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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 217 records · Page 12
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NASA NTRS2002

The Integrated Air Transportation System Evaluation Tool

Throughout U.S. history, our nation has generally enjoyed exceptional economic growth, driven in part by transportation advancements. Looking forward 25 years, when the national highway and skyway systems are saturated, the nation faces new challenges in creating transportation-driven economic growth and wealth. To meet the national requirement for an improved air traffic management system, NASA developed the goal of tripling throughput over the next 20 years, in all weather conditions while maintaining safety. Analysis of the throughput goal has primarily focused on major airline operations, primarily through the hub and spoke system.However, many suggested concepts to increase throughput may operate outside the hub and spoke system. Examples of such concepts include the Small Aircraft Transportation System, civil tiltrotor, and improved rotorcraft. Proper assessment of the potential contribution of these technologies to the domestic air transportation system requires a modeling capability that includes the country's numerous smaller airports, acting as a fundamental component of the National Air space System, and the demand for such concepts and technologies. Under this task for NASA, the Logistics Management Institute developed higher fidelity demand models that capture the interdependence of short-haul air travel with other transportation modes and explicitly consider the costs of commercial air and other transport modes. To accomplish this work, we generated forecasts of the distribution of general aviation based aircraft and GA itinerant operations at each of nearly 3.000 airport based on changes in economic conditions and demographic trends. We also built modules that estimate the demand for travel by different modes, particularly auto, commercial air, and GA. We examined GA demand from two perspectives: top-down and bottom-up, described in detail.

Wingrove, Earl R., III↗
NASA NTRS2002

RWPV bioreactor mass transport: earth-based and in microgravity

Mass transport and mixing of perfused scalar quantities in the NASA Rotating Wall Perfused Vessel bioreactor are studied using numerical models of the flow field and scalar concentration field. Operating conditions typical of both microgravity and ground-based cell cultures are studied to determine the expected vessel performance for both flight and ground-based control experiments. Results are presented for the transport of oxygen with cell densities and consumption rates typical of colon cancer cells cultured in the RWPV. The transport and mixing characteristics are first investigated with a step change in the perfusion inlet concentration by computing the time histories of the time to exceed 10% inlet concentration. The effects of a uniform cell utilization rate are then investigated with time histories of the outlet concentration, volume average concentration, and volume fraction starved. It is found that the operating conditions used in microgravity produce results that are quite different then those for ground-based conditions. Mixing times for microgravity conditions are significantly shorter than those for ground-based operation. Increasing the differential rotation rates (microgravity) increases the mixing and transport, while increasing the mean rotation rate (ground-based) suppresses both. Increasing perfusion rates enhances mass transport for both microgravity and ground-based cases, however, for the present range of operating conditions, above 5-10 cc/min there are diminishing returns as much of the inlet fluid is transported directly to the perfusion exit. The results show that exit concentration is not a good indicator of the concentration distributions in the vessel. In microgravity conditions, the NASA RWPV bioreactor with the viscous pump has been shown to provide an environment that is well mixed. Even when operated near the theoretical minimum perfusion rates, only a small fraction of the volume provides less than the required oxygen levels. 2002 Wiley Periodicals, Inc.

Models, Biological↗
NASA NTRS2004

A Sizing Methodology for the Conceptual Design of Blended-Wing-Body Transports

This paper describes the development of a methodology for sizing Blended-Wing-Body (BWB) transports and how the capabilities of the Flight Optimization System (FLOPS) have been expanded using that methodology. In this approach, BWB transports are sized based on the number of passengers in each class that must fit inside the centerbody or pressurized vessel. Weight estimation equations for this centerbody structure were developed using Finite Element Analysis (FEA). This paper shows how the sizing methodology has been incorporated into FLOPS to enable the design and analysis of BWB transports. Previous versions of FLOPS did not have the ability to accurately represent or analyze BWB configurations in any reliable, logical way. The expanded capabilities allow the design and analysis of a 200 to 450-passenger BWB transport or the analysis of a BWB transport for which the geometry is already known. The modifications to FLOPS resulted in differences of less than 4 percent for the ramp weight of a BWB transport in this range when compared to previous studies performed by NASA and Boeing.

