that two-dimensional radiative interactions increase overall day-and-night average solar heating by about 0.3, 1.2, and 4.1 Watts per meter square at the three sites, respectively. This increase grows further if one considers that most large-domain cloud simulations have resolutions that cannot specify small-scale cloud variability. For example, the increases in solar heating mentioned above roughly double for a fairly typical model resolution of 1 km. The study also examined the factors that shape radiative interactions between atmospheric columns and found that local effects were often much larger than the overall values mentioned above, and were especially large for high sun and near convective clouds such as cumulus. The study also found that statistical methods such as neural networks appear promising for enabling cloud models to consider radiative interactions between nearby atmospheric columns. Finally, through collaboration with German scientists, the project found that new methods (especially one called stepwise kriging) show great promise in filling gaps between cloud radar scans. If applied to data from the new DOE scanning cloud radars, these methods can yield large, continuous three-dimensional cloud structures for future radiative simulations.« less

Estimation of real-time runway surface contamination using flight data recorder parameters

NASA Astrophysics Data System (ADS)

Curry, Donovan

Within this research effort, the development of an analytic process for friction coefficient estimation is presented. Under static equilibrium, the sum of forces and moments acting on the aircraft, in the aircraft body coordinate system, while on the ground at any instant is equal to zero. Under this premise the longitudinal, lateral and normal forces due to landing are calculated along with the individual deceleration components existent when an aircraft comes to a rest during ground roll. In order to validate this hypothesis a six degree of freedom aircraft model had to be created and landing tests had to be simulated on different surfaces. The simulated aircraft model includes a high fidelity aerodynamic model, thrust model, landing gear model, friction model and antiskid model. Three main surfaces were defined in the friction model; dry, wet and snow/ice. Only the parameters recorded by an FDR are used directly from the aircraft model all others are estimated or known a priori. The estimation of unknown parameters is also presented in the research effort. With all needed parameters a comparison and validation with simulated and estimated data, under different runway conditions, is performed. Finally, this report presents results of a sensitivity analysis in order to provide a measure of reliability of the analytic estimation process. Linear and non-linear sensitivity analysis has been performed in order to quantify the level of uncertainty implicit in modeling estimated parameters and how they can affect the calculation of the instantaneous coefficient of friction. Using the approach of force and moment equilibrium about the CG at landing to reconstruct the instantaneous coefficient of friction appears to be a reasonably accurate estimate when compared to the simulated friction coefficient. This is also true when the FDR and estimated parameters are introduced to white noise and when crosswind is introduced to the simulation. After the linear analysis the results show the minimum frequency at which the algorithm still provides moderately accurate data is at 2Hz. In addition, the linear analysis shows that with estimated parameters increased and decreased up to 25% at random, high priority parameters have to be accurate to within at least +/-5% to have an effect of less than 1% change in the average coefficient of friction. Non-linear analysis results show that the algorithm can be considered reasonably accurate for all simulated cases when inaccuracies in the estimated parameters vary randomly and simultaneously up to +/-27%. At worst-case the maximum percentage change in average coefficient of friction is less than 10% for all surfaces.

A coupled aero-structural model of a HAWT blade for dynamic load and response prediction in time-domain for health monitoring applications

NASA Astrophysics Data System (ADS)

Sauder, Heather Scot

To reach the high standards set for renewable energy production in the US and around the globe, wind turbines with taller towers and longer blades are being designed for onshore and offshore wind developments to capture more energy from higher winds aloft and a larger rotor diameter. However, amongst all the wind turbine components wind turbine blades are still the most prone to damage. Given that wind turbine blades experience dynamic loads from multiple sources, there is a need to be able to predict the real-time load, stress distribution and response of the blade in a given wind environment for damage, flutter and fatigue life predictions. Current methods of wind-induced response analysis for wind turbine blades use approximations that are not suitable for wind turbine blade airfoils which are thick, and therefore lead to inaccurate life predictions. Additionally, a time-domain formulation can prove to be especially advantageous for predicting aerodynamic loads on wind turbine blades since they operate in a turbulent atmospheric boundary layer. This will help to analyze the blades on wind turbines that operate individually or in a farm setting where they experience high turbulence in the wake of another wind turbine. A time-domain formulation is also useful for examining the effects of gusty winds that are transient in nature like in gust fronts, thunderstorms or extreme events such as hurricanes, microbursts, and tornadoes. Time-domain methods present the opportunity for real-time health monitoring strategies that can easily be used with finite element methods for prediction of fatigue life or onset of flutter instability. The purpose of the proposed work is to develop a robust computational model to predict the loads, stresses and response of a wind turbine blade in operating and extreme wind conditions. The model can be used to inform health monitoring strategies for preventative maintenance and provide a realistic number of stress cycles that the blade will experience for fatigue life prediction procedures. To fill in the gaps in the existing knowledge and meet the overall goal of the proposed research, the following objectives were accomplished: (a) improve the existing aeroelastic (motion- and turbulence-induced) load models to predict the response of wind turbine blade airfoils to understand its behavior in turbulent wind, (b) understand, model and predict the response of wind turbine blades in transient or gusty wind, boundary-layer wind and incoherent wind over the span of the blade, (c) understand the effects of aero-structural coupling between the along-wind, cross-wind and torsional vibrations, and finally (d) develop a computational tool using the improved time-domain load model to predict the real-time load, stress distribution and response of a given wind turbine blade during operating and parked conditions subject to a specific wind environment both in a short and long term for damage, flutter and fatigue life predictions.

Sea Surface Scattering of Radar Signals in Ku- and C-Bands: the Role of Breaking Waves

NASA Astrophysics Data System (ADS)

Voronovich, A.; Zavorotny, V.

2001-05-01

A small-slope approximation (SSA) is used for numerical calculations of a radar backscattering cross section of the ocean surface for both Ku- and C-bands for wind speeds ranging from 5 m/s to 15 m/s as a function of an incident angle. Both the lowest order of the SSA and the one that includes the next-order correction to it are considered. The initial calculations were made assuming Gaussian statistics of sea surface and the Elfouhaily et al. surface-height spectrum for fully developed seas (T. Elfouhaily et al., J. Geophys. Res., vol.102, pp.15,781-15,796 (1997)). Empirical scattering models CMOD2-I3 and SASS-II are used for comparison. Theoretical calculations are in good overall agreement with the experiment, being within a 2 dB accuracy on average with a 3 dB maximal discrepancy. The only exception is HH-polarization in the upwind direction where discrepancies reach 5.7 dB for an incidence angle of 60{° }. Note that the SSA allows controlling the accuracy of calculations by comparing the results of the lowest order approximation with corrections originated from higher order terms. The discrepancy between our calculations and empirical data for HH polarization appears to be significantly larger then accuracy of the calculations. Hence, the reason for it should be attributed to the inadequate sea-roughness model. We have checked a hypothesis that steep waves are responsible for this effect. We assumed that the contribution from steep waves could be evaluated in the geometric optics approximation. This allowed us to retrieve the probability density function of large slopes based on comparison of theoretical calculations and experimental data for Ku-band at HH polarization. It was found that in the upwind direction this function could be approximated by a simple relationship: \\[ \\text{Log}_{10}P(a_{x},0) = -2.84 + 0.097ṡ U + 1.33ṡ a_{x}, \\] where U is wind speed in m/s and ax>0.8 is the appropriate slope. Note that such large slopes cannot belong to steady waves and rather correspond to breaking ones. Calculations were performed again for both bands and polarizations with the contribution from breakers included. Corrections to VV-polarization appeared to be relatively small, since the level of backscattering from the background roughness (without breakers) is large as compared to the case of HH-polarization. With the contribution from steep waves included, the backscattering cross section corresponds to experimental results within a 1-2 dB accuracy for winds ranging between 5 m/s and 15 m/s, for both polarizations in both wave bands. Another conclusion drawn from this research is that the Elfouhaily et al. spectrum seems to overestimate the spectral density by 2-4 dB in the case of short, centimeter-range, waves in the cross-wind direction for low winds.

Regional Distribution of Metals and C and N Stable Isotopes in the Epiphytic Ball Moss (Tillandsia Recurvata) at the Mezquital Valley, Hidalgo State

NASA Astrophysics Data System (ADS)

Zambrano-Garcia, A.; López-Veneroni, D.; Rojas, A.; Torres, A.; Sosa, G.

2007-05-01

As a part of the MILAGRO Field Campaign 2006, the influence of anthropogenic sources to metal air pollution in the Mezquital Valley, Hidalgo State, was explored by biomonitoring techniques. This valley is a major industrial- agriculture area located in central Mexico. An oil refinery, an electrical power plant, several cement plants with open-pit mines, as well as intensive wastewater-based agricultural areas, all within a 50 km radius, are some of the most important local sources of particulate air pollution. The concentrations of 25 metals and elements were determined by ICP-AES (EPA 610C method) for triplicate composite samples of the "ball moss" (T. recurvata ) collected at 50 sites. In addition, the ratios of two stable isotopes ((13C/12C and 15N/14N) were determined by continuous-flow isotope-ratio mass spectrometry in order to assess their potential as tracers for industrial emissions. Preliminary results showed high to very high average contents of several metals in the biomonitor compared to values from similar studies in other world regions, indicating a high degree of local air pollution. In contrast, most samples had Ag, As, Be, Se and Tl contents below detection levels (DL = 0.05 mg/kg of sample dry weight) indicating low levels of pollution by these metals. Metals such as Al, Ba, Ca, Fe, Li, Mo, Ni, Sr, Ti, V and Zn concentrated the most at the South portion of the valley, where the Tepeji-Tula-Apaxco industrial corridor is located. A transect parallel to the along-wind direction (N-S) showed a higher concentration of metals farther away from the sources relative to a cross-wind transect, which is consistent with the eolian transport of metal-enriched particles. Regional distribution maps of metals in the biomonitor showed that Al, Ba, Fe, Mo, Ni, Sr, Ti and V had higher levels at the industrial sampling sites; whereas K, Na and P were more abundant near to agriculture areas. Vanadium, a common element of crude oil, reflected better the influence from the local oil refinery and the oil- fueled power plant. Two distinct Ni:V scatterplot trends suggest that there are two main petrogenic emission sources in the region. Calcium and, to some extent, Mg were higher near the mining areas and a calcium carbonate factory. Lead had a diffuse distribution, probably related to former gasoline vehicle exhaust emissions, rather than to current emissions. Antimony was more abundant at sites far from agriculture and industrial areas, which suggests a natural origin (rocks or soils). The spatial distribution of stable isotopes also showed distinct patterns near the industrial sources with relatively 13C -depleted and 15N -enriched values near the oil refinery and the electrical power plant. Although it is not yet possible to provide quantitative estimates for emission contributions per source type, biomonitoring with T. recurvata provided for the first time a clear picture of the relative deposition patterns for several airborne metals in the Mezquital Valley.

Comparison Of Landscape-level Carbon Flux Estimates from Budgeting The Planetary Boundary Layer And Footprinting On Remote Sensing Images

NASA Astrophysics Data System (ADS)

Chen, B.; Chen, J. M.; Mo, G.

2006-12-01

Carbon balance estimation at the landscape/regional scale is a challenge because of the heterogeneity of the land surface and the nonlinearity inherent in ecophysiological processes. Two methodologies, a simple atmospheric boundary-layer budgeting method and an integrated modeling method, were explored and compared in this study. Studies of the atmospheric boundary-layer (ABL) budget of CO2 have the potential to provide information on carbon balance of the land surface on a regional scale. Indeed, the surface area of integration by the ABL moving through a tower in one day was estimated to be ~104 km2. Two novel methodologies to retrieve the landscape/regional carbon balance information captured by the CO2 concentration measurements are explored and compared in this study: boundary-layer budgeting and remote sensing-based footprint integration. We investigated four boreal continental sites in this study. Boundary-layer budgeting: By assuming the horizontal advection is negligible, the regional surface net flux (representative of an upwind area ~105 km2) can be calculated as, Fc=(Cm-CFT)ù+dC/dt*zi, where ù is the mean vertical velocity, zi is the mean ABL height, and and are the biweekly mean mixing ratio of CO2 in the ABL and the free troposphere, respectively. ù is from the NCEP (National Centers for Environmental Prediction) reanalysis data, while zi was simulated by an one-dimensional ABL model. The CO2 flux in the upwind area of the tower was also estimated based on ecosystem modeling using remote sensing measurements. Remote sensing-based footprint integration: The total regional flux captured by the sensor on a tower (mixing ratio) is the weighted sum of the upwind footprint source areas (Ømega), Fc= Σ FiWi, where Fi and Wi are the CO2 flux and its weighting factor for each pixel, respectively. Fiis calculated using an ecosystem model (BEPS: Boreal Ecosystem Productivity Simulator). Wiis comparative contribution factor of footprint function for each pixel within the whole footprint area as, Wi= fi/Σ fi, while the footprint function fi (the pixel i with x,y coordinates; x and y are along and the cross daily mean wind direction, respectively) is computed using a concentration footprint model as, fi(x,y,zm-z0)=Dy(x,y)Dz(x,zm)/U(x) Where Dy and Dz are the crosswind and vertical concentration distribution function, respectively and U(x) is the effective speed of plume advection. They are dependant on standard surface-layer scaling parameters and based on an analytical solution of Eulerian theory. Methodology comparison: The regional fluxes estimated using these two methods matched well. These regional net CO2 flux estimates were also comparable to local-scale measurements by eddy covariance techniques. The calculated upwind regional CO2 flux shows considerable seasonal and inter-annual variations. Annual regional flux was sensitive to air temperature in boreal regions and the temperature-sensitivities were region dependent. Larger fluxes are found in the warmer growing seasons and warmer years in the boreal forest regions.

Thermal-Hydraulic Results for the Boiling Water Reactor Dry Cask Simulator.

DOE Office of Scientific and Technical Information (OSTI.GOV)

Durbin, Samuel; Lindgren, Eric R.

The thermal performance of commercial nuclear spent fuel dry storage casks is evaluated through detailed numerical analysis. These modeling efforts are completed by the vendor to demonstrate performance and regulatory compliance. The calculations are then independently verified by the Nuclear Regulatory Commission (NRC). Carefully measured data sets generated from testing of full sized casks or smaller cask analogs are widely recognized as vital for validating these models. Recent advances in dry storage cask designs have significantly increased the maximum thermal load allowed in a cask in part by increasing the efficiency of internal conduction pathways and by increasing the internalmore » convection through greater canister helium pressure. These same canistered cask systems rely on ventilation between the canister and the overpack to convect heat away from the canister to the environment for both aboveground and belowground configurations. While several testing programs have been previously conducted, these earlier validation attempts did not capture the effects of elevated helium pressures or accurately portray the external convection of aboveground and belowground canistered dry cask systems. The purpose of this investigation was to produce validation-quality data that can be used to test the validity of the modeling presently used to determine cladding temperatures in modern vertical dry casks. These cladding temperatures are critical to evaluate cladding integrity throughout the storage cycle. To produce these data sets under well-controlled boundary conditions, the dry cask simulator (DCS) was built to study the thermal-hydraulic response of fuel under a variety of heat loads, internal vessel pressures, and external configurations. An existing electrically heated but otherwise prototypic BWR Incoloy-clad test assembly was deployed inside of a representative storage basket and cylindrical pressure vessel that represents a vertical canister system. The symmetric single assembly geometry with well-controlled boundary conditions simplified interpretation of results. Two different arrangements of ducting were used to mimic conditions for aboveground and belowground storage configurations for vertical, dry cask systems with canisters. Transverse and axial temperature profiles were measured throughout the test assembly. The induced air mass flow rate was measured for both the aboveground and belowground configurations. In addition, the impact of cross-wind conditions on the belowground configuration was quantified. Over 40 unique data sets were collected and analyzed for these efforts. Fourteen data sets for the aboveground configuration were recorded for powers and internal pressures ranging from 0.5 to 5.0 kW and 0.3 to 800 kPa absolute, respectively. Similarly, fourteen data sets were logged for the belowground configuration starting at ambient conditions and concluding with thermal-hydraulic steady state. Over thirteen tests were conducted using a custom-built wind machine. The results documented in this report highlight a small, but representative, subset of the available data from this test series. This addition to the dry cask experimental database signifies a substantial addition of first-of-a-kind, high-fidelity transient and steady-state thermal-hydraulic data sets suitable for CFD model validation.« less

Effects of Air Pollutants on Lichens of the Idaho National Engineering Laboratory National Environmental Research Park

NASA Astrophysics Data System (ADS)

Marty, R. C.; Forman, A.; Crawford, R.; Tyler, T.

