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At least 991 records · Page 55

On the analysis of clear air radar echoes severely contaminated by clutter

Many radar systems work in environments where clutter return overwhelm the atmospheric echoes. Sometimes by as much as 50 dB. At the Arecibo Observatory (AO), for example, clutter levels are conspicuously high. This situation greatly reduces its usefulness for lower atmospheric studies. It is not possible in general, to observe height profiles of the vertical component of the wind velocity. This parameter is important to understand planetary scale circulation, mountain and lee waves, turbulence, troprospheric and stratorspheric interactions and vertical transport of horizontal momentum. The topics discussed include the following: clutter propagation characteristics, knowledge-based spectral analysis system, and signal analysis system.

Ierkic, H. Mario↗

The NASA landing gear test airplane

A tire and landing gear test facility has been developed and incorporated into a Convair 990 aircraft. The system can simulate tire vertical load profiles to 250,000 lb, sideslip angles to 15 degrees, and wheel braking on actual runways. Onboard computers control the preprogrammed test profiles through a feedback loop and also record three axis loads, tire slip angle, and tire condition. The aircraft to date has provided tire force and wear data for the Shuttle Orbiter tire on three different runways and at east and west coast landing sites. This report discusses the role of this facility in complementing existing ground tire and landing gear test facilities, and how this facility can simultaneously simulate the vertical load, tire slip, velocity, and surface for an entire aircraft landing. A description is given of the aircraft as well as the test system. An example of a typical test sequence is presented. Data collection and reduction from this facility are discussed, as well as accuracies of calculated parameters. Validation of the facility through ground and flight tests is presented. Tests to date have shown that this facility can operate at remote sites and gather complete data sets of load, slip, and velocity on actual runway surfaces. The ground and flight tests have led to a successful validation of this test facility.

Carter, John F.↗

Satellite Altimetry for a Global Ocean Observing System

Space-age technologies have made satellite remote sensing a powerful new tool to study the Earth on a global scale. However, the opacity of the ocean to electromagnetic sensing has limited spaceborne measurements to the properties of the surface layer of the ocean (such as sea surface temperature and color). The radar altimetric measurement of the height of the sea surface relative to the geoid, the dynamic topography of the ocean, is a very useful quantity for studying the circulation of the ocean. The ability of measuring dynamic topography from space makes satellite altimetry a uniquely useful remote sensing technique because dynamic topography reflects oceanic processes not only at the surface but at depths as well. A simple analysis shows that a one centimeter tilt in the dynamic topography is associated with a mass transport of 1-7 Sv (1Sv= 1 million tons per second) in the open ocean depending on the vertical distribution of current velocity. Such a magnitude is an appreciable fraction of the transport of the Florida Current (circa 30 Sv), for instance. TOPEX/POSEIDON has demonstrated the capability of measuring the time variation of sea level with accuracy approaching to 2 cm when the data are averaged over boxes with several hundred kilometers on each side. The data set has been used for studying ocean circulation phenomena with a wide range of scales, ranging from fast-changing barotropic variability to seasonal and interannual variability such as El Nino and La Nina. The long record of precise measurement of global sea level has also showed great promise for monitoring the variation of mean sea level, an effective indicator of global climate change. Continuation of satellite altimetry missions with capability matching or better than that of TOPEX/POSEIDON should be included as a key component of a Global Ocean Observing System. NASA and CNES have committed to continuing the measurement of TOPEX/POSEIDON with a series of follow-on missions called Jason. The first of the series, Jason-1, is scheduled for launch in May, 2000. Such a series of missions will provide a key data stream for both research and practical applications and benefit the objectives of global programs such as CLIVAR and GODAE.

Fu, Lee-Lueng↗

Description of the NASA Dryden Flow Visualization Facility

A water tunnel facility at the NASA Dryden Flight Research Facility is described. This water tunnel facility, the Flow Visualization Facility, is used primarily for visualizing and analyzing vortical flows on aircraft models and other shapes at high incidence angles. The tunnel is used extensively as a low cost diagnostic tool to help understand complex flows over aircraft and other full scale vehicles. The facility consists primarily of a closed circuit water tunnel with a 16 in by 24 in vertical test section. The velocity of the flow through the test section can be varied from 0 to 10 in/sec, however 3 in/sec has been found to be optimum for flow visualization. This corresponds to a unit Reynolds number of 23,000 per foot and a turbulence level over the majority of the test section below .05%. Flow visualization techniques described include the dye tracer, laser light sheet and the shadowgraph techniques. Limited correlation to full-scale flight data is shown.

