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NASA NTRS1995

High Resolution Numerical Simulations and Diagnostic Studies Atmospheric Transport During TRACE-A

The enclosed publications constitute our final report. These are publications completed in referred journals. The completed work includes: Meteorological conditions associated with vertical distributions of aerosols off the west coast of Africa. TRACE-A trajectory intercomparison 2. Isentropic and kinematic methods. Chemical characteristics of tropospheric air over the tropical South Atlantic Ocean: Relationship to trajectory history. Passive Tracer Transport Relevant to the TRACE-A Experiment. The meteorological environment of the tropospheric ozone maximum over the tropical south Atlantic Ocean. : Influence of a middle-latitude cyclone on tropospheric ozone distributions during a period of TRACE-A. All of this work provided the meteorological background for the Transport of Atmospheric Chemistry near the Equator (TRACE-A) project sponsored by Dr,, Joe McNeal of NASA. Our principal findings are that bio-mass burning sources from Africa and South America did contribute to the accumulation of tropospheric ozone over the tropical Atlantic Ocean. Other findings relate to circulations, advections of Ozone and other plausible sources for the TOMS based ozone maximum over the Atlantic Ocean.

Krishnamurti, T. N.↗
NASA NTRS2000

Introduction to the SONEX (Subsonic Assessment Ozone and Nitrogen Oxides Experiment) and POLINAT-2 (Pollution from Aircraft Emissions in the North Atlantic Flight Corridor) Special Issue

Emissions of atmospheric species from the engines of subsonic aircraft at cruise altitude (roughly, above seven kilometers) are of concern to scientists, the aviation industry and policymakers for two reasons. First, water vapor, soot and sulfur oxides, and related heterogeneous processes, may modify clouds and aerosols enough to perturb radiative forcing in the UT/LS (upper troposphere/lower stratosphere). A discussion of these phenomena appears in Chapter 3 of the IPCC Aviation Assessment (1999). An airborne campaign conducted to evaluate aviation effects on contrail, cirrus and cloud formation, is described in Geophysical Research Letters. The second concern arises from subsonic aircraft emissions of nitrogen oxides (NO + NO2 = NO(sub x)), CO, and hydrocarbons. These species may add to the background mixture of photochemically reactive species that form ozone. In the UT/LS, ozone is a highly effective greenhouse gas. The impacts of subsonic aircraft emissions on tropospheric NO(sub x) and ozone budgets have been studied with models that focus on UT chemistry [e.g. see discussions of individual models in Brasseur et al., 1998; Friedl et al., 1997; IPCC, 1999]. Depending on the model used, projected increases in the global subsonic aircraft fleet from 1992 to 2015 will lead to a 50-100 pptv increase in UT/LS NO. at 12 km (compared to 50-150 pptv background) in northern hemisphere midlatitudes. The corresponding 12-km ozone increase is 7-11 ppbv, or 5-10% (Chapter 4 in IPCC, 1999). Two major sources of uncertainties in model estimates of aviation effects are: (1) the often limited degree to which global models - the scale required to evaluate aircraft emissions - realistically simulate atmospheric transport and other physical processes; (2) limited UT/LS observations of trace gases with which to evaluate model performance. In response to the latter deficiency, a number of airborne campaigns aimed at elucidating the effect of aircraft on atmospheric nitrogen oxides and ozone were performed between 1990 and 1996 (see descriptions in Friedl et al., 1997; Brasseur et al., 1998).

