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We have used a new, isentropic-coordinate three-dimensional chemical transport model to investigate the decay of C1O and evolution of other species in the Antarctic polar vortex during September, 1992. The model simulations cover the same southern hemisphere period studied in a companion data paper by Santee et al.
For interpreting observational data, and in particular for use in inverse methods, accurate and realistic chemical transport models are essential. Toward this end we have, in recent years, helped develop and utilize a number of three-dimensional models including the Model for Atmospheric Transport and Chemistry (MATCH).
An experimental research effort was begun to develop a database of airplane aerodynamic characteristics with simulated ice accretion over a large range of incidence and sideslip angles. Wind-tunnel testing was performed at the NASA Langley 12-ft Low-Speed Wind Tunnel using a 3.5 percent scale model of the NASA Langley Generic Transport Model. Aerodynamic data were acquired from a six-component force and moment balance in static-model sweeps from alpha = -5deg to 85deg and beta = -45 deg to 45 deg at a Reynolds number of 0.24 x10(exp 6) and Mach number of 0.06. The 3.5 percent scale GTM was tested in both the clean configuration and with full-span artificial ice shapes attached to the leading edges of the wing, horizontal and vertical tail. Aerodynamic results for the clean airplane configuration compared favorably with similar experiments carried out on a 5.5 percent scale GTM. The addition of the large, glaze-horn type ice shapes did result in an increase in airplane drag coefficient but had little effect on the lift and pitching moment. The lateral-directional characteristics showed mixed results with a small effect of the ice shapes observed in some cases. The flow visualization images revealed the presence and evolution of a spanwise-running vortex on the wing that was the dominant feature of the flowfield for both clean and iced configurations. The lack of ice-induced performance and flowfield effects observed in this effort was likely due to Reynolds number effects for the clean configuration. Estimates of full-scale baseline performance were included in this analysis to illustrate the potential icing effects.
We report recent progress derived from comparison of global CO2 flux and transport models with new remote sensing and other sources of CO2 data including those from satellite. The overall objective of this activity is to improve the process models that represent our understanding of the workings of the atmospheric carbon cycle. Model estimates of CO2 surface flux and atmospheric transport processes are required for initial constraints on inverse analyses, to connect atmospheric observations to the location of surface sources and sinks, to provide the basic framework for carbon data assimilation, and ultimately for future projections of carbon-climate interactions. Models can also be used to test consistency within and between CO2 data sets under varying geophysical states. Here we focus on simulated CO2 fluxes from terrestrial vegetation and atmospheric transport mutually constrained by analyzed meteorological fields from the Goddard Modeling and Assimilation Office for the period 2000 through 2009. Use of assimilated meteorological data enables direct model comparison to observations across a wide range of scales of variability. The biospheric fluxes are produced by the CASA model at 1x1 degrees on a monthly mean basis, modulated hourly with analyzed temperature and sunlight. Both physiological and biomass burning fluxes are derived using satellite observations of vegetation, burned area (as in GFED-3), and analyzed meteorology. For the purposes of comparison to CO2 data, fossil fuel and ocean fluxes are also included in the transport simulations. In this presentation we evaluate the model's ability to simulate CO2 flux and mixing ratio variability in comparison to remote sensing observations from TCCON, GOSAT, and AIRS as well as relevant in situ observations. Examples of the influence of key process representations are shown from both forward and inverse model comparisons. We find that the model can resolve much of the synoptic, seasonal, and interannual variability in the observations, although reasons for persistent discrepancies in northern hemisphere vegetation uptake are examined. At this time, we do not find any serious shortcomings in the model transport representation, but this is still the subject of close scrutiny. In general, the fidelity of these simulations leads us to anticipate incorporation of real-time, highly resolved remote sensing and other observations into quantitative analyses that will reduce uncertainty in CO2 fluxes and revolutionize our understanding of the key processes controlling atmospheric CO2 and its evolution with time.
