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NASA NTRSDate not supplied

Overview of an Exploratory, Multi-Pilot Simulation Study of Early eVTOL Operations at Non-Towered Vertiports

This paper provides a report out on an exploratory, multi-aircraft/multi-pilot, real-time simulation study conducted by NASA of early commercial powered-lift, Urban Air Mobility (UAM) operations at a non-towered vertiport. As used in this paper, vertiport refers to the primary ground and airspace elements facilitating the takeoff and landing of electric vertical takeoff and landing (eVTOL) aircraft with central emphasis on a vertipad, i.e. the physical touch-down and lift-off area and surrounding approach , departure, local pattern procedures. The study, known as the Piloted UML-2 ConOps Study (PUCS), had two high-level goals. The first goal was providing preliminary insights and observations relevant to the piloting and flight operations of early, commercial UAM operations aligned with the initial stage of the FAA’s Advanced Air Mobility (AAM) Implementation Plan and the second level NASA’s UAM Maturity Level (UML) scale. The second goal was evaluating a novel, medium-fidelity, extensible, many-pilot, real-time simulation capability known as the UAM Flyers developed by NASA. The Flyers are intended to allow rapid development, screening, evaluation, and demonstrations of potential Concepts of Operation (ConOps) for UAM flight operations and airspace management in a modular and low-cost, real-time, human-in-the-loop rapid simulation prototyping environment. For this study, ten Flyer cockpits were configured to evaluate flight operations through a non-towered vertiport with pilot interfaces and displays (external and in-cockpit) appropriate for operations under visual flight rules (VFR) and employing flight and communication procedures representative of current operations at non-towered airports. The presented results include an achieved operational tempo; durations of individual flight tasks for approaches and departures; off-nominal events and triggers; and pilot comments regarding potential procedural and technology improvements.

Urban Air Mobility↗

NASA NTRS2003

Analysis of ETMS Data Quality for Traffic Flow Management Decisions

The data needed for air traffic flow management decision support tools is provided by the Enhanced Traffic Management System (ETMS). This includes both the tools that are in current use and the ones being developed for future deployment. Since the quality of decision support provided by all these tools will be influenced by the quality of the input ETMS data, an assessment of ETMS data quality is needed. Motivated by this desire, ETMS data quality is examined in this paper in terms of the unavailability of flight plans, deviation from the filed flight plans, departure delays, altitude errors and track data drops. Although many of these data quality issues are not new, little is known about their extent. A goal of this paper is to document the magnitude of data quality issues supported by numerical analysis of ETMS data. Guided by this goal, ETMS data for a 24-hour period were processed to determine the number of aircraft with missing flight plan messages at any given instant of time. Results are presented for aircraft above 18,000 feet altitude and also at all altitudes. Since deviation from filed flight plan is also a major cause of trajectory-modeling errors, statistics of deviations are presented. Errors in proposed departure times and ETMS-generated vertical profiles are also shown. A method for conditioning the vertical profiles for improving demand prediction accuracy is described. Graphs of actual sector counts obtained using these vertical profiles are compared with those obtained using the Host data for sectors in the Fort Worth Center to demonstrate the benefit of preprocessing. Finally, results are presented to quantify the extent of data drops. A method for propagating track positions during ETMS data drops is also described.

Chatterji, Gano B.↗

NASA NTRS1999

Comparisons of Upper Tropospheric Humidity Retrievals from TOVS and METEOSAT

Two different methods for retrieving Upper Tropospheric Humidities (UTH) from the TOVS (TIROS Operational Vertical Sounder) instruments aboard NOAA polar orbiting satellites are presented and compared. The first one, from the Environmental Technology Laboratory, computed by J. Bates and D. Jackson (hereafter BJ method), estimates UTH from a simplified radiative transfer analysis of the upper tropospheric infrared water vapor channel at wavelength measured by HIRS (6.3 micrometer). The second one results from a neural network analysis of the TOVS (HIRS and MSU) data developed at, the Laboratoire de Meteorologie Dynamique (hereafter the 3I (Improved Initialization Inversion) method). Although the two methods give very similar retrievals in temperate regions (30-60 N and S), an absolute bias up to 16% appears in the convective zone of the tropics. The two datasets have also been compared with UTH retrievals from infrared radiance measurements in the 6.3 micrometer channel from the geostationary satellite METEOSAT (hereafter MET method). The METEOSAT retrievals are systematically drier than the TOVS-based results by an absolute bias between 5 and 25%. Despite the biases, the spatial and temporal correlations are very good. The purpose of this study is to explain the deviations observed between the three datasets. The sensitivity of UTH to air temperature and humidity profiles is analysed as are the clouds effects. Overall, the comparison of the three retrievals gives an assessment of the current uncertainties in water vapor amounts in the upper troposphere as determined from NOAA and METEOSAT satellites.