Thompson, Anne M.↗
NASA NTRS2006

Modeling the Optical Properties of Biomass Burning Aerosols: Young Smoke Aerosols From Savanna Fires and Comparisons to Observations from SAFARI 2000

Annually, farmers in southern Africa manage their land resources and prepare their fields for cultivation by burning crop residual debris, with a peak in the burning season occurring during August and September. The emissions from these fires in southern Africa are among the greatest from fires worldwide, and the gases and aerosol particles produced adversely affect air quality large distances from their source regions, and can even be tracked in satellite imagery as they cross the Atlantic and Pacific Ocean basins. During August and September 2000 an international group of researchers participating in the Southern African Regional Science Initiate field experiment (SAFARI 2000) made extensive ground-based, airborne, and satellite measurements of these gases and aerosols in order to quantify their amounts and effects on Earth's atmosphere. In this study we interpreted the measurements of smoke aerosol particles made during SAFARI 2000 in order to better represent these particles in a numerical model simulating their transport and fate. Typically, smoke aerosols emitted from fires are concentrated by mass in particles about 0.3 micrometers in diameter (1,000,000 micrometers = 1 meter, about 3 feet); for comparison, the thickness of a human hair is about 50 micrometers, almost 200 times as great. Because of the size of these particles, at the surface they can be easily inhaled into the lungs, and in high concentrations have deleterious health effects on humans. Additionally, these particles reflect and absorb sunlight, impacting both visibility and the balance of sunlight reaching -Earth's surface, and ultimately play a role in modulating Earth's climate. Because of these important effects, it is important that numerical models used to estimate Earth's climate response to changes in atmospheric composition accurately represent the quantity and evolution of smoke particles. In our model, called the Community Aerosol and Radiation Model for Atmospheres (CARMA) we used estimates of smoke emissions based on field studies and observations made with the NASA Terra and TRMM satellites. The meteorology used to calculate the transport was based on an assimilation of observed meteorological conditions provided by the National Center for Atmospheric Research.

Matichuk, R. I.↗
NASA NTRS2008

Plasma Sheet Circulation Pathways

Global simulations of Earth's magnetosphere in the solar wind compute the pathways of plasma circulation through the plasma sheet. We address the pathways that supply and drain the plasma sheet, by coupling single fluid simulations with Global Ion Kinetic simulations of the outer magnetosphere and the Comprehensive Ring Current Model of the inner magnetosphere, including plasmaspheric plasmas. We find that the plasma sheet is supplied with solar wind plasmas via the magnetospheric flanks, and that this supply is most effective for northward IMF. For southward IMF, the innermost plasma sheet and ring current region are directly supplied from the flanks, with an asymmetry of single particle entry favoring the dawn flank. The central plasma sheet (near midnight) is supplied, as expected, from the lobes and polar cusps, but the near-Earth supply consists mainly of slowly moving ionospheric outflows for typical conditions. Work with the recently developed multi-fluid LFM simulation shows transport via plasma "fingers" extending Earthward from the flanks, suggestive of an interchange instability. We investigate this with solar wind ion trajectories, seeking to understand the fingering mechanisms and effects on transport rates.

Moore, Thomas E.↗
NASA NTRS2008

Assessment of Microphysical Models in the National Combustion Code (NCC) for Aircraft Particulate Emissions: Particle Loss in Sampling Lines

This paper at first describes the fluid network approach recently implemented into the National Combustion Code (NCC) for the simulation of transport of aerosols (volatile particles and soot) in the particulate sampling systems. This network-based approach complements the other two approaches already in the NCC, namely, the lower-order temporal approach and the CFD-based approach. The accuracy and the computational costs of these three approaches are then investigated in terms of their application to the prediction of particle losses through sample transmission and distribution lines. Their predictive capabilities are assessed by comparing the computed results with the experimental data. The present work will help establish standard methodologies for measuring the size and concentration of particles in high-temperature, high-velocity jet engine exhaust. Furthermore, the present work also represents the first step of a long term effort of validating physics-based tools for the prediction of aircraft particulate emissions.