2001-12-01

The Idaho National Engineering and Environmental Laboratory is a (2300 square km) National Environmental Research Park that has been used for research and operational support of nuclear power. The Park includes scattered industrial operations and provides an ideal setting to study effects of industry on semi-arid environments. One of the facilities on the Research Park is the Idaho Nuclear Technology Center (INTEC). This facility reprocessed spent nuclear fuel from the US Navy, and its operations included heating acidic solutions to convert wastes to a solid form. The conversion released nitrogen oxides, low levels of other gases (including HF), and small amounts of solid particles through a facility stack. A fossil-fuel power plant also contributed airborne contaminants including sulfur dioxide. A 1985 study identified the effects of INTEC operations on the health of lichens Xanthoria polycarpa (quantified using electrolyte leakage), on levels of trace metals in the lichens X. polycarpa and Rhizoplaca melanophthalma, and on the levels of trace metals in higher plants and soils. The study concluded that operations impacted the physiological health of X. polycarpa southwest of the plant, and that lead was significantly higher downwind of the plant relative to other locations. Effects of the plant were re-examined in 1999 as part of an Environmental Impact Statement to evaluate the environmental effects of measures available to deal with radioactive waste at INTEC. Sulfur dioxide emissions from the facility decreased from approximately 375 tonsyear to approximately 10 tonsyear between the two studies. The re-examination of lichens showed that the measure of physiological health used in the previous study (conductivity of rinsates collected from lichen thalli) correlated well to the levels of potassium measured in rinsates collected from thalli. There, however, was no correlation between the levels of potassium/conductivity of such rinsates and the levels of total potassium in lichens or between levels of potassium/conductivity and macroscopic vigor of the lichens or between levels of potassium/conductivity in rinsates and chlorophyll ratios (another common indicator of the physiological health of lichens). This suggests that potassium levels in rinsates may not be a good indicator of physiological stress. X. polycarpa abundance varied with direction from the facility. The species was lacking from background locations at Craters of the Moon National monument. Cover on dead Artemisia tridentata twigs varied between 2 and 5% downwind and crosswind for the predominant wind direction, but approached 75% to the north and northeast (downwind) of the facility. This differential cover is striking but was not noted in the previous study and probably reflects increased abundance of the nitrogen loving X. polycarpa downwind from the facility between the two studies. Calcium levels in R. melanophthalma around INTEC were significantly higher than calcium levels in lichens from the background location at Craters of the Moon. This may reflect migration of the species to more buffered calcium carbonate substrates in response to acidified precipitation. Levels of calcium in R. melanophthalma fell between the two studies, possibly reflecting less substrate acidification during the later period. Lead was not significantly elevated during the second study, but mercury may be elevated downwind of the facility.

Design and Analysis of Optimal Ascent Trajectories for Stratospheric Airships

NASA Astrophysics Data System (ADS)

Mueller, Joseph Bernard

Stratospheric airships are lighter-than-air vehicles that have the potential to provide a long-duration airborne presence at altitudes of 18-22 km. Designed to operate on solar power in the calm portion of the lower stratosphere and above all regulated air traffic and cloud cover, these vehicles represent an emerging platform that resides between conventional aircraft and satellites. A particular challenge for airship operation is the planning of ascent trajectories, as the slow moving vehicle must traverse the high wind region of the jet stream. Due to large changes in wind speed and direction across altitude and the susceptibility of airship motion to wind, the trajectory must be carefully planned, preferably optimized, in order to ensure that the desired station be reached within acceptable performance bounds of flight time and energy consumption. This thesis develops optimal ascent trajectories for stratospheric airships, examines the structure and sensitivity of these solutions, and presents a strategy for onboard guidance. Optimal ascent trajectories are developed that utilize wind energy to achieve minimum-time and minimum-energy flights. The airship is represented by a three-dimensional point mass model, and the equations of motion include aerodynamic lift and drag, vectored thrust, added mass effects, and accelerations due to mass flow rate, wind rates, and Earth rotation. A representative wind profile is developed based on historical meteorological data and measurements. Trajectory optimization is performed by first defining an optimal control problem with both terminal and path constraints, then using direct transcription to develop an approximate nonlinear parameter optimization problem of finite dimension. Optimal ascent trajectories are determined using SNOPT for a variety of upwind, downwind, and crosswind launch locations. Results of extensive optimization solutions illustrate definitive patterns in the ascent path for minimum time flights across varying launch locations, and show that significant energy savings can be realized with minimum-energy flights, compared to minimum-time time flights, given small increases in flight time. The performance of the optimal trajectories are then studied with respect to solar energy production during ascent, as well as sensitivity of the solutions to small changes in drag coefficient and wind model parameters. Results of solar power model simulations indicate that solar energy is sufficient to power ascent flights, but that significant energy loss can occur for certain types of trajectories. Sensitivity to the drag and wind model is approximated through numerical simulations, showing that optimal solutions change gradually with respect to changing wind and drag parameters and providing deeper insight into the characteristics of optimal airship flights. Finally, alternative methods are developed to generate near-optimal ascent trajectories in a manner suitable for onboard implementation. The structures and characteristics of previously developed minimum-time and minimum-energy ascent trajectories are used to construct simplified trajectory models, which are efficiently solved in a smaller numerical optimization problem. Comparison of these alternative solutions to the original SNOPT solutions show excellent agreement, suggesting the alternate formulations are an effective means to develop near-optimal solutions in an onboard setting.

Solar-powered Gossamer Penguin in flight

NASA Technical Reports Server (NTRS)

1979-01-01

Gossamer Penguin in flight above Rogers Dry Lakebed at Edwards, California, showing the solar panel perpendicular to the wing and facing the sun. Background The first flight of a solar-powered aircraft took place on November 4, 1974, when the remotely controlled Sunrise II, designed by Robert J. Boucher of AstroFlight, Inc., flew following a launch from a catapult. Following this event, AeroVironment, Inc. (founded in 1971 by the ultra-light airplane innovator--Dr. Paul MacCready) took on a more ambitious project to design a human-piloted, solar-powered aircraft. The firm initially took the human-powered Gossamer Albatross II and scaled it down to three-quarters of its previous size for solar-powered flight with a human pilot controlling it. This was more easily done because in early 1980 the Gossamer Albatross had participated in a flight research program at NASA Dryden in a program conducted jointly by the Langley and Dryden research centers. Some of the flights were conducted using a small electric motor for power. Gossamer Penguin The scaled-down aircraft was designated the Gossamer Penguin. It had a 71-foot wingspan compared with the 96-foot span of the Gossamer Albatross. Weighing only 68 pounds without a pilot, it had a low power requirement and thus was an excellent test bed for solar power. AstroFlight, Inc., of Venice, Calif., provided the power plant for the Gossamer Penguin, an Astro-40 electric motor. Robert Boucher, designer of the Sunrise II, served as a key consultant for both this aircraft and the Solar Challenger. The power source for the initial flights of the Gossamer Penguin consisted of 28 nickel-cadmium batteries, replaced for the solar-powered flights by a panel of 3,920 solar cells capable of producing 541 Watts of power. The battery-powered flights took place at Shafter Airport near Bakersfield, Calif. Dr. Paul MacCready's son Marshall, who was 13 years old and weighed roughly 80 pounds, served as the initial pilot for these flights to determine the power required to fly the airplane, optimize the airframe/propulsion system, and train the pilot. He made the first flights on April 7, 1980, and made a brief solar-powered flight on May 18. The official project pilot was Janice Brown, a Bakersfield school teacher who weighed in at slightly under 100 pounds and was a charter pilot with commercial, instrument, and glider ratings. She checked out in the plane at Shafter and made about 40 flights under battery and solar power there. Wind direction, turbulence, convection, temperature and radiation at Shafter in mid-summer proved to be less than ideal for Gossamer Penguin because takeoffs required no crosswind and increases in temperature reduced the power output from the solar cells. Consequently, the project moved to Dryden in late July, although conditions there also were not ideal. Nevertheless, Janice finished the testing, and on August 7, 1980, she flew a public demonstration of the aircraft at Dryden in which it went roughly 1.95 miles in 14 minutes and 21 seconds. This was significant as the first sustained flight of an aircraft relying solely on direct solar power rather than batteries. It provided the designers with practical experience for developing a more advanced, solar-powered aircraft, since the Gossamer Penguin was fragile and had limited controllability. This necessitated its flying early in the day when there were minimal wind and turbulence levels, but the angle of the sun was also low, requiring a panel for the solar cells that could be tilted toward the sun. Using the specific conclusions derived from their experience with Gossamer Penguin, the AeroVironment engineers designed Solar Challenger, a piloted, solar-powered aircraft strong enough to handle both long and high flights when encountering normal turbulence.

The Case of the Neutron Star With a Wayward Wake

NASA Astrophysics Data System (ADS)

2006-06-01

A long observation with NASA's Chandra X-ray Observatory has revealed important new details of a neutron star that is spewing out a wake of high-energy particles as it races through space. The deduced location of the neutron star on the edge of a supernova remnant, and the peculiar orientation of the neutron star wake, pose mysteries that remain unresolved. "Like a kite flying in the wind, the behavior of this neutron star and its wake tell us what sort of gas it must be plowing through," said Bryan Gaensler of the Harvard-Smithsonian Center for Astrophysics (CfA) in Cambridge, Mass., and lead author of a paper accepted to The Astrophysical Journal. "Yet we're still not sure how the neutron star got to its present location." Animation: Sequence of images of J0617 in IC 443 Animation: Sequence of images of J0617 in IC 443 The neutron star, known as CXOU J061705.3+222127, or J0617 for short, appears to lie near the outer edge of an expanding bubble of hot gas associated with the supernova remnant IC 443. Presumably, J0617 was created at the time of the supernova -- approximately 30,000 years ago -- and propelled away from the site of the explosion at about 500,000 miles per hour. However, the neutron star's wake is oriented almost perpendicularly to the direction expected if the neutron star were moving away from the center of the supernova remnant. This apparent misalignment had previously raised doubts about the association of the speeding neutron star with the supernova remnant. Gaensler and his colleagues provide strong evidence that J0617 was indeed born in the same explosion that created the supernova remnant. First, the shape of the neutron star's wake indicates it is moving a little faster than the speed of sound in Composite Images of SNR IC 443 Composite Images of SNR IC 443 the remnant's multimillion-degree gas. The velocity that one can then calculate from this conclusion closely matches the predicted pace of the neutron star. In contrast, if the neutron star were outside the confines of the remnant, its inferred speed would be a sluggish 20,000 miles per hour. Also, the measured temperature of the neutron star matches that of one born at the same time of the supernova remnant. What then, could cause the misaligned, or wayward, neutron star wake? The authors speculate that perhaps the doomed progenitor star was moving at a high speed before it exploded, so that the explosion site was not at the observed center of the supernova remnant. Fast moving gusts of gas inside the supernova remnant have further pushed the neutron star's wake out of alignment. Observations of J0617 in the next 10 years should put this idea to the test. "If the neutron star was born off-center and if the wake is being pushed around by cross-winds, the neutron star should be moving close to vertically, away from the center of the supernova remnant. Now we wait and see," said Gaensler. Chandra X-ray Image of J0617 in IC 443 Chandra X-ray Image of J0617 in IC 443 Another group, led by Margarita Karovska, also of the CfA, has concentrated on other, previously unnoticed intriguing features of J0617. At a recent conference on neutron stars in London, England, they announced their findings, which include a thin filament of cooler gas that appears to extend from the neutron star along the long axis of its wake, and a second point-like feature embedded in the X-ray nebula around the neutron star. "There are a number of puzzling observational features associated with this system crying out for longer observations," said Karovska. Other members of the Gaensler team were S. Chatterjee and P. O. Slane (CfA), E. van der Swaluw (Royal Netherlands Meteorological Institute), F. Camilo (Columbia University), and J. P. Hughes (Rutgers University). Karovska's team included T. Clarke (Naval Research Laboratory), G. Pavlov (Penn State University), and M.C. Weisskopf and V. Zavlin of the Marshall Space Flight Center, Huntsville, Ala. which also manages the Chandra program for NASA's Science Mission Directorate. The Smithsonian Astrophysical Observatory provides science support and controls flight operations from the Chandra X-ray Center in Cambridge, Mass. Additional information and images can be found at: http://chandra.harvard.edu and http://chandra.nasa.gov For information about NASA and agency programs on the Web, visit: http://www.nasa.gov

Obituary: Russell Makidon (1971-2009)

NASA Astrophysics Data System (ADS)

Sivaramakrishnan, Anand

2009-12-01

Russell Benjamin Makidon died at the age of 38 in Baltimore on June 22, 2009. Complications following surgery to remove a tumor cut his life tragically short. Russ was a Mission Systems Scientist at the Space Telescope Science Institute (STScI), which he joined straight out of graduate school in 1997. He brought both the force of his intellect and his superb people skills to STScI, where he served the Institute and the broader community with extraordinary effectiveness. Russ was pivotal in helping to develop the wavefront sensing and control system of the James Webb Space Telescope (JWST). He was also a member of the NSF Center for Adaptive Optics at Lick Observatory. Born to Cathy Ann and Peter Makidon, a worker at General Motors, on January 22, 1971, in Bay City, Michigan, Russ was an only child. He was raised by his mother, in Florida, and her parents, in Munger, Michigan. He is survived by his mother, his grandfather Benjamin Franklin Histed, and his father. In addition to his interest in science, Russ was a talented artist and his sketches had appeared in statewide and national competitions. Turning down a scholarship at the Savannah College of Art and Design, he studied physics and astronomy at the University of Michigan, followed by a Masters under Stephen Strom at the University of Massachusetts. He measured pre-main sequence stellar rotation in NGC 2264 and other OB associations, providing insight on the role that circumstellar disks play in setting stellar angular momentum in young stellar clusters and associations. This work, and his extraordinary skills in facilitating scientific exchange, led to his co-investigatorship on the Hubble Space Telescope (HST) Orion Treasury Project. Russ advanced the understanding of high contrast imaging, especially the relation between the properties of a wavefront control or adaptive optics systems and the physics of coronagraphic imaging. He developed a practical understanding of coronagraphy, performing timely and relevant numerical studies that laid a foundation for several recent extreme adaptive optics coronagraphs. He co-founded the Lyot Project coronagraph used at the US Air Force AEOS telescope on Maui. This instrument produced the first images of the disk surrounding the star AB Aurigae showing structure at the scale of our solar system. Russ' detailed modeling of AEOS' imaging prompted the US Air Force to upgrade their system with a fully-functioning deformable mirror, which improved its coronagraphic performance markedly. The existing P1640 integral field coronagraphic spectrograph on Palomar Hale and the state-of-the-art Gemini Planet Imager coronagraph, both dedicated to imaging extra-solar Jovian planets and protoplanetary disks, owe a debt to Russ' organized quantitative forays into the unknown. >At STScI Russ worked on several essential aspects of HST: its Fine Guidance Sensors, maintaining the telescope's focus, and helping to produce the Hubble Deep Field South, one of the deepest images of the sky at that time. In his last few years Russ played a key role in preparing to monitor and control the optical quality of JWST after launch. This crucial activity will affect the quality of JWST's entire scientific output. Russ understood the optical, mechanical, and operational complexities of JWST, in addition to appreciating its overarching scientific mission. He effectively drew together experts from Ball Aerospace, Northrop Grumman, Goddard Space Flight Center, JPL, and STScI, gathering diverse threads of systems engineering, optics, detector characteristics, observational, and operational constraints in one skein while tactfully holding aloft JWST's guiding science goals. Russ had a special touch with people. He was able to draw astronomers, optical engineers, mission planners, programmers, systems engineers, project leads, in fact, anyone, into comfortably exchanging concerns, results, opinions, and more. His gift was in making friends with everyone he met, hearing and remembering their stories. These talents set him apart as a truly extraordinary person, as well as a highly effective channel of technical and scientific communication in any project that he worked on. Russ combined a lively scientific interest with an eagerness to learn and apply new methods. As it became clear to Russ that a set of computer simulations he had set up would definitively outline or constrain future approaches, an excited glint would kindle behind his usually quiet gaze. He would then retire from further discussion, saying ``Well, we'll see what we can do,'' to re-emerge from seclusion hours or days later, visibly delighted with the swath his work cut through pre-existing uncertainties, a path his colleagues would necessarily have to study when charting their courses. Russ was notable for his gentle and serene character and attitude toward people and things. He was the type of person you look for when you have a preliminary and confused idea in your mind, and you need someone to talk with, someone who has the patience to hear you and ask the right questions, to help you to settle things correctly and clearly in your mind. He was smart, with a genuine passion for science. He really enjoyed new, good results, and was often the first person to congratulate a colleague on a new finding or a noteworthy publication. Russ was also extremely approachable, and willing to help complete strangers. He would spend hours explaining the details of his work to a newly-met graduate student, working through the intricacies of detailed simulations of a point spread function affected by a cross-wind over the telescope aperture. However, on the racquetball court or in other games Russ displayed a highly competitive streak, giving no quarter to those he vanquished A talented artist, Russ appreciated the fine details and the seldom noticed beauty that the world has to offer. His smile was freely given, his quick wit and wry sense of humor was second to none. He had a special ability to bring people from many walks of life together; he was a loyal friend, a loving son and grandson, and a highly valued colleague. Russell faced his final decisions on uncertain and risky surgical procedures with a quiet, strong faith, surrounded by his family and friends. If the length of a man's life is measured in the number of friends he loved, instead of the number of years he lived, he lived longer than all of us.

