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At least 73 records · Page 4
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NASA NTRS2003

High-Resolution Simulation of Hurricane Bonnie (1998): The Organization of Vertical Motion - Part 1

Hurricanes are well known for their strong winds and heavy rainfall, particularly in the intense rainband (eyewall) surrounding the calmer eye of the storm. In some hurricanes, the rainfall is distributed evenly around the eye so that it has a donut shape on radar images. In other cases, the rainfall is concentrated on one side of the eyewall and nearly absent on the other side and is said to be asymmetric. This study examines how the vertical air motions that produce the rainfall are distributed within the eyewall of an asymmetric hurricane and the factors that cause this pattern of rainfall. We use a sophisticated numerical forecast model to simulate Hurricane Bonnie, which occurred in late August of 1998 during a special NASA field experiment designed to study hurricanes. The simulation results suggest that vertical wind shear (a rapid change in wind speed or direction with height) caused the asymmetric rainfall and vertical air motion patterns by tilting the hurricane vortex and favoring upward air motions in the direction of tilt. Although the rainfall in the hurricane eyewall may surround more than half of the eye, the updrafts that produce the rainfall are concentrated in very small-scale, intense updraft cores that occupy only about 10% of the eyewall area. The model simulation suggests that the timing and location of individual updraft cores are controlled by intense, small-scale vortices (regions of rapidly swirling flow) in the eyewall and that the updrafts form when the vortices encounter low-level air moving into the eyewall.

Braun, Scott A.↗
NASA NTRS2014

Initial Evaluations of LoC Prediction Algorithms Using the NASA Vertical Motion Simulator

Flying near the edge of the safe operating envelope is an inherently unsafe proposition. Edge of the envelope here implies that small changes or disturbances in system state or system dynamics can take the system out of the safe envelope in a short time and could result in loss-of-control events. This study evaluated approaches to predicting loss-of-control safety margins as the aircraft gets closer to the edge of the safe operating envelope. The goal of the approach is to provide the pilot aural, visual, and tactile cues focused on maintaining the pilot's control action within predicted loss-of-control boundaries. Our predictive architecture combines quantitative loss-of-control boundaries, an adaptive prediction method to estimate in real-time Markov model parameters and associated stability margins, and a real-time data-based predictive control margins estimation algorithm. The combined architecture is applied to a nonlinear transport class aircraft. Evaluations of various feedback cues using both test and commercial pilots in the NASA Ames Vertical Motion-base Simulator (VMS) were conducted in the summer of 2013. The paper presents results of this evaluation focused on effectiveness of these approaches and the cues in preventing the pilots from entering a loss-of-control event.

Pilot Cue↗
NASA NTRS1983

A second-order effect of stratospheric vertical motions

A byproduct of stratospheric motion distinct from the normal downgradient transport represented by vertical eddy diffusion is studied. It is suggested that an air parcel executes a random walk over a range that could be several kilometers, and similar amplitudes could be present in wavelike oscillations. The photochemical loss rate should therefore be averaged over this range, which give an effect that is proportional to the curvature of the profile of loss rate, and is particularly large for fluorocarbon-11, CFCl3. Test computations are presented which indicate that the known discrepancy between observations and predictions for this compound can be at least partly reconciled for plausible values of the amplitude.

Hunten, D. M.↗
NASA NTRS1979

Evidence for vertical motions in the equatorial middle atmosphere

The Diurnal Experiment, which took place in March 1974, offers a unique data set for use in studying vertical velocities in the equatorial stratosphere and mesosphere. Application of the standard thermodynamic vertical velocity equation along with a generalized thermal wind relation reveals magnitudes of vertical velocities ranging from 1-2 cm/s in the lower stratosphere to 10-15 cm/s in the lower mesosphere. Diurnal and semidiurnal tidal modes are quite apparent and, in agreement with tidal theory, the amplitudes of the oscillations increase with height. Inspection of time cross sections and use of Fourier analysis indicates vertical wavelengths on the order of 8-16 km. These results suggest that modification of temperature and wind profiles in the stratosphere and lower mesosphere on an hourly basis can be quite significant. The analysis also suggests the presence of unresolved vertical winds on both longer and shorter time scales than the principal tidal components.