Wey, Thomas↗
NASA NTRS2009

Model Validation of an RSRM Transporter Through Full-scale Operational and Modal Testing

The Reusable Solid Rocket Motor (RSRM) segments, which are part of the current Space Shuttle system and will provide the first stage of the Ares launch vehicle, must be transported from their manufacturing facility in Promontory, Utah, to a railhead in Corinne, Utah. This approximately 25-mile trip on secondary paved roads is accomplished using a special transporter system which lifts and conveys each individual segment. ATK Launch Systems (ATK) has recently obtained a new set of these transporters from Scheuerle, a company in Germany. The transporter is a 96-wheel, dual tractor vehicle that supports the payload via a hydraulic suspension. Since this system is a different design than was previously used, computer modeling with validation via test is required to ensure that the environment to which the segment is exposed is not too severe for this space-critical hardware. Accurate prediction of the loads imparted to the rocket motor is essential in order to prevent damage to the segment. To develop and validate a finite element model capable of such accurate predictions, ATA Engineering, Inc., teamed with ATK to perform a modal survey of the transport system, including a forward RSRM segment. A set of electrodynamic shakers was placed around the transporter at locations capable of exciting the transporter vehicle dynamics. Forces from the shakers with varying phase combinations were applied using sinusoidal sweep excitation. The relative phase of the shaker forcing functions was adjusted to match the shape characteristics of each of several target modes, thereby customizing each sweep run for exciting a particular mode. The resulting frequency response functions (FRF) from this series of sine sweeps allowed identification of all target modes and other higher-order modes, allowing good comparison to the finite element model. Furthermore, the survey-derived modal frequencies were correlated with peak frequencies observed during road-going operating tests. This correlation enabled verification of the most significant modes contributing to real-world loading of the motor segment under transport. After traditional model updating, dynamic simulation of the transportation environment was compared to the measured operating data to provided further validation of the analysis model. KEYWORDS Validation, correlation, modal test, rocket motor, transporter

Brillhart, Ralph↗
NASA NTRS2010

What We are Learning from (and About) the 10 Plus Year MISR Aerosol Data Record

Having a 10+ year data record from the Multi-angle Imaging SpectroRadiometer (MISR) significantly improves our opportunities to validate the retrieved aerosol optical depth (AOD) and especially particle microphysical property products. It also begins to raise the possibility of using the data to look for changes or even trends, at least on a regional basis. Further, we have had the opportunity to expand the database of wildfire smoke plume heights derived from the multiangle observations. This presentation will review the latest aerosol validation results and algorithm upgrades under consideration by the MISR team, and will summarize the current status of MISR global aerosol air mass type, and regional dust transport and smoke injection height products. The strengths and limitations of these data for constraining aerosol transport model simulations will receive special emphasis.

Kahn, Ralph A.↗
NASA NTRS2012

Particle Morphology and Size Results from the Smoke Aerosol Measurement Experiment-2

Results are presented from the Reflight of the Smoke Aerosol Measurement Experiment (SAME-2) which was conducted during Expedition 24 (July-September 2010). The reflight experiment built upon the results of the original flight during Expedition 15 by adding diagnostic measurements and expanding the test matrix. Five different materials representative of those found in spacecraft (Teflon, Kapton, cotton, silicone rubber and Pyrell) were heated to temperatures below the ignition point with conditions controlled to provide repeatable sample surface temperatures and air flow. The air flow past the sample during the heating period ranged from quiescent to 8 cm/s. The smoke was initially collected in an aging chamber to simulate the transport time from the smoke source to the detector. This effective transport time was varied by holding the smoke in the aging chamber for times ranging from 11 to 1800 s. Smoke particle samples were collected on Transmission Electron Microscope (TEM) grids for post-flight analysis. The TEM grids were analyzed to observe the particle morphology and size parameters. The diagnostics included a prototype two-moment smoke detector and three different measures of moments of the particle size distribution. These moment diagnostics were used to determine the particle number concentration (zeroth moment), the diameter concentration (first moment), and the mass concentration (third moment). These statistics were combined to determine the diameter of average mass and the count mean diameter and, by assuming a log-normal distribution, the geometric mean diameter and the geometric standard deviations can also be calculated. Overall the majority of the average smoke particle sizes were found to be in the 200 nm to 400 nm range with the quiescent cases producing some cases with substantially larger particles.