Escoffier, C.↗

NASA NTRS2015

Flight Deck Interval Management Avionics: Eye-Tracking Analysis

Interval Management (IM) is one NexGen method for achieving airspace efficiencies. In order to initiate IM procedures, Air Traffic Control provides an IM clearance to the IM aircraft's pilots that indicates an intended spacing from another aircraft (the target to follow - or TTF) and the point at which this should be achieved. Pilots enter the clearance in the flight deck IM (FIM) system; and once the TTF's Automatic Dependent Surveillance-Broadcast signal is available, the FIM algorithm generates target speeds to meet that IM goal. This study examined four Avionics Conditions (defined by the instrumentation and location presenting FIM information) and three Notification Methods (defined by the visual and aural alerts that notified pilots to IM-related events). Current commercial pilots flew descents into Dallas/Fort-Worth in a high-fidelity commercial flight deck simulation environment with realistic traffic and communications. All 12 crews experienced each Avionics Condition, where order was counterbalanced over crews. Each crew used only one of the three Notification Methods. This paper presents results from eye tracking data collected from both pilots, including: normalized number of samples falling within FIM displays, normalized heads-up time, noticing time, dwell time on first FIM display look after a new speed, a workload-related metric, and a measure comparing the scan paths of pilot flying and pilot monitoring; and discusses these in the context of other objective (vertical and speed profile deviations, response time to dial in commanded speeds, out-of-speed-conformance and reminder indications) and subjective measures (workload, situation awareness, usability, and operational acceptability).

Latorella, Kara↗

DOE OSTI2024

Aerosol Vertical Turbulent Mass Flux Retrievals Through Novel Remote Sensing Algorithm

Abstract Integrated measurements of aerosol, radiation, cloud, and turbulent transport in the planetary boundary layer (PBL) are essential for understanding and modeling climate and air quality. Here, we developed a new technique for the identification of convective turbulent regions and deriving the vertical distribution of aerosol turbulent mass fluxes within PBL. The algorithm uses retrievals from coherent Doppler lidars and a high spectral resolution lidar. The technique was applied to study particle mass fluxes over 2 months (November–December 2020) during the campaign conducted at the DOE Atmospheric Radiation Measurement Southern Great Plains (SGP) site in Lamont, Oklahoma. The algorithm developed here is capable of continuously deriving vertically resolved (curtains) aerosol mass fluxes. Our data analysis shows that at the site, the 30‐min averaged fluxes at 135 m above the surface were mainly positive (upward) at ∼1 μg m −2 s −1 , suggesting that the surface is the primary source of the particle mass supplied to the boundary layer at the SGP site. Analyses of the individual case studies have revealed that not all the derived fluxes can be linked to surface emissions. Both positive and negative values in a range of ±5 μg m −2 s −1 can be caused by convective thermals interacting between the residual layer and the mixed layer and by rotation of the horizontal wind with the height. Large erroneous negative fluxes can also be caused by drizzling/precipitating clouds. We anticipate that the application of the current technique will lead to a more realistic representation of aerosol mass budgets and bidirectional mixing rates.

