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At least 595 records · Page 33
All sourcesNASA NTRSDOE OSTI
NASA NTRS1997

Aircraft Vortex Spacing System (AVOSS) Concept and Development

The AVOSS goal is to: (1) Support TAP goal of improving instrument operations capacity 12-15% while maintaining safety; (2) Provide dynamical aircraft wake vortex spacing criteria to ATC systems at capacity limited facilities with required lead time and stability for use in establishing aircraft arrival scheduling; and (3) System development and concept demonstration. The AVOSS system concept is to separate aircraft from encounters with wake vortices of an operationally unacceptable strength. In doing so, define protected corridor from outer marker to runway and predict time for vortex to clear ("Transport Time"), define operationally unacceptable wake strength and predict time to decay ("Decay Time"), combine and provide to ATC automation ("Residence Time"), and monitor safety and provide predictor feedback with wake vortex detection subsystem.

Hinton, David A.↗
NASA NTRS1960

An Approximate Analytical Method for Studying Atmosphere Entry of Vehicles with Modulated Aerodynamic Forces

The dimensionless, transformed, nonlinear differential equation developed in NASA TR R-11 for describing the approximate motion and heating during entry into planetary atmospheres for constant aerodynamic coefficients and vehicle shape has been modified to include entries during which the aerodynamic coefficients and the vehicle shape are varied. The generality of the application of the original equation to vehicles of arbitrary weight, size, and shape and to arbitrary atmospheres is retained. A closed-form solution for the motion, heating, and the variation of drag loading parameter m/C(D)A has been obtained for the case of constant maximum resultant deceleration during nonlifting entries. This solution requires certain simplifying assumptions which do not compromise the accuracy of the results. The closed-form solution has been used to determine the variation of m/C(D)A required to reduce peak decelerations and to broaden the corridor for nonlifting entry into the earth's atmosphere at escape velocity. The attendant heating penalty is also studied.

Levy, Lionel L., Jr.↗
NASA NTRS1961

The Use of Drag Modulation to Limit the Rate at Which Deceleration Increases During Nonlifting Entry

The method developed in NASA TN D-319 for studying the atmosphere entry of vehicles with varying aerodynamic forces has been applied to obtain a closed-form solution for the motion, heating, range, and variation of the vehicle parameter m/C(D)A for nonlifting entries during which the rate of increase of deceleration is limited. The solution is applicable to vehicles of arbitrary weight, size, and shape, and to arbitrary atmospheres. Results have been obtained for entries into the earth's atmosphere at escape velocity during which the maximum deceleration and the rate at which deceleration increases were limited. A comparison of these results with those of NASA TN D-319, in which only the maximum deceleration was limited, indicates that for a given corridor depth, limiting the rate of increase of deceleration and the maximum deceleration requires an increase in the magnitude of the change in M/C(D)A and results in increases in maximum heating rate, total heat absorbed at the stagnation point, and range.

Levy, Lionel L., Jr.↗
NASA NTRS1961

A Study of the Effect of Errors in Measurement of Velocity and Flight-Path Angle on the Guidance of a Space Vehicle Approaching the Earth

An analysis was made of the guidance of a space vehicle approaching the earth at supercircular velocity through an entrance corridor containing a desired perigee altitude. Random errors were assumed in the measurement of velocity and flight-path angle and in obtaining the desired thrust impulse. The method described in NASA Technical Note D-191 of scheduling corrections at different values of the angle between perigee and the vehicle's position vector and a slight modification of this method were investigated as a means of correcting perigee altitude when the vehicle's predicted position was at programmed correction points not within a specified deadband about the desired perigee altitude. The study showed that modifying the angular method of NASA Technical Note D-191 by adding another correction near the initial point did not improve the efficiency and accuracy of the angular method. It was found that in some cases the use of a correction procedure which included a deadband could be more costly in total corrective velocity than a procedure which neglected the deadband. This was especially true if a large degree of confidence was required in the total corrective velocity. It was apparent from the results that a correction with a deadband limit in the guidance scheme was more sensitive to the initial conditions, the corrective procedure, the deadband, and the degree of confidence required than a correction without a deadband limit.

