Calibration of solar cells using high-altitude aircraft.
High altitude aircraft for calibration of solar cells and extrapolation of data to obtain outer space short circuit current
SOLAR CELL↗
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Calibration of solar cells using high-altitude aircraft.
A high altitude airplane has been used to obtain the outer space short circuit current of solar cells. The solar cells are mounted in a collimating tube and are measured at approximately 5000 foot intervals between 12,000 and 47,000 feet. The air mass is calculated for each altitude using the standard formula and the resulting curve is extrapolated to air mass zero. The effects on the solar cell output of a haze layer located at the tropopause has been observed. It is necessary to fly above this layer to ensure accurate results. Airplane calibrations of several primary standard cells calibrated on high altitude balloons show agreement within 0.5 per cent. Prediction of the output of satellite power supplies using airplane calibrated cells shows an accuracy of better than 1 per cent.
Brandhorst, H. W., Jr.↗
Calculation Method for Predicting AM0 Isc from High Altitude Aircraft Flight Data
High altitude aircraft have been used by the space photovoltaic (PV) community to determine the air mass Zero (AM0) performance of solar cells for over fifty years. Relative to in-space measurement opportunities, these methods are generally cheaper and more readily available. The data obtained, however, must be corrected for residual atmospheric effects. This paper details the correction method currently being used for the calculation of the estimated AM0 short-circuit current (Isc) for photovoltaic devices flown on the NASA ER-2 calibration platform. This method would also be applicable to other high altitude methods where Isc data is collected over a sufficiently large range of altitudes. An initial comparison with a four junction (4J) cell flown on the CASOLBA high altitude balloon platform showed an agreement to 0.2%.
AM0↗
Calculation Method for Predicting AM0 Isc from High Altitude Aircraft Flight Data
High altitude aircraft have been used by by the space photovoltaic (PV) community to determine the Air Mass Zero (AM0) performance of solar cells for over fifty years. Relative to in-space measurement opportunities, these methods are generally cheaper and more readily available. The data obtained, however, must be corrected for residual atmospheric effects. This paper details the correction method currently being used for the calculation of the AM0 short-circuit current (Isc) for photovoltaic devices flown on the NASA ER-2 (Earth Resources-2) calibration platform. This method would also be applicable to any other high altitude method where Isc data is collected over a sufficiently large range of altitudes.
Myers, Matthew G.↗
Passive microwave observations of thunderstorms from high-altitude aircraft
A high-altitude (20 km) aircraft made overflights of severe and nonsevere Midwest thunderstorms in the central and southeast U.S. during 2 separate experiments. Down-looking instruments on the aircraft are the imaging Multi-Channel Cloud Radiometer with channels in the visible, IR, and near IR, and two passive microwave instruments, the imaging Advanced Microwave Moisture Sounder at 92 (atmospheric window) and 183 GHz (centered on a water vapor line) and the 45 deg foward-of-nadir Multi-Channel Precipitation Radiometer at the 18 and 37 GHz window channels. Over land, the 92 GHz frequency distinguishes quite well the precipitating region from the nonprecipitating anvil region. The interpretation of the microwave measurements is complicated by differences in the cloud microphysics between different climatic regions.
Heymsfield, Gerald M.↗
LIQUID HYDROGEN AS A JET FUEL FOR HIGH-ALTITUDE AIRCRAFT
Liquid hydrogen as jet fuel for high-altitude aircraft
JET FUEL↗
Calibration of solar cells using high-altitude aircraft
Calibration of solar cells using high altitude aircraft to collect data above tropopause
TROPOPAUSE↗
Aerodynamics of heat exchangers for high-altitude aircraft
Reduction of convective beat transfer with altitude dictates unusually large beat exchangers for piston- engined high-altitude aircraft The relatively large aircraft drag fraction associated with cooling at high altitudes makes the efficient design of the entire heat exchanger installation an essential part of the aircraft's aerodynamic design. The parameters that directly influence cooling drag are developed in the context of high-altitude flight Candidate wing airfoils that incorporate heat exchangers are examined. Such integrated wing-airfoil/heat-exchanger installations appear to be attractive alternatives to isolated heat.exchanger installations. Examples are drawn from integrated installations on existing or planned high-altitude aircraft.