Kimmel, William M.↗
NASA NTRS1997

Reduced naphthylphthalamic acid binding in the tir3 mutant of Arabidopsis is associated with a reduction in polar auxin transport and diverse morphological defects

Polar auxin transport plays a key role in the regulation of plant growth and development. To identify genes involved in this process, we have developed a genetic procedure to screen for mutants of Arabidopsis that are altered in their response to auxin transport inhibitors. We recovered a total of 16 independent mutants that defined seven genes, called TRANSPORT INHIBITOR RESPONSE (TIR) genes. Recessive mutations in one of these genes, TIR3, result in altered responses to transport inhibitors, a reduction in polar auxin transport, and a variety of morphological defects that can be ascribed to changes in indole-3-acetic acid distribution. Most dramatically, tir3 seedlings are strongly deficient in lateral root production, a process that is known to depend on polar auxin transport from the shoot into the root. In addition, tir3 plants display a reduction in apical dominance as well as decreased elongation of siliques, pedicels, roots, and the inflorescence. Biochemical studies indicate that tir3 plants have a reduced number of N-1-naphthylphthalamic (NPA) binding sites, suggesting that the TIR3 gene is required for expression, localization, or stabilization of the NPA binding protein (NBP). Alternatively, the TIR3 gene may encode the NBP. Because the tir3 mutants have a substantial defect in NPA binding, their phenotype provides genetic evidence for a role for the NBP in plant growth and development.

Non-NASA Center↗
NASA NTRS2005

Demonstration of Four Operating Capabilities to Enable a Small Aircraft Transportation System

The Small Aircraft Transportation System (SATS) project has been a five-year effort fostering research and development that could lead to the transformation of our country s air transportation system. It has become evident that our commercial air transportation system is reaching its peak in terms of capacity, with numerous delays in the system and the demand keeps steadily increasing. The SATS vision is to increase mobility in our nation s transportation system by expanding access to more than 3400 small community airports that are currently under-utilized. The SATS project has focused its efforts on four key operating capabilities that have addressed new emerging technologies and procedures to pave the way for a new way of air travel. The four key operating capabilities are: Higher Volume Operations at Non-Towered/Non-Radar Airports, En Route Procedures and Systems for Integrated Fleet Operations, Lower Landing Minimums at Minimally Equipped Landing Facilities, and Increased Single Pilot Performance. These four capabilities are key to enabling low-cost, on-demand, point-to-point transportation of goods and passengers utilizing small aircraft operating from small airports. The focus of this paper is to discuss the technical and operational feasibility of the four operating capabilities and demonstrate how they can enable a small aircraft transportation system.

Viken, Sally A.↗
NASA NTRS2006

Aeolian Sediment Transport through Large Patches of Roughness in the Atmospheric Inertial Sublayer

Roughness influences the flux of wind driven sand transport. In this paper, we report on sediment transport measurements for four different surface roughness configurations composed of the same size (solid) roughness elements in the atmospheric inertial sublayer (ISL). Results of these tests indicate that sediment transport rates through patches of roughness in the atmospheric inertial sublayer are to a large extent controlled and scale proportionally with the roughness density (lambda = n b h/S, where n is number of elements of breadth b and height h in area S) of the surface. However, element size apparently increases the magnitude of the reduction beyond that attributable to lambda. A sediment transport model that incorporates the effect of shear stress partitioning appears to predict reasonably well the effect of roughness on sand transport in the cases where the roughness elements are less than or equal to 0.10 m in height. However, when the dimensions of the roughness itself are equivalent to or are greater than the range of saltation lengths (vertical and horizontal), additional interactions of the elements with the saltation cloud appear to reduce the transport efficiency.