hwhap_ep19_weather_to_launch

NASA Image and Video Library

2017-11-17

>> HOUSTON, WE HAVE A PODCAST! WELCOME TO THE OFFICIAL PODCAST OF THE NASA JOHNSON SPACE CENTER, EPISODE 19: WEATHER TO LAUNCH. I’M GARY JORDAN AND I’LL BE YOUR HOST TODAY. SO IF YOU’RE NEW TO THE SHOW, THIS IS WHERE WE BRING IN NASA EXPERTS-- SCIENTISTS, ENGINEERS, ASTRONAUTS, METEOROLOGISTS-- ALL TO TELL YOU EVERYTHING ABOUT WHAT’S GOING ON HERE AT NASA. SO TODAY WE’RE TALKING WITH TIM GARNER. HE’S THE METEOROLOGIST FOR THE NATIONAL OCEANIC AND ATMOSPHERIC ADMINISTRATION, MORE COMMONLY KNOWN AS NOAA, HERE AT THE NASA JOHNSON SPACE CENTER IN HOUSTON, TEXAS. WE TALKED ABOUT WEATHER AND HOW IT AFFECTS HUMAN SPACEFLIGHT, ESPECIALLY IN TERMS OF LAUNCHES, LANDINGS, TESTS AND TRAINING, AND EVEN HOW WEATHER COULD IMPACT FUTURE SPACEFLIGHTS. SO WITH NO FURTHER DELAY, LET’S GO LIGHTSPEED AND JUMP RIGHT AHEAD TO OUR TALK WITH MR. TIM GARNER. ENJOY. [ MUSIC ] >> T MINUS FIVE SECONDS AND COUNTING-- MARK. [ INDISTINCT RADIO CHATTER ] >> HOUSTON, WE HAVE A PODCAST. [ MUSIC ] THANKS FOR COMING TODAY, TIM. I GUESS I’LL JUST START OFF BY SAYING, BEAUTIFUL WEATHER WE’RE HAVING, HUH? >> YOU BET IT IS. I WILL SAY THAT I’M IN ADVERTISING, NOT PRODUCTION, SO I DIDN’T CREATE IT. [ LAUGHTER ] >> ALL RIGHT. WELL, I’M EXCITED ABOUT THIS TOPIC TODAY BECAUSE YOU WOULDN’T IMMEDIATELY CONSIDER THINKING ABOUT WEATHER WHENEVER YOU’RE TALKING ABOUT SPACEFLIGHT, BUT IT MAKES A LOT OF SENSE, RIGHT, BECAUSE EVERYTHING WE DO EVENTUALLY LAUNCHES FROM EARTH, RIGHT? IT COMES FROM EARTH. >> AT SOME POINT, YOU GO UP THROUGH THE ATMOSPHERE, AND USUALLY YOU COME BACK DOWN THROUGH THE ATMOSPHERE AS WELL. >> EXACTLY. SO THAT’S KIND OF WHAT I WANTED TO TALK TO YOU ABOUT TODAY, JUST KIND OF WEATHER AND HOW IT AFFECTS HUMAN SPACEFLIGHT. SO I GUESS WE’LL JUST START OFF WITH JUST HOW THIS IS ALL STRUCTURED. AND I KNOW WE WERE TALKING A LITTLE BIT JUST HERE IN THE BEGINNING JUST ABOUT NOAA AND NASA AND THOSE DIFFERENT LAYERS, BUT SO THE PART THAT YOU’RE IN, THE SPECIFIC PART, IS CALLED THE SPACEFLIGHT METEOROLOGY GROUP, RIGHT? >> THAT’S CORRECT. >> OKAY. SO WHAT DO THEY DO? >> WELL, LARGELY, ANYTHING INVOLVED WITH THE MANNED SPACEFLIGHT PROGRAM, THE OPERATIONS ASSOCIATED WITH THAT. LAUNCHES ARE USUALLY HANDLED FROM 45TH WEATHER SQUADRON, TYPICALLY OUT AT KENNEDY SPACE CENTER-- THE AIR FORCE HANDLES THE LAUNCH WEATHER. >> OKAY. >> SO ANYTHING INVOLVING THE LANDING WEATHER IN MANNED SPACEFLIGHT THAT’S CONTROLLED BY THE MISSION CONTROL CENTER HERE AT JSC, SPACEFLIGHT METEOROLOGY GROUP GETS INVOLVED WITH THAT. >> OKAY. >> LARGELY IT’S LANDING WEATHER, AND SOME EARTH OBSERVATION STUFF WHEN YOU’RE ON ORBIT AS WELL. AND A LITTLE BIT OF MONITORING OF LOCAL WEATHER FOR JSC, WHICH I THINK WE’LL TALK ABOUT LATER. >> YEAH, ABSOLUTELY. AND THAT’S KIND OF LIKE THE BROAD SPECTRUM OF THINGS, BUT IT’S PART OF-- AND WE’RE TALKING ABOUT THE LAYERS-- SPACEFLIGHT METEOROLOGY GROUP IS PART OF NOAA-- NATIONAL OCEANIC AND ATMOSPHERIC ADMINISTRATION, RIGHT? >> YEAH, SPECIFICALLY THE NATIONAL WEATHER SERVICE. >> OKAY, YEAH, RIGHT, THERE’S EVEN MORE LAYERS TO THAT. SO WHAT’S JUST A GENERAL OVERVIEW, JUST EVEN PULLING BACK A LITTLE MORE? WHAT’S NOAA? WHAT’S THEIR CONCERN? >> NOAA IS THE AGENCY THAT’S CHARGED WITH THE OCEANS AND THE ATMOSPHERES. AS A MATTER OF FACT, THE MAN IN CHARGE OR THE PERSON IN CHARGE IS THE UNDER SECRETARY FOR THE OCEANS AND ATMOSPHERES. THAT’S WHAT HIS OFFICIAL TITLE IS IN THE GOVERNMENT. NATIONAL WEATHER SERVICE IS A PART OF THAT. IT’S CHARGED WITH THE PROMOTING THE NATION’S ECONOMY THROUGH EFFICIENT ISSUANCE OF WEATHER FORECAST AND RIVER FORECAST WARNINGS AS WELL. >> OKAY. >> SO THAT’S WHAT THE LARGER ROLE IS. >> OKAY, ALL RIGHT. NICE LITTLE OVERVIEW THERE. SO THEN WE’RE GOING BACK DOWN TO THE SPACEFLIGHT METEOROLOGY GROUP. THINKING ABOUT SPACEFLIGHT JUST IN GENERAL, WHAT IS-- WHY IS WEATHER SUCH A CONCERN, OR WHY IS IT A CONSIDERATION WHEN YOU’RE THINKING ABOUT HUMAN SPACEFLIGHT? >> WELL, MOST VEHICLES, THEY HAVE SOME SENSITIVITY TO THE ATMOSPHERE. MOST PEOPLE WOULD THINK IT’D BE SHOWERS AND THUNDERSTORMS, WHICH ARE SOME OF THE BIGGER IMPACTS. >> YEAH. >> BUT ALSO THE WINDS NEAR THE SURFACE AND THE WINDS ALOFT. THE WINDS ALOFT WILL AFFECT THE VEHICLE TRAJECTORY ON LAUNCH AND ON LANDING AS WELL. AS WE GET BACK TO DEALING MORE WITH REENTRY VEHICLES THAT USE PARACHUTES, THEY’LL DRIFT WITH THE WIND A LITTLE BIT AS WELL. AND YOU WANT TO MAKE SURE YOU HIT YOUR TARGET. >> ABSOLUTELY. >> SO KNOWLEDGE OF THE UPPER WINDS IS VERY VITAL TO A SUCCESSFUL LANDING. >> OKAY, SO WHAT SORTS OF THINGS ARE YOU LOOKING AT FOR, THEN, WHEN YOU’RE LOOKING AT WEATHER AND MAKING RECOMMENDATIONS FOR SPACEFLIGHT? >> IT’LL DEPEND IN LARGE PART ON THE VEHICLE AND ITS PARTICULAR SENSITIVITIES TO THE WEATHER, BUT ALMOST ALL OF THEM WILL HAVE A SENSITIVITY TO LIGHTNING. >> OKAY. >> BECAUSE YOU DON’T WANT TO GET ANY VEHICLE ON LAUNCH OR LANDING STRUCK BY LIGHTNING. >> DEFINITELY NOT. >> YOU COULD BUILD A VEHICLE THAT WAS PERFECTLY HARDENED TO JUST ABOUT ANY KIND OF WEATHER, BUT IT’D PROBABLY BE TOO HEAVY TO GET OFF THE GROUND. >> OH, YEAH. >> SO IT’S LIKE EVERYTHING IN SPACEFLIGHT-- IT’S A TRADEOFF BETWEEN WEIGHT, AND MONEY, AND THE ABILITY TO GET INTO ORBIT. >> SURE. >> SO A LOT OF THE WEATHER THINGS IMPACT THAT. SOME OF THE NEWER VEHICLES AS WELL, SINCE THEY’RE GOING TO SPLASH DOWN-- BACK TO THE FUTURE-- OR BACK TO THE PAST, IN A CERTAIN WAY. >> YEAH. >> WE’RE ALSO WORRIED ABOUT WAVE HEIGHTS AT SEA. >> OH, YEAH. >> AND THE WIND SPEEDS AT SEA. AND THE VEHICLE CAN SPLASH DOWN IN CERTAIN WAVE HEIGHTS, BUT THEN YOU HAVE A SECONDARY PROBLEM OF THE PEOPLE THAT GO OUT THERE AND TAKE THEM OUT OF THE VEHICLE AND RECOVER THE VEHICLE. >> RIGHT. >> THEY CAN’T BE EXPOSED TO HIGH WINDS, HIGH WAVES WHILE THEY’RE AT SEA AS WELL. AND THEN WHEN THINGS COME IN TO LAND ON THE LAND WITH PARACHUTES, FOR EXAMPLE, YOU DON’T WANT TO COME DOWN TOO HARD OR THE WINDS BE TOO HIGH, BECAUSE THEN THE PARACHUTE WILL DRAG IT OVER, AND IT COULD CONCEIVABLY DRAG THE CAPSULE ALONG. >> YEAH. >> USUALLY THAT’S PRETTY HIGH WIND SPEED TO DO THAT, SO THOSE LIMITS ARE USUALLY SET PRETTY HIGH. >> OKAY. >> AS I MENTION, WE WORRY ABOUT SHOWERS AND THUNDERSTORMS. YOU DON’T WANT, SAY, A PARACHUTE TO GET WET. OR IF YOU HAD A REENTRY VEHICLE THAT WAS WINGED, YOU WANT TO BE ABLE TO SEE THE RUNWAY AS YOU’RE COMING IN. WITH A THUNDERSTORM NEARBY, YOU HAVE CONCERNS OF LIGHTNING. YOU COULD TRIGGER LIGHTNING. USUALLY WHEN AN AIRCRAFT OR A SPACE VEHICLE ENCOUNTERS LIGHTNING, IT ARTIFICIALLY TRIGGERS THE LIGHTNING-- IT’S NOT USUALLY NATURALLY OCCURRING. BECAUSE ITS MERE PRESENCE IN A HIGH ELECTRIC FIELD WILL BE THAT THING THAT SETS OFF THE LIGHTNING STRIKE. >> WOW. >> AND THAT’S WHAT HAPPENED FOR APOLLO 12 ON LAUNCH. >> HUH. >> TRIGGERED LIGHTNING TWO TIMES ON LAUNCH. >> OH, WOW. >> AND ATLAS-CENTAUR 67 IN THE LATE ‘80s TRIGGERED LIGHTNING UPON LAUNCH. IT WAS AN UNMANNED VEHICLE. >> OKAY. >> AND THAT VEHICLE HAD TO BE DESTROYED, BECAUSE IT GOT OFF TRAJECTORY. >> OH, OKAY. >> SO WE WORRY ABOUT LIGHTNING AND THUNDERSTORMS QUITE A LOT. >> YEAH. >> AND IF IT’S A WINGED VEHICLE OR A PARACHUTE VEHICLE AND YOU’RE NEARBY ENOUGH TO A THUNDERSTORM, YOU COULD ALSO ENCOUNTER SOME TURBULENCE, WHICH WOULD BE A BAD DAY. >> YEAH. >> SO THERE’S LOTS OF THINGS TO WORRY ABOUT. YOU WANT TO BE ABLE TO SEE THE VEHICLE. CLOUDS OUT THERE WHEN YOU LAUNCH OR RECOVER THE VEHICLE-- A LOT OF TIMES YOU WANT TO HAVE GOOD VIDEOGRAPHY OF THE VEHICLE. YOU WANT TO FILM IT SO YOU CAN GO BACK AND DO SOME ENGINEERING ANALYSIS LATER. SO YOU WANT TO BE ABLE TO SEE IT. CLOUDS GET IN THE WAY. >> OH, YEAH. >> SO WE WORRY QUITE A BIT ABOUT THAT AS WELL. SOME OF THE RECENT TESTING WE’VE BEEN DOING IN PREPARATION FOR SOME OF THE MISSIONS UPCOMING-- WE’RE ALSO DROPPING THE TEST VEHICLE FROM HIGH HEIGHTS, EITHER FROM AN AIRPLANE OR BY A BALLOON IN CASE FOR SOMETIMES IT CAN BE LIFTED UP BY A BALLOON. YOU WANT TO KNOW WHERE THE BALLOON’S GOING TO GO BEFORE YOU DROP SOMETHING. >> YEAH. >> BECAUSE YOU DON’T WANT TO DROP IT ON SOMEBODY OR SOMEBODY’S HOUSE. >> OF COURSE. >> YOU WANT TO KEEP IT ON THE RANGE. SO WE WORRY ABOUT THE UPPER WINDS FOR THINGS LIKE THAT AS WELL. SO THERE’S LOTS OF DIFFERENT WEATHER IDEAS THAT ARE OUT THERE THAT YOU’VE GOT TO LOOK AT. >> YEAH. SO YOU IN YOUR POSITION AS METEOROLOGIST IN CHARGE, SO WHEN YOU’RE LOOKING AT THIS STUFF, YOU SAY YOU’RE LOOKING AT THIS AND YOU’VE GOT TO WORRY ABOUT THAT. YOU’RE LOOKING AT THIS, YOU’VE GOT TO WORRY ABOUT THIS. WHAT ARE YOU DOING TO ADVISE, TO MAKE RECOMMENDATIONS? ARE YOU THERE IN THE TESTING FIELD LIKE SAYING, “HEY, YOU’VE GOT TO WATCH OUT FOR THESE WINDS,” OR HOW ARE YOU INVOLVED?