Drela, Mark↗
Sun sensing guidance system for high altitude aircraft
A sun sensing guidance system for high altitude aircraft is described. The system is characterized by a disk shaped body mounted for rotation aboard the aircraft in exposed relation to solar radiation. The system also has a plurality of mutually isolated chambers; each chamber being characterized by an opening having a photosensor disposed therein and arranged in facing relation with the opening for receiving incident solar radiation and responsively providing a voltage output. Photosensors are connected in paired relation through a bridge circuit for providing heading error signals in response to detected imbalances in intensities of solar radiation.
Reed, R. D.↗
Calibration of infrared satellite images using high altitude aircraft measurements
The use of infrared radiance measurements made from high altitude aircraft for satellite image validation is discussed. Selected examples are presented to illustrate the techniques and the potentials of such validation studies.
Hammer, Philip D.↗
A Comparison of Land Use Determinations Using Data from ERTS-1 and High Altitude Aircraft
Comparison of land use determinations using data from ERTS-1 and high altitude aircraft for Houston Area Test Site in Texas
Lundelius, M. A.↗
Global stratospheric change: Requirements for a Very-High-Altitude Aircraft for Atmospheric Research
The workshop on Requirements for a Very-High-Altitude Aircraft for Atmospheric Research, sponsored by NASA Ames Research Center, was held July 15 to 16, 1989, at Truckee, CA. The workshop had two purposes: to assess the scientific justification for a new aircraft that will support stratospheric research beyond the altitudes accessible to the NASA ER-2; and to determine the aircraft characteristics (e.g., ceiling altitude, payload accommodations, range, flight duration, operational capabilities) required to perform the stratospheric research referred to in the justification. To accomplish these purposes, the workshop brought together a cross-section of stratospheric scientists with several aircraft design and operations experts. The stratospheric scientists included theoreticians as well as experimenters with experience in remote and in situ measurements from satellites, rockets, balloons, aircraft, and the ground. Discussions of required aircraft characteristics focused on the needs of stratospheric research. It was recognized that an aircraft optimal for stratospheric science would also be useful for other applications, including remote measurements of Earth's surface. A brief description of these other applications was given at the workshop.
Source record↗
Solar radiation monitoring for high altitude aircraft
Ground-based and satellite-based ionizing radiation monitoring systems are considered as alternative methods for ensuring safe radiation levels for high-altitude aircraft. It is found that ground-based methods are of limited accuracy due to insensitivity to solar particles of energies between the riometer upper cutoff of about 50 MeV and the neutron monitor threshold of about 450 MeV. This energy range is demonstrated to be essential for atmospheric radiation monitoring at high altitude, and must be covered by satellite measurement. On the basis of presently available data, the accuracy to which the incident solar particle flux must be measured by satellite-borne detectors is examined and recommendations are made to establish minimum requirements.
Wilson, J. W.↗
Scale Invariance of High Altitude Aircraft Observations in the Upper Troposphere and Lower Stratosphere at Tropical and Subtropical Latitudes
Exchange between the upper tropical troposphere and the lower troposphere is considered by examining high altitude aircraft observations of water, ozone, methane, wind and temperature for scale invariance.
altitude aircraft observations↗
The feasibility of a high-altitude aircraft platform with consideration of technological and societal constraints
The feasibility of remotely piloted aircraft performing year around missions at an altitude of 70,000 feet is determined. Blimp and airplane type vehicles employing solar-voltaic, microwave, or nuclear propulsion systems were considered. A payload weighing 100 pounds and requiring 1000 watts of continuous power was assumed for analysis purposes. Results indicate that a solar powered aircraft requires more solar cell area than is available on conventional aircraft configurations if designed for the short days and high wind speeds associated with the winter season. A conventionally shaped blimp that uses solar power appears feasible if maximum airspeed is limited to about 100 ft/s. No viable airplane configuration that uses solar power and designed to withstand the winter environment was found. Both a conventionally shaped blimp and airplane appear feasible using microwave power. Nuclear powered aircraft of these type are also feasible. Societal attitudes toward the use of solar power in high altitude aircraft appear favorable. The use of microwave power for this purpose is controversial, even though the ground station required would transmit power at levels comparable to existing satellite communications stations.