Gillies, John A.↗
NASA NTRS2010

Understanding the Transport of Patagonian Dust and Its Influence on Marine Biological Activity in the South Atlantic Ocean

Modeling and remote sensing techniques were applied to examine the horizontal and vertical transport pathways of Patagonian dust and quantify the effect of soluble-iron- laden mineral dust deposition on marine primary productivity in the South Atlantic Ocean (SAO) surface waters. The global chemistry transport model GEOS-Chem, implemented with an iron dissolution scheme, was applied to evaluate the atmospheric transport and deposition of mineral dust and bioavailable iron during two dust outbreaks originating in the source regions of Patagonia. In addition to this "rapidly released" iron, offline calculations were also carried out to estimate the amount of bioavailable iron leached during the residence time of dust in the ocean mixed layer. Model simulations showed that the horizontal and vertical transport pathways of Patagonian dust plumes were largely influenced by the synoptic meteorological patterns of high and low pressure systems. Model-predicted horizontal and vertical transport pathways of Patagonian dust over the SAO were in reasonable agreement with remotely-sensed data. Comparison between remotely-sensed and offline calculated ocean surface chlorophyll-a concentrations indicated that, for the two dust outbreaks examined in this study, the deposition of bioavailable iron in the SAO through atmospheric pathways was insignificant. As the two dust transport episodes examined here represent typical outflows of mineral dust from South American sources, our study suggests that the atmospheric deposition of mineral dust is unlikely to induce large scale marine primary productivity and carbon sequestration in the South Atlantic sector of the Southern Ocean.

Johnson, Matthew↗
NASA NTRS2010

Flux Transport and the Sun's Global Magnetic Field

The Sun s global magnetic field is produced and evolved through the emergence of magnetic flux in active regions and its transport across the solar surface by the axisymmetric differential rotation and meridional flow and the non-axisymmetric convective flows of granulation, supergranulation, and giant cell convection. Maps of the global magnetic field serve as the inner boundary condition for space weather. The photospheric magnetic field and its evolution determine the coronal and solar wind structures through which CMEs must propagate and in which solar energetic particles are accelerated and propagate. Producing magnetic maps which best represent the actual field configuration at any instant requires knowing the magnetic field over the observed hemisphere as well as knowing the flows that transport flux. From our Earth-based vantage point we only observe the front-side hemisphere and each pole is observable for only six months of the year at best. Models for the surface magnetic flux transport can be used to provide updates to the magnetic field configuration in those unseen regions. In this presentation I will describe successes and failures of surface flux transport and present new observations on the structure, the solar cycle variability, and the evolution of the flows involved in magnetic flux transport. I find that supergranules play the dominant role due to their strong flow velocities and long lifetimes. Flux is transported by differential rotation and meridional flow only to the extent that the supergranules participate in those two flows.