Urban, David L.↗
NASA NTRS2013

Flight Deck Surface Trajectory-based Operations (STBO): Results of Piloted Simulations and Implications for Concepts of Operation (ConOps)

The results offour piloted medium-fidelity simulations investigating flight deck surface trajectory-based operations (STBO) will be reviewed. In these flight deck STBO simulations, commercial transport pilots were given taxi clearances with time and/or speed components and required to taxi to the departing runway or an intermediate traffic intersection. Under a variety of concept of operations (ConOps) and flight deck information conditions, pilots' ability to taxi in compliance with the required time of arrival (RTA) at the designated airport location was measured. ConOps and flight deck information conditions explored included: Availability of taxi clearance speed and elapsed time information; Intermediate RTAs at intermediate time constraint points (e.g., intersection traffic flow points); STBO taxi clearances via ATC voice speed commands or datal ink; and, Availability of flight deck display algorithms to reduce STBO RTA error. Flight Deck Implications. Pilot RTA conformance for STBO clearances, in the form of ATC taxi clearances with associated speed requirements, was found to be relatively poor, unless the pilot is required to follow a precise speed and acceleration/deceleration profile. However, following such a precise speed profile results in inordinate head-down tracking of current ground speed, leading to potentially unsafe operations. Mitigating these results, and providing good taxi RTA performance without the associated safety issues, is a flight deck avionics or electronic flight bag (EFB) solution. Such a solution enables pilots to meet the taxi route RTA without moment-by-moment tracking of ground speed. An avionics or EFB "error-nulling" algorithm allows the pilot to view the STBO information when the pilot determines it is necessary and when workload alloys, thus enabling the pilot to spread his/her attention appropriately and strategically on aircraft separation airport navigation, and the many other flight deck tasks concurrently required. Surface Traffic Management (STM) System Implications. The data indicate a number of implications regarding specific parameters for ATC/STM algorithm development. Pilots have a tendency to arrive at RTA points early with slow required speeds, on time for moderate speeds, and late with faster required speeds. This implies that ATC/STM algorithms should operate with middle-range speeds, similar to that of non-STBO taxi performance. Route length has a related effect: Long taxi routes increase the earliness with slow speeds and the lateness with faster speeds. This is likely due to the" open-loop" nature of the task in which the speed error compounds over a longer time with longer routes. Results showed that this may be mitigated by imposing a small number oftime constraint points each with their own RTAs effectively tuming a long route into a series of shorter routes - and thus improving RTA performance. STBO ConOps Implications. Most important is the impact that these data have for NextGen STM system ConOps development. The results of these experiments imply that it is not reasonable to expect pilots to taxi under a "Full STBO" ConOps in which pilots are expected to be at a predictable (x,y) airport location for every time (t). An STBO ConOps with a small number of intermediate time constraint points and the departing runway, however, is feasible, but only with flight deck equipage enabling the use of a display similar to the "error-nulling algorithm/display" tested.

Foyle, David C.↗
NASA NTRS2013

Vertical Navigation Control Laws and Logic for the Next Generation Air Transportation System

A vertical navigation (VNAV) outer-loop control system was developed to capture and track the vertical path segments of energy-efficient trajectories that are being developed for high-density operations in the evolving Next Generation Air Transportation System (NextGen). The VNAV control system has a speed-on-elevator control mode to pitch the aircraft for tracking a calibrated airspeed (CAS) or Mach number profile and a path control mode for tracking the VNAV altitude profile. Mode control logic was developed for engagement of either the speed or path control modes. The control system will level the aircraft to prevent it from flying through a constraint altitude. A stability analysis was performed that showed that the gain and phase margins of the VNAV control system significantly exceeded the design gain and phase margins. The system performance was assessed using a six-deg-of-freedom non-linear transport aircraft simulation and the performance is illustrated with time-history plots of recorded simulation data.