54 ENVIRONMENTAL SCIENCES↗

NASA NTRSDate not supplied

Corridor Design and Analysis for UAM Operations

The Urban Air Mobility (UAM) concept is a part of Advanced Air Mobility (AAM), a joint initiative between the Federal Aviation Administration (FAA), NASA, and industry to develop an air transportation system that uses new electric (i.e., green) air vehicles in geographical areas previously underserved by traditional aviation. Market forecast studies predict that there will be demand for alternate modes of air transportation using electric Vertical Take-off and Landing aircraft. UAM expands transportation networks by introducing short flights to move people and goods around metropolitan areas. UAM is expected to improve mobility for the public, decongest road traffic, reduce trip time, and decrease strain on existing public transportation networks. Various challenges exist to make the introduction of UAM operations successful in the U.S. National Airspace System (NAS). These include but are not limited to integration with existing airports and airspace, provision of air traffic services (e.g., separation), vehicle design and certification, and community acceptance. The focus of this paper is on integration of UAM operations into the NAS via introduction of new airspace structures. UAM will operate within a regulatory, operational, and technical environment that is incorporated into the NAS. As per the UAM Concept of Operations (ConOps), the FAA retains regulatory authority and is responsible for establishing operational parameters and maintaining oversight. The FAA’s UAM ConOps describes flights at low altitudes (below 5,000 ft) with minimal disruption to established conventional aircraft traffic and limited voice interactions with the Air Traffic Control (ATC). Early stages of UAM may use existing procedures to safely integrate UAM with conventional flights. This would involve flying under Part 91 Visual Flight Rules (VFR) and using voice for communications. The initial UAM ecosystem will utilize the current infrastructure such as routes, helipads, and ATC services, where practicable. A NASA study explored the use of existing helicopter routes in Dallas Fort Worth (DFW) airspace for initial UAM operations with a Letter of Agreement (LOA) that included procedures to request a Class B (controlled airspace) clearance. The research showed that the chosen approach was feasible for near-term, low-demand UAM traffic, but was not scalable. The growth of operations in today’s aviation system has resulted in airspace reorganization and procedures to ensure safety and efficiency as traffic rates increase. One proposed operating innovation that can help with the scalability of UAM is establishing routes and corridors. This may look similar to the Area Navigation (RNAV) procedures used today to streamline operations into busy airports. However, instead of FAA automation systems and ATC managing the flow of traffic, some UAM concepts envision a third-party service provider performing this role as part of the Provider of Services for UAM (PSU) network. The FAA’s UAM ConOps posits that new airspace structures such as UAM corridors include the following design criteria: 1) Minimal impact on existing NAS operations, 2) no or minimal additional ATC services, 3) public interest considerations such as noise, safety, and security, and 4) customer needs. The airspace available in urban environments is limited by the height of buildings, the effect of weather including wind gusts, privacy needs, and a clearance envelope. The new airspace structure would need to be designed around large airports and urban areas where the initial market demand is likely to exist. NASA has started evaluating airspace in the Dallas Fort Worth area to design new airspace structures, keeping the first two design criteria in mind. It is assumed that there will be an on-board pilot-in-command, and the flights will operate under VFR in Visual Meteorological Conditions. Corridors will be required in controlled airspace, whereas UAM operations can fly in uncontrolled Class G and E airspace using current day rules. Keeler et. al identified factors and heuristics for development of routes for UAM operations for integration with airspace close to large airports such as Dallas Fort Worth and Dallas Love Field. This paper describes the heuristics applied to define the corridors, analyzes them with respect to legacy traffic and presents key results.

Urban Air Mobility↗

NASA NTRS2019

Towards a Satellite Formaldehyde – in situ Hybrid Estimate for Organic Aerosol Abundance

Organic aerosol (OA) is one of the main components of the global particulate burden and intimately links natural and anthropogenic emissions with air quality and climate. It is challenging to accurately represent OA in global models. Direct quantification of global OA abundance is not possible with current remote sensing technology; however, it may be possible to exploit correlations of OA with remotely observable quantities to infer OA spatiotemporal distributions. In particular, formaldehyde (HCHO) and OA share common sources via both primary emissions and secondary production from oxidation of volatile organic compounds (VOCs). Here, we examine OA–HCHO correlations using data from summertime airborne campaigns investigating biogenic (NASA SEAC4RS and DC3), biomass burning (NASA SEAC4RS), and anthropogenic conditions (NOAA CalNex and NASA KORUS-AQ). In situ OA correlates well with HCHO (r=0.59–0.97), and the slope and intercept of this relationship depend on the chemical regime. For biogenic and anthropogenic regions, the OA–HCHO slopes are higher in low NOx conditions, because HCHO yields are lower and aerosol yields are likely higher. The OA–HCHO slope of wildfires is over 9 times higher than that for biogenic and anthropogenic sources. The OA–HCHO slope is higher for highly polluted anthropogenic sources (e.g., KORUS-AQ) than less polluted (e.g., CalNex) anthropogenic sources. Near-surface OAs over the continental US are estimated by combining the observed in situ relationships with HCHO column retrievals from NASA's Ozone Monitoring Instrument (OMI). HCHO vertical profiles used in OA estimates are from climatology a priori profiles in the OMI HCHO retrieval or output of specific period from a newer version of GEOS-Chem. Our OA estimates compare well with US EPA IMPROVE data obtained over summer months (e.g., slope =0.60–0.62, r=0.56 for August 2013), with correlation performance comparable to intensively validated GEOS-Chem (e.g., slope =0.57, r=0.56) with IMPROVE OA and superior to the satellite-derived total aerosol extinction (r=0.41) with IMPROVE OA. This indicates that OA estimates are not very sensitive to these HCHO vertical profiles and that a priori profiles from OMI HCHO retrieval have a similar performance to that of the newer model version in estimating OA. Improving the detection limit of satellite HCHO and expanding in situ airborne HCHO and OA coverage in future missions will improve the quality and spatiotemporal coverage of our OA estimates, potentially enabling constraints on global OA distribution.