Hathaway, David H.↗
NASA NTRS2008

Aircraft System Analysis of Technology Benefits to Civil Transport Rotorcraft

An aircraft systems analysis was conducted to evaluate the net benefits of advanced technologies on two conceptual civil transport rotorcraft, to quantify the potential of future civil rotorcraft to become operationally viable and economically competitive, with the ultimate goal of alleviating congestion in our airways, runways and terminals. These questions are three of many that must be resolved for the successful introduction of civil transport rotorcraft: 1) Can civil transport rotorcraft actually relieve current airport congestion and improve overall air traffic and passenger throughput at busy hub airports? What is that operational scenario? 2) Can advanced technology make future civil rotorcraft economically competitive in scheduled passenger transport? What are those enabling technologies? 3) What level of investment is necessary to mature the key enabling technologies? This study addresses the first two questions, and several others, by applying a systems analysis approach to a broad spectrum of potential advanced technologies at a conceptual level of design. The method was to identify those advanced technologies that showed the most promise and to quantify their benefits to the design, development, production, and operation of future civil rotorcraft. Adjustments are made to sizing data by subject matter experts to reflect the introduction of new technologies that offer improved performance, reduced weight, reduced maintenance, or reduced cost. This study used projected benefits from new, advanced technologies, generally based on research results, analysis, or small-scale test data. The technologies are identified, categorized and quantified in the report. The net benefit of selected advanced technologies is quantified for two civil transport rotorcraft concepts, a Single Main Rotor Compound (SMRC) helicopter designed for 250 ktas cruise airspeed and a Civil Tilt Rotor (CTR) designed for 350 ktas cruise airspeed. A baseline design of each concept was sized for a representative civil passenger transport mission, using current technology. Individual advanced technologies are quantified and applied to resize the aircraft, thereby quantifying the net benefit of that technology to the rotorcraft. Estimates of development cost, production cost and operating and support costs are made with a commercial cost estimating program, calibrated to Boeing products with adjustments for future civil production processes. A cost metric of cash direct operating cost per available seat-mile (DOC ASM) is used to compare the cost benefit of the technologies. The same metric is used to compare results with turboprop operating costs. Reduced engine SFC was the most advantageous advanced technology for both rotorcraft concepts. Structural weight reduction was the second most beneficial technology, followed by advanced drive systems and then by technology for rotorcraft performance. Most of the technologies evaluated in this report should apply similarly to conventional helicopters. The implicit assumption is that resources will become available to mature the technologies for fullscale production aircraft. That assumption is certainly the weak link in any forecast of future possibilities. The analysis serves the purpose of identifying which technologies offer the most potential benefit, and thus the ones that should receive the highest priority for continued development. This study directly addressed the following NASA Subsonic Rotary Wing (SRW) subtopics: SR W.4.8.I.J Establish capability for rotorcraft system analysis and SRW. 4.8.I.4 Conduct limited technology benefit assessment on baseline rotorcraft configurations.

Wilkerson, Joseph B.↗
NASA NTRS2011

Evaluation of Convective Transport in the GEOS-5 Chemistry and Climate Model

The NASA Goddard Earth Observing System (GEOS-5) Chemistry and Climate Model (CCM) consists of a global atmospheric general circulation model and the combined stratospheric and tropospheric chemistry package from the NASA Global Modeling Initiative (GMI) chemical transport model. The subgrid process of convective tracer transport is represented through the Relaxed Arakawa-Schubert parameterization in the GEOS-5 CCM. However, substantial uncertainty for tracer transport is associated with this parameterization, as is the case with all global and regional models. We have designed a project to comprehensively evaluate this parameterization from the point of view of tracer transport, and determine the most appropriate improvements that can be made to the GEOS-5 convection algorithm, allowing improvement in our understanding of the role of convective processes in determining atmospheric composition. We first simulate tracer transport in individual observed convective events with a cloud-resolving model (WRF). Initial condition tracer profiles (CO, CO2, O3) are constructed from aircraft data collected in undisturbed air, and the simulations are evaluated using aircraft data taken in the convective anvils. A single-column (SCM) version of the GEOS-5 GCM with online tracers is then run for the same convective events. SCM output is evaluated based on averaged tracer fields from the cloud-resolving model. Sensitivity simulations with adjusted parameters will be run in the SCM to determine improvements in the representation of convective transport. The focus of the work to date is on tropical continental convective events from the African Monsoon Multidisciplinary Analyses (AMMA) field mission in August 2006 that were extensively sampled by multiple research aircraft.

Pickering, Kenneth E.↗
NASA NTRS2010

Interannual Variability of Ozone in the Winter Lower Stratosphere and the Relationship to Lamina and Irreversible Transport

We use the high-resolution dynamic limb sounder (HIRDLS) high-vertical resolution ozone profiles in the northern hemisphere lower stratosphere to examine the meridional transport out of the tropics. We focus on February 2005.2007 when there are differences in the dynamical background in the lower stratosphere due to the states of the quasibiennial oscillation and polar vortex. HIRDLS data reveal a large number of low ozone laminae that have the characteristics of tropical air at midlatitudes. More laminae are observed in February in 2006 than in 2005 or 2007. Because laminae can form, move out of the tropics, and return to the tropics without mixing into the midlatitude ozone field, the number of laminae is not directly related to the net transport. We use equivalent latitude coordinates to discriminate between reversible and irreversible laminar transport. The equivalent latitude analysis shows greater irreversible transport between the tropics and lower midlatitudes in both 2005 and 2007 compared to 2006 despite the higher number of laminae observed in 2006. Our conclusion that there was more irreversible transport of tropical air into the lower midlatitudes in 2005 and 2007 is supported by equivalent length analysis of mixing using microwave limb sounder N2O measurements. This study shows that reversibility must be considered in order to infer the importance of lamination to net transport.