The objective of the Photochemistry of Ozone Loss in the Arctic Region in Summer (POLARIS) field mission was to obtain data to better characterize the summertime seasonal decrease of ozone at mid to high latitudes. The decrease in ozone occurs mainly in the lower stratosphere and is expected to result from in situ chemical destruction. Instrumented balloons and aircraft were used in POLARIS, along with satellites, to measure ozone and chemical species which are involved with stratospheric ozone chemistry. In order to close the seasonal ozone budget, however, ozone transport must also be estimated. Comparison to a global chemistry and transport model (CTM) of the stratosphere indicates how well the summertime ozone loss processes are simulated and thus how well we can predict the ozone response to changing amounts of chemical source gases. Moreover, the model gives insight into the possible relative magnitude of transport contributions to the seasonal ozone decline. Initial comparison to the Goddard CTM, which uses transport winds and temperatures from meteorological data assimilation, shows a high ozone bias in the model and an attenuated summertime ozone loss cycle. Comparison of the model chemical partitioning, and ozone catalytic loss rates to those derived from measurements shows fairly close agreement both at ER-2 altitudes (20 km) and higher. This suggests that the model transport is too active in resupplying ozone to the high latitude region, although chemistry failings cannot be completely ruled out. Comparison of ozone and related species will be shown along with a full diagnosis of the model ozone budget and its possible sources of error.
A Multi-Phase Transport (AMPT) model is used to study the elliptic flow fluctuations of identified particles using participant and spectator event planes. The elliptic flow measured using the first order spectator event plane is expected to give the elliptic flow relative to the true reaction plane which suppresses the flow fluctuations. However, the elliptic flow measured using the second-order participant plane is expected to capture the elliptic flow fluctuations. Our study shows that the first order spectator event plane could be used to study the elliptic flow fluctuations of the identified particles in the AMPT model. The elliptic flow fluctuations magnitude shows weak particle species dependence and transverse momentum dependence. Such observation will have important implications for understanding the source of the elliptic flow fluctuations.
Abstract We develop a new heavy quark transport model, QLBT, to simulate the dynamical propagation of heavy quarks inside the quark-gluon plasma (QGP) created in relativistic heavy-ion collisions. Our QLBT model is based on the linear Boltzmann transport (LBT) model with the ideal QGP replaced by a collection of quasi-particles to account for the non-perturbative interactions among quarks and gluons of the hot QGP. The thermal masses of quasi-particles are fitted to the equation of state from lattice QCD simulations using the Bayesian statistical analysis method. Combining QLBT with our advanced hybrid fragmentation-coalescence hadronization approach, we calculate the nuclear modification factor $$R_\mathrm {AA}$$ R AA and the elliptic flow $$v_2$$ v 2 of D mesons at the Relativistic Heavy-Ion Collider and the Large Hadron Collider. By comparing our QLBT calculation to the experimental data on the D meson $$R_\mathrm {AA}$$ R AA and $$v_2$$ v 2 , we extract the heavy quark transport parameter $$\hat{q}$$ q ^ and diffusion coefficient $$D_\mathrm {s}$$ D s in the temperature range of $$1-4~T_\mathrm {c}$$ 1 - 4 T c , and compare them with the lattice QCD results and other phenomenological studies.
Planetary transportation model application to space program planning
We have used our three-dimensional chemical transport model (CTM) to calculate the expected reponse of stratospheric composition over the past 30 years to forcing by chlorine and bromine compounds, solar ultraviolet, and volcanic aerosols. The CTM uses off-line winds and temperatures fiom a 50-year run of the finite volume general circulation model (FVGCM). We compare the total column ozone and the ozone profile fiom the CTM output to a variety of data sources. These include a merged total ozone data set from TOMS and SBUV using the new version 8 algorithm. Total ozone fiom the CTM are compared to ground-station measurements of total ozone at specific locations. Ozone profiles are compared to satellite meausrements fiom SBUV, SAGE, and HALOE. Profiles are also compared to ozonesondes over several locations. The results of the comparisons are quantified by using a time-series statistical analysis to determine trends, solar cycle, and volcanic reponse in both the model and in the data. Initial results indicate that the model responds to forcings in a way that is similar to the observed atmospheric response. The model does seem to be more sensitive to the chlorine and bromine perturbation ihan is the data. Further details and comparisons wiii be discussed.