anthropogenic emissions↗

NASA NTRS2018

CARBO - The Carbon Observatory Instrument Suite - The Next Generation of Earth Observing Instruments for Global Monitoring of Carbon Gases

The Carbon Observatory Instrument Suite, or CARBO, consists of four carbon observing instruments sharing a common instrument bus, yet targeted for a particular wavelength band each with a unique science observation. They are: a) Instrument 1, wavelength centered at 756 nm for oxygen and solar-induced chlorophyll fluorescence (SIF) observations, b) Instrument 2, centered at 1629 nm, for carbon dioxide (CO2) and methane (CH4) observation, c) Instrument 3, centered at 2062 nm for carbon dioxide and d) Instrument 4, centered at 2328 for carbon monoxide (CO) and methane. From low-Earth orbit, these instruments have a field-of-view of 10 to 15 degrees, and a spatial resolution of 2 km square. These instruments have a spectral resolving power ranging from ten to twenty thousand, and can monitor columnaverage dry air mole fraction of carbon dioxide (XCO2) at 1.5 ppm, and methane (XCH4) at 7 ppb. These new instruments will advance the use of immersion grating technology in spectrometer instruments in order to reduce the size of the instrument, while improving performance. These compact, capable instruments are envisioned to be compatible with small satellites, yet modular to be configured to address the particular science questions at hand. Here we report on the current status of the instrument design and fabrication, focusing primarily on Instruments 1 and 2. We will describe the key science and engineering requirements and the instrument performance error budget. We will discuss the optical design with particular emphasis on the immersion grating, and the advantages this new technology affords compared to previous instruments. We will also discuss the status of the focal plane array and the detector electronics and housing. Finally, we report on a new approach – developed during this instrument design process - which enables simultaneous measurement of both orthogonal polarization states (S and P) over the field-of-view and optical bandpass. We believe this polarization sensing capability will enable science observations which were previously limited by instrumental and observational degeneracies. In particular: improved sensitivity to all species, better sensitivity to surface polarization effects, better constraints on aerosol scattering parameters, and superior discrimination of the vertical distribution of gases and aerosols.

Bernas, Michael↗

NASA NTRSDate not supplied

Modified Cascading Generalized Inverse Control Allocation

The current aviation revolution towards electric propulsion aircraft (e.g., electric vertical takeoff-and-landing) brings unique control challenges. These vehicles are typically over-actuated (more effectors than desired control outcomes), may require control strategies for the three phases of flight (hover, transition and cruise), and currently have limited electric power availability. These vehicle challenges bring the need for optimal control allocation to the forefront of research. A leading control allocation algorithm, used in current flight vehicles, is the Cascading Generalized Inverse (CGI). Unfortunately, the Cascading Generalized Inverse algorithm is unable to achieve some desired outcomes, it intermittently provides non-optimal allocations, and it may fail to preserve moment direction near maximal achievable outcomes. In this research, the shortcomings of the Cascading Generalized Inverse algorithm are addressed by augmenting the algorithm with Scalar Difference Quadratic unsaturation identification and location at each iteration. Rigorous theory is shown that the Modified Cascading Generalized Inverse performs better at obtaining optimal allocations for all attainable outcomes. Numerical case studies for over-actuated vehicles demonstrate resolution to the aforementioned deficiencies.