Hueschen, Richard M.↗
NASA NTRS2013

Global and Regional Temperature-change Potentials for Near-term Climate Forcers

We examine the climate effects of the emissions of near-term climate forcers (NTCFs) from 4 continental regions (East Asia, Europe, North America and South Asia) using results from the Task Force on Hemispheric Transport of Air Pollution Source-Receptor global chemical transport model simulations. We address 3 aerosol species (sulphate, particulate organic matter and black carbon) and 4 ozone precursors (methane, reactive nitrogen oxides (NOx), volatile organic compounds and carbon monoxide). We calculate the global climate metrics: global warming potentials (GWPs) and global temperature change potentials (GTPs). For the aerosols these metrics are simply time-dependent scalings of the equilibrium radiative forcings. The GTPs decrease more rapidly with time than the GWPs. The aerosol forcings and hence climate metrics have only a modest dependence on emission region. The metrics for ozone precursors include the effects on the methane lifetime. The impacts via methane are particularly important for the 20 yr GTPs. Emissions of NOx and VOCs from South Asia have GWPs and GTPs of higher magnitude than from the other Northern Hemisphere regions. The analysis is further extended by examining the temperature-change impacts in 4 latitude bands, and calculating absolute regional temperature-change potentials (ARTPs). The latitudinal pattern of the temperature response does not directly follow the pattern of the diagnosed radiative forcing. We find that temperatures in the Arctic latitudes appear to be particularly sensitive to BC emissions from South Asia. The northern mid-latitude temperature response to northern mid-latitude emissions is approximately twice as large as the global average response for aerosol emission, and about 20-30% larger than the global average for methane, VOC and CO emissions.

North America↗
NASA NTRS2013

Global and Regional Temperature-change Potentials for Near-term Climate Forcers

The emissions of reactive gases and aerosols can affect climate through the burdens of ozone, methane and aerosols, having both cooling and warming effects. These species are generally referred to near-term climate forcers (NTCFs) or short-lived climate pollutants (SLCPs), because of their short atmospheric residence time. The mitigation of these would be attractive for both air quality and climate on a 30-year timescale, provided it is not at the expense of CO2 mitigation. In this study we examine the climate effects of the emissions of NTCFs from 4 continental regions (East Asia, Europe, North America and South Asia) using results from the Task Force on Hemispheric Transport of Air Pollution Source-Receptor global chemical transport model simulations. We address 3 aerosol species (sulphate, particulate organic matter and black carbon - BC) and 4 ozone precursors (methane, reactive nitrogen oxides - NOx, volatile organic compounds VOC, and carbon monoxide - CO). For the aerosols the global warming potentials (GWPs) and global temperature change potentials (GTPs) are simply time-dependent scaling of the equilibrium radiative forcing, with the GTPs decreasing more rapidly with time than the GWPs. While the aerosol climate metrics have only a modest dependence on emission region, emissions of NOx and VOCs from South Asia have GWPs and GTPs of higher magnitude than from the other northern hemisphere regions. On regional basis, the northern mid-latitude temperature response to northern mid-latitude emissions is approximately twice as large as the global average response for aerosol emission, and about 20-30% larger than the global average for methane, VOC and CO emissions. We also found that temperatures in the Arctic latitudes appear to be particularly sensitive to black carbon emissions from South Asia.

climate forcer↗
NASA NTRS2014

Simultaneous Retrieval of Aerosol Properties and Clear-Sky Direct Radiative Effect Over the Global Ocean from MODIS

A unified satellite algorithm is presented to simultaneously retrieve aerosol properties (aerosol optical depth; AOD and aerosol type) and clear-sky shortwave direct radiative effect (hereafter, DREA) over ocean. The algorithm is applied to Moderate Resolution Imaging spectroradiometer (MODIS) observations for a period from 2003 to 2010 to assess the DREA over the global ocean. The simultaneous retrieval utilizes lookup table (LUT) containing both spectral reflectances and solar irradiances calculated using a single radiative transfer model with the same aerosol input data. This study finds that aerosols cool the top-of-atmosphere (TOA) and bottom-of-atmosphere (BOA) by 5.2 +/- 0.5 W/sq m and 8.3 W/sq m, respectively, and correspondingly warm the atmosphere (hereafter, ATM) by 3.1 W/sq m. These quantities, solely based on the MODIS observations, are consistent with those of previous studies incorporating chemical transport model simulations and satellite observations. However, the DREAs at BOA and ATM are expected to be less accurate compared to that of TOA due to low sensitivity in retrieving aerosol type information, which is related with the atmospheric heating by aerosols, particularly in low AOD conditions; consequently, the uncertainties could not be quantified. Despite the issue in the aerosol type information, the present method allows us to confine the DREA attributed only to fine-mode dominant aerosols, which are expected to be mostly anthropogenic origin, in the range from 1.1 W/sq m to 1.3 W/sq m at TOA. Improvements in size-resolved AOD and SSA retrievals from current and upcoming satellite instruments are suggested to better assess the DREA, particularly at BOA and ATM, where aerosol absorptivity induces substantial uncertainty.