DelFrate, John H.↗

Evolving Flow-Field Centers in Oblique Impacts

Ejection velocities and angles for vertical impacts are compared to different regions of 30 degree impact curtains using 3D PIV. Ejecta dynamics of the different regions require flow-field centers that change through space and time. Additional information is contained in the original extended abstract.

Anderson, J. L. B.↗

Ejecta from Ocean Impacts

Numerical simulations of deep-ocean impact provide some limits on the size of a projectile that will not mix with the ocean floor during a deep-ocean impact. For a vertical impact at asteroidal velocities (approx. 20 km/s), mixing is only likely when the projectile diameter is greater than 112 of the water depth. For oblique impacts, even larger projectiles will not mix with ocean floor silicates. Given the typical water depths of 4 to 5 km in deep-ocean basins, asteroidal projectiles with diameters as large as 2 or 3 km may commonly produce silicate ejecta that is composed only of meteoritic materials and seawater salts. However, the compressed water column beneath the projectile can still disrupt and shock metamorphose the ocean floor. Therefore, production of a separate, terrestrial ejecta component is not ruled out in the most extreme case. With increasing projectile size (or energy) relative to water depths, there must be a gradation between oceanic impacts and more conventional continental impacts. Given that 60% of the Earth's surface is covered by oceanic lithosphere and 500 m projectiles impact the Earth on 10(exp 5) y timescales, there must be hundreds of oceanic impact deposits in the sediment record awaiting discovery.

Kyte, Frank T.↗

Altered sensory-motor control of the head as an etiological factor in space-motion sickness

Mechanical unloading during head movements in weightlessness may be an etiological factor in space-motion sickness. We simulated altered head loading on Earth without affecting vestibular stimulation by having subjects wear a weighted helmet. Eight subjects were exposed to constant velocity rotation about a vertical axis with direction reversals every 60 sec. for eight reversals with the head loaded and eight with the head unloaded. The severity of motion sickness elicited was significantly higher when the head was loaded. This suggests that altered sensory-motor control of the head is also an etiological factor in space-motion sickness.

NASA Discipline Neuroscience↗

Coriolis-force-induced trajectory and endpoint deviations in the reaching movements of labyrinthine-defective subjects

When reaching movements are made during passive constant velocity body rotation, inertial Coriolis accelerations are generated that displace both movement paths and endpoints in their direction. These findings directly contradict equilibrium point theories of movement control. However, it has been argued that these movement errors relate to subjects sensing their body rotation through continuing vestibular activity and making corrective movements. In the present study, we evaluated the reaching movements of five labyrinthine-defective subjects (lacking both semicircular canal and otolith function) who cannot sense passive body rotation in the dark and five age-matched, normal control subjects. Each pointed 40 times in complete darkness to the location of a just extinguished visual target before, during, and after constant velocity rotation at 10 rpm in the center of a fully enclosed slow rotation room. All subjects, including the normal controls, always felt completely stationary when making their movements. During rotation, both groups initially showed large deviations of their movement paths and endpoints in the direction of the transient Coriolis forces generated by their movements. With additional per-rotation movements, both groups showed complete adaptation of movement curvature (restoration of straight-line reaches) during rotation. The labyrinthine-defective subjects, however, failed to regain fully accurate movement endpoints after 40 reaches, unlike the control subjects who did so within 11 reaches. Postrotation, both groups' movements initially had mirror image curvatures to their initial per-rotation reaches; the endpoint aftereffects were significantly different from prerotation baseline for the control subjects but not for the labyrinthine-defective subjects reflecting the smaller amount of endpoint adaptation they achieved during rotation. The labyrinthine-defective subjects' movements had significantly lower peak velocity, higher peak elevation, lower terminal velocity, and a more vertical touchdown than those of the control subjects. Thus the way their reaches terminated denied them the somatosensory contact cues necessary for full endpoint adaptation. These findings fully contradict equilibrium point theories of movement control. They emphasize the importance of contact cues in adaptive movement control and indicate that movement errors generated by Coriolis perturbations of limb movements reveal characteristics of motor planning and adaptation in both healthy and clinical populations.