Olsen, Mark A.↗
NASA NTRS2011

Space Transportation Infrastructure Supported By Propellant Depots

A space transportation infrastructure is described that utilizes propellant depots to support all foreseeable missions in the Earth-Moon vicinity and deep space out to Mars. The infrastructure utilizes current expendable launch vehicles such as the Delta IV Heavy, Atlas V, and Falcon 9, for all crew, cargo, and propellant launches to orbit. Propellant launches are made to a Low-Earth-Orbit (LEO) Depot and an Earth-Moon Lagrange Point 1 (L1) Depot to support new reusable in-space transportation vehicles. The LEO Depot supports missions to Geosynchronous Earth Orbit (GEO) for satellite servicing, and to L1 for L1 Depot missions. The L1 Depot supports Lunar, Earth-Sun L2 (ESL2), Asteroid, and Mars missions. A Mars Orbital Depot is also described to support ongoing Mars missions. New concepts for vehicle designs are presented that can be launched on current 5-meter diameter expendable launch vehicles. These new reusable vehicle concepts include a LEO Depot, L1 Depot, and Mars Orbital Depot based on International Space Station (ISS) heritage hardware. The high-energy depots at L1 and Mars orbit are compatible with, but do not require, electric propulsion tug use for propellant and/or cargo delivery. New reusable in-space crew transportation vehicles include a Crew Transfer Vehicle (CTV) for crew transportation between the LEO Depot and the L1 Depot, a new reusable Lunar Lander for crew transportation between the L1 Depot and the lunar surface, and a Deep Space Habitat (DSH) to support crew missions from the L1 Depot to ESL2, Asteroid, and Mars destinations. A 6 meter diameter Mars lander concept is presented that can be launched without a fairing based on the Delta IV heavy Payload Planners Guide, which indicates feasibility of a 6.5 meter fairing. This lander would evolve to re-usable operations when propellant production is established on Mars. Figure 1 provides a summary of the possible missions this infrastructure can support. Summary mission profiles are presented for each primary mission capability. These profiles are the basis for propellant loads, numbers of vehicles/stages and launches for each mission capability. Data includes the number of launches required for each mission utilizing current expendable launch vehicle systems, and concluding remarks include ideas for reducing the number of launches through incorporation of heavy-lift launch vehicles, solar electric propulsion, and other transportation support concepts.

Smitherman, David↗
NASA NTRS2012

The Contributions of Chemistry and Transport to Low Arctic Ozone in March 2011 Derived from Aura MLS Observations

Stratospheric and total columns of Arctic O3 (63-90 N) in late March 2011 averaged 320 and 349 DU, respectively. These values are 74 DU lower than averages for the previous 6 years. We use Aura MLS O3 observations to quantify the roles of chemistry and transport and find there are two major reasons for low O3 in March 2011: heterogeneous chemical loss and a late final warming that delayed the resupply of O3 until April. Daily vortex-averaged partial columns in the lowermost stratosphere (p greater than 133 hPa) and middle stratosphere (p less than 29 hPa) are unaffected by local heterogeneous chemistry and show a near total lack of transport into the vortex between late January and late March, contributing to the observed low column. The lower stratospheric (LS) column (133-29 hPa) is affected by both heterogeneous chemistry and transport. Low interannual variability of Aura MLS 0 3 columns and temperature inside the Arctic vortex (2004-2011) shows that the transport contribution to vortex O3 in fall and early winter is nearly the same each year. The descent of MLS N2O vortex profiles in 2011 provides an estimate of O3 transported into the LS column during late winter. By quantifying the role of transport we determine that PSC-driven chemical loss causes 80 (plus or minus 10) DU of vortex-averaged O3 loss by late March 2011. Without heterogeneous chemical loss, March 2011 vortex O3 would have been ~40 DU lower than normal due to the late final warming and resupply of O3 which did not occur until April.