Control Allocation↗

NASA NTRSDate not supplied

Modified Cascading Generalized Inverse Control Allocation

Control Allocation↗

NASA NTRS2003

Airloads and Wake Geometry Calculations for an Isolated Tiltrotor Model in a Wind Tunnel

Th tiltrotor aircraft configuration has the potential to revolutionize air transportation by providing an economical combination of vertical take-off and landing capability with efficient, high-speed cruise flight. To achieve this potential it is necessary to have validated analytical tools that will support future tiltrotor aircraft development. These analytical tools must calculate tiltrotor aeromechanical behavior, including performance, structural loads, vibration, and aeroelastic stability, with an accuracy established by correlation with measured tiltrotor data. For many years such correlation has been performed for helicopter rotors (rotors designed for edgewise flight), but correlation activities for tiltrotors have been limited, in part by the absence of appropriate measured data. The recent test of the Tilt Rotor Aeroacoustic Model (TRAM) with a single, U4-scale V-22 rotor in the German-Dutch Wind Tunnel (DNW) now provides an extensive set of aeroacoustic, performance, and structural loads data. This paper will present calculations of airloads, wake geometry, and performance, including correlation with TRAM DNW measurements. The calculations were obtained using CAMRAD II, which is a modern rotorcraft comprehensive analysis, with advanced models intended for application to tiltrotor aircraft as well as helicopters. Comprehensive analyses have received extensive correlation with performance and loads measurements on helicopter rotors. The proposed paper is part of an initial effort to perform an equally extensive correlation with tiltrotor data. The correlation will establish the level of predictive capability achievable with current technology; identify the limitations of the current aerodynamic, wake, and structural models of tiltrotors; and lead to recommendations for research to extend tiltrotor aeromechanics analysis capability. The purpose of the Tilt Rotor Aeroacoustic Model (TRAM) experimental project is to provide data necessary to validate tiltrotor performance and aeroacoustic prediction methodologies and to investigate and demonstrate advanced civil tiltrotor technologies. The TRAM project is a key part of the NASA Short Haul Civil Tiltrotor (SHCT) project. The SHCT project is an element of the Aviation Systems Capacity Initiative within NASA. In April-May 1998 the TRAM was tested in the isolated rotor configuration at the Large Low-speed Facility of the German-Dutch Wind Tunnels (DNW). A preparatory test was conducted in December 1997. These tests were the first comprehensive aeroacoustic test for a tiltrotor, including not only noise and performance data, but airload and wake measurements as well. The TRAM can also be tested in a fill-span configuration, incorporating both rotors Lnd a fuselage model. The wind tunnel installation of the TRAM isolated rotor is shown. The rotor tested in the DNW was a 1/4-scale (9.5 ft diameter) model of the right-hand V-22 proprotor. The rotor and nacelle assembly was attached to an acoustically-treated, isolated rotor test stand through a mechanical pivot (the nacelle conversion axis). The TRAM was analyzed using the rotorcraft comprehensive analysis CAMRAD II. CAMRAD II is an aeromechanical analysis of helicopters and rotorcraft that incorporates a combination of advanced technologies, including multibody dynamics, nonlinear finite elements, and rotorcraft aerodynamics. The trim task finds the equilibrium solution (constant or periodic) for a steady state operating condition, in this case a rotor operating in a wind tunnel. For wind tunnel operation, the thrust and flapping are trimmed to target values. The aerodynamic model includes a wake analysis to calculate the rotor nonuniform induced-velocities, using a free wake geometry. The paper will present the results of CAMRAD II calculations compared to the TRAM DNW measurements for hover performance, helicopter mode performance, and helicopter mode airloads. An example of the hover performance results, comparing both mearements and calculations for the JVX (large scale) and TRAM (small scale) rotors, is shown. An example of the helicopter mode performance, showing the influence of the aerodynamic model (particularly the stall delay model) on the calculated power, induced power, and profile power is also shown. An example of the helicopter mode airloads, showing the influence of various wake and aerodynamic models on the calculations, is shown. Good correlation with measured airloads is obtained using the multiple-trailer wake model. The paper will present additional results, and describe and discuss the aerodynamic behavior in detail.