MODIS↗
NASA NTRS2015

Avionics Configuration Assessment for Flightdeck Interval Management: A Comparison of Avionics and Notification Methods

Flightdeck Interval Management is one of the NextGen operational concepts that FAA is sponsoring to realize requisite National Airspace System (NAS) efficiencies. Interval Management will reduce variability in temporal deviations at a position, and thereby reduce buffers typically applied by controllers - resulting in higher arrival rates, and more efficient operations. Ground software generates a strategic schedule of aircraft pairs. Air Traffic Control (ATC) provides an IM clearance with the IM spacing objective (i.e., the TTF, and at which point to achieve the appropriate spacing from this aircraft) to the IM aircraft. Pilots must dial FIM speeds into the speed window on the Mode Control Panel in a timely manner, and attend to deviations between actual speed and the instantaneous FIM profile speed. Here, the crew is assumed to be operating the aircraft with autothrottles on, with autopilot engaged, and the autoflight system in Vertical Navigation (VNAV) and Lateral Navigation (LNAV); and is responsible for safely flying the aircraft while maintaining situation awareness of their ability to follow FIM speed commands and to achieve the FIM spacing goal. The objective of this study is to examine whether three Notification Methods and four Avionics Conditions affect pilots' performance, ratings on constructs associated with performance (workload, situation awareness), or opinions on acceptability. Three Notification Methods (alternate visual and aural alerts that notified pilots to the onset of a speed target, conformance deviation from the required speed profile, and reminded them if they failed to enter the speed within 10 seconds) were examined. These Notification Methods were: VVV (visuals for all three events), VAV (visuals for all three events, plus an aural for speed conformance deviations), and AAA (visual indications and the same aural to indicate all three of these events). Avionics Conditions were defined by the instrumentation (and location) used to present IM information to crews: (1) Integrated (IM information is embedded in extant PFD (Primary Flight Display), ND (Navigation Display), EICAS (Engine Indicating and Crew Alerting System) displays); (2) EFB_Aft (IM information is only supplied in an EFB and mounted in location similar to that for MITRE's UPS work); (3) EFB_Fore (IM information is only supplied in an EFB which is mounted more forward, under the side window), and (4) EFB_Aft plus use of an AGD (the same IM information is supplied in an EFB and on an AGD, both mounted in locations similar to that in MITRE's UPS work ). Twelve commercial pilot crews flew descent scenarios (VNAV Speed with the mode control panel (MCP) speed window open until flaps extended, then VNAV Path) in a commercial transport flight simulator with realistic visual scene and communications. The results of this study serve three practical aims: (1) contribute to the down-select of avionics configuration for future assessment of the ASTAR spacing algorithm at NASA; (2) provide information useful to the FAA Human Factors Division (ANG-C1)'s mission to identify issues pertinent to flight certification of, and flight standards; (3) identify methodological considerations in support of future FIM human-in-the-loop (HITL) investigations.