Strahan, S. E.↗
NASA NTRS2008

Space Transportation Systems Life Cycle Cost Assessment and Control

Civil and military applications of space transportation have been pursued for just over 50 years and there has been, and still is, a need for safe, dependable, affordable, and sustainable space transportation systems. Fully expendable and partially reusable space transportation systems have been developed and put in operation that have not adequately achieved this need. Access to space is technically achievable, but presently very expensive and will remain so until there is a breakthrough in the way we do business. Since 1991 the national Space Propulsion Synergy Team (SPST) has reviewed and assessed the lessons learned from the major U.S. space programs of the past decades focusing on what has been learned from the assessment and control of Life Cycle Cost (LCC) from these systems. This paper presents the results of a selected number of studies and analyses that have been conducted by the SPST addressing the need, as well as the solutions, for improvement in LCC. The major emphasis of the SPST processes is on developing the space transportation system requirements first (up front). These requirements must include both the usual system flight performance requirements and also the system functional requirements, including the infrastructure on Earth's surface, in-space and on the Moon and Mars surfaces to determine LCC. This paper describes the development of specific innovative engineering and management approaches and processes. This includes a focus on flight hardware maturity for reliability, ground operations approaches, and business processes between contractor and government organizations. A major change in program/project cost control is being proposed by the SPST to achieve a sustainable space transportation system LCC - controlling cost as a program metric in addition to the existing practice of controlling performance and weight. Without a firm requirement and methodically structured cost control, it is unlikely that an affordable and sustainable space transportation system LCC will ever be achieved. '

Robinson, John W.↗
NASA NTRS2013

Next Generation Civil Transport Aircraft Design Considerations for Improving Vehicle and System-Level Efficiency

The future of aviation will benefit from research in aircraft design and air transportation management aimed at improving efficiency and reducing environmental impacts. This paper presents civil transport aircraft design trends and opportunities for improving vehicle and system-level efficiency. Aircraft design concepts and the emerging technologies critical to reducing thrust specific fuel consumption, reducing weight, and increasing lift to drag ratio currently being developed by NASA are discussed. Advancements in the air transportation system aimed towards system-level efficiency are discussed as well. Finally, the paper describes the relationship between the air transportation system, aircraft, and efficiency. This relationship is characterized by operational constraints imposed by the air transportation system that influence aircraft design, and operational capabilities inherent to an aircraft design that impact the air transportation system.

aircraft design↗
NASA NTRS2015

Combined Structural and Compositional Evolution of Planetary Rings Due to Micrometeoroid Impacts and Ballistic Transport

We introduce improved numerical techniques for simulating the structural and compositional evolution of planetary rings due to micrometeoroid bombardment and subsequent ballistic transport of impact ejecta. Our current, robust code is capable of modeling structural changes and pollution transport simultaneously over long times on both local and global scales. In this paper, we describe the methodology based on the original structural code of Durisen et al. (1989, Icarus 80, 136-166) and on the pollution transport code of Cuzzi and Estrada (1998, Icarus 132, 1-35). We provide demonstrative simulations to compare with, and extend upon previous work, as well as examples of how ballistic transport can maintain the observed structure in Saturn's rings using available Cassini occultation optical depth data. In particular, we explicitly verify the claim that the inner B (and presumably A) ring edge can be maintained over long periods of time due to an ejecta distribution that is heavily biased in the prograde direction through a balance between the sharpening effects of ballistic transport and the broadening effects of viscosity. We also see that a "ramp"-like feature forms over time just inside that edge. However, it does not remain linear for the duration of the runs presented here unless a less steep ejecta velocity distribution is adopted. We also model the C ring plateaus and find that their outer edges can be maintained at their observed sharpness for long periods due to ballistic transport. We hypothesize that the addition of a significant component of a retrograde-biased ejecta distribution may help explain the linearity of the ramp and is probably essential for maintaining the sharpness of C ring plateau inner edges. This component would arise for the subset of micrometeoroid impacts which are destructive rather than merely cratering. Such a distribution will be introduced in future work.