Johnson, Wayne↗

NASA NTRS2014

Range Safety Flight Elevation Limit Calculation Software

This program was developed to fill a need within the Wallops Flight Facility workflow for automation of the development of vertical plan limit lines used by flight safety officers during the conduct of expendable launch vehicle missions. Vertical plane present-position-based destruct lines have been used by range safety organizations at numerous launch ranges to mitigate launch vehicle risks during the early phase of flight. Various ranges have implemented data submittal and processing workflows to develop these destruct lines. As such, there is significant prior art in this field. The ElLimits program was developed at NASA's Wallops Flight Facility to automate the process for developing vertical plane limit lines using current computing technologies. The ElLimits program is used to configure launch-phase range safety flight control lines for guided missiles. The name of the program derives itself from the fundamental quantity that is computed - flight elevation limits. The user specifies the extent and resolution of a grid in the vertical plane oriented along the launch azimuth. At each grid point, the program computes the maximum velocity vector flight elevation that can be permitted without endangering a specified back-range location. Vertical plane x-y limit lines that can be utilized on a present position display are derived from the flight elevation limit data by numerically propagating 'streamlines' through the grid. The failure turn and debris propagation simulation technique used by the application is common to all of its analysis options. A simulation is initialized at a vertical plane grid point chosen by the program. A powered flight failure turn is then propagated in the plane for the duration of the so-called RSO reaction time. At the end of the turn, a delta-velocity is imparted, and a ballistic trajectory is propagated to impact. While the program possesses capability for powered flight failure turn modeling, it does not require extensive user inputs of vehicle characteristics (e.g., thrust and aerodynamic data), nor does it require reams of turn data after the traditional fashion of the Air Force ranges. The program requires a nominal trajectory table (time, altitude, range, velocity, and flight elevation) and makes heavy use of it to initialize and model a failure turn.

Lanzi, Raymond J↗

NASA NTRS2010

Solid-State, High Energy 2-Micron Laser Development for Space-Based Remote Sensing

Lidar (light detection and ranging) remote sensing enjoys the advantages of excellent vertical and horizontal resolution; pointing capability; a signal source independent from natural light; and control and knowledge of transmitted wavelength, pulse shape, and polarization and received polarization. Lidar in space is an emerging technology now being developing to fit applications where passive sensors cannot meet current measurement requirements. Technical requirements for space lidar are more demanding than for ground-based or airborne systems. Perhaps the most distinguishing characteristics of space lidars are the environmental requirements. Space lidar systems must be specially designed to survive the mechanical vibration loads of launch and operate in the vacuum of space where exposure to ionizing radiation limits the electronic components available. Finally, space lidars must be designed to be highly reliable because they must operate without the need for repair or adjustment. Lifetime requirements tend to be important drivers of the overall system design. The maturity of the required technologies is a key to the development of any space lidar system. NASA entered a new era in the 1990 s with the approval of several space-based remote sensing missions employing laser radar (lidar) techniques. Following the steps of passive remote sensing and then active radar remote sensing, lidar sensors were a logical next step, providing independence from natural light sources, and better spatial resolution and smaller sensor size than radar sensors. The shorter electromagnetic wavelengths of laser light also allowed signal reflectance from air molecules and aerosol particles. The smaller receiver apertures allowed the concept of scanning the sensor field of view. However, technical problems with several space-based lidar missions during that decade led to concern at NASA about the risk of lidar missions. An external panel was convened to make recommendations to NASA. Their report in 2000 strongly advocated that NASA maintain in-house laser and lidar capability, and that NASA should work to lower the technology risk for all future lidar missions. A multi-Center NASA team formulated an integrated NASA strategy to provide the technology and maturity of systems necessary to make Lidar/Laser systems viable for space-based study and monitoring of the Earth's atmosphere. In 2002 the NASA Earth Science Enterprise (ESE) and Office of Aerospace Technology (OAT) created the Laser Risk Reduction Program (LRRP) and directed NASA Langley Research Center (LaRC) and Goddard Space Flight Center to carry out synergistic and complementary research towards solid-state lasers/lidars developments for space-based remote sensing applications.

Singh, Upendra N.↗

NASA NTRS2013

File Specification for GEOS-5 FP (Forward Processing)