Weisman, M. L.↗
NASA NTRS1989

Indicators of transport and vertical motion from correlations between in situ measurements in the Airborne Antarctic Ozone Experiment

Analysis of small-scale structure in the in situ measurements made from the ER-2 during the Airborne Antarctic Ozone Experiment shows the existence of a region at the boundary of the chemiclly perturbed region where the mixing ratios and small-scale structure of trace gases are influenced by transport across the boundary. This transition region is characterized by horizontal interchange and vertical layering of air parcels from within and outside of the chemically perturbed region and negative small-scale correlations between ClO and ozone. The horizontal transport in this region creates large surface areas between dissimilar air masses, providing the potential for substantial mixing. Correlations between ClO and O3 show that the transition region extends to 2-4 deg of latitude to either side of the boundary of the chemically perturbed region. A + or - 4-deg-wide transition region would contain nearly as much air as the chemically perturbed region proper. Analysis of water vapor and nitrous oxide data suggests that diabatic descent is associated with dehydration. This could be caused by strong radiative cooling of those polar stratospheric clouds in which enough water condenses for the particles to fall and dehydrate the air.

Murphy, D. M.↗
NASA NTRS2024

Increasing Contribution of the Atmospheric Vertical Motion to Precipitation in a Warming Climate

Global warming already influences precipitation, with more intense precipitation in many locations. Although the ‘wet-get-wetter, dry-get-drier’ tendency in mean precipitation holds in many locations, the situations for precipitation extremes are more complex, due to changes in dynamic and thermodynamic influences on atmospheric moisture distributions. Here, we build a dynamically interactive atmospheric moisture model for the present (2006–2025) and the future climate (2081–2100), using outputs from coupled ocean-atmosphere general circulation models. We find that the dynamic process of vertical advection of moisture dominates the same-day precipitation, while the smaller impact of the thermodynamic process provides available moisture for several days. As climate warms, we find that the dynamical-induced precipitation more completely exhausts the vertically-integrated moisture and the distribution of the dynamic process’s impact on precipitation exhibits a greater spread in the warmer future. The dynamical process is primarily responsible for more extreme heavy precipitation as climate warms, at all latitudes.

Climate and Earth system modelling↗
NASA NTRS2003

Piloted Evaluation of Modernized Limited Authority Control Laws in the NASA-Ames Vertical Motion Simulator (VMS)

The UH-60 BLACK HAWK was designed in the 1970s, when the US Army primarily operated during the day in good visual conditions. Subsequently, the introduction of night-vision goggles increased the BLACK HAWK'S mission effectiveness, but the accident rate also increased. The increased accident rate is strongly tied to increased pilot workload as a result of a degradation in visual cues. Over twenty years of research in helicopter flight control and handling qualities has shown that these degraded handling qualities can be recovered by modifying the response type of the helicopter in low speed flight. Sikorsky Aircraft Corporation initiated a project under the National Rotorcraft Technology Center (NRTC) to develop modern flight control laws while utilizing the existing partial authority Stability Augmentation System (SAS) of the BLACK HAWK. This effort resulted in a set of Modernized Control Laws (MCLAWS) that incorporate rate command and attitude command response types. Sikorsky and the US Army Aeroflightdynamics Directorate (AFDD) conducted a piloted simulation on the NASA-Ames Vertical h4otion Simulator, to assess potential handling qualities and to reduce the risk of subsequent implementation and flight test of these modern control laws on AFDD's EH-60L helicopter. The simulation showed that Attitude Command Attitude Hold control laws in pitch and roll improve handling qualities in the low speed flight regime. These improvements are consistent across a range of mission task elements and for both good and degraded visual environments. The MCLAWS perform better than the baseline UH-60A control laws in the presence of wind and turbulence. Finally, while the improved handling qualities in the pitch and roll axis allow the pilot to pay more attention to the vertical axis and hence altitude performance also improves, it is clear from pilot comments and altitude excursions that the addition of an Altitude Hold function would further reduce workload and improve overall handling qualities of the aircraft.