NASA Discipline Neuroscience↗

Nystagmus induced by electrical stimulation of the vestibular and prepositus hypoglossi nuclei in the monkey: evidence for site of induction of velocity storage

Electrical stimulation of the vestibular nuclei (VN) and prepositus hypoglossi nuclei (PPH) of alert cynomolgus monkeys evoked nystagmus and eye deviation while they were in darkness. At some sites in VN, nystagmus and after-nystagmus were induced with characteristics suggesting that velocity storage had been excited. We analyzed these responses and compared them to the slow component of optokinetic nystagmus (OKN) and to optokinetic after-nystagmus (OKAN). We then recorded unit activity in VN and determined which types of nystagmus would be evoked from the sites of recording. Nystagmus and eye deviations were also elicited by electrical stimulation of PPH, and we characterized the responses where unit activity was recorded in PPH. Horizontal slow phase velocity of the VN "storage" responses was contralateral to the side of stimulation. The rising time constants and peak steady-state velocities were similar to those of OKN, and the falling time constants of the after-nystagmus and of OKAN were approximately equal. Both the induced after-nystagmus and OKAN were habituated by stimulation of the VN. When horizontal after-nystagmus was evoked with animals on their sides, it developed yaw and pitch components that tended to shift the vector of the slow phase velocity toward the spatial vertical. Similar "cross-coupling" occurs for horizontal OKAN or for vestibular post-rotatory nystagmus elicited in tilted positions. Thus, the storage component of nystagmus induced by VN stimulation had the same characteristics as the slow component of OKN and the VOR. Positive stimulus sites for inducing nystagmus with typical storage components were located in rostral portions of VN. They lay in caudal ventral superior vestibular nucleus (SVN), dorsal portions of central medial vestibular nucleus (MVN) caudal to the abducens nuclei and in adjacent lateral vestibular nucleus (LVN). More complex stimulus responses, but with contralateral after-nystagmus, were induced from surrounding regions of ventral MVN and LVN, rostral descending vestibular nucleus and the marginal zone between MVN and PPH. Vestibular-only (VO), vestibular plus saccade (VPS) and tonic vestibular pause (TVP) units were identified by extracellular recording. Stimulation near type I lateral and vertical canal-related VO units elicited typical "storage" responses with after-nystagmus in 23 of 29 tracks (79%). Stimulus responses were more complex from the region of neurons with oculomotor-related signals, i.e., TVP or VPS cells, although after-nystagmus was also elicited from these sites. Effects of vestibular nerve and nucleus stimulation were compared.(ABSTRACT TRUNCATED AT 400 WORDS).

NASA Discipline Neuroscience↗

Lagrangian Transport Calculations Using UARS Data. Part I: Passive Tracers

The transport of passive tracers observed by UARS has been simulated using computed trajectories of thousands of air parcels initialized on a three-dimensional stratospheric grid. These trajectories are calculated in isentropic coordinates using horizontal winds provided by the United Kingdom Meteorological Office data assimilation system and vertical (cross-isentropic) velocities computed using a fast radiation code.

UARS computed trajectories↗

Astronaut Risk Levels During Crew Module (CM) Land Landing

The NASA Engineering Safety Center (NESC) is investigating the merits of water and land landings for the crew exploration vehicle (CEV). The merits of these two options are being studied in terms of cost and risk to the astronauts, vehicle, support personnel, and general public. The objective of the present work is to determine the astronaut dynamic response index (DRI), which measures injury risks. Risks are determined for a range of vertical and horizontal landing velocities. A structural model of the crew module (CM) is developed and computational simulations are performed using a transient dynamic simulation analysis code (LS-DYNA) to determine acceleration profiles. Landing acceleration profiles are input in a human factors model that determines astronaut risk levels. Details of the modeling approach, the resulting accelerations, and astronaut risk levels are provided.

Lawrence, Charles↗

Design and Development of a Scanning Airborne Direct Detection Doppler Lidar System

In the fall of 2005 we began developing an airborne scanning direct detection molecular Doppler lidar. The instrument is being built as part of the Tropospheric Wind Lidar Technology Experiment (TWiLiTE), a three year project selected by the NASA Earth Sun Technology Office under the Instrument Incubator Program. The TWiLiTE project is a collaboration involving scientists and engineers from NASA Goddard Space Flight Center, NOAA ESRL, Utah State University Space Dynamics Lab, Michigan Aerospace Corporation and Sigma Space Corporation. The TWiLiTE instrument will leverage significant research and development investments made by NASA Goddard and it's partners in the past several years in key lidar technologies and sub-systems (lasers, telescopes, scanning systems, detectors and receivers) required to enable spaceborne global wind lidar measurement. These sub-systems will be integrated into a complete molecular direct detection Doppler wind lidar system designed for autonomous operation on a high altitude aircraft, such as the NASA WB57. The WB57 flies at an altitude of 18 km and from this vantage point the nadir viewing Doppler lidar will be able to profile winds through the full troposphere. The TWiLiTE integrated airborne Doppler lidar instrument will be the first demonstration of a airborne scanning direct detection Doppler lidar and will serve as a critical milestone on the path to a future spaceborne tropospheric wind system. In addition to being a technology testbed for space based tropospheric wind lidar, when completed the TWiLiTE high altitude airborne lidar will be used for studying mesoscale dynamics and storm research (e.g. winter storms, hurricanes) and could be used for calibration and validation of satellite based wind systems such as ESA's Aeolus Atmospheric Dynamics Mission. The TWiLiTE Doppler lidar will have the capability to profile winds in clear air from the aircraft altitude of 18 km to the surface with 250 m vertical resolution and < 2mls velocity accuracy.