Graves, E. B.↗
CARETS: A prototype regional environmental information system. Volume 6: Cost, accuracy and consistency comparisons of land use maps made from high-altitude aircraft photography and ERTS imagery
Accuracy analyses for the land use maps of the Central Atlantic Regional Ecological Test Site were performed for a 1-percent sample of the area. Researchers compared Level II land use maps produced at three scales, 1:24,000, 1:100,000, and 1:250,000 from high-altitude photography, with each other and with point data obtained in the field. They employed the same procedures to determine the accuracy of the Level I land use maps produced at 1:250,000 from high-altitude photography and color composite ERTS imagery. The accuracy of the Level II maps was 84.9 percent at 1:24,000, 77.4 percent at 1:100,000, and 73.0 percent at 1:250,000. The accuracy of the Level I 1:250,000 maps produced from high-altitude aircraft photography was 76.5 percent and for those produced from ERTS imagery was 69.5 percent. The cost of Level II land use mapping at 1:24,000 was found to be high ($11.93 per km 2 ). The cost of mapping at 1:100,000 ($1.75) was about 2 times as expensive as mapping at 1:250,000 ($.88), and the accuracy increased by only 4.4 percent. Level I land use maps, when mapped from high-altitude photography, were about 4 times as expensive as the maps produced from ERTS imagery, although the accuracy is 7.0 percent greater. The Level I land use category that is least accurately mapped from ERTS imagery is urban and built-up land in the non-urban areas; in the urbanized areas, built-up land is more reliably map
Accuracy↗
Calibration of the visible and near-infrared channels of the NOAA-9 AVHRR using high-altitude aircraft measurements from August 1985 and October 1986
Visible and near infrared wavelength sensors mounted on operational satellites now in use do not have onboard absolute calibration devices. One means of establishing an in-orbit calibration for a satellite sensor is to make simultaneous measurement of a bright, relatively uniform scene along the satellite view vector from a calibrated instrument on board a high altitude aircraft. Herein, aircraft data were recorded over White Sands, New Mexico at satellite overpass time. Comparison of the coincident aircraft and orbiting satellite data for the visible and near infrared wavelength channels of the NOAA-9 Advanced Very High Resolution Radiometer shows that the calibration of the visible channel was unchanged from prelaunch values, but that the near infrared channel has degraded 6 percent by Aug. 1985. By Oct. 1986 the visible channel had degraded 13 percent and the near infrared channel had degraded 19 percent.
Smith, Gilbert R.↗
Tropical Cyclone Precipitation Types and Electrical Field Information Observed by High Altitude Aircraft Instrumentation
During the 1998 and 200 1 hurricane seasons of the Atlantic Ocean Basin, the Advanced Microwave Precipitation Radiometer (AMPR), the ER-2 Doppler (EDOP) radar, and the Lightning Instrument Package (LIP) were flown aboard the National Aeronautics and Space Administration (NASA) ER-2 high altitude aircraft as part of the Third Convection And Moisture Experiment (CAMEX-3) and the Fourth Convection And Moisture Experiment (CAMEX-4). Several hurricanes and tropical storms were sampled during these experiments. A rainfall screening technique has been developed using AMPR passive microwave observations of these tropical cyclones (TC) collected at frequencies of 10.7, 19.35,37.1, and 85.5 GHz and verified using vertical profiles of EDOP reflectivity and lower altitude horizontal reflectivity scam collected by the National Oceanic and Atmospheric Administration (NOM) P-3 radar. Matching the rainfall classification results with coincident electrical field information collected by the LIP readily identifl convective rain regions within the TC precipitation fields. Strengths and weaknesses of the rainfall classification procedure will be discussed as well as its potential as a real-time analysis tool for monitoring vertical updrafl strength and convective intensity from a remotely operated or uninhabited aerial vehicle.
Hood, Robbie E.↗