White, Jack A.↗
NASA NTRS1997

Reactive Nitrogen and its Correlation with O3 and CO Over the Pacific in Winter and Early Spring

Measurements of NO, NO(y), O3, and CO were made during NASA's Global Tropospheric Experiment/Pacific Exploratory Mission-West B (GTE/PEM-West B) carried out over the western Pacific in February and March 1994. NO(x) was calculated from NO using a photostationary state model ((NO(x)(sub mc)). Correlations between these species are presented, and some insights into the sources of NO(x) and NO(y) are described. The boundaries between the lower, middle, and upper troposphere have been defined at potential temperatures of 311 K and 328 K, which correspond to the geometric altitudes of about 5 and 9 km at 30degN. Enhancements in the mixing ratios of NO(y) and CO were observed in the lower and middle troposphere. A positive correlation was found between these two species suggesting that the high NO(y) values were due to anthropogenic emissions over the continental surface. On the other hand, O3 increased little with increase in CO. As a result, NO(y)/O3 ratios were higher in air more influenced by pollution. NO(y), values in 55 and 28% of the air masses sampled in the lower and middle troposphere, respectively, were higher than the clean free tropospheric NO(y)-O3 range when O3 values simultaneously observed were used. High (NOx)mc/NOy ratios between 0.15 and 0.3 were found in the boundary layer with relatively low mixing ratios of CO and NOy during the three flights. These air masses were transported from a higher altitude (approximately 5 km) and a higher latitude (approximately 50degN) within a few days. The peroxyacetyl nitrate (PAN)/NO(y) ratios were generally high (approximately 0.4) in these air masses, and the thermal decomposition of PAN was a probable source of NO(x). In the middle troposphere the (NO(x))mc mixing ratio did not generally increase with NO(y) or CO, suggesting that the transport of air masses affected by anthropogenic emissions did not increase the NO(x) level significantly. In the upper troposphere, very minor effects from the continental surface sources were seen in the CO mixing ratio. By contrast, NO(y) values in 33% of the air masses were higher than those expected when stratospheric air intrusion is assumed to be a single source of NO(y) based on NO(y)-O3 correlation analyses. This result suggests significant free tropospheric NO(y) sources, namely exhaust from the aircraft and NO production by lightning activity. In fact, spikes in the (NO(x))(sub m)c mixing ratios were observed near the aircraft corridor south of Tokyo at an altitude of 10 km. These two free tropospheric NO(x) sources were considered to be important in determining the levels of the upper tropospheric NO(x) and NO(y) during PEM-West B.

Koike, M.↗
NASA NTRS1999

Mesoscale Numerical Investigations of Air Traffic Emissions over the North Atlantic during SONEX Flight 8: A Case Study

Chemical data from flight 8 of NASA's Subsonic Assessment (SASS) Ozone and Nitrogen Oxide Experiment (SONEX) exhibited signatures consistent with aircraft emissions, stratospheric air, and surface-based pollution. These signatures are examined in detail, focussing on the broad aircraft emission signatures that are several hundred kilometers in length. A mesoscale meteorological model provides high resolution wind data that are used to calculate backward trajectories arriving at locations along the flight track. These trajectories are compared to aircraft locations in the North Atlantic Flight Corridor over a 27-33 hour period. Time series of flight level NO and the number of trajectory/aircraft encounters within the NAFC show excellent agreement. Trajectories arriving within the stratospheric and surface-based pollution regions are found to experience very few aircraft encounters. Conversely, there are many trajectory/aircraft encounters within the two chemical signatures corresponding to aircraft emissions. Even many detailed fluctuations of NO within the two aircraft signature regions correspond to similar fluctuations in aircraft encountered during the previous 27-33 hours. Results indicate that high resolution meteorological modeling, when coupled with detailed aircraft location data, is useful for understanding chemical signatures from aircraft emissions at scales of several hundred kilometers.

Bieberbach, George, Jr.↗
NASA NTRS1999

Atmospheric Chemical Transport Based on High Resolution Model- Derived Winds: A Case Study

Flight 10 of NASA's Subsonic Assessment (SASS) Ozone and Nitrogen Oxide Experiment (SONEX) extended southwest of Lajes, Azores. A variety of chemical signatures were encountered. These signatures are examined in detail, relating them to meteorological data from a high resolution numerical model having horizontal grid spacing of 30 and 90 km and 26 vertical levels. The meteorological output at hourly intervals is used to create backward trajectories from the locations of the chemical signatures. Four major categories of chemical signatures are discussed-stratospheric, lightning, continental pollution, and a transition layer. The strong stratospheric signal is encountered just south of the Azores in a region of depressed tropopause height. Three chemical signatures at different altitudes in the upper troposphere are attributed to lightning. Backward trajectories arriving at locations of these signatures are related to locations of cloud-to-ground lightning. Results show that the trajectories pass through regions of lightning 1-2 days earlier over the eastern Gulf of Mexico and off the southeast coast of the United States. The lowest leg of the flight exhibits a chemical signature consistent with continental pollution. Trajectories arriving at this signature are found to pass over the highly populated Northeast Corridor of the United States. Surface based pollution apparently is lofted to the altitudes of the trajectories by convective clouds along the East Coast that did not contain lightning. Finally, a chemical transition layer is described. Its chemical signature is intermediate to those of lightning and continental pollution. Trajectories arriving in this layer pass between the trajectories of the lightning and pollution signatures. Thus, they probably are impacted by both sources.