>> MOSTLY AT SPACEFLIGHT METEOROLOGY GROUP WE’RE WORKING IN ONE OF THE MULTIPURPOSE SUPPORT ROOMS IN THE MISSION CONTROL CENTER. >> OKAY. >> THERE’S A WEATHER ROOM, ESSENTIALLY. IT’S THE SINGLE PURPOSE MULTIPURPOSE SUPPORT ROOM, I GUESS. >> OKAY. >> AND WE’VE GOT SEVERAL-- WE’VE GOT TWO MAJOR WEATHER SYSTEMS BACK THERE. ONE THAT NASA PROVIDED, THAT LEGACY SYSTEM WE’VE HAD FOR YEARS AND YEARS CALLED THE [ INDISTINCT ]. AND THEN I’VE GOT ANOTHER COMPUTER SYSTEM FOR WEATHER STUFF CALLED AWIPS II, WHICH IS IN EVERY NATIONAL WEATHER SERVICE OFFICE ACROSS THE COUNTRY. >> OKAY. >> AND BOTH OF THOSE SYSTEMS GET WEATHER SATELLITE DATA, INCLUDING THE NEW GOES-16, WHICH IS A TREMENDOUS ASSET TO THE NATION’S ECONOMY IN PROTECTION, AND IT’S A WONDERFUL SATELLITE. >> YEAH, I WAS GOING TO SAY, THAT’S THE SATELLITE, RIGHT. >> AND WE ALSO GET RADAR DATA FROM THE NETWORK OF NATIONAL WEATHER SERVICE RADARS THAT ARE ACROSS THE COUNTRY. ALSO GET DATA FROM THE AIR FORCE’S RADAR AT THE CAPE. THEY HAVE A WEATHER RADAR NEAR PATRICK AIR FORCE BASE WHO OVERSEE THAT. AND ALL THE COMPLETE SUITE OF THE WEATHER OBSERVATIONS FROM GROUND REPORTING STATIONS, TYPICALLY AT AIRPORTS, BUT MORE AND MORE WE’RE GETTING SMALLER SCALE MEASUREMENTS-- MEZZO SCALE IS WHAT WE CALL IT-- AND A LOT OF THOSE ARE SPECIAL NETWORKS, INCLUDING SOME THAT NASA OPERATES, AND THE OTHER SPACE AND MISSILE RANGES OPERATE, THAT DENSE NETWORK OF SURFACE OBSERVATIONS. AND A LOT OF THEM ARE HOME HOBBYISTS. >> OH! >> WE RETRIEVED THAT DATA AS WELL. IT DOES NEED A LITTLE BIT MORE QUALITY CONTROL FROM TIME TO TIME, BUT WE DO DRAG THAT IN, SO WE ACTUALLY HAVE QUITE A LOT OF DATA. AND THEN OUT IN THE FIELD, THEY’LL TYPICALLY BE-- ESPECIALLY ON THE DoD SPACE AND MISSILE RANGES, WHERE WE DO A LOT OF THE ACTIVITIES, THERE’LL BE SOME METEOROLOGIST OR METEOROLOGISTS IN THE FIELD, AND THEY’LL BE RELEASING SPECIAL WEATHER BALLOONS FOR US AS WELL, AND TAKING SPECIAL SURFACE LEVEL MEASUREMENTS AS WELL. AND THERE’S OTHER TECHNOLOGIES TO MEASURE THE UPPER WINDS. THERE’S SOME WIND PROFILERS THAT WE USE. SO WE COLLECT ALL THAT DATA FROM THE FIELD BACK HERE IN THE MCC, AND WE’LL ADVISE THE FLIGHT CONTROL TEAM. >> OH. >> PRIMARILY THE FLIGHT DIRECTOR. >> OKAY. >> MY OFFICE IS ATTACHED TO THE FLIGHT DIRECTOR OFFICE HERE AT JSC. >> OKAY. >> SO I HAVE A NATIONAL WEATHER SERVICE BOSS AND A NASA BOSS. MY NASA BOSS IS ONE OF THE FLIGHT DIRECTORS. TYPICALLY, THE ASCENT AND ENTRY FLIGHT DIRECTORS. >> OKAY. IS THAT MAINLY WHEN YOU’RE PULLED IN, ASCENT AND ENTRY? >> YEAH. >> OKAY. >> WELL, WHEN THERE’S A MISSION ON ORBIT, WE WILL MONITOR SOME THINGS. >> SURE. >> FOR EXAMPLE, FOR THE INTERNATIONAL SPACE STATION, I’M ON CALL IF I’M NOT ON CONSOLE. >> OKAY. >> SO IF THEY HAVE SOME SORT OF EMERGENCY AND THEY’VE GOT TO GET INTO SOYUZ AND THEY WANT TO MAINTAIN SITUATIONAL AWARENESS OF WHERE THEY COULD LAND, I CAN BE CALLED IN AND PROVIDE WEATHER SUPPORT FOR THAT AS WELL. >> OKAY, AND JUST MAKE SURE THAT WHEREVER THEY’RE GOING TO LAND, YOU HAVE A GOOD IDEA OF WHAT THAT WEATHER’S GOING TO BE AT THAT TIME. >> YEAH, AND FOR THE SOYUZ CAPSULE IN PARTICULAR, IT’S PRETTY ROBUST WEATHER-WISE. >> YEAH. >> THE RUSSIANS MAKE PRETTY HARDY HARDWARE. >> YEAH. THEY’VE LAUNCHED IN COLD WEATHER. >> YES THE HAVE. >> AND ALL KINDS OF STUFF, SO YEAH, EXCELLENT VEHICLE. YOU KNOW, YOU SAY YOU’RE BACK IN MISSION CONTROL AND YOU’RE GETTING ALL OF THESE DATA FROM DIFFERENT SOURCES. WHAT ARE SOME OF THE KEY THINGS THAT YOU’RE LOOKING FOR? WHAT DO YOU NEED TO MAKE AN INFORMED DECISION, WHAT KINDS OF DATA? >> TYPICALLY IT’D BE THE WIND SPEEDS. >> WIND SPEEDS, OKAY. >> ESPECIALLY NEAR THE SURFACE. AND FROM THE WEATHER BALLOON, IT’LL BE THE WINDS THAT WE MEASURE ALOFT. WE’LL COMBINE THOSE OBSERVATIONS WITH THE COMPUTER MODEL FORECAST THAT WE HAVE, AND WE GET THOSE FROM OUR NATIONAL CENTER. AND ON OCCASION WE’LL RUN SOME SPECIAL LOCALIZED MODELS AS WELL AT A HIGHER SCALE. >> YEAH. >> AND WE’LL BLEND THOSE TOGETHER AND COME UP WITH A FORECAST AT THE LANDING TIME. >> OKAY, OKAY. >> ALSO WE’LL MONITOR THE RADAR, OF COURSE. AND A LOT OF PEOPLE DON’T KNOW THIS-- THERE’S LIGHTNING DETECTION NETWORKS OUT THERE NOW, SO WE CAN TELL WHERE LIGHTNING’S STRIKING THE GROUND. >> WOW. >> YEAH, IT’S PRETTY NEAT. THERE’S SEVERAL NETWORKS OUT THERE, AND ALSO WE HAVE WHAT’S CALLED LIGHTNING MAPPING ARRAYS OR-- WHICH IS A THREE-DIMENSIONAL LIGHTNING DISPLAY, WHICH WILL SHOW LIGHTNING BOLTS IN THREE DIMENSIONS SO YOU CAN SEE THE IN-CLOUD FLASHES AS WELL. IT’S-- I REMEMBER WHEN I FIRST GOT HERE AND I SAW THAT KIND OF DATA. I WAS LIKE, “WOW, THAT STUFF EXISTS?” AND IT’S STILL, TO THIS DAY IT’S STILL REALLY PHENOMENAL AND REALLY NEAT TO LOOK AT. >> ABSOLUTELY. >> SO THAT’S HOW WE MONITOR FOR THE LIGHTNING DATA. >> OKAY. >> WITH THAT AND THE RADAR AS WELL. >> SO YOU CAN-- OBVIOUSLY, IT HAS A LOT OF SPACEFLIGHT APPLICATIONS, BUT THAT SOUNDS LIKE LIGHTNING DATA, THAT COULD BE USED FOR SOMETHING ELSE, RIGHT? >> OH, YEAH, POWER COMPANIES USE IT ALL THE TIME. >> OH, YEAH. >> MATTER OF FACT, SOME OF THE INITIAL FUNDS WAY BACK IN THE LATE ‘80s-- EARLY ‘80s, GOT THAT STARTED WAS SOME OF THE POWER COMPANIES WANTED TO KNOW WHEN THEIR LINES WERE GOING TO GO DOWN, THAT SORT OF THING. >> YEAH. >> SO THAT’S WHERE A LOT OF THE INITIAL IMPETUS FOR THAT KIND OF RESEARCH AND TECHNOLOGY CAME ABOUT. BUT IT’S EXPANDED INTO LOTS OF SECTORS OF THE COUNTRY RIGHT NOW. >> OH, SURE. THAT SEEMS-- THAT’S GOOD DATA. >> OH, AND THERE’S A LIGHTNING SENSOR THAT’S ON THE NEW GOES-16 SATELLITE AS WELL. >> OKAY. >> SO, AND IT’LL SEND DATA DOWN TO THE GROUND EVERY 20 SECONDS AND IT USES AN OPTICAL DETECTOR FOR THAT. SO YOU HAVE PRACTICALLY GLOCAL COVER-- WELL, AT LEAST HALF THE GLOBE THAT THE SATELLITE CAN SEE FROM GEOSTATIONARY ORBIT. >> OKAY. >> SO THEIR LIGHTNING DATA IS EVERYWHERE NOW. >> YEAH. WHAT’S MORE ABOUT THE GOES-16 SATELLITE, WHAT IS THAT? >> GOES-16 IS THE NEW GEOSTATIONARY SATELLITE, WHICH MEANS IT SITS IN A RELATIVE POSITION-- SAME RELATIVE POSITION OVER THE EARTH ALL THE TIME. >> RIGHT. >> IT SCANS THE EARTH ROUTINELY EVERY 5 MINUTES. >> WOW. >> IT'S GOT WHAT’S CALLED TWO MESOSCALE SECTORS, WHICH YOU CAN ZOOM IN ON A SMALLER PART OF THE EARTH, AND IT’LL SCAN THOSE EVERY MINUTE, AND IF YOU OVERLAP THOSE TWO YOU CAN GET DATA EVERY 30 SECONDS. SO IT LOOKS LIKE A HIGH RESOLUTION MOVIE. >> OH. >> THE VISIBLE CHANNEL IS TWICE THE-- HAS TWICE THE PRECISION OF THE PREVIOUS ERA OF SATELLITE, SO YOU SEE MORE DATA, SMALLER DATA. AND IT'S ALSO GOT MORE INFRARED CHANNELS SO YOU CAN SEE HOW THE WATER VAPOR’S MOVING AROUND THE ATMOSPHERE, YOU CAN SEE CLOUDS, YOU CAN SEE AREAS OF-- THAT RESPOND TO SULFUR CONTENT. SO YOU CAN PICK OUT VOLCANIC ERUPTIONS, FOR EXAMPLE, WITH IT. >> WHOA. >> YEAH, THERE’S A LOT OF THINGS YOU CAN DO WITH IT AND IT’S-- GET ON THE WEB, LOOK FOR GOES-16, LOOK FOR HIGH-RES MOVIE LOOP. IT’S REALLY COOL TO LOOK AT. >> YEAH. >> AND FOR A SCIENTIST, IT’S REALLY EXCITING DATA. >> ABSOLUTELY. >> AND FOR THE SPACEFLIGHT SIDE OF THAT, NOW THAT WE GET DATA MORE FREQUENTLY WE CAN-- IF A SITUATION’S KIND OF DICEY ON WHAT’S GOING ON WITH CLOUD COVER, YOU CAN WATCH THAT RIGHT UP ALMOST UNTIL THE LAST MINUTE AND YOU DON’T HAVE TO WAIT. PREVIOUSLY, WE’D HAVE TO WAIT UP TO 15 MINUTES FOR THE DATA TO COME IN. AND A LOT CAN HAPPEN IN 15 MINUTES. >> YEAH. >> FOR EXAMPLE, IN THE SHUTTLE ERA, FOR THE RETURN TO LAUNCH SITE ABORT, THAT WAS 25 MINUTES AFTER LANDING. IF WE HAD TO WAIT 15 MINUTES FOR A SATELLITE PICTURE, SOMETHING CAN MOVE A LONG WAY OR FORM PRETTY QUICKLY IN THAT AMOUNT OF TIME, WHICH IS ALMOST THE SAME AMOUNT OF TIME YOU’RE TRYING TO FORECAST. >> WOW. >> IT’S REALLY NICE. >> DID THE NEEDS OF THE SHUTTLE PROGRAM SORT OF DRIVE THIS, LIKE, THE NEED FOR QUICKER DATA? >> NO, NOT DIRECTLY. >> OKAY. >> BUT IT WAS MORE OR LESS JUST TECHNOLOGY MARCHING ON. >> OH, YEAH. >> YEAH. >> WHICH IT WILL DO, RIGHT? SO THE GOES-16, I DO REMEMBER SEEING A LOT OF IMAGERY WHEN HARVEY WAS PASSING THROUGH. >> YES. >> THEY WERE-- THERE WAS A LOT THAT WAS BEING MONITORED. I THINK SOIL SATURATION, OR SOMETHING LIKE THAT. >> SOIL MOISTURE, SOIL SATURATION. >> YEAH, YEAH. >> YEAH, ONE OF THE INFRARED CHANNELS WILL RESPOND TO WATER ON THE GROUND REALLY WELL AND YOU CAN SEE THE SOILS BECOME SATURATED USING THE INFRARED CHANNELS. >> YEAH. >> SO THE NEAR CHANNELS THAT RESPOND TO VEGETATION. >> OKAY. >> YEAH, IT’S SOMETHING WE DIDN’T HAVE BEFORE. >> ABSOLUTELY. >> YEAH. >> SO BACK-- LET’S GO TO THE SHUTTLE PROGRAM FOR A BIT. WERE YOU-- DID YOU WORK THE SHUTTLE PROGRAM, THE WEATHER FOR IT? >> YES, I DID. >> OKAY. >> SINCE 1991 IS WHEN I ARRIVED. >> OKAY. >> AND FOR ABOUT ‘92 WAS THE SPACE SHUTTLE MISSIONS. >> ALL RIGHT. >> AND I WAS THE ASCENT ENTRY LEAD FORECASTER HERE AT SMG FOR ABOUT 14 OF THOSE. >> ALL RIGHT. >> SO IT WAS QUITE A LOT OF THEM. >> ASCENT ENTRY-- OKAY, SO WHAT DID THAT LOOK LIKE? WHAT SORTS OF THINGS WERE YOU DOING SPECIFICALLY FOR SHUTTLE MISSIONS IN FLORIDA, LAUNCHES AND LANDINGS? >> FOR FLORIDA, ON ASCENT DAY, SMG WAS PRIMARILY WORRIED ABOUT THE WEATHER AT THE ABORT LANDING SITES. >> OKAY. >> ONE OF THOSE WAS THE RETURN TO LAUNCH SITE, WHICH WOULD’VE BEEN THE SHUTTLE LANDING FACILITY THERE AT THE KENNEDY SPACE CENTER. >> OKAY. >> THE INTERESTING THING ABOUT THAT ON A LAUNCH DAY WAS WHILE EVERYBODY WAS LOOKING OUT TOWARDS THE PAD FROM THE LAUNCH CONTROL CENTER, IT LOOKED OUT OVER THE OCEAN. AND IF A SEA BREEZE MOVED INLAND YOU COULD HAVE SHOWERS AND THUNDERSTORMS OCCURRING BEHIND YOU OVER AT THE SHUTTLE LANDING FACILITY. >> OH. >> SO YOU’D LOOK OUT ONE DIRECTION AND IT’S, “OH, IT’S GREAT. WHY ARE WE WAITING?” AND YET, AT FIVE MILES BEHIND YOU THERE’S A THUNDERSTORM GOING ON. >> OKAY. >> THE OTHER THING WE WOULD LOOK AT WOULD BE THE TRANSOCEANIC ABORT LANDING SITES. THOSE WERE IN AFRICA AND SPAIN, AND LATER IN FRANCE. AND WE’D MONITOR THE WEATHER FOR THOSE AS WELL. ON LAUNCH DAY YOU HAD TO HAVE GOOD RTLS WEATHER, RETURN TO LAUNCH SITE, AND YOU HAD TO HAVE AT LEAST ONE OF THE TRANSOCEANIC ABORT LANDING SITES HAD TO HAVE GOOD WEATHER. AND WE DID ACTUALLY SCRUB FOUR LAUNCHES FOR TAL WEATHER DURING THE ENTIRE HISTORY OF THE SPACE SHUTTLE PROGRAM. >> WOW, JUST BECAUSE NOTHING WAS LINING UP AT THOSE TIMES? >> ALL THREE OR ALL FOUR SITES WOULD BE DOWN FOR THE WEATHER CRITERIA. >> HUH. >> AND YOU WERE NOT A POPULAR PERSON ON THAT DAY BECAUSE THAT MEANT THAT THE WEATHER WAS GOOD AT KSC AND EVERYBODY’S WAITING FOR SOMETHING THAT’S ON THE OTHER SIDE OF THE OCEAN. >> RIGHT. >> BUT, YOU KNOW, KEEPING THOSE ASTRONAUT’S SAFETY IN MIND, THAT’S WHY THOSE RULES WERE THERE. >> YEAH. WHAT WERE SOME OF THE BIG TAKEAWAYS THAT YOU LEARNED IN YOUR TENURE AT WORKING SHUTTLE? >> MOSTLY THE NEWER TECHNOLOGY THAT CAME ALONG WE GOT BETTER AND BETTER AT FORECASTING. >> AH. >> EARLY ON, WE WERE KIND OF SPLIT BETWEEN LANDING AT KSC AND AT EDWARDS AIR FORCE BASE. EACH SITE HAD ITS OWN UNIQUE WEATHER ISSUES. AT EDWARDS AIR FORCE BASE IS TYPICALLY THE SURFACE WINDS WERE GOING TO BE A