Building 235-F was configured with two missions in mind: Actinide Billet Line (ABL) and the fabrication of Pu-238 oxide for space program applications. ABL produced Np-237 billets for use in SRS reactors, whereas the design process, fabrication, and examination of Pu-238 oxide powder occurred within the following areas, respectively: Plutonium Experimental Facility (PEF), Plutonium Fuel Form (PuFF), and Old Metallography Lab (OML). By 1990 production ceased and by 2006 de-inventory occurred; however, assays have shown significant holdup remains within ABL and PuFF. As a result, 235-F is a Category 2 nuclear facility, with plans to undergo deactivation and decommission (D and D) via In-Situ Disposal (ISD). The purpose of this project is to ensure United States Environmental Protection Agency (USEPA) groundwater radiation maximum contaminant level (MCL) and dosage standards are met during the D and D of 235-F by quantifying uncertainty through probabilistic modeling and evaluation of various ISD alternatives. GoldSim is a dynamic modeling software package with a graphical, object-oriented interface capable of capturing the influence of complex system input variability on probabilistic system outcomes. A GoldSim stochastic fate and transport model for 235-F was developed and matched with a PORFLOW deterministic model to simulate probabilistic release and flow of radionuclides from ABL and PuFF into the vadose zone, the Upper Three Runs (UTR) Aquifer, and UTR Creek. The GoldSim model was used to probabilistically evaluate four ISD scenarios against USEPA groundwater radiation MCLs and dosage standards. The deterministic 235-F GoldSim fate and transport model continues to be refined to match the results of the PORFLOW deterministic model to ensure the model accurately represents radionuclide movement through the groundwater system. The stochastic variables that are utilized within the GoldSim model are founded on the most current data; a conservative perspective is taken where needed. Alignment with the PORFLOW deterministic model, coupled with input stochastic variability, allows the probabilistic 235-F GoldSim model to capture the conservative breadth of possible outcomes for radionuclide fate within this particular system. This ensures that the USEPA MCLs and dosage limits hold even in the worst case scenarios.
Effects of Heterogeneity in Reactive Transport Models for Carbon Sequestration in the Tuscaloosa Group, Southwest Alabama
An investigation was conducted in the Langley V/STOL tunnel to determine the static longitudinal and lateral-directional aerodynamic characteristics of an advanced high-aspect-ratio supercritical-wing transport model equipped with a full-span leading-edge slat and part-span double-slotted trailing-edge flaps. This wide-body transport model was also equipped with spoiler and aileron control surfaces, flow-through nacelles, landing gear, movable horizontal tails, and interchangeable wing tips with aspect ratios of 10 and 12. The model was tested with leading-edge slat and trailing-edge flap combinations representative of cruise, climb, takeoff, and landing wing configurations. The tests were conducted at free-stream conditions corresponding to Reynolds numbers (based on mean geometric chord) of 0.97 to 1.63 x 10 to the 6th power and corresponding Mach numbers of 0.12 to 0.20, through an angle-of-attack range of -2 deg to 24 deg and a sideslip-angle range of -10 deg to 5 deg.
Field measurements from small boats and sparse arrays of instrumented buoys often do not provide sufficient data to capture the dynamic nature of biogeophysical parameters in may coastal aquatic environments. Several investigators have shown the MODIS 250 m images can provide daily synoptic views of suspended sediment concentration in coastal waters to determine sediment transport and fate. However, the use of MODIS for coastal environments can be limited due to a lack of cloud-free images. Sediment transport models are not constrained by sky conditions but often suffer from a lack of in situ observations for model calibration or validation. We demonstrate here the utility of MODIS 250 m to calibrate (set model parameters), validate output, and set or reset initial conditions of a hydrodynamic and sediment transport model (ECOMSED) developed for Lake Pontchartrain, LA USA. We present our approach in the context of how to quickly assess of 'prototype' an application of NASA data to support environmental managers and decision makers. The combination of daily MODIS imagery and model simulations offer a more robust monitoring and prediction system of suspended sediments than available from either system alone.