Latorella, Kara A.↗
NASA NTRS2016

Direct Radiative Effects of Aerosols Over South Asia From Observations and Modeling

Quantitative assessment of the seasonal variations in the direct radiative effect (DRE) of composite aerosols as well as the constituent species over the Indian sub continent has been carried out using a synergy of observations from a dense network of ground based aerosol observatories and modeling based on chemical transport model simulations. Seasonal variation of aerosol constituents depict significant influence of anthropogenic aerosol sources in winter and the dominance of natural sources in spring, even though the aerosol optical depth doesn't change significantly between these two seasons. A significant increase in the surface cooling and atmospheric warming has been observed as season changes from winter DRE(sub SUR) = −28 +/- 12 W m(exp −2) and DRE(sub ATM) = +19.6 +/- 9 W m(exp −2) to spring DRE(sub SUR) = −33.7 +/- 12 W m(exp −2) and DRE(sub ATM) = +27 +/- 9 W m(exp−2). Interestingly, springtime aerosols are more absorptive in nature compared to winter and consequently the aerosol induced diabatic heating of the atmosphere goes as high as approximately 1 K day(exp -1) during spring, especially over eastern India. The atmospheric DRE due to dust aerosols (+14 +/- 7 W m(exp 2) during spring overwhelms that of black carbon DRE (+11.8 +/- 6 W m(exp -2) during winter. The DRE at the top of the atmosphere is mostly governed by the anthropogenic aerosols during all the seasons. The columnar aerosol loading, its anthropogenic fraction and radiative effects shows a steady increase with latitude across Indian mainland leading to a larger aerosol-induced atmospheric warming during spring than in winter.

dust aerosols↗
NASA NTRS2017

Synthetic Vision System Commercial Aircraft Flight Deck Display Technologies for Unusual Attitude Recovery

A Commercial Aviation Safety Team (CAST) study of 18 worldwide loss-of-control accidents and incidents determined that the lack of external visual references was associated with a flight crew's loss of attitude awareness or energy state awareness in 17 of these events. Therefore, CAST recommended development and implementation of virtual day-Visual Meteorological Condition (VMC) display systems, such as synthetic vision systems, which can promote flight crew attitude awareness similar to a day-VMC environment. This paper describes the results of a high-fidelity, large transport aircraft simulation experiment that evaluated virtual day-VMC displays and a "background attitude indicator" concept as an aid to pilots in recovery from unusual attitudes. Twelve commercial airline pilots performed multiple unusual attitude recoveries and both quantitative and qualitative dependent measures were collected. Experimental results and future research directions under this CAST initiative and the NASA "Technologies for Airplane State Awareness" research project are described.

Prinzel, Lawrence J., III↗
NASA NTRS2016

Tropospheric Column Ozone Response to ENSO in GEOS-5 Assimilation of OMI and MLS Ozone Data

We use GEOS-5 analyses of Ozone Monitoring Instrument (OMI) and Microwave Limb Sounder (MLS) ozone observations to investigate the magnitude and spatial distribution of the El Nino Southern Oscillation (ENSO) influence on tropospheric column ozone (TCO) into the middle latitudes. This study provides the first explicit spatially resolved characterization of the ENSO influence and demonstrates coherent patterns and teleconnections impacting the TCO in the extratropics. The response is evaluated and characterized by both the variance explained and sensitivity of TCO to the Nino 3.4 index. The tropospheric response in the tropics agrees well with previous studies and verifies the analyses. A two-lobed response symmetric about the Equator in the western Pacific/Indonesian region seen in some prior studies and not in others is confirmed here. This two-lobed response is consistent with the large-scale vertical transport. We also find that the large-scale transport in the tropics dominates the response compared to the small-scale convective transport. The ozone response is weaker in the middle latitudes, but a significant explained variance of the TCO is found over several small regions, including the central United States. However, the sensitivity of TCO to the Nino 3.4 index is statistically significant over a large area of the middle latitudes. The sensitivity maxima and minima coincide with anomalous anti-cyclonic and cyclonic circulations where the associated vertical transport is consistent with the sign of the sensitivity. Also, ENSO related changes to the mean tropopause height can contribute significantly to the midlatitude response. Comparisons to a 22-year chemical transport model simulation demonstrate that these results from the 9- year assimilation are representative of the longer term. This investigation brings insight to several seemingly disparate prior studies of the El Nino influence on tropospheric ozone in the middle latitudes.

ML↗