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To summarize, the experiments with balloons, sailplanes and light airplanes conducted thus far, reveal the vertical velocities of the air to be primarily dependent on the vertical temperature distribution. Stable stratifications result in up-and-down currents forced by the contour of the ground, which are readily recognized in flight and, if need be, may be avoided.
Capability and procedure for direct measurement of vertical air currents using FPS-16 radar/ jimsphere system
Ascent rate of jimsphere balloons indicating vertical air currents
Statistical properties and persistence of atmospheric turbulence associated with detailed vertical wind profiles for space vehicle response studies
Wind tunnel technique for measuring frequency response of flexible airplane to vertical sinusoidal gusts
Mesoscale perturbations in vertical wind velocity profiles obtained from superpressure balloons tracked by FPS-16 radars
Wind tunnel technique for measuring frequency response of flexible airplane to vertical sinusoidal gusts
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Comparison of cloud-top topography and rainfall rates at the surface revealed that the areas of heavy rain are located where there are depressions at the anvil top. It was also found that the Z-R relationships show a large scatter when vertical and/or horizontal air currents are strong. Results of this research led to Project NIMROD proposed to begin in May 1978.
This proposal requests support for making the nearly three decades of Antarctic atmospheric electricity data available to more workers. Measurements of the vertical electric field and air-earth current density made at the Earth's surface in Antarctica have recently been shown to be of considerable interest to scientists interested in monitoring short-term Sun-Earth connections and long term climate change. Such measurements have been made off and on for more than three decades, primarily at Vostok and South Pole stations. There is no single place where all of these data can be obtained via the Internet in a contemporary format. The work proposed here will attempt to remedy this deficiency as much as possible. Data we know to be presently available include data from South Pole, 1982-86 and 1991-1993, and Vostok station, 1997-present. Data were taken at South Pole and Vostok in the 60's and ~O'S, but these may prove difficult to obtain in digital form. At present, only the University of Houston's 1991-1993 data are available on the Web. Unfortunately, they are stored on a server slated for retirement. Also, they are written VAX binary floating point, using the UCLA/Stanford/Michigan flatfile format (FLATDBMS), which is obscure to some users. We propose to combine and reformat the three available data sets plus any others we can obtain onto a newer server. We will use a more common and comprehensible format. Archival copies will be burned onto CD and/or DVD-ROM media. Finally we will register these data with the appropriate NASA data systems.
With the current technological advancements revolutionizing the concept of Urban Air Mobility (UAM) and package delivery, there is also, a concurrent need to quantify the operational safety of these vehicles in terms of their associated risk. Conducting safe flight operations is critical for UAM vehicles which are electrically Vertical Takeoff and Landing (eVTOL) vehicles, to operate in current Air traffic control. In this paper, a data-driven method for UAM vehicle energy consumption prediction and risk quantification with conditional value-at-risk based on energy consumption distribution is presented. Significant factors affecting energy consumption, such as density altitude, aircraft design, airspeed, and collision avoidance algorithms, are considered in the data-driven based energy consumption prediction of different eVTOL
The AIRS instrument is currently the best space-based tool to simultaneously monitor the vertical distribution of key climatically important atmospheric parameters as well as surface properties, and has provided high quality data for more than 5 years. AIRS analysis results produced at the GODDARD/DAAC, based on Versions 4 & 5 of the AIRS retrieval algorithm, are currently available for public use. Here, first we present an assessment of interrelationships of anomalies (proxies of climate variability based on 5 full years, since Sept. 2002) of various climate parameters at different spatial scales. We also present AIRS-retrievals-based global, regional and 1x1 degree grid-scale "trend"-analyses of important atmospheric parameters for this 5-year period. Note that here "trend" simply means the linear fit to the anomaly (relative the mean seasonal cycle) time series of various parameters at the above-mentioned spatial scales, and we present these to illustrate the usefulness of continuing AIRS-based climate observations. Preliminary validation efforts, in terms of intercomparisons of interannual variabilities with other available satellite data analysis results, will also be addressed. For example, we show that the outgoing longwave radiation (OLR) interannual spatial variabilities from the available state-of-the-art CERES measurements and from the AIRS computations are in remarkably good agreement. Version 6 of the AIRS retrieval scheme (currently under development) promises to further improve bias agreements for the absolute values by implementing a more accurate radiative transfer model for the OLR computations and by improving surface emissivity retrievals.