A transport equation for the intermittency factor is employed to predict transitional flows under the effects of pressure gradients, freestream turbulence intensities, Reynolds number variations, flow separation and reattachment. and unsteady wake-blade interactions representing diverse operating conditions encountered in low-pressure turbines. The intermittent behaviour of the transitional flows is taken into account and incorporated into computations by modifying the eddy viscosity, Mu(sub t), with the intermittency factor, gamma. Turbulent quantities are predicted by using Menter's two-equation turbulence model (SST). The onset location of transition is obtained from correlations based on boundary-layer momentum thickness, acceleration parameter, and turbulence intensity. The intermittency factor is obtained from a transport model which can produce both the experimentally observed streamwise variation of intermittency and a realistic profile in the cross stream direction. The intermittency transport model is tested and validated against several well documented low pressure turbine experiments ranging from flat plate cases to unsteady wake-blade interaction experiments. Overall, good agreement between the experimental data and computational results is obtained illustrating the predicting capabilities of the model and the current intermittency transport modelling approach for transitional flow simulations.
Aerodynamic wind tunnel study of tailless fixed- wing supersonic transport model at transonic speed
An investigation was conducted in the Langley 4 by 7 Meter Tunnel to determine the static longitudinal and lateral directional aerodynamic characteristics of an advanced aspect ratio 10 supercritical wing transport model equipped with a full span leading edge slat as well as part span and full span trailing edge flaps. This wide body transport model was also equipped with spoiler and aileron roll control surfaces, flow through nacelles, landing gear, and movable horizontal tails. Six basic wing configurations were tested: (1) cruise (slats and flaps nested), (2) climb (slats deflected and flaps nested), (3) part span flap, (4) full span flap, (5) full span flap with low speed ailerons, and (6) full span flap with high speed ailerons. Each of the four flapped wing configurations was tested with leading edge slat and trailing edge flaps deflected to settings representative of both take off and landing conditions. Tests were conducted at free stream conditions corresponding to Reynolds number of 0.97 to 1.63 x 10 to the 6th power and corresponding Mach numbers of 0.12 to 0.20, through an angle of attack range of 4 to 24, and a sideslip angle range of -10 deg to 5 deg. The part and full span wing configurations were also tested in ground proximity.
It is well known that many chlorine and bromine compounds that are inert in the troposphere are destroyed in the stratosphere and contribute to the stratospheric burden of reactive chlorine and bromine species. But the contribution from those chlorine and bromine compounds which are reactive in the troposphere is less certain because it is not known whether convection can transport these gases to the upper troposphere rapidly enough to overcome their short tropospheric lifetimes. We examine this issue using a three-dimensional chemistry and transport model to simulate the evolution of three gases which have surface sources, bromoform (CHBr3), methyl chloroform (CH3CCl3), and carbon dioxide (CO2). Our objective is to determine if CHBr3 might enhance the lower stratospheric burden of reactive bromine. The other two gases provide tests of the quality of the simulation. Both CHBr3 and CH3CCl3 are destroyed in the troposphere by reaction with hydroxyl (OH), whose latitudinal and monthly variation is provided by a two-dimensional model and upon which a diurnal variation is imposed. Comparison of the lifetime of CH3CCl3 computed from observations (5 years) with the lifetime computed from the simulation provides an integrated test of the model's transport and photochemistry. Observations also show that CO2 exhibits a strong seasonal cycle in the northern hemisphere troposphere that is not propagated directly across the tropopause into the lower stratosphere. Thus, maintenance of the observed troposphere-stratosphere distinctness of CO2 in the presence of convection is a critical benchmark for meeting our objective.
Using a covariant and angular-momentum-conserved chiral transport model, which takes into account the spin-orbit interactions of chiral fermions in their scatterings via the side jumps, we study the quark spin polarization in quark matter. For a system of rotating and unpolarized massless quarks in an expanding box, we find that side jumps can dynamically polarize the quark spin and result in a final quark spin polarization consistent with that of thermally equilibrated massless quarks in a self-consistent vorticity field. Further, for the quark matter produced in noncentral relativistic heavy ion collisions, we find that in the medium rest frame both the quark local spin polarizations in the direction perpendicular to the reaction plane and along the longitudinal beam direction show an azimuthal angle dependence in the transverse plane similar to those observed in experiments for the Lambda hyperon.