Hannan, John R.↗
NASA NTRS1974

The Impact of Emerging Electronic Highway Control Systems on Motorist Information Requirements

Advanced forms of electronic and computerized control systems are being developed to optimize traffic flow in and between cities. Modern technology permits communication of real-time information via signs and auditory messages and allows motorists to plan ahead for safer and more efficient travel. This paper describes an on-going research program for defining drivers' information needs and behavior in response to various message types and modes of presentation. Human engineer design criteria for real-time displays will be investigated in the laboratory and in research vehicles with field testing in actual city corridors. The results will be incorporated into a design handbook for use by sign design engineers.

Huchingson, R. Dale↗
NASA NTRS1999

Climatic Variability of Precipitation from the Seasonal Cycle to ENSO Using GPCP's Merged Data Product and SSM/I-Based Microwave Estimates

Satellite estimates and gauge observations of precipitation are useful in understanding the water cycle, analyzing climatic variability, and validating climate models. The Global Precipitation Climatology Project (GPCP) released a community merged precipitation data set for the period July 1987 through the present, and has recently extended that data set back to 1986. One objective of this study is to use GPCP estimates to describe and quantify the seasonal variation of precipitation, with emphasis on the Asian summer monsoon. Another focus is the 1997-98 El Nino Southern Oscillation (ENSO) and associated extreme precipitation events. The summer monsoon tends to be drier than normal in El Nino ears. This was not observed for 1997 or 1998, while for 1997 the NCEP model produced the largest summer rain rates over India in years. This inconsistency will be examined. The average annual global precipitation rate is 2.7 mm day as estimated by GPCP, which is similar to values computed from long-term climatologies. From 30 deg N to 30 deg S the average precipitation rate is 2.7 mm day over land with a maximum in the annual cycle occurring in February-March, when the Amazon basin receives abundant rainfall. The average precipitation rate is 3.1 mm day over the tropical oceans, with a peak earlier in the season (November-December), corresponding with the transition from a strong Pacific Intertropical Convergence Zone (ITCZ) from June to November to a strong South Pacific Convergence Zone (SPCZ) from December to March. The seasonal evolution of C, C, the Asian summer monsoon stands out with rains in excess of 15 mm day off the coast of Burma in June. The GPROF pentad data also captures the onset of the tropical Pacific rainfall patterns associated with the 1997-98 ENSO. From February to October 1997 at least four rain-producing systems traveled from West to East in the equatorial corridor. A rapid transition from El Nino to La Nina conditions occurred in May-June 1998. GPCP and GPROF were used to construct precipitation-based ENSO indices to monitor El Ninos (EL) and La Ninas and (LI).

Curtis, Scott↗
NASA NTRS1998

Lifting Body Flight Vehicles

NASA has a technology program in place to build the X-33 test vehicle and then the full sized Reusable Launch Vehicle, VentureStar. VentureStar is a Lifting Body (LB) flight vehicle which will carry our future payloads into orbit, and will do so at a much reduced cost. There were three design contenders for the new Reusable Launch Vehicle: a Winged Vehicle, a Vertical Lander, and the Lifting Body(LB). The LB design won the competition. A LB vehicle has no wings and derives its lift solely from the shape of its body, and has the unique advantages of superior volumetric efficiency, better aerodynamic efficiency at high angles-of-attack and hypersonic speeds, and reduced thermal protection system weight. Classically, in a ballistic vehicle, drag has been employed to control the level of deceleration in reentry. In the LB, lift enables the vehicle to decelerate at higher altitudes for the same velocity and defines the reentry corridor which includes a greater cross range. This paper outlines our LB heritage which was utilized in the design of the new Reusable Launch Vehicle, VentureStar. NASA and the U.S. Air Force have a rich heritage of LB vehicle design and flight experience. Eight LB's were built and over 225 LB test flights were conducted through 1975 in the initial LB Program. Three LB series were most significant in the advancement of today's LB technology: the M2-F; HL-1O; and X-24 series. The M2-F series was designed by NASA Ames Research Center, the HL-10 series by NASA Langley Research Center, and the X-24 series by the Air Force. LB vehicles are alive again today.