Sahasrabudhe, Vineet↗
NASA NTRS1972

Vertical motions inferred from satellite radiometry

Medium resolution radiometer measurements on Nimbus 2 and 3 and relatively high resolution measurements on Nimbus 4 have been made in 6.4 to 6.9 and 20 to 23 microns water vapor absorption regions where the weighed means in the observed radiation occur in the troposphere near the 400 and 600 mbar levels, respectively. An example of the imagery obtained from the Nimbus 4 temperature-humidity infrared radiometer (THIR) is shown. This example demonstrates clearly that there is a distinct pattern difference between the 6.7 microns observations coming from the midtroposphere and the more common 11.5 microns atmospheric window observations showing the emitted radiation associated with opaque surfaces such as the ground or optically thick clouds.

Salomonson, V. V.↗
NASA NTRS1986

Vertical motions in the quiescent prominences observed in the He I Lambda10830Angstrom line

The observations contain two-dimensional spectral scans of a total of 17 different prominences on the solar disk from the period 3 to 9 May 1981, using the main spectrograph of the solar vacuum telescope at Sacramento Peak. The following conclusions may be drawn from the data: (1) Blue shifts are much more common than red shifts. In many cases more than 90 per cent of the projected prominence area is associated with blue shifts. (2) The darkest prominence regions show the largest blue shift (v less than 3 km s-1). (3) Red shifts are most commonly seen at prominence edges. (4) The general pattern of prominence velocity persists for several hours. On the scale of about 10 arcsec and less, changes are detectable in the course of 2 to 5 minutes. The observed predominance of the blue shifts is largely in agreement with earlier results from H alpha (cf. Martres et al. 1981). It cannot, however, be concluded definitely that the observed shift really represents a net flow of matter. The situation could possibly be analogous to that of the solar transition region where lines such as C IV lambda 1548 angstroms seem to indicate a net inflow, which can hardly be true, at velocities greater than 4 km s(-1) in the quiet Sun (Athay et al. 1983; Gurman and Athay 1983). If the typical structure element of the prominence is sub-resolution, i.e., 2 to 3 arcsec or worse, as in the present case, an apparent net shift could result if the ascending and the decending elements have different temperature and/or pressure. Different lines could then indicate different flow velocities and even opposite directions.

Engvold, Oddbjorn↗
NASA NTRS1988

A generalization of Petterssen's frontogenesis function and its relation to the forcing of vertical motion

The classic Peterssen frontogenesis function, defined as the Lagrangian rate of change of the magnitude of the potential temperature gradient, is generalized to apply to the vector potential temperature gradient. The derivation of vector frontogenesis in natural coordinates is shown, and analytical examples of frontal evolution in nondivergent horizontal velocity fields are given which suggest that both the frontogenetic and rotational components of the vector frontogenesis function F may be comparable in developing frontal zones observed in nature. The relative importance of the magnitude and direction contributions to F is quantitatively investigated, and it is found that the Lagrangian rates of change of the magnitude and direction of the potential temperature gradient are comparable. The frontal circulation is found to be related to the magnitude component of the Q vector, whereas the background circulation is related to the direction component.

Keyser, Daniel↗
NASA NTRS2011

Evaluation of the Rotational Throttle Interface for Converting Aircraft Utilizing the NASA Ames Vertical Motion Simulator

An experiment was conducted to compare a conventional helicopter Thrust Control Lever (TCL) to the Rotational Throttle Interface (RTI) for tiltrotor aircraft. The RTI is designed to adjust its orientation to match the angle of the tiltrotor s nacelles. The underlying principle behind the design is to increase pilot awareness of the vehicle s configuration state (i.e. nacelle angle). Four test pilots flew multiple runs on seven different experimental courses. Three predominant effects were discovered in the testing of the RTI: 1. Unintentional binding along the control axis resulted in difficulties with precision power setting, 2. Confusion in which way to move the throttle grip was present during RTI transition modes, and 3. Pilots were not able to distinguish small angle differences during RTI transition. In this experiment the pilots were able to successfully perform all of the required tasks with both inceptors although the handling qualities ratings were slightly worse for the RTI partly due to unforeseen deficiencies in the design. Pilots did however report improved understanding of nacelle movement during transitions with the RTI.