The GEOS-5 FP Atmospheric Data Assimilation System (GEOS-5 ADAS) uses an analysis developed jointly with NOAA's National Centers for Environmental Prediction (NCEP), which allows the Global Modeling and Assimilation Office (GMAO) to take advantage of the developments at NCEP and the Joint Center for Satellite Data Assimilation (JCSDA). The GEOS-5 AGCM uses the finite-volume dynamics (Lin, 2004) integrated with various physics packages (e.g, Bacmeister et al., 2006), under the Earth System Modeling Framework (ESMF) including the Catchment Land Surface Model (CLSM) (e.g., Koster et al., 2000). The GSI analysis is a three-dimensional variational (3DVar) analysis applied in grid-point space to facilitate the implementation of anisotropic, inhomogeneous covariances (e.g., Wu et al., 2002; Derber et al., 2003). The GSI implementation for GEOS-5 FP incorporates a set of recursive filters that produce approximately Gaussian smoothing kernels and isotropic correlation functions. The GEOS-5 ADAS is documented in Rienecker et al. (2008). More recent updates to the model are presented in Molod et al. (2011). The GEOS-5 system actively assimilates roughly 2 × 10(exp 6) observations for each analysis, including about 7.5 × 10(exp 5) AIRS radiance data. The input stream is roughly twice this volume, but because of the large volume, the data are thinned commensurate with the analysis grid to reduce the computational burden. Data are also rejected from the analysis through quality control procedures designed to detect, for example, the presence of cloud. To minimize the spurious periodic perturbations of the analysis, GEOS-5 FP uses the Incremental Analysis Update (IAU) technique developed by Bloom et al. (1996). More details of this procedure are given in Appendix A. The assimilation is performed at a horizontal resolution of 0.3125-degree longitude by 0.25- degree latitude and at 72 levels, extending to 0.01 hPa. All products are generated at the native resolution of the horizontal grid. The majority of data products are time-averaged, but four instantaneous products are also available. Hourly data intervals are used for two-dimensional products, while 3-hourly intervals are used for three-dimensional products. These may be on the model's native 72-layer vertical grid or at 42 pressure surfaces extending to 0.1 hPa. This document describes the gridded output files produced by the GMAO near real-time operational FP, using the most recent version of the GEOS-5 assimilation system. Additional details about variables listed in this file specification can be found in a separate document, the GEOS-5 File Specification Variable Definition Glossary. Documentation about the current access methods for products described in this document can be found on the GMAO products page: http://gmao.gsfc.nasa.gov/products/.

GSI↗

NASA NTRS2014

Observational Evidence of a Suppressed Planetary Boundary Layer in Northern Gale Crater, Mars as Seen by the Navcam Instrument Onboard the Mars Science Laboratory Rover

The Navigation Cameras (Navcam) of the Mars Science Laboratory rover, Curiosity, have been used to examine two aspects of the planetary boundary layer: vertical dust distribution and dust devil frequency. The vertical distribution of dust may be obtained by using observations of the distant crater rim to derive a line-of-sight optical depth within Gale Crater and comparing this optical depth to column optical depths obtained using Mastcam observations of the solar disc. The line of sight method consistently produces lower extinctions within the crater compared to the bulk atmosphere. This suggests a relatively stable atmosphere in which dust may settle out leaving the air within the crater clearer than air above and explains the correlation in observed column opacity between the floor of Gale Crater and the higher elevation Meridiani Planum. In the case of dust devils, despite an extensive campaign only one optically thick vortex (tau = 1.5 +/- 0.5 10(exp -3)) was observed compared to 149 pressure events greater than 0.5 Pa observed in REMS pressure data. Correcting for temporal coverage by REMS and geographic coverage by Navcam still suggests 104 vortices should have been viewable, suggesting that most vortices are dustless. Additionally, the most intense pressure excursions observed on other landing sites (pressure drop greater than 2.5 Pa) are lacking from the observations by the REMS instrument. Taken together, these observations are consistent with pre-landing circulation modeling of the crater showing a suppressed, shallow boundary layer. They are further consistent with geological observations of dust that suggests the northern portion of the crater is a sink for dust in the current era.

Navcam↗

DOE OSTI2022

The Influence of Shear on Deep Convection Initiation. Part II: Simulations

Abstract This study evaluates a hypothesis for the role of vertical wind shear in deep convection initiation (DCI) that was introduced in Part I by examining behavior of a series of numerical simulations. The hypothesis states, “Initial moist updrafts that exceed a width and shear threshold will ‘root’ within a progressively deeper steering current with time, increase their low-level cloud-relative flow and inflow, widen, and subsequently reduce their susceptibility to entrainment-driven dilution, evolving toward a quasi-steady self-sustaining state.” A theoretical model that embodied key elements of the hypothesis was developed in Part I, and the behavior of this model was explored within a multidimensional environmental parameter space. Remarkably similar behavior is evident in the simulations studied here to that of the theoretical model, both in terms of the temporal evolution of DCI and in the sensitivity of DCI to environmental parameters. Notably, both the simulations and theoretical model experience a bifurcation in outcomes, whereby nascent clouds that are narrower than a given initial radius R 0 threshold quickly decay and those above the R 0 threshold undergo DCI. An important assumption in the theoretical model, which states that the cloud-relative flow of the background environment V CR determines cloud radius R , is scrutinized in the simulations. It is shown that storm-induced inflow is small relative to V CR beyond a few kilometers from the updraft edge, and V CR therefore plays a predominant role in transporting conditionally unstable air to the updraft. Thus, the critical role of V CR in determining R is validated.