Barret, Chris↗
NASA NTRS1999

The Lifting Body Legacy...X-33

NASA has a technology program in place to enable the development of a next generation Reusable Launch Vehicle that will carry our future payloads into orbit at a much-reduced cost. The VentureStar, Lifting Body (LB) flight vehicle, is one of the potential reusable launch vehicle configurations being studied. A LB vehicle has no wings and derives its lift solely from the shape of its body, and has the unique advantages of superior volumetric efficiency, better aerodynamic efficiency at high angles-of-attack and hypersonic speeds, and reduced thermal protection system weight. Classically, in a ballistic vehicle, drag has been employed to control the level of deceleration in reentry. In the LB, lift enables the vehicle to decelerate at higher altitudes for the same velocity and defines the reentry corridor which includes a greater cross range. This paper outlines the flight stability and control aspects of our LB heritage which was utilized in the design of the VentureStar LB and its test version, the X-33. NASA and the U.S. Air Force have a rich heritage of LB vehicle design and flight experience. In the initial LB Program, eight LB's were built and over 225 LB test flights were conducted through 1975. Three LB series were most significant in the advancement of today's LB technolocy: the M2-F; the HL-10; and the X-24 series. The M2-F series was designed by NASA Ames Research Center, the HL-10 series by NASA Langley Research Center, and the X-24 series by the U. S. Air Force. LB vehicles are alive again today with the X- 33, X-38, and VentureStar.

Barret, Chris↗
NASA NTRS1999

Impact of Aircraft Emissions on NO(x) in the Lowermost Stratosphere at Northern Midlatitudes

Airborne measurements of NO(x) total reactive nitrogen (NO(y)), O3 and condensation nuclei (CN) were made within air traffic corridors over the U.S. and North Atlantic regions (35-60 deg N) in the fall of 1997. NO(x) and NO(y) data obtained in the lowermost stratosphere (LS) were examined using the calculated increase in NO(y) ((delta)NO(y)) along five-day back trajectories as a parameter to identify possible effects of aircraft on reactive nitrogen. It is very likely that aircraft emissions had a significant impact on the NO(x) levels in the LS inasmuch as the NO(s), mixing ratios at 8.5-12 km were significantly correlated with the independent parameters of aircraft emissions, i.e., (delta)NO(y) levels and CN values. In order to estimate quantitatively the impact of aircraft emissions on NO(x), and CN, the background levels of CN and NO(x) at O3 = 100-200 ppbv were derived from the correlations of these quantities with (delta)NO(y)). On average, the aircraft emissions are estimated to have increased the NO(x) and CN values by 130 pptv and 400 STP,cc, respectively, which corresponds to 70 -/+ 30 % and 30 -/+ 20 % of the observed median values.

Kondo, Y.↗
NASA NTRS1998

A Seasonal Air Transport Climatology for Kenya

A climatology of air transport to and from Kenya has been developed using kinematic trajectory modeling. Significant months for trajectory analysis have been determined from a classification of synoptic circulation fields. Five-point back and forward trajectory clusters to and from Kenya reveal that the transport corridors to Kenya are clearly bounded and well defined. Air reaching the country originates mainly from the Saharan region and northwestern Indian Ocean of the Arabian Sea in the northern hemisphere and from the Madagascan region of the Indian Ocean in the southern hemisphere. Transport from each of these source regions show distinctive annual cycles related to the northeasterly Asian monsoon and the southeasterly trade wind maximum over Kenya in May. The Saharan transport in the lower troposphere is at a maximum when the subtropical high over northern Africa is strongly developed in the boreal winter. Air reaching Kenya between 700 and 500 hPa is mainly from Sahara and northwest India Ocean flows in the months of January and March, which gives way to southwest Indian Ocean flow in May and November. In contrast, air reaching Kenya at 400 hPa is mainly from southwest Indian Ocean in January and March, which is replaced by Saharan transport in May and November. Transport of air from Kenya is invariant, both spatially and temporally, in the tropical easterlies to the Congo Basin and Atlantic Ocean in comparison to the transport to the country. Recirculation of air has also been observed, but on a limited and often local scale and not to the extent reported in southern Africa.