Rozovski, David↗
NASA NTRS2016

Horizontal and Vertical Velocities Derived from the IDS Contribution to ITRF2014, and Comparisons with Geophysical Models

In the context of the 2014 realization of the International Terrestrial Reference Frame (ITRF2014), the International DORIS Service (IDS) has delivered to the IERS a set of 1140 weekly SINEX files including station coordinates and Earth orientation parameters, covering the time period from 1993.0 to 2015.0. From this set of weekly SINEX files, the IDS Combination Center estimated a cumulative DORIS position and velocity solution to obtain mean horizontal and vertical motion of 160 stations at 71 DORIS sites. The main objective of this study is to validate the velocities of the DORIS sites by comparison with external models or time series. Horizontal velocities are compared with two recent global plate models (GEODVEL 2010 and NNR-MORVEL56). Prior to the comparisons, DORIS horizontal velocities were corrected for Global Isostatic Adjustment (GIA) from the ICE-6G (VM5a) model. For more than half of the sites, the DORIS horizontal velocities differ from the global plate models by less than 2-3 mm/yr. For five of the sites (Arequipa, Dionysos/Gavdos, Manila, Santiago) with horizontal velocity differences wrt these models larger than 10 mm/yr, comparisons with GNSS estimates show the veracity of the DORIS motions. Vertical motions from the DORIS cumulative solution are compared with the vertical velocities derived from the latest GPS cumulative solution over the time span 1995.0-2014.0 from the University of La Rochelle (ULR6) solution at 31 co-located DORIS-GPS sites. These two sets of vertical velocities show a correlation coefficient of 0.83. Vertical differences are larger than 2 mm/yr at 23 percent of the sites. At Thule the disagreement is explained by fine-tuned DORIS discontinuities in line with the mass variations of outlet glaciers. Furthermore, the time evolution of the vertical time series from the DORIS station in Thule show similar trends to the GRACE equivalent water height.

DORIS↗
NASA NTRS2014

Rotorcraft Flight Dynamics and Controls Research at NASA

In recent years, NASA has invested in key activities in the areas of flight controls, handling qualities and operations of rotorcraft for civilian applications. More specifically, the flight dynamics and control discipline has focused on analyzing the unique flight control and handling qualities challenges of large rotary wing vehicles anticipated for future passenger service, and examining the effect of control system augmentation on handling qualities for current civilian helicopters in order to improve safety and reduce accident rates. This paper highlights two recent research efforts in these areas. The first is an examination of flight control and handling qualities aspects of large rotorcraft. A series of experiments were performed in the large-motion Vertical Motion Simulator at NASA Ames Research Center to quantify the effects of vehicle size on flight control requirements and piloted handling qualities. These experiments used a large tilt-rotor concept (~100 passengers) to also investigate the control augmentation required to obtain Level 1 handling qualities for a vehicle of this size. The second is an examination of the effect of control system augmentation on handling qualities for current civil rotorcraft, like those currently used for Emergency Medical Service type operations. Many current civilian helicopters have rate response type control systems and little or no control system augmentation, although current technologies allow helicopters to be fitted with stability augmentation systems, either as standard equipment or aftermarket options. A simulation experiment was conducted in the Vertical Motion Simulator to quantify the effects of advanced control modes available with a partial authority stability augmentation system on task performance and handling qualities in both good and degraded visual conditions. In addition to providing an overview of the rotary wing flight dynamics and controls research at NASA, this paper will provide an overview of these two research activities along with key results and conclusions.