58 GEOSCIENCES↗

NASA NTRS2011

Safe, Advanced, Adaptable Isolation System Eliminates the Need for Critical Lifts

The Starr Soft Support isolation system incorporates an automatically reconfigurable aircraft jack into NASA's existing 1-Hertz isolators. This enables an aircraft to float in mid-air without the need for a critical lift during ground vibration testing (GVT), significantly reducing testing risk, time, and costs. Currently incorporating the most advanced technology available, the 60,000-poundcapacity (27-metric-ton) isolation system is used for weight and measurement tests, control-surface free-play tests, and structural mode interaction tests without the need for any major reconfiguration, often saving days of time and significantly reducing labor costs. The Starr Soft Support isolation system consists of an aircraft-jacking device with three jacking points, each of which has an individual motor and accommodates up to 20,000 pounds (9 metric tons) for a total 60,000-pound (27-metric-ton) capacity. The system can be transported to the aircraft by forklift and placed at its jacking points using a pallet jack. The motors power the electric actuators, raising the aircraft above the ground until the landing gear can retract. Inflatable isolators then deploy, enabling the aircraft to float in mid-air, simulating a 1-Hertz free-free boundary condition. Inflatable isolators have been in use at NASA for years, enabling aircraft to literally float unsupported for highly accurate GVT. These isolators must be placed underneath the aircraft for this to occur. Traditionally, this is achieved by a critical lift a high-risk procedure in which a crane and flexible cord system are used to lift the aircraft. In contrast, the Starr Soft Support isolation system eliminates the need for critical lift by integrating the inflatable isolators into an aircraft jacking system. The system maintains vertical and horizontal isolating capabilities. The aircraft can be rolled onto the system, jacked up, and then the isolators can be inflated and positioned without any personnel needing to work underneath the aircraft. Also, the system accommodates changes in aircraft configuration, automatically adapting to changes in mass, and it can adjust the height of the isolators in one basic setup. Dryden personnel used the Starr Soft Support system to successfully perform a GVT on an F-15 being structurally modified by Gulfstream, Dryden's Gulfstream III used for science research and the crew exploration module and adaptor cone assembly.

Ginn, Starr↗

NASA NTRS2006

A Comparison of Wind Speed Data from Mechanical and Ultrasonic Anemometers

This study compared the performance of mechanical and ultrasonic anemometers at the Eastern Range (ER; Kennedy Space Center and Cape Canaveral Air Force Station on Florida's Atlantic coast) and the Western Range (WR; Vandenberg Air Force Base on California's Pacific coast). Launch Weather Officers, forecasters, and Range Safety analysts need to understand the performance of wind sensors at the ER and WR for weather warnings, watches, advisories, special ground processing operations, launch pad exposure forecasts, user Launch Commit Criteria (LCC) forecasts and evaluations, and toxic dispersion support. The current ER and WR weather tower wind instruments are being changed from the current propeller-and-vane (ER) and cup-and-vane (WR) sensors to ultrasonic sensors through the Range Standardization and Automation (RSA) program. The differences between mechanical and ultrasonic techniques have been found to cause differences in the statistics of peak wind speed in previous studies. The 45th Weather Squadron (45 WS) and the 30th Weather Squadron (30 WS) requested the Applied Meteorology Unit (AMU) to compare data between RSA and current sensors to determine if there are significant differences. Approximately 3 weeks of Legacy and RSA wind data from each range were used in the study, archived during May and June 2005. The ER data spanned the full diurnal cycle, while the WR data was confined to 1000-1600 local time. The sample of 1-minute data from numerous levels on 5 different towers on each range totaled more than 500,000 minutes of data (482,979 minutes of data after quality control). The 10 towers were instrumented at several levels, ranging from 12 ft to 492 ft above ground level. The RSA sensors were collocated at the same vertical levels as the present sensors and typically within 15 ft horizontally of each another. Data from a total of 53 RSA ultrasonic sensors, collocated with present sensors were compared. The 1-minute average wind speed/direction and the 1-second peak wind speed/direction were compared.

Short, D.↗