PROBLEM, EITHER THE CROSSWINDS OR A HEADWIND FOR THE SHUTTLE. >> OKAY. >> KSC, YOU KNOW, WE USUALLY PICKED LAUNCH AND LANDING TIMES-- WE USE SOME CLIMATOLOGY TO HELP PICK THOSE, SO WE USUALLY WOULD LAUNCH DURING THE TIME OF THE DAY THAT WAS GOOD FOR THAT. SO THE RTLS WEATHER WOULD GENERALLY BE GOOD. ONCE WE HAD THE GROUND-UP RENDEZVOUS TO THE SPACE STATION THAT MEANT YOU COULDN’T CHOOSE THE LAUNCH TIME ANYMORE LIKE YOU USED TO. YOU USED TO ALWAYS BE EARLY IN THE MORNING WHEN THE WEATHER’S TYPICALLY GOOD AND THE WINDS ARE LIGHT. >> OKAY. >> BUT WHEN YOU HAD GROUND-UP RENDEZVOUS YOU’RE PRETTY MUCH HAVE TO BE IN THE SAME ORBITAL PLANE AS THE ISS. >> RIGHT. >> WHICH MEANT ANY TIME OF DAY. THEN WE STARTED MOVING INTO THE LATE AFTERNOON. WE RAN INTO MORE THUNDERSTORMS. WE RAN INTO MORE CROSSWINDS BECAUSE THE WAY THE RUNWAY’S BUILT OUT THERE, IT’S PARALLEL WITH THE COAST. SEA BREEZE WOULD COME IN WITH AN EAST WIND, THAT’D BE ALL CROSSWINDS. SO WE GOT MORE AND MORE INSTRUMENTATION TO TRACK THE SEA BREEZE. WE CAN DO THAT WITH A REALLY DENSE NETWORK OF SURFACE WIND TOWERS. YOU CAN ALSO SEE IT ON THE RADAR AND YOU CAN ALSO SEE IT ON SATELLITE IMAGERY AS WELL. SO THE WAY TECHNOLOGY HAS HELPED US WITH THAT AND THEN THE ADVANCES IN COMPUTER MODELING FOR FORECASTING, IT KEPT GETTING SMALLER AND SMALLER IN THE SCALE THAT YOU COULD LOOK AT AND THE SHORTER TIMES THAT YOU COULD LOOK AT AND IT KEPT GETTING BETTER AND BETTER. SO THINGS ALWAYS-- SEEMS LIKE WE GOT MUCH BETTER AS WE GOT ALONG IN THE SPACE SHUTTLE PROGRAM. >> VERY COOL. >> YEAH. >> SO THE SHUTTLE PROGRAM ENDED IN 2011. NOW, WE’RE INTO 2017 LOOKING FORWARD TO COMMERCIAL CREW LAUNCHES HERE SOON. WHAT TECHNOLOGY HAS BEEN DEVELOPING OVER THESE PAST COUPLE YEARS THAT WE CAN APPLY TO COMMERCIAL CREW? >> FOR COMMERCIAL CREW WE GOT THE NEWER SATELLITE WE’VE BEEN TALKING ABOUT, GOES-16. >> YEAH. >> WE’RE GETTING NEWER AND MORE PORTABLE WEATHER BALLOON SYSTEMS THAT WE CAN USE AS WELL. >> HMM. >> I’VE GOT ONE BACK IN THE OFFICE, WHERE IT’S A GROUND RECEIVER. IT’S A LAPTOP COMPUTER AND A HANDHELD RADIO, ESSENTIALLY, AND A LITTLE TINY ANTENNA. YOU USED TO, YOU HAD TO HAVE A GREAT BIG RADIO DIRECTION FINDER THAT WOULD FOLLOW THE BALLOON OR YOU WOULD TRACK IT WITH RADAR. >> YEAH. >> NOW, IT’S ALL GPS BASED. >> OKAY. >> SO IT’S HIGHER PRECISION, MORE PORTABLE, MORE BETTER EVERYTHING, AS A MATTER OF FACT. AS TECHNOLOGY’S GOTTEN BETTER WE’VE GOTTEN BETTER MEASUREMENT SYSTEMS AND BETTER FORECASTING SYSTEMS AS WELL. BUT IN LARGE PART, IT’S STILL THE SAME OLD METEOROLOGY WE’RE USING AND APPLYING FOR THE NEW VEHICLES THAT ARE COMING DOWN THE-- BOTH SLS, ORION, AND THE COMMERCIAL CREW PROGRAMS. >> OKAY. ALL RIGHT. A LOT OF THE SAME STUFF. SO ARE YOU-- IS THE WEATHER THAT TAKES PLACE FOR LAUNCHES AND LANDINGS, WHAT ELSE BESIDES, YOU KNOW, JUST MAINLY ASCENT AND ENTRY, ARE YOU LOOKING AT THAT HELPS OUT WITH HUMAN SPACEFLIGHT? >> OH, IN TERMS OF THE-- JUST ABOUT ALL OF THE WEATHER THAT YOU CAN THINK OF, REALLY. >> OH, OKAY. >> YEAH. >> YEAH. >> LIKE I SAID, IT DEPENDS UPON THE VEHICLE. SOMETIMES YOU’LL BE LOOKING AT THE HUMIDITY, SOMETIMES YOU’LL BE LOOKING AT THE CLOUD COVERAGE, SOMETIMES IT’S THE RADAR. USUALLY, IT’S ALL OF THE ABOVE. >> YEAH. >> AND YOU ALSO HAVE TO KEEP AN EYE OUT ON THINGS THAT AREN’T NECESSARILY WEATHER RELATED AS WELL. >> HMM. >> BECAUSE SOMETIMES YOU’LL SEE THINGS ON RADAR THAT ARE-- THAT LOOK LIKE A SHOWER OR A THUNDERSTORM AND IT TURNS OUT IT’S CHAFF. IT’S THE SAME-- IT’S WHAT THE MILITARY DROPS TIN FOIL, LITTLE DROPLETS TO FOOL RADAR. >> OH. >> AND WHEN THEY’RE DOING TESTS, YOU KNOW, THAT’LL PICK UP ON THE WEATHER RADAR. >> I SEE. >> AND WE’VE HAD THAT IN THE PAST IN THE SHUTTLE PROGRAM. >> OKAY. >> THAT’S ONE OF THE THINGS-- SO YOU GOT TO BE AWARE OF WHEN THEY’RE DOING TESTS AND EXERCISES UPWIND FROM YOU BECAUSE THAT STUFF’LL BLOW OVER YOU. >> OH. >> SO THERE’S-- YOU GOT TO KEEP AN EYE ON LOTS OF DIFFERENT THINGS WHAT’S GOING ON, AS WELL AS THE STATE OF THE EQUIPMENT. AND ON OCCASION, THE SATELLITES, THEY’LL SHUT THEM DOWN WHEN THEY’RE LOOKING AT THE SUN DURING CERTAIN PERIODS. IF YOU’RE LOOKING AT LOW EARTH ORBITING SATELLITES, YOU GOT TO MAKE SURE IT COMES OVER AT THE RIGHT TIME. SO THERE’S A LOT OF DIFFERENT THINGS, NOT JUST PURE METEOROLOGY, BUT THE LOGISTICAL SIDE THAT YOU GOT TO MAINTAIN AWARENESS OF AS WELL. >> YEAH. >> AS WELL AS KNOWING WHAT THE FLIGHT CONTROL TEAM’S DOING. >> YEAH. IS THERE-- SO, IT SOUNDS LIKE A LOT OF THE WEATHER THAT YOU’RE LOOKING AT IS WITHIN THE ATMOSPHERE. YOU HAVE A LOT OF DATA COMING THERE. IS THERE ANYTHING THAT KIND OF GOES INTO SPACE? IS THERE A SPACE WEATHER ELEMENT TO THIS? >> THERE IS. GENERALLY, THE TRUE SPACE WEATHER, THINGS LIKE SOLAR FLARES, GEOMAGNETIC STORMS, LIKE THAT. THERE’S A GROUP HERE AT JOHNSON SPACE CENTER CALLED THE SHRAG, THE SPACE RADIATION ANALYSIS GROUP. >> COOL. >> YEAH. THEY GENERALLY HANDLE MOST OF THAT ACTIVITY, AND THEY WORK CLOSELY WITH ANOTHER NOAA CENTER AS A MATTER OF FACT. >> OH. >> THERE’S THE SPACE ENVIRONMENT GROUP, WHICH IS IN BOULDER. IT’S A NATIONAL WEATHER SERVICE OFFICE AND THEY MAINTAIN ALL THE FORECASTS FOR SPACE WEATHER FOR THE COUNTRY, BECAUSE IT-- BUT GENERALLY, IN SMG, SPACEFLIGHT METEOROLOGY GROUP, WE’RE LOOKING AT WEATHER PRIMARILY IN THE LOWEST LIKE 100,000 FEET. ALTHOUGH, ON OCCASION, WE DO GO HIGHER FOR VEHICLES THAT COME IN ON LIKE A HIGH INCLINATION TRAJECTORY. THEY’RE COMING IN IN AN ORBIT THAT GOES LIKE 57 DEGREES NORTH AND SOUTH. >> HMM. >> DURING CERTAIN TIMES OF THE YEAR YOU DO HAVE TO WORRY ABOUT THINGS LIKE NOCTILUCENT CLOUDS, WHICH ARE ABOUT 82 KILOMETERS HIGH IN THE ATMOSPHERE. >> OH. >> YEAH, WE HAD THE DESIGN CRITERIA FOR SHUTTLE FOR THAT BECAUSE YOU DIDN’T WANT TO FLY THROUGH THAT BECAUSE IT’S A CLOUD AND YOU’RE GOING VERY, VERY FAST AT THOSE ALTITUDES. >> YEAH. >> BUT, THEY’RE GENERALLY RESTRICTED TO VERY HIGH LATITUDES. >> HMM. >> SAO, WE USUALLY DIDN’T HAVE A PROBLEM WITH THAT AND THAT MISSION WAS DESIGNED AROUND THAT. >> OKAY. >> ON OCCASION, WE DID DO SOME THINGS THAT WERE UP IN THE MESOSPHERE, THE STRATOSPHERE, THE HIGHER ATMOSPHERE. BUT GENERALLY, IT’S WHAT MOST PEOPLE CONSIDER WEATHER IS WHAT WE’RE LOOKING AT. >> OKAY. SO HOW DOES WEATHER RELATE TO CLIMATE? YOU’RE TALKING ABOUT LOOKING AT WEATHER THROUGH LONG PERIODS OF TIME. >> MM-HMM. >> YOU HAVE A LOT OF DATA AND THE DATA SEEMS TO JUST BE-- THE INSTRUMENTS USED TO GATHER DATA ARE JUST GETTING BETTER AND BETTER. IS THERE A RELATIONSHIP THERE, WEATHER AND CLIMATE? >> YEAH. THE OLD SAYING IS CLIMATE IS WHAT YOU EXPECT, YOU KNOW, FROM-- YOU EXPECT WINTER TO BE COLD. >> YEAH. >> AND WEATHER IS WHAT YOU GET DAY TO DAY. >> MM-HMM. >> YOU CAN THINK OF IT ALONG TERMS LIKE THAT. SO I MENTIONED EARLIER, FOR SPACE SHUTTLE, A LOT OF MISSIONS WERE PLANNED WITH CLIMATE DATA IN MIND IN THAT WE KNEW THAT EARLY IN THE MORNING WINDS WERE LIGHT. >> RIGHT. >> SHOWERS AND THUNDERSTORMS WOULDN’T BE AROUND. SO A LOT OF THOSE WERE PLANNED WITH THAT IN MIND. >> MM-HMM. >> A LOT OF THE DESIGN CRITERIA FOR SOME OF THE NEW PROGRAMS COMING UP, WE’RE INTO THAT, AS WELL AS WE’VE GONE AND LOOKED AT THE OCEAN WAVE CLIMATOLOGY, ESPECIALLY IN THE NORTH ATLANTIC. A LOT OF THE MISSIONS ARE DESIGNED WITH THAT IN MIND BECAUSE IN THE NORTH ATLANTIC, FOR EXAMPLE, WAVES GET PRETTY HIGH, ESPECIALLY IN THE WINTER TIME-- 20, 30 FOOT WAVES, THEY’RE NOT ALL THE UNCOMMON. >> YEAH. >> AND YOU REALLY CAN’T DESIGN A VEHICLE TO LAST VERY LONG IF IT SHOULD HAPPEN TO SPLASH DOWN IN THAT, EITHER THROUGH SOME SORT OF CONTINGENCY OR AN ABORT. >> YEAH. >> SO MOST OF THE VEHICLES ARE DESIGNED THAT IF THEY DO ABORT THEY’LL TURN AROUND AND NOT-- AND AVOID THOSE AREAS. SO THAT’S ONE WAY CLIMATE DATA, LONG TERM HISTORICAL DATA, HAS BEEN USED TO HELP PLAN THOSE KIND OF ACTIVITIES. >> RIGHT. >> AND THE OTHER THING IS, EVEN BACK IN THE SHUTTLE DAYS WHEN WE USED TO LAND ON THE EDWARDS AIR FORCE BASE LAKE BEDS, YOU KNOW, GENERALLY THEY’RE DRY, BUT THEY’RE STILL A LAKE BED. AND WE WENT BACK AND LOOKED AT A LOT OF THE DATA FOR THAT BECAUSE SOMETIMES THEY WOULD FILL UP WITH WATER AND THOSE TYPICALLY HAPPEN DURING EL NINO YEARS. >> OH. >> WHICH ARE USUALLY ASSOCIATED WITH HEAVIER THAN NORMAL PRECIPITATION AND RAINFALL IN THE DESERT SOUTHWEST IN THE WINTER TIME. SO IF WE KNEW THERE WAS AN EL NINO YEAR COMING UP WE HAD A PRETTY GOOD IDEA THAT WE MIGHT LOSE THE LAKE BEDS AND WE’D HAVE TO LAND IT STRICTLY ON THE CONCRETE RUNWAY OUT THERE. >> OH. >> SO THERE’S A LOT OF THINGS YOU CAN USE CLIMATE DATA FOR, GENERALLY IN THE PLANNING AND DESIGN STAGE FOR JUST ABOUT ANY SPACECRAFT. >> HUH. IS THERE MAJOR CLIMATE CONSIDERATIONS FOR-- OR NOT-- NECESSARILY MAJOR, BUT JUST ANYTHING YOU’RE WATCHING OUT FOR FOR COMMERCIAL CREW LAUNCHES IN THE FUTURE? >> THERE WILL BE, AT LEAST IN THE SORT OF THE SHORTER TIME SPAN BETWEEN WEATHER AND CLIMATE. >> OKAY. >> BECAUSE FOR COMMERCIAL CREW AND ALSO FOR ORION, WHEN WE GO TO THE MOON SOME OF THOSE MISSIONS ARE GOING TO BE VERY LONG DURATION. >> YEAH. >> SO YOU’RE GETTING OUT PAST THE TYPICAL ABILITY TO FORECAST DAY TO DAY WEATHER. SO YOU’RE LOOKING MORE AT WHAT THE WEATHER THREE AND FOUR WEEKS OUT MIGHT BE LIKE. >> MM-HMM. >> AND A LOT OF THAT IS CLIMATE BASED AND YOU CAN USE SOME OF THE LONGER RANGED CLIMATE KIND OF WEATHER PATTERNS, LIKE EL NINO. >> YEAH. >> OR MADDEN-JULIAN OSCILLATIONS, THINGS LIKE THAT THAT HAPPEN IN THE TROPICS TO HELP YOU PREDICT WHAT THE GENERAL TREND THAT WE-- IT MIGHT BE DRYER THAT WEEK. >> OH. >> IT MIGHT BE LESS WINDY THAT WEEK. >> OKAY. >> OR IT MIGHT BE MORE STORMY, WHICH WOULD DRIVE MORE HIGHER OCEAN WAVES, THAT SORT OF THING. >> HMM. >> WE DO LOOK AT SOME OF THAT KIND OF DATA AS WELL, EVEN IN THE OPERATIONS. >> SO WHEN YOU SAY BEYOND YOUR CAPACITY TO LOOK FOR WEATHER, BECAUSE YOU’RE TALKING ABOUT ORION MISSIONS AND SOME OF THESE MOON MISSIONS ARE SEVERAL