Cassini↗
NASA NTRS2018

Large-Scale Tropospheric Transport in the Chemistry-Climate Model Initiative (CCMI) Simulations

Understanding and modeling the large-scale transport of trace gases and aerosols is important for interpreting past (and projecting future) changes in atmospheric composition. Here we show that there are large differences in the global-scale atmospheric transport properties among the models participating in the IGAC SPARC Chemistry–Climate Model Initiative (CCMI). Specifically, we find up to 40% differences in the transport timescales connecting the Northern Hemisphere (NH) midlatitude surface to the Arctic and to Southern Hemisphere high latitudes, where the mean age ranges between 1.7 and 2.6 years. We show that these differences are related to large differences in vertical transport among the simulations, in particular to differences in parameterized convection over the oceans. While stronger convection over NH midlatitudes is associated with slower transport to the Arctic, stronger convection in the tropics and subtropics is associated with faster interhemispheric transport. We also show that the differences among simulations constrained with fields derived from the same reanalysis products are as large as (and in some cases larger than) the differences among free-running simulations, most likely due to larger differences in parameterized convection. Our results indicate that care must be taken when using simulations constrained with analyzed winds to interpret the influence of meteorology on tropospheric composition.

Orbe, Clara↗
NASA NTRSDate not supplied

Analysis of CO Transport from Australia Fires and Its Impact to Ozone, Water Vapor and Clouds Using CrIS Single-Field-of-View Sounder Products and Other Remote Sensing and MERRA-2 Reanalysis Data

Australia’s unprecedented fire disasters at the end of 2019 to early 2020 emitted huge amounts of carbon monoxide (CO) and fire aerosol particles, and the long-range transport of the smoke plumes poses great impact to climate change, such as altering the Antarctic ozone (O3) hole. Spaceborne observations from satellites have been proven successful in monitoring CO from wildfires in the past decade and can be used to examine the associated CO transport. The primary remote sensing data used in this study is the Single Field of View (SFOV) Sounder Atmospheric Product (SiFSAP) derived from the Cross-track Infrared Sounder (CrIS) on SNPP, a new product that will be generated at NASA and released to the public in a few months. SiFSAP has a high spatial resolution of ~14 km and includes atmospheric profiles of temperature, water vapor, CO, O3, as well as cloud products, and as the SiFSAP algorithm performs both day- and night-time retrievals, it provides an additional observation for night-time in comparison to the day-time-only solar polar satellite instruments such as MOPPIT, OMPS, and TROPOMI. Most recent significant improvements in the quality of this product plus its good spatial resolution (better than most global weather and climate models) enable us to conduct process-oriented analysis of CO transport, and the variation of water vapor, O3 and clouds (optical depth, effective radius and cloud height) within and around the fire plumes. The wind fields from MERRA-2 reanalysis will be used to help characterize the transport. Other remote sensing data, such as CO from AIRS, MOPPIT and TROPOMI, O3 from OMPS and TROPOMI, as well as the UV aerosol index from OMI and OMPS, will be used and compared with SiFSAP sounder products. Cross-validation of CO and O3 from these different sensors with the corresponding MERRA-2 products will also be carried out. Along the plume transport path, some enhancement of O3 and correlation between fire aerosol, cloud optical depth and water vapor have been found but need further investigation. Using the transport of fire plumes over the Southern Pacific Ocean as a unique testbed, this study will demonstrate the trace species monitoring capability of current satellite observations, in particular, for CO and O3, and hopefully, it will provide some insight on the impacts on fire emissions on air quality and climate.

Xiaozhen (Shawn) Xiong↗