The present investigation is concerned with the role of convection upon mesoscale modeling results, particularly when the grid resolution becomes small enough that there is not a clear scale separation between the explicitly resolved circulations and the parameterized clouds. In those situations, the vertical accelerations in explicitly resolved circulations become strong enough that the hydrostatic assumption may no longer be valid. These concerns arise from interests in improving mesoscale modeling per se and in improving the subgrid-scale parameterizations in global models. The hydrostatic and the nonhydrostatic options of the Colorado State University Regional Atmospheric Modeling System were used to simulate dry gravity currents in two dimensions, using several different horizontal grid sizes. With horizontal grid intervals of 10 km or less, nonhydrostatic simulations produce wider and colder heads and weaker but wider forced updrafts than do the hydrostatic simulations. Comparing the hydrostatic and nonhydrostatic models show that the difference between the vertical mass fluxes is much less than the difference between the vertical velocities. When the grid is fine enough to resolve the head of the gravity current, horizontal convergence at the gust front extends upwards almost to the head of the cold air. Vertical mass flux in the forced updraft at the front varies with horizontal grid size mainly as a function of the height of the simulated head. For coarser grids, which do not resolve the head, vertical mass flux at all heights decreases with increasing horizontal grid size. A comparison on nonhydrostatic simulations with horizontal grid intervals of 1 km and 2 km illustrates how decreasing the grid size does not necessarily increase the intensity of the resolved circulation. The smaller grid enables the simulated gravity current to entrain a bubble of warm air behind the head, which results in a weaker circulation with a shorter head and weaker updraft.
The University of Nebraska-Lincoln (UNL) Meteodrone (model SSE MM-641) is a small (1.1 kg GTOW, ~40 cm across) hexcopter UAS manufactured by Meteomatics. Maximum endurance is approximately 30 min and estimated maximum operating altitude of 1500 m. Profiles can be executed at ascent/descent rates up to 10 m/s. The Meteodrone is capable of measuring temperature, relative humidity, wind velocity and GPS position time-stamped with GPS time. Temperature and dual relative humidity sensors are shielded from solar exposure by a housing with a vertically oriented air intake and hoirizontal exhaust. Sensor aspiration is driven by rotorwash across the horizontal exhaust. In its current configuration data are recorded only when executing vertical profiles. Attitude and position are updated at a data rate of 20 Hz while meteorological observations are updated at 10 Hz.
Aerosol vertical distribution plays an important role in determining aerosol effects on the weather, climate and air quality, but is one of the largest uncertainties in current global chemistry transport models. Operational datasets of global aerosol vertical distribution from observational sources that could constrain models are not adequate.
Urban transportation is currently evolving from traditional ground-based vehicles (cars, taxis, and buses) to include air-based electric vertical take-off and landing (eVTOL) vehicles which can be utilized for on-demand transportation, cargo transport, and emergency services. These new eVTOL vehicles are designed to be small, lightweight, and able to operate autonomously without user intervention. Safety is a big part of eventual eVTOL adoption, however gaps in the consideration of safety features exist. Anthropomorphic test devices (ATDs) are used in aerospace crashworthiness standards to quantify occupant injury risk and develop improved safety designs for emergency landing situations, but the ATDs currently used in aircraft certification requirements were developed many decades ago. Developments have occurred over the years involving ATD technology, which includes a host of newer and more biofidelic ATDs such as the Test Device for Human Occupant Restraint (THOR). Increased computing power has also allowed for detailed computational human body models (HBMs) to be created, such as the Global Human Body Model Consortium (GHBMC). This study aims to assess the capability of both HBMs and new ATD designs to identify injury mechanisms within eVTOL relevant emergency landing conditions. Finite element (FE) analysis was used to expand upon full-scale and seat level impact testing conducted by researchers at the National Aeronautics and Space Administration (NASA) to look at effects of occupant model configurations on prediction of injury. The GHBMC HBM and THOR ATD models were simulated in the seat level test conditions to characterize differences between these advanced assessment tools and traditional ATDs in the isolated seat loading environment. Results identified key differences in the responses from each of the models utilized and compared their impact response in head, neck, and spinal injury metrics. The THOR model identified potential risks for head injuries due to head impacts on the seat, however it predicted lower spinal loads than the other occupant surrogates. The GHBMC showed distinctly different biomechanical responses compared to the ATD. The GHBMC model is much more deformable than the ATDs and it exhibited higher distribution of forces and increased sensitivity to the duration of acceleration pulses. Both models incorporated into this study identified key mechanisms for injury that should be considered for passenger safety in the development of these novel aircraft. In addition, this study demonstrated the value of FE modeling for running a variety of complex human surrogates to identify potential injury mechanisms for consideration in regulation and development of new aircraft. Continued research in this field to improve validation these models will only lead to safer aircraft and more comprehensive safety measures.