DAYS, SEVERAL WEEKS, SO YOU GOT TO PLAN AHEAD, BUT YOU ONLY CAN GO TOWARD A CERTAIN LIMIT. I KNOW WHENEVER I LISTEN TO THE WEATHER FORECAST OR GO AND CHECK IT IT CAN ONLY GO FOR ABOUT TWO WEEKS. AND EVEN THEN IT’S-- YOU THROW YOUR HANDS UP IN THE AIR BECAUSE YOU’RE NOT SURE. >> YEAH, THE THEORETICAL LIMIT FOR ABOUT A DAY TO DAY KIND OF FORECAST IS ABOUT TWO WEEKS. YOU KNOW, WE’RE NOT EVEN REALLY THAT GOOD YET. >> OKAY. >> WE’VE GOT COMPUTER MODELS THAT’LL SPIT THOSE OUT ALL THE TIME. >> YEAH. >> BUT THERE’S LARGER SCALE, IF YOU LOOK MORE TOWARDS THE MEANS AND EXTREMES, YOU CAN PRESS THAT OUT AND GET A PRETTY GOOD IDEA WHAT’S GOING TO HAPPEN. >> HMM. >> LIKE I MENTIONED, THREE WEEKS FROM NOW WE EXPECT IT TO BE VERY DRY THAT WEEK. >> YEAH. >> THAT DOESN’T TELL YOU IT’S GOING TO BE 34 DEGREES AT 7:00 A.M. IN THE MORNING, BUT IF YOU’RE JUST INTERESTED IN, “I DON’T WANT IT TO BE WET. I’VE GOT THIS THING SITTING OUTDOORS I CAN’T GET WET. I GOT A PAYLOAD SITTING OUTSIDE THAT CAN’T GET WET.” >> OH, YEAH. >> THAT’S THE KIND OF GOOD THING TO KNOW AS WELL. >> OKAY, COOL. SO, BESIDES LAUNCHES, AND LANDINGS, AND PLANNING FOR FORECASTS, WHAT ARE THE IMPLICATIONS HERE AT THE CENTER? BECAUSE WE HAVE MISSION CONTROL AND MISSION CONTROL HAS TO MAKE SURE THAT WE’RE OPERATING. SO I’M GUESSING THERE’S CERTAIN IMPLICATIONS FOR WEATHER HERE AT THE JOHNSON SPACE CENTER? >> YES, I DO MAINTAIN A BASIC SORT OF WEATHER WATCH WHENEVER I’M ON DUTY FOR THE SPACE CENTER. >> OKAY. >> AND FOR THOSE ON SITE, IF YOU RECEIVE THOSE EMAIL WARNINGS FROM [ INDISTINCT ]. SOME PEOPLE USUALLY PASS THOSE ON. AND FOR THE LIGHTNING ALERTS, OR SOME SEVERE WEATHER, I’LL BE THE ONE GENERALLY SENDING THOSE OUT. >> OKAY. >> AS A MATTER OF FACT, I THINK TI HAS MY NAME ON THE BOTTOM OF IT. >> YEAH. >> AND THAT’S GENERALLY DONE FOR EVERYONE’S PERSONAL SAFETY HERE ON THE CENTER. >> OKAY. >> FOR THE MISSION CONTROL TEAM AND THE-- A LARGE PART OF THAT IS TO MAINTAIN SO THAT THEY KNOW IF THEY’RE GOING TO HAVE ANY POWER OUTAGES COMING THEIR WAY. >> HMM. >> AND ALSO, FOR SOME OF THE MEDIA PLANNING FOR SOME OF THEIR COMMUNICATIONS TO AND FROM THE SPACECRAFT, ESPECIALLY THE ISS, I’LL MONITOR THE LOCAL WEATHER AND ALSO WEATHER AT SOME OF THE TDRS DOWNLINK SITES. >> OH, THAT’S RIGHT. >> WHITE SANDS MISSILE RANGE. >> YEAH. >> AND ALSO, OVER AT GUAM. THEY HAVE ANOTHER ANTENNA. >> OKAY. >> SO I MONITOR THAT, BUT FOR TROPICAL SEASON, FOR LIKE HURRICANES, THE ISS FLIGHT CONTROL TEAM, IF THEY NEED TO THEY CAN SHUT DOWN THE CENTER. THEY CAN RELOCATE AND SET UP SHOP SOMEPLACE ELSE REMOTELY AND STILL CONTROL THE SPACE STATION. >> RIGHT. >> AND PART OF THAT PLANNING IS, “WELL, WE WANT TO KNOW WHERE THE HURRICANE’S GOING TO GO.” >> YEAH. >> SO I’LL BRIEF THE FLIGHT CONTROL TEAM HERE, AS WELL AS THE CENTER DIRECTOR AND THE EMERGENCY MANAGEMENT FOLKS HERE AT JSC ON THE POTENTIAL OF THE HURRICANE’S TRACK. AND I’LL TAILOR IT SO IT’S SPECIFIC TO THE CENTER ITSELF AND OUR OPERATIONS. >> OKAY, I SEE. >> SO WHAT WAS HARVEY LIKE THEN? BECAUSE I KNOW HARVEY WAS PRETTY RECENT AND-- >> HARVEY WAS VERY RECENT. THE INTERESTING THING ABOUT HARVEY IS OVER THE FOUR DAYS THAT IT RAINED AROUND HERE WE GOT-- IT WAS 40-- I WROTE IT DOWN, BROUGHT IT WITH ME BECAUSE I COULDN’T REMEMBER-- 42.99 INCHES OF RAIN HERE AT JSC. >> WHOA! >> WHICH EASILY SET A RECORD. WE HAD 20.72 INCHES THAT OCCURRED IN ONE DAY. >> WHOA. >> SO THAT’S OVER A FOOT AND A HALF OF RAIN IN ONE DAY. >> YEAH. >> NEARLY FOUR FEET OVER THE COURSE OF FOUR DAYS. SO I SENT OUT SOME MESSAGES AND BRIEFED THE CENTER DIRECTORS AND THE EMERGENCY MANAGERS HERE AT JSC DURING THE STORM. >> MM-HMM. >> I ALSO MAINTAINED THESE OBSERVATIONS, WHICH I DON’T KNOW YOUR LISTENERS IF THEY’RE INTERESTED, IF YOU WANT TO SEE WHAT THE WEATHER IS HERE AT JSC, PARTICULARLY ON BUILDING 30, THERE’S SOME WEATHER INSTRUMENTATION THAT THE CENTER OF OPERATIONS DIRECTORATE MAINTAINS.AND I TAKE THAT DATA AND I POST IT OUT INTO THE WORLD WIDE WEB. >> OKAY. >> SO YOU CAN GO TO WEATHER.GOV/SMG/BLDG30-- BUILDING 30. >> OKAY. >> AND IT’LL GIVE YOU THE LATEST WEATHER FROM THE ROOFTOP. SO I MAINTAIN THAT DATA GOING OUT FOR EVERYONE TO USE. >> YEAH. >> GOT ANOTHER RAIN GAUGE HERE ON SITE, AN OLD STYLE RAIN GAUGE OUT NEAR BUILDING 421. INTERESTING THING DURING HARVEY WAS, I CAME OUT ON SATURDAY TO EMPTY THAT RAIN GAUGE, BECAUSE IT HOLDS 11 INCHES AND I FIGURED IT MIGHT FILL UP. >> YEAH. >> SO I DUMPED IT OUT AND IT HAD ABOUT 7 OR 8 INCHES. AFTER THAT, I COULDN’T GET BACK ON SITE. >> OH, THAT’S RIGHT. >> YEAH, SO THAT ONE I DON’T KNOW HOW MUCH IT HAD IN IT. BUT THE RAIN GAUGE ON TOP OF THE ROOF, IT’S WHAT WE CALL A TIPPING BUCKET. IT CONTINUOUSLY MEASURES. SO THAT’S THE ONE WE KNOW WHERE WE GOT 42.99 INCHES OF RAIN. >> OH, OKAY. >> WHICH IS QUITE A LOT OF RAIN. >> YEAH, YOU SAID RECORD-- >> BUT, OVERALL, THE FLOODING HERE ON SITE, DIRECTLY ON SITE, WASN’T TOO BAD, FROM WHAT I UNDERSTAND. >> OKAY. >> JUST COULDN’T GET HERE. >> YEAH. >> OR LEAVE HERE. >> DID YOU HAVE ANY-- DID YOU ADVISE WHETHER TO SHUT DOWN THE CENTER OR ANY SORT OF-- DID YOU HAVE ANY CONTINGENCY PLANS IN PLACE KNOWING THE WEATHER? >> YEAH, LEADING UP TO IT, BRIEFED THE CENTER OF OPERATIONS FOLKS AND THE ISS CONTROL TEAM. >> OKAY. >> AND ALSO, BRIEFED THE FLIGHT OPERATIONS DIRECTORATE FOLKS THAT ARE IN CHARGE OF THE AIRCRAFT OUT AT ELLINGTON FIELD. >> OH, THAT’S RIGHT. >> WHETHER OR NOT THEY WANT TO MOVE SOME OF THE AIRCRAFT. >> YEAH. >> MOST OF THEM REMAINED ON SITE BECAUSE IT WASN’T GOING TO BE A HIGH WIND EVENT. IT WAS MOSTLY GOING TO BE A HEAVY RAIN EVENT FROM HARVEY AROUND HERE. SO MOST OF THOSE PLANES WERE LEFT THERE. A FEW OF THEM FLEW OUT. >> YEAH. >> SO A LOT OF FOLKS ON SITE GOT BRIEFINGS ON THAT. DID THAT LEADING UP TO IT. OVER THE WEEKEND WHEN IT WAS RAINING AND NO ONE COULD GET INTO WORK, FORTUNATELY FOR ME, I WORKED REMOTELY. I HAD REMOTE ACCESS TO MY WEATHER SYSTEMS HERE ON SITE. >> OH, GOOD, YOU HAD A CONNECTION. >> I HAD A CONNECTION. >> YEAH. >> I COULD USE ALMOST EVERYTHING I COULD BY-- THAT I COULD USE WHEN I’M SITTING HERE. >> YEAH. >> NOT EVERYTHING, BUT PRETTY CLOSE TO IT. >> THAT’S GOOD. >> SO I WAS ABLE TO CONTINUE THE WEATHER BRIEFINGS AND SEND OUT THE JSC EMERGENCY NOTIFICATION SYSTEM MESSAGES FROM HOME. >> RIGHT. >> YEAH, SO THAT’S ONE UNIQUE WAY OF DOING-- WORKING FROM HOME, I GUESS. >> YEAH. NO, IT WAS COMPLETELY NECESSARY, RIGHT? BECAUSE EVERYONE NEEDED TO STAY SAFE DURING THAT WHOLE THING. >> YES. >> BUT, YOU HAVE INSTRUMENTATION THAT’S SPECIFIC TO JOHNSON SPACE CENTER, RIGHT? >> YES. >> SO WHEN YOU’RE LOOKING AT THIS DATA YOU CAN MAKE DECISIONS BECAUSE YOU KNOW THAT IT’S GOING TO IMPACT THIS EXACT AREA. ARE THERE INSTRUMENTS THAT KIND OF DO THE SAME THING ACROSS THE UNITED STATES, TOO? >> OH, YEAH. >> YEAH. >> YEAH. >> YEAH. >> THE NICE THING ABOUT JSC AND ESPECIALLY HARRIS COUNTY, THE COUNTY OFFICIALS HERE AROUND HOUSTON THEY MAINTAIN A REALLY DENSE NETWORK OF RAIN GAUGES AND STREAM GAUGES SO THEY KNOW HOW MUCH RAIN’S FALLING. IT’S THE HARRIS COUNTY FLOOD CONTROL DISTRICT. >> OKAY. >> THEY’RE REALLY GOOD AT THEIR JOB TOO, BY THE WAY. >> YEAH. >> AND SO, YOU REALLY GOT A PRETTY GOOD IDEA WHERE IT’S FLOODING AND HOW HARD THE RAIN’S COMING DOWN JUST ABOUT ANYWHERE IN THE IMMEDIATE AREA AROUND HERE. >> WOW. >> YEAH. >> ALL RIGHT. WELL, COMPLETELY NECESSARY FOR HOUSTON, TEXAS. >> YES, IT IS. IT FLOODS A LOT HERE. WHEN IT RAINS IT RAINS A LOT. I LEARNED THAT WHEN I MOVED DOWN HERE. >> YEAH. >> ANY BIG LESSONS THAT YOU LEARNED OR SOME JUST FASCINATING FINDINGS FROM THIS RECORD SETTING STORM? >> JUST HOW MUCH IT RAINED! >> YEAH. >> THE ODD THING WAS, WE HAD FORECAST GUIDANCE THAT SUGGESTED IT COULD BE THAT HIGH, BUT NO ONE QUITE BELIEVED IT WAS GOING TO BE THAT MUCH. >> RIGHT. >> OF COURSE, WHEN YOU’RE TELLING SOMEBODY IT’S GOING TO RAIN 20 INCHES IN A COUPLE OF DAYS, THAT’S STILL REALLY, REALLY, REALLY BAD. >> YEAH. >> BUT TO SEE 40 AND UPWARDS OF-- A FEW REPORTS OF OVER 50 INCHES IN THE IMMEDIATE AREA, THAT WAS JUST TRULY AMAZING. >> OH, THAT’S RIGHT, BECAUSE THE 40 WAS JUST AT JOHNSON SPACE CENTER. >> YES. >> YEAH, THAT’S NOT EVEN CONSIDERING OTHER PLACES. >> AND THE SHEER GEOGRAPHIC EXTENT OF THE 30-PLUS INCHES RAINFALL AMOUNTS IS MIND BOGGLING. >> YEAH. >> AND I SAW SOME REPORTS FROM SOME GPS SENSORS THAT THE WEIGHT OF THE WATER ENOUGH WAS MEASURABLE IN THE AMOUNT THAT IT SUNK THE EARTH FOR A FEW DAYS FROM THE WATER RISING. >> RIGHT. >> RESIDING ON TOP. IT WAS-- >> THE ELEVATED [ INDISTINCT ] OF HOUSTON WENT DOWN BY LIKE A CENTIMETER OR SOMETHING LIKE THAT. >> YEAH. > YEAH. > YEAH, THAT’S JUST MIND BOGGLING. >> YEAH. >> TO USE THAT WORD AGAIN. >> RIGHT. HOW MANY-- WHAT WAS THE-- WHAT-- I DON’T-- I FORGET THE NUMBER OF GALLONS. IT WAS 50 TRILLION, OR SOMETHING? >> IT’S A HUGE AMOUNT. >> YEAH, IT WAS. >> YOU COULDN’T DRINK IT, I KNOW THAT. >> OH, MAN. IT WAS A LOT THOUGH. WHAT ARE WE LEARNING ABOUT HURRICANES AND HOW THEY AFFECT MISSION OPERATIONS? SO WHAT’S THE BACKUP PLAN IF-- I GUESS THE PLAN RIGHT HERE WAS FOR THE FLIGHT CONTROLLERS IN-- >> THE REMAINED IN PLACE. >> THE REMAINED IN PLACE, RIGHT? >> YEAH. >> AND THEY WERE DOING EVERYTHING. NOBODY LEAVES. THEY SET UP COTS AND EVERYTHING, RIGHT? >> YES, THEY DID-- THEY DID, LARGELY BECAUSE WE EXPECTED IT TO BE A HEAVY RAIN EVENT. >> YEAH. >> IF IT HAD BEEN MORE OF A STRONGER STORM-- IF HARVEY WOULD’VE COME ASHORE AROUND HOUSTON INSTEAD OF DOWN NEAR ROCKPORT AND CORPUS CHRISTI, WE PROBABLY WOULD’VE SHUT THE CENTER DOWN COMPLETELY AND THEY WOULD’VE RELOCATED. >> OH. >> BECAUSE IN THAT CASE, IT’D BEEN A HIGH WIND EVENT AS WELL. BECAUSE IT CAME ASHORE AS A CATEGORY 4 HURRICANE, I BELIEVE. >> YEAH. >> AND YOU WOULD’VE HAD SOME STORM SURGE PROBLEMS AS WELL. YOU KNOW, YOU WOULD’VE HAD WATER PUSHED UP INTO GALVESTON BAY AND THAT WOULD’VE GOTTEN INTO CLEAR CREEK AND WATER WOULD’VE