Research at NASA↗
NASA NTRS2014

Rotorcraft Flight Dynamics and Controls Research at NASA

In recent years, NASA has invested in key activities in the areas of flight controls, handling qualities and operations of rotorcraft for civilian applications. More specifically, the flight dynamics and control discipline has focused on analyzing the unique flight control and handling qualities challenges of large rotary wing vehicles anticipated for future passenger service, and examining the effect of control system augmentation on handling qualities for current civilian helicopters in order to improve safety and reduce accident rates. This paper highlights two recent research efforts in these areas. The first is an examination of flight control and handling qualities aspects of large rotorcraft. A series of experiments were performed in the large-motion Vertical Motion Simulator at NASA Ames Research Center to quantify the effects of vehicle size on flight control requirements and piloted handling qualities. These experiments used a large tilt-rotor concept (~100 passengers) to also investigate the control augmentation required to obtain Level 1 handling qualities for a vehicle of this size. The second is an examination of the effect of control system augmentation on handling qualities for current civil rotorcraft, like those currently used for Emergency Medical Service type operations. Many current civilian helicopters have rate response type control systems and little or no control system augmentation, although current technologies allow helicopters to be fitted with stability augmentation systems, either as standard equipment or aftermarket options. A simulation experiment was conducted in the Vertical Motion Simulator to quantify the effects of advanced control modes available with a partial authority stability augmentation system on task performance and handling qualities in both good and degraded visual conditions. In addition to providing an overview of the rotary wing flight dynamics and controls research at NASA, this paper will provide an overview of these two research activities along with key results and conclusions.

Rotorcraft↗
NASA NTRS2001

A Cloud-Resolving Simulation of Hurricane Bob (1991): Storm Structure and Eyewall Buoyancy

A numerical simulation of Hurricane Bob (1991) is conducted using the Penn State University-National Center for Atmospheric Research mesoscale model MM5 with a horizontal grid spacing of 1.3 Km on the finest nested mesh The model produces a realistic hurricane that intensifies slowly during the period of fine-scale simulation. Time-averaged results reveal the effects of storm motion. vertical shear, beta gyres and deformation forcing on the structure of radial inflow, vertical motion, and precipitation. Instantaneous model fields show that radial inflow in the eyewall is very intense near the surface but transitions to strong low-level outflow near the top of the boundary layer. The low-level structure is modulated by a wavenumber 2 disturbance that rotates around the eyewall at half the speed of the maximum tangential winds and is consistent with a vortex Rossby edge wave. The statistical distribution of vertical velocity in the eyewall indicates that the eyewall is composed of a small number of intense updrafts that account for the majority of the upward mass flux rather than a more gradual and symmetric eyewall circulation, consistent with the concept of hot towers. Tongues of high equivalent potential temperature, Theta(sub e), are seen along the inner edge of the eyewall updraft and within the low-level outflow. This air originates from outside of the eyewall with the highest theta(sub e) air coming from the layer closest to the surface after penetrating closest to the center. Occasionally, high Theta(sub e), air within the eye is drawn into the eyewall updrafts. The high Theta(sub e), air rising within the eyewall is shown to be associated with positive eyewall buoyancy with sufficient convective available potential energy along its path to produce relatively strong convective updrafts. Although the requirements for conditional symmetric instability are met within the eyewall and the air parcel trajectories follow slanted paths, the radial displacement of air parcels in the low-level outflow moves the air parcel sufficiently far away from the upper- warm core that the air becomes unstable to vertical displacements. Hence, convective instability rather than symmetric instability accounts for the stronger updrafts in the eyewall.

Braun, Scott A.↗
NASA NTRS1978

Chemical structure of the deep atmosphere of Jupiter

Equilibrium abundances calculated for a system of over 500 compounds of 27 selected elements along a nominal Jupiter adiabat are reported. Several species predicted to be of negligible abundance in the visible upper troposphere if chemical equilibrium is exactly attained are found to be potential tracers of rapid vertical motions. Vertical mixing of certain species, especially CO, PH3, AsH3, GeS, and GeH4, may provide detectable quantities of these species near the visible cloudtops due to quenching and incomplete equilibration of the rapidly rising, rapidly cooling gas. Observational prospects for detecting such tracers of deep circulation are discussed in the light of the spectroscopic detection of CO in the 5-micron window on Jupiter and the confirmation of PH3 on both Jupiter and Saturn.

Barshay, S. S.↗