Gatebe, C. K.↗
NASA NTRS1999

Total Solar Eclipse of 2001 June 21

On 2001 June 21, a total eclipse of the Sun will be visible from within a narrow corridor which traverses the Southern Hemisphere. The path of the Moon's umbral shadow begins in the South Atlantic, crosses southern Africa and Madagascar, and ends at sunset in the Indian Ocean. A partial eclipse will be seen within the much broader path of the Moon's penumbral shadow, which includes eastern South America and the southern two thirds of Africa. Detailed predictions for this event are presented and include besselian elements, geographic coordinates of the path of totality, physical ephemeris of the umbra, topocentric limb profile corrections, local circumstances for approximately 350 cities, maps of the eclipse path, weather prospects, the lunar limb profile and the sky during totality. Tips and suggestions are also given on how to safely view and photograph the eclipse.

Espenak, Fred↗
NASA NTRS1999

Juneau Airport Doppler Lidar Deployment: Extraction of Accurate Turbulent Wind Statistics

A 2 micrometer pulsed Doppler lidar was deployed to the Juneau Airport in 1998 to measure turbulence and wind shear in and around the departure and arrival corridors. The primary objective of the measurement program was to demonstrate and evaluate the capability of a pulsed coherent lidar to remotely and unambiguously measure wind turbulence. Lidar measurements were coordinated with flights of an instrumented research aircraft operated by representatives of the University of North Dakota (UND) under the direction of the National Center for Atmospheric Research (NCAR). The data collected is expected to aid both turbulence characterization as well as airborne turbulence detection algorithm development activities within NASA and the FAA. This paper presents a summary of the deployment and results of analysis and simulation which address important issues regarding the measurement requirements for accurate turbulent wind statistics extraction.

Hannon, Stephen M.↗
NASA NTRS2000

Reflected GPS Power for the Detection of Surface Roughness Patterns in Coastal Water

Coastal bays formed by the barrier islands of Delaware, Maryland and Virginia are parts of a coastal region known as a "Coastal Compartment". The coastal compartment between the Chesapeake and Delaware Bays is actually the mosaic of landscapes on the headland of the interfluve that separates these large drainage basins. The coastal compartments form a variety of different-shaped waterways landward of the coastline. Shape differences along the boundaries produce differences in exposure to wind and waves. Different shoreface topographies seaward of the coastline also influence surface roughness by changing wave-refraction patterns. Surface-water roughness (caused by waves) is controlled by a number of parameters, including fetch, shielding, exposure corridors, water-mass boundary conditions, wetland vegetation and water depth in coastal bays. In the coastal ocean, surface roughness patterns are controlled by shoreface shoaling and inlet refraction patterns in the coastal ocean. Knowledge of wave phenomena in the nearshore and backbarrier areas is needed to understand how wave climate influences important ecosystems in estuaries and bays.

Oertel, George, F.↗
NASA NTRS2000

An Initial Study of the Sensitivity of Aircraft Vortex Spacing System (AVOSS) Spacing Sensitivity to Weather and Configuration Input Parameters

A study has been performed on a computer code modeling an aircraft wake vortex spacing system during final approach. This code represents an initial engineering model of a system to calculate reduced approach separation criteria needed to increase airport productivity. This report evaluates model sensitivity toward various weather conditions (crosswind, crosswind variance, turbulent kinetic energy, and thermal gradient), code configurations (approach corridor option, and wake demise definition), and post-processing techniques (rounding of provided spacing values, and controller time variance).

Riddick, Stephen E.↗
NASA NTRS2000

Numerical Modeling Studies of Wake Vortex Transport and Evolution Within the Planetary Boundary Layer

The fundamental objective of this research is study behavior of aircraft wake vortices within atmospheric boundary layer (ABL) in support of developing the system, Aircraft VOrtex Spacing System (AVOSS), under NASA's Terminal Area Productivity (TAR) program that will control aircraft spacing within the narrow approach corridors of airports. The purpose of the AVOSS system is to increase airport capacity by providing a safe reduction in separation of aircraft compared to the now-existing flight rules. In our first funding period (7 January 19994 - 6 April 1997), we have accomplished extensive model development and validation of ABL simulations. Using the validated model, in our second funding period (7 April 1997 - 6 April 2000) we have investigated the effects of ambient atmospheric turbulence on vortex decay and descent, Crow instability, and wake vortex interaction with the ground. Recognizing the crucial influence of ABL turbulence on wake vortex behavior, we have also developed a software generating vertical profiles of turbulent kinetic energy (TKE) or energy dissipation rate (EDR), which are, in turn, used as input data in the AVOSS prediction algorithms.

Lin, Yuh-Lang↗