Urban transportation is currently evolving from traditional ground-based vehicles (cars, taxis, and buses) to include air-based electric vertical take-off and landing (eVTOL) vehicles which can be utilized for on-demand transportation, cargo transport, and emergency services. These new eVTOL vehicles are designed to be small, lightweight, and able to operate autonomously without user intervention. Safety is a big part of eventual eVTOL adoption, however gaps in the consideration of safety features exist. Anthropomorphic test devices (ATDs) are used in aerospace crashworthiness standards to quantify occupant injury risk and develop improved safety designs for emergency landing situations, but the ATDs currently used in aircraft certification requirements were developed many decades ago. Developments have occurred over the years involving ATD technology, which includes a host of newer and more biofidelic ATDs such as the Test Device for Human Occupant Restraint (THOR). Increased computing power has also allowed for detailed computational human body models (HBMs) to be created, such as the Global Human Body Model Consortium (GHBMC). This study aims to assess the capability of both HBMs and new ATD designs to identify injury mechanisms within eVTOL relevant emergency landing conditions. Finite element (FE) analysis was used to expand upon full-scale and seat level impact testing conducted by researchers at the National Aeronautics and Space Administration (NASA) to look at effects of occupant model configurations on prediction of injury. The GHBMC HBM and THOR ATD models were simulated in the seat level test conditions to characterize differences between these advanced assessment tools and traditional ATDs in the isolated seat loading environment. Results identified key differences in the responses from each of the models utilized and compared their impact response in head, neck, and spinal injury metrics. The THOR model identified potential risks for head injuries due to head impacts on the seat, however it predicted lower spinal loads than the other occupant surrogates. The GHBMC showed distinctly different biomechanical responses compared to the ATD. The GHBMC model is much more deformable than the ATDs and it exhibited higher distribution of forces and increased sensitivity to the duration of acceleration pulses. Both models incorporated into this study identified key mechanisms for injury that should be considered for passenger safety in the development of these novel aircraft. In addition, this study demonstrated the value of FE modeling for running a variety of complex human surrogates to identify potential injury mechanisms for consideration in regulation and development of new aircraft. Continued research in this field to improve validation these models will only lead to safer aircraft and more comprehensive safety measures.
Numerical simulations are performed to investigate the interfacial heat and mass transfer from evaporating wavy falling liquid films in interaction with laminar gas streams. The OpenFOAM solver has been used to conduct the simulations where the liquid-gas interface is resolved using the Volume of Fluid method of solving for three phases, i.e., liquid, vapor, and air. The configuration considered is a falling liquid (water) film on a heated vertical plate with a confined laminar moist air (gas) flow that is either (a) co-current or (b) counter-current to the downward liquid flow. The evaporation at the liquid-gas interface is driven by the interfacial gradient of the vapor mass fraction. Interfacial waves are triggered using a monochromatic forcing disturbance that leads to sinusoidal or solitary waves forming at the liquid-gas interface under respective forcing frequencies. Further, the numerical model is validated with the available experimental data. The results show nearly a 15% enhancement in time-averaged Sherwood number (Sh) due to film waviness (sinusoidal or solitary) at the lower volumetric gas flow rate, Q g = +50 (co-current) and Q g = -50 (counter-current). This enhancement in the Sh for both the waves further increases by 11% with Q g = +800 and 196% with Q g = -800. A closer examination of the mass transfer process over a wave demonstrates that with Q g = +50, the concentration of the gas side streamlines at the trough locations of the wave leads to higher values of Sh at these locations. However, with Q g = +800, although the overall Sh increases, vortices appear at the wave trough locations, leading to a corresponding decrease in the local Sh values. Correlations are proposed for predicting Sh under co-current and counter-current gas flow effects.