COME ON SITE. >> HUH. >> NOW, THE SITE DOES HAVE SOME MEASURES TO PROTECT SOME OF THE CRITICAL INFRASTRUCTURE FROM STORM SURGE, BUT YOU’D BE LOSING POWER, YOU’D HAVE TO BE ON BACKUP POWER. AND THEN, EVEN THEN YOUR BACKUP POWER IT’S-- THE WATER LEVELS ROSE ENOUGH FROM THE STORM SURGE BEING PUSHED IN YOU COULD LOSE SOME OF YOUR GENERATORS WE WELL. >> OH, YEAH. >> THE INTERESTING THING IS IF YOU’VE EVER VISITED THE MISSION CONTROL CENTER, ESPECIALLY IN THE LOBBY, WHEN YOU WALK IN YOU’LL SEE SOME GATES THAT ARE LYING FLAT ON THE GROUND. THOSE ARE DESIGNED FOR A HURRICANE STORM SURGE. THEY’LL-- IF WE EXPECT A LARGE ENOUGH STORM OR A POWERFUL ENOUGH STORM, THEY’LL RAISE THOSE LITTLE GATES UP AND THAT’LL KEEP WATER FROM COMING INTO THE GROUND FLOOR OF THE BUILDING. >> OH, WOW. >> YEAH, YOU CAN SEE THOSE AS YOU WALK INTO THE LOBBY. THEY WERE PUT IN 5 TO 6 MAYBE 10 YEARS AGO. >> OKAY. >> BUT YEAH, SO THE BUILDING HAS GOT SOME PROTECTION FROM RISING WATERS. >> RIGHT. >> MOST OF THEM ARE DESIGNED FOR SOME DECENT WIND SPEEDS AS WELL I THINK. THE WEAKEST PART OF THE STRUCTURE THERE IS DESIGNED FOR 90 MILES AN HOUR. BUT THE MAIN PART OF THE MCC CAN WITHSTAND MUCH MORE THAN THAT, I THINK. >> WOW. ALL RIGHT, WELL, SOUNDS LIKE THEY HAVE A LOT OF PROTECTION JUST FOR THE BUILDING ITSELF, BUT THEN THERE’S BACKUP PLANS, RIGHT? >> YEAH. >> IN CASE-- IF THEY DO, FOR WHATEVER REASON, EVACUATE THE CENTER, JUST GET OUT, THEY CAN OPERATE THE INTERNATIONAL SPACE STATION FROM REMOTE LOCATIONS, RIGHT? >> YES, THEY CAN. THEY’VE GOT A COMPLETE WAY OF DOING IT FROM HOTELS. >> YEAH. >> AS I UNDERSTAND. >> WOW. >> THEY CAN MOVE FURTHER INLAND HERE IN TEXAS AND DO MOST OF THE CONTROLS REMOTELY. THEY’LL SET THAT UP AND THEY’LL BE IN CLOSE CONTACT WITH MARSHALL SPACE FLIGHT CENTER AT THE HOSC OVER THERE. >> MM-HMM. >> AND THEN IN CONTACT WITH THE RUSSIAN CONTROL ROOM AS WELL. >> MM-HMM. >> SO THEY CAN-- IN CERTAIN THINGS THAT THEY MAY OR MAY NOT BE ABLE TO CONTROL. THEY COULD STILL PASS OFF TO EITHER-- TO THE RUSSIAN CONTROL ROOM OR TO THE HOSC AS WELL. BUT I THINK NEARLY EVERYTHING THEY CAN CONTROL REMOTELY. THEY’LL TAKE A WHOLE BUNCH OF LAPTOPS AND SEND PEOPLE OUT AND RUN IT SOMEWHERE DEEP IN SOUTH TEXAS OR CENTRAL TEXAS. >> WOW. JUST HURRICANES IN GENERAL AND HOW THEY AFFECT THE COAST, JUST THESE PAST HURRICANES OVER JUST 2017, INCLUDING MARIA AND ALL THESE THAT SWEPT BY, I’M SURE THE NOAA-- THE GOES-16 SATELLITE WAS CHECKING OUT SOME DATA THERE, BUT IS THERE SOME SIGNIFICANT FINDINGS THAT WE FOUND FROM SOME OF THE HURRICANES THIS YEAR? >> WELL, THERE WAS A LOT OF THEM. >> YEAH, YEAH. >> I THINK THAT’LL WAIT UNTIL THE SEASON’S OVER TO ANALYZE SOME OF THE DATA. >> I SEE. >> ONE OF THE INTERESTING THINGS THEY’VE DONE A LOT THIS YEAR THOUGH IS A COMBINATION BETWEEN THE NOAA AND NASA. NASA’S BEEN FLYING SOME UNMANNED AERIAL VEHICLES AROUND HURRICANES AND ABOVE THEM, AND THEY’RE DROPPING WHAT’S CALLED A DROPSON. IT’S ESSENTIALLY A WEATHER BALLOON IN REVERSE. IT’S ON A PARACHUTE. AND THE UNMANNED AERIAL VEHICLE, IT CAN DROP LIKE 60 TO 100 OF THESE LITTLE THINGS AROUND THE STORM AND BE UP THERE IN THE AIR AROUND IT FOR 12 TO 24 HOURS. SO YOU CAN COLLECT LOTS AND LOTS OF DATA ON THE IMMEDIATE ENVIRONMENT SURROUNDING THE HURRICANE SO YOU KNOW WHAT IS STEERING IT AROUND. >> YEAH. >> SO THERE’S A LOT OF NEW TECHNOLOGIES BEING FLOWN BY NASA AND BY NOAA OUT THERE. NOW I THINK SOME OF THAT WILL HELP US GET DATA INTO OUR COMPUTER MODELS AND MAKE BETTER FORECASTS IN THE FUTURE FOR HURRICANES. >> RIGHT. A LOT OF TECHNOLOGIES TO MEASURE, YOU KNOW, A LOT OF SCIENTIFIC INSTRUMENTS. BUT, HAS THERE BEEN ENGINEERING CHALLENGES OR MAYBE MILESTONES TO COUNTER-- BECAUSE YOU SAID-- YOU WERE TALKING ABOUT-- YOU SAID IT WAS APOLLO 12 THAT GOT STRUCK BY LIGHTNING? >> YES. >> BUT IT KEPT GOING, RIGHT? >> YES. >> SO AND I KNOW THAT I THINK THEY HAD TO FIX SOME THINGS ONCE THEY WERE UP THERE. >> YES, THEY DID. >> YEAH. BUT, WHAT KINDS OF ENGINEERING THINGS HAVE BEEN DEVELOPED TO PROTECT FROM WEATHER? >> A LOT OF THAT’S BEEN PROCEDURAL. >> OH, OKAY. >> A LOT OF IT’S-- YOU GO TO A LOT OF MEETINGS HERE AT NASA AND YOU’LL HEAR ABOUT THE INTEGRATED VEHICLE, MAKING SURE THE LEFT HAND KNOWS WHAT THE RIGHT HAND IS DOING. >> OH. >> SO IF YOU’RE PROTECTED FROM LIGHTNING HERE BUT YOU’RE NOT PROTECTED FOR LIGHTNING OVER HERE, WHAT HAPPENS IF THIS PARTS GETS STRUCK AND IT GETS OVER THROUGH ANOTHER MEANS. >> OH, YEAH. >> SO IT’S PULLING TOGETHER EVERYTHING AS A WHOLE IN TERMS OF THE NATURAL ENVIRONMENT-- LIGHTNING, OR WINDS, OR WHATEVER. A LOT OF THAT’S BEEN PROCEDURAL NOW. THERE’S A LOT OF THINGS YOU CAN DO NOW TO HARDEN THINGS AGAINST LIGHTNING, BUT THERE HAVE BEEN A LOT OF TECHNOLOGIES THE EXACT OPPOSITE AS WELL. A LOT OF AIRPLANES USED TO BE MADE OUT OF METAL SKINS. WHEN LIGHTNING WOULD TRICK THE OUTSIDE IT WOULD CONDUCT AROUND THE OUTSIDE, MORE AND MORE COMPOSITE MATERIALS NOW. >> AH. >> THEY DIFFERENTLY THAN METAL. SO A LOT OF ENGINEERING’S GOT TO GO INTO LOOKING AT WHEN YOU USE COMPOSITES, HOW CAN YOU TREAT THAT FOR LIGHTNING STRIKES THAT MIGHT OCCUR IN THE FUTURE. >> OKAY. >> THERE’S LOTS OF LITTLE THINGS THAT YOU-- IT TRICKLES DOWN TO. >> YEAH. A LOT OF THE DATA, A LOT OF THE INSTRUMENTS MEASURE WIND TOO AND WIND SEEMS TO BE JUST A GIANT CONSIDERATION FOR SPACEFLIGHT IN GENERAL. >> YEAH. >> WHICH MAKES SENSE, RIGHT? >> MM-HMM. >> YOU HAVE THINGS GOING UP INTO SPACE AND COMING DOWN FROM SPACE AND WIND’S GOING TO BLOW IT. BUT, ARE THERE WAYS TO SORT OF FIGHT THAT? IS THERE-- I GUESS, TRY TO MAKE IT SO IF YOU’RE GOING TO LAND THERE’S-- YOU HAVE THE BEST CHANCE OF LANDING WHERE YOU WANT TO REGARDLESS OF WIND OR SOMETHING LIKE THAT? >> A LOT OF THAT’S MONITORING. >> MONITORING. >> EITHER WITH WEATHER BALLOONS AND WE USE RADAR WIND PROFILERS NOW. >> OH, OKAY. >> YOU CAN ESSENTIALLY TAKE A PHASED ARRAY RADAR AND POINT IT STRAIGHT UP. YOU CAN GET WIND MEASUREMENTS FROM THAT, EVEN IN CLEAR AIR. >> AH. >> AND THERE’S ONE OF THOSE THAT’S OPERATED OUT OF THE KENNEDY SPACE CENTER, REALLY LARGE ONES. THE ANTENNA’S A BUNCH OF WIRES LAYING OUT IN A FIELD. AND IT MEASURES WINDS UP TO 60,000 FEET AND YOU GET SOME ABOUT EVERY FIVE TO SIX MINUTES. >> HMM. >> WHICH IS REALLY, REALLY FREQUENT. >> YEAH. >> SO IF YOU DESIGN THINGS FOR YOUR TRAJECTORY-- THE WAY THINGS ARE STILL DONE TODAY IN LARGE PART IS YOU MEASURE THE WINDS AND YOU KNOW FROM PAST EXPERIENCE HOW MUCH THEY CHANGE IN TWO HOURS AND FOUR HOURS, AND YOU PROTECT AGAINST THAT STATISTICALLY. BUT, IF YOU CAN PUSH THAT FURTHER AND FURTHER TO LAUNCH TIME BECAUSE YOU CAN MEASURE IT MORE FREQUENTLY YOU CAN SAVE A LOT OF LAUNCHES BECAUSE YOU CAN SAY, “OH, WELL, I’M PROTECTING WAY TOO MUCH HERE, OR I’M NOT PROTECTING ENOUGH BECAUSE I CAN SEE CHANGES THAT ARE ARRIVING.” >> AH. >> WITH A WEATHER BALLOON YOU’D HAVE TO RELEASE IT, AND FOR ONE THING, IT’S BLOWING DOWN RANGE. IT'S NOT DIRECTLY OVERHEAD. >> YEAH. >> SO IF THE WINDS ARE HIGH AND HOUR INTO THE FLIGHT THE BALLOON COULD BE 50, 60 MILES AWAY, AND THAT’S WHERE YOU’RE REALLY MEASURING THE WIND INSTEAD OF LIKE OVERHEAD. >> WHERE YOU NEED TO. >> WITH A PROFILER, IT’S PRETTY MUCH STRAIGHT OVERHEAD. >> OKAY. >> AIRCRAFT CAN MEASURE WINDS AS WELL. >> MM-HMM. >> EVEN THE SATELLITES, YOU CAN TRACK CLOUD ELEMENTS AND YOU CAN GET AN IDEA WHAT THE WIND SPEEDS ARE AT CERTAIN HEIGHTS AS WELL. >> RIGHT. >> THERE’S A LOT OF WAYS TO DO THAT. AND EVEN THE USUAL RADARS THAT WE USE FOR WEATHER TO DETECT CLOUDS AND STORMS IN MOTION. >> YEAH. >> THEY’LL MEASURE WINDS AS WELL. >> WOW. >> THERE’S A LOT OF WAYS TO DO IT NOW. >> IS THERE OTHER PARTS OF THE ECONOMY WHERE ALL OF THIS DATA IS BEING BROUGHT INTO? I’M SURE THE AIRLINE INDUSTRY MUST HAVE SOME, RIGHT? >> OH, YEAH, YEAH, YEAH. THERE’S A LARGE PRIVATE WEATHER INDUSTRY OUT THERE. A LOT OF PEOPLE DON’T KNOW ABOUT IT. MOST PEOPLE THINK THERE’S ONLY TWO, WELL, MAYBE THREE THINGS IN WEATHER. THERE’S THE GUY I SEE ON TELEVISION. MOST FREQUENTLY ASKED QUESTION I ALWAYS GET WHEN I TELL THEM I’M A METEOROLOGIST IS, “WHAT CHANNEL DO YOU WORK ON?” >> YEAH. >> AND THEN, THE SECOND ONE IS, “OH, YOU WORK FOR THE NATIONAL WEATHER SERVICE OR THE MILITARY.” >> MM-HMM. >> BECAUSE THEY EMPLOY A LOT-- OR YOU KNOW, “YOU TEACH.” >> OH, YOU TEACH. >> BUT, THERE’S A LARGE PRIVATE WEATHER INDUSTRY OUT THERE THAT TAILOR WEATHER INFORMATION TO SPECIFIC INDUSTRIES. A LOT OF THAT DOES WITH ENERGY TRADING. >> HMM. >> THEY’LL ADVISE. IF YOU’VE GOT A PRETTY GOOD IDEA THAT TWO WEEKS FROM NOW IT’S GOING TO BE MUCH COLDER THAN NORMAL IN THE NORTHEAST, YOU CAN GO OUT AND BUY A LOT OF FUEL OIL AND YOU TRADE THAT JUST LIKE ANYTHING. IT’S ANOTHER PIECE OF INFORMATION TO HELP YOU BUY FUTURES, FOR EXAMPLE. >> OKAY. >> THERE’S-- IT’S A BIG SECTOR OF THE ECONOMY. THE MORE I LEARN ABOUT THAT THE MORE I’M AMAZED AT HOW LARGE IT IS. >> YEAH. >> THE INSURANCE COMPANIES, THEY WANT TO KNOW WHERE HAIL STORMS HAVE OCCURRED. >> OH, YEAH. >> TRANSPORTATION INDUSTRY, OF COURSE-- MANY, MANY YEARS AGO I WORKED FOR A PRIVATE WEATHER FIRM. >> OKAY. THE TRUCKING INDUSTRY LOVED US. >> OH. >> IF THERE WAS A BIG SNOW STORM IN THE MIDWEST THEY COULD REROUTE ALL THEIR TRUCKS, DRIVE FURTHER SOUTH, AND THEY WOULDN’T GET STUCK FOR DAYS ON END. >> RIGHT. >> SO AND THEN OF COURSE IF YOU’VE EVER FLOWN ON AN AIRPLANE YOU’VE HAD A WEATHER DELAY. >> THAT’S RIGHT. IT’S PRETTY EXPANSIVE. BECAUSE WEATHER AFFECTS-- I GUESS YOU COULD SAY WEATHER AFFECTS EVERYONE. >> JUST ABOUT EVERYBODY. >> YEAH, HOW ABOUT THAT. AWESOME. SO WHAT’S YOUR BACKGROUND? HOW DID YOU GET TO GO INTO METEOROLOGY AND HOW DID YOU END UP IN SPACEFLIGHT? >> WELL, IT’S INTERESTING THAT MOST OF THE PEOPLE I’VE THAT ARE METEOROLOGISTS, THERE’S ONLY GENERALLY TWO KINDS OF THOSE. NOT COMPLETELY TRUE, BUT-- THERE’S THOSE THAT, “WELL, I WAS IN THE MILITARY AND I HAD A MATH AND PHYSICS BACKGROUND. THEY MADE ME ONE.” >> OH. >> AND THEN THERE’S THE, “THAT’S ALL I EVER WANTED TO DO.” WELL, I’M ONE OF THAT, THAT’S ALL I EVER WANTED TO DO. >> OH, COOL. >> EVER SINCE I WAS A CHILD, THAT’S THE ONLY THING I EVER WANTED TO DO. >> COOL. >> AND FORTUNATELY, I WAS ABLE TO DO THAT. >> YEAH. >> AND I THINK IT WAS LARGELY-- I GREW UP IN OKLAHOMA, SO YOU’RE WORRIED ABOUT TORNADOS. >> OH, YEAH. >> WELL, I TAKE THE INTERESTING THING ABOUT THAT WAS GROWING UP IN OKLAHOMA AS A CHILD, WENT TO THE UNIVERSITY OF OKLAHOMA, STUDIES METEOROLOGY, NEVER SAW A TORNADO. >> REALLY? >> NEVER. >> I WAS WAITING FOR A GOOD TORNADO STORY TO SAY THAT’S WHAT INSPIRED YOU. >> WELL, THEN-- WELL, BEING SCARED BY THEM, THAT WAS PART OF THE DEAL THAT MADE ME DO THAT. >> OH, SURE. >> BUT MY FIRST JOB AT THE NATIONAL WEATHER SERVICE, I WAS STATIONED IN AMARILLO, TEXAS, AND WE GOT A RADAR INDICATION OF A TORNADO. >> HUH. >> SO WE ISSUED A TORNADO WARNING FOR THE COUNTY WE WERE IN, AND SOMEBODY LOOKED OUT THE WINDOW AND GOES, “HEY, THERE IT IS.” SO THAT WAS THE FIRST ONE I SAW. >> WAS IN AMARILLO, TEXAS. >> YEAH, WAS IN AMARILLO. THE SECOND ONE WAS A WATERSPOUT AT GALVESTON BAY, WHICH WE SEE FROM TIME TO TIME. >> OH, OKAY. >> YEAH. >> MATTER OF FACT, JUST THIS SUMMER SOMEONE SENT A PICTURE TO ME OF ALONGSIDE OF A WATERSPOUT OVER CLEAR LAKE. >> WHAT? >> YEAH. >> I’VE GOT SEVERAL PICTURES OF WATERSPOUTS FROM OVER GALVESTON BAY AND CLEAR LAKE THAT ARE NEARBY US OVER THE PAST SEVERAL YEARS. >> OH, MAN, CLOSE TO HOME. >> SINCE 2000, WE’VE HAD FIVE MAYBE 6 OF THEM WE’VE SEEN FROM JSC. >> FIVE MAYBE SIX IN THE PAST 17 YEARS? OKAY. >> YEAH. SO IT’S NOT ENTIRELY UNCOMMON. >> OKAY. >> BUT, IT’S NOT COMMON EITHER. >> RIGHT. >> BUT YEAH, SO WE DO HAVE THEM HERE AS WELL. >> HMM. >> SO THAT’S WHAT GOT ME INTERESTED INTO IT. I WENT TO THE UNIVERSITY OF OKLAHOMA, STUDIED METEOROLOGY. WE’RE WELL KNOWN FOR SEVERE STORMS. THEN, WORKED FOR A PRIVATE WEATHER COMPANY FOR A WHILE, THEN JOINED THE NATIONAL WEATHER SERVICE, AND SAW AN OPENING FOR TECHNIQUES DEVELOPMENT METEOROLOGIST AT THE SPACEFLIGHT METEOROLOGY GROUP. DIDN’T KNOW ANYTHING ABOUT IT. NEVER HEARD OF IT. >> YEAH. >> SO I APPLIED. SOMEWHERE ALONG THE LINE I MUST’VE GOT THE APPLICATIONS TURNED UPSIDE DOWN AND THEY HIRED ME. AND I CAME IN AS A TECHNIQUE'S DEVELOPMENT METEOROLOGIST, WHICH MEANT I WAS DEVELOPING FORECAST TECHNIQUES AND WORKED WITH THE COMPUTER SYSTEMS TO MAKE THEM FRIENDLIER FOR THE LEAD FORECASTERS WHO DID THE ACTUAL FORECASTING FOR THE LAUNCHES AND THE-- OR FOR THE ABORT LANDINGS AND FOR THE END OF MISSION LANDINGS FOR THE SPACE SHUTTLE. AND ABOUT A YEAR AND HALF INTO THAT I WAS PROMOTED TO BE ONE OF THE LEAD FORECASTERS, AND SINCE THEN I’VE GROWN UP TO BE THE METEOROLOGIST IN CHARGE. >> ALL RIGHT. >> I’VE GONE FROM THE GROUND FLOOR TO THE PENTHOUSE ALL AT SMG. >> VERY COOL. SO HOW HAS YOUR RESPONSIBILITY CHANGED FROM WHEN YOU FIRST CAME HERE AND YOU SAID YOU WERE WORKING 90-SOMETHING SHUTTLES LAUNCHES. >> NINETY-TWO MISSIONS. >> NINETY-TWO SHUTTLE MISSIONS TO METEOROLOGIST IN CHARGE. >> WELL, GIVEN THE CURRENT STAFFING, I’M THE METEOROLOGIST IN CHARGE OF MYSELF. THE SIZE OF THE OFFICE HAS WAXED AND WANED WITH THE AMOUNT OF FLIGHTS WE’VE GOT GOING. >> I SEE. >> SO FOR RIGHT NOW, I’M DOING EVERYTHING. >> OH, WOW. >> SO THAT’S-- SO I MANAGE THE COMPUTER SYSTEMS, I’M THE PROPERTY CUSTODIAN, NEVER A GOOD JOB TO HAVE. AND SO, I DO ALL OF THE FORECASTING OUT FOR ALL THE PROJECTS AND TESTS THAT WE’RE SUPPORTING. I’M PRETTY MUCH DOING EVERYTHING NOW, SO I’VE LEARNED A LOT OF MANAGEMENT SIDE OF THINGS. >> YEAH. >> AND HOPEFULLY SOONER OR LATER THE OFFICE WILL EXPAND AGAIN BECAUSE THE AMOUNT OF FLIGHTS WE’LL HAVE AND PROGRAMS WE’RE SUPPORTING. THAT’S REALLY STARTING TO RAMP UP NOW. WE’RE DOING MORE AND MORE TEST SUPPORT, QUALIFICATION TESTS, AND THE ACTUAL LAUNCHES AND LANDINGS AREN'T TOO FAR AWAY NOW SO WE’LL NEED SOME EXTRA PEOPLE THAT-- >> OH, THAT’S RIGHT. >> IT WON’T BE AS MANY AS THE SHUTTLE. THE NEW VEHICLES ARE LESS WEATHER SENSITIVE THAN THE SHUTTLE, THAT’S ONE THING I’VE NOTICED SO FAR. AND THAT’S A GOOD THING. >> OH, YEAH. THAT’S VERY TRUE. SO HAVE YOU GONE OUT TO SOME OF THE TESTS TO SEE HOW EVERYTHING’S WORKING? >> YES, I HAVE. >> OH, OKAY. >> I’VE BEEN OUT TO SEE ONE OF THE PARACHUTE QUALIFICATION TESTS FOR THE ORION CAPSULE. >> OKAY. >> OUT OF YUMA PROVING GROUNDS. WE WERE VERY, VERY CLOSE TO THE ACTION. >> YEAH. >> ENOUGH SO THAT SOMEONE DROVE BY AND SAID, “ARE YOU SUPPOSED TO BE HERE?” SO I SAID, “YEAH.” THE WEATHER CHECK IS REALLY, REALLY CLOSE. >> WOW. >> BECAUSE THEY’RE RELEASING WEATHER BALLOONS FOR THE-- TO MEASURE THE UPPER WINDS. >> YEAH, THIS IS IN YUMA, UTAH, RIGHT? >> YEAH, YUMA, ARIZONA. >> OH, ARIZONA. >> YUP. >> OKAY, OKAY. >> THE FUNNY THING I THOUGHT ABOUT THAT THOUGH WAS I HAD PARKED A RENTAL CAR THERE AND I SEE CAPSULE COMING DOWN WITH THE PARACHUTES AND IT LOOKS LIKE IT’S REALLY CLOSE. >> YEAH. >> AND MY FIRST THOUGHT WAS, “IT’S GOING TO-- HOW AM I GOING TO EXPLAIN TO THE RENTAL CAR COMPANY A SPACESHIP FEEL ON THE CAR?” FORTUNATELY, THAT DIDN’T HAPPEN. >> YEAH. DID YOU GET THE SPACESHIP INSURANCE THOUGH WHEN YOU CHECKED IT OUT? >> NO, I DID NOT GET THAT, NO. >> OKAY. >> AND I’VE BEEN OUT ON BOARD SOME OF THE NAVY SHIPS THAT WE USED TO RECOVER THE EFT-1 FLIGHT, THAT SPACE CAPSULE FROM-- >> OH. >> YEAH, SO I WAS THE FORECASTER FOR THAT MISSION AS WELL HERE AT JSC. >> YEAH, THAT WAS OUT-- DID IT LAND IN THE PACIFIC? >> LANDED OUT IN THE MIDDLE OF THE PACIFIC OCEAN, ABOUT 600, 700 MILES SOUTHWEST OF BAJA, CALIFORNIA. >> ALL RIGHT. >> OUT IN THE MIDDLE OF NOWHERE. NOT FAR FROM WHERE SHARKS LIKE TO HANG OUT, FOR SOME REASON. >> OH. >> THE OCEANOGRAPHIC THINGS I LEARNED ABOUT THE MISSION. BUT YEAH, I GOT TO GO OUT ON BOARD THAT SHIP AND TRYING TO FIGURE OUT WHERE WE WANTED TO PLACE SOME SPECIAL WEATHER EQUIPMENT ON BOARD. >> OKAY. >> WE ENDED UP PUTTING IT RIGHT NEAR THE-- RIGHT ABOVE THE HANGAR ON THE BACK OF THE SHIP, SO IT WORKED OUT PRETTY WELL. THE NAVY’S PRETTY HANDY WITH THEIR STUFF. THEY KNOW WHAT THEY’RE DOING OUT THERE. >> ALL RIGHT. >> ONE THING-- UNIQUE THING ABOUT THAT IS FOR THINGS THAT SPLASH DOWN, YOU SEND THE PEOPLE AND EQUIPMENT OUT, IF SOMETHING BREAKS YOU CAN’T GO TO THE STORE TO BUY SOMETHING. IT’S GOT TO BE WITH YOU. SO YOU GOT TO PLAN FOR EVERY LAST CONTINGENCY WHILE YOU’RE OUT THERE. >> OH, WOW. >> YEAH. >> YEAH. >> SO, DID YOU ENCOUNTER LIKE A FAILURE THAT YOU HAD TO KIND OF DEAL WITH? OR YOU WERE PREPARED? >> WE WERE PRETTY WELL PREPARED. >> COOL. >> WE HAD A METEOROLOGICAL-- METEOROLOGIST FROM YUMA GO OUT AND RELEASE THE BALLOONS FROM THE SHIP FOR US. >> OKAY. >> AND ONE OF THE THINGS HE LEARNED WAS YOU CAN’T TAKE LITHIUM BATTERIES OUT ON THE SHIP. >> AH. >> THEY DON’T LIKE THOSE ON THE AIRPLANES EITHER ANYMORE. >> YEAH, RIGHT. >> AND HE HAD AN EXTENSION CORD WHICH DIDN’T MEET STANDARDS. >> OH. >> FORTUNATELY, THEY LOAN YOU ONE, SO WE LEARNED QUITE A BIT FROM THAT. >> OKAY. >> AND WE’LL BE ABLE TO USE FOR FUTURE ORION AS WELL. >> YEAH. TAKE THAT ALL WITH YOU. AWESOME. ALL RIGHT, WELL, I THINK WILL ABOUT WRAP IT UP FOR TODAY. I KNOW I HAVE A LOT MORE QUESTIONS ABOUT WEATHER AND CLIMATE AND ALL THAT KIND OF STUFF, BUT I GUESS WE’LL JUST SAVE IT FOR ANOTHER TIME. BUT HEY, TIM, THANKS FOR COMING ON THE SHOW. THIS WAS REALLY JUST EYE OPENING ABOUT JUST THE WORLD OF WEATHER AND HOW IT AFFECTS HUMAN SPACEFLIGHT AND JUST THE OPERATIONS HERE AT THE CENTER, TOO, BUT JUST ALL OVER THE PLACE. AND SOUNDS LIKE A PRETTY GOOD JOB. I KNOW YOU’RE DOING EVERYTHING, BUT AT THE SAME TIME YOU’RE DOING EVERYTHING SO THAT’S KIND OF COOL. >> IT IS A GOOD JOB AND THE MORE YOU LEARN ABOUT WEATHER THE MORE YOU LEARN IT IMPACTS EVERYTHING. >> THAT’S RIGHT. OKAY, WELL, TIM, THANKS SO MUCH FOR BEING ON THE SHOW. >> YOU BET. [ MUSIC ] >> HOUSTON, GO AHEAD. >> TOP OF THE SPACE SHUTTLE. >> ROGER, ZERO-G AND I FEEL FINE. >> SHUTTLE HAS CLEARED THE TOWER. >> WE CAME IN PEACE FOR ALL MANKIND. >> IT’S ACTUALLY A HUGE HONOR TO BREAK THE RECORD LIKE THIS. >> NOT BECAUSE THEY ARE EASY, BUT BECAUSE THEY ARE HARD. >> HOUSTON, WELCOME TO SPACE. >> HEY, THANKS FOR STICKING AROUND. SO TODAY, WE TALKED ABOUT WEATHER AND HOW IT AFFECTS HUMAN SPACEFLIGHT WITH TIM GARNER, THE METEOROLOGIST IN CHARGE HERE AT THE NASA JOHNSON SPACE CENTER. SO IF YOU WANT TO KNOW MORE ABOUT WHAT’S GOING ON HERE AT THE CENTER, NASA.GOV/JOHNSON IS A GREAT RESOURCE FOR EVERYTHING NASA JOHNSON SPACE CENTER. OBVIOUSLY, WE HAVE SOCIAL MEDIA ACCOUNTS FOR THE JOHNSON SPACE CENTER-- FACEBOOK, TWITTER, AND INSTAGRAM. IF YOU WANT TO KNOW ABOUT THE INTERNATIONAL SPACE STATION OR COMMERCIAL CREW PROGRAMS AND WHAT’S GOING ON, WE KIND OF ALLUDED TO SOME OF THE DEVELOPMENTS GOING ON IN THE COMMERCIAL CREW PROGRAM ESPECIALLY. SOON WE’RE GOING TO BE LAUNCHING IN AMERICA, SO IF YOU WANT TO KNOW WHAT’S GOING ON THERE JUST GO TO NASA.GOV/COMMERCIALCREW, NASA.GOV/ISS IS ALSO A GOOD RESOURCE, AND OF COURSE ALL OF THOSE ARE ON FACEBOOK, TWITTER, AND INSTAGRAM AS WELL. IF YOU HAVE A QUESTION, JUST USE THE HASHTAG #ASKNASA ON YOUR FAVORITE PLATFORM. IF YOU HAVE A QUESTION ABOUT THE WEATHER, WE CAN ANSWER IT IN A LATER PODCAST LIKE WE’VE DONE BEFORE. OF IF YOU HAVE A SUGGESTION FOR A TOPIC THAT YOU REALLY WANT US TO COVER, JUST LET US KNOW USING THAT HASHTAG AND JUST MAKE SURE TO USE HWHAP, H-W-H-A-P IN THAT POST SO I CAN FIND IT AND THEN WE CAN MAKE AN EPISODE ON IT. AND FOR EVERYONE SO FAR WHO HAS SUBMITTED SOME IDEAS, THANKS SO MUCH BECAUSE WE’VE ACTUALLY BEEN LOOKING AT THEM AND HAVE ALREADY MADE SOME EPISODES DEDICATED TO SOME OF YOUR QUESTIONS AND ANSWERED THEM. SO THANKS AGAIN. THIS PODCAST WAS RECORDED ON OCTOBER 25th, 2017. THANKS TO ALEX PERRYMAN, JOHN STOLL, AND JENNY KNOTTS FOR HELPING OUT WITH THE EPISODE. THANKS AGAIN TO MR. TIM GARNER FOR COMING ON THE SHOW. WE’LL BE BACK NEXT WEEK.