Gentry, Bruce↗

System-Integrated Finite Element Analysis of a Full-Scale Helicopter Crash Test with Deployable Energy Absorbers

A full-scale crash test of an MD-500 helicopter was conducted in December 2009 at NASA Langley's Landing and Impact Research facility (LandIR). The MD-500 helicopter was fitted with a composite honeycomb Deployable Energy Absorber (DEA) and tested under vertical and horizontal impact velocities of 26-ft/sec and 40-ft/sec, respectively. The objectives of the test were to evaluate the performance of the DEA concept under realistic crash conditions and to generate test data for validation of a system integrated finite element model. In preparation for the full-scale crash test, a series of sub-scale and MD-500 mass simulator tests was conducted to evaluate the impact performances of various components, including a new crush tube and the DEA blocks. Parameters defined within the system integrated finite element model were determined from these tests. The objective of this paper is to summarize the finite element models developed and analyses performed, beginning with pre-test predictions and continuing through post-test validation.

Annett, Martin S.↗

LS-DYNA Analysis of a Full-Scale Helicopter Crash Test

A full-scale crash test of an MD-500 helicopter was conducted in December 2009 at NASA Langley's Landing and Impact Research facility (LandIR). The MD-500 helicopter was fitted with a composite honeycomb Deployable Energy Absorber (DEA) and tested under vertical and horizontal impact velocities of 26 ft/sec and 40 ft/sec, respectively. The objectives of the test were to evaluate the performance of the DEA concept under realistic crash conditions and to generate test data for validation of a system integrated LS-DYNA finite element model. In preparation for the full-scale crash test, a series of sub-scale and MD-500 mass simulator tests was conducted to evaluate the impact performances of various components, including a new crush tube and the DEA blocks. Parameters defined within the system integrated finite element model were determined from these tests. The objective of this paper is to summarize the finite element models developed and analyses performed, beginning with pre-test and continuing through post test validation.

Annett, Martin S.↗

Three-dimensional organization of otolith-ocular reflexes in rhesus monkeys. II. Inertial detection of angular velocity

1. The dynamic contribution of otolith signals to three-dimensional angular vestibuloocular reflex (VOR) was studied during off-vertical axis rotations in rhesus monkeys. In an attempt to separate response components to head velocity from those to head position relative to gravity during low-frequency sinusoidal oscillations, large oscillation amplitudes were chosen such that peak-to-peak head displacements exceeded 360 degrees. Because the waveforms of head position and velocity differed in shape and frequency content, the particular head position and angular velocity sensitivity of otolith-ocular responses could be independently assessed. 2. During both constant velocity rotation and low-frequency sinusoidal oscillations, the otolith system generated two different types of oculomotor responses: 1) modulation of three-dimensional eye position and/or eye velocity as a function of head position relative to gravity, as presented in the preceding paper, and 2) slow-phase eye velocity as a function of head angular velocity. These two types of otolith-ocular responses have been analyzed separately. In this paper we focus on the angular velocity responses of the otolith system. 3. During constant velocity off-vertical axis rotations, a steady-state nystagmus was elicited that was maintained throughout rotation. During low-frequency sinusoidal off-vertical axis oscillations, dynamic otolith stimulation resulted primarily in a reduction of phase leads that characterize low-frequency VOR during earth-vertical axis rotations. Both of these effects are the result of an internally generated head angular velocity signal of otolithic origin that is coupled through a low-pass filter to the VOR. No change in either VOR gain or phase was observed at stimulus frequencies larger than 0.1 Hz. 4. The dynamic otolith contribution to low-frequency angular VOR exhibited three-dimensional response characteristics with some quantitative differences in the different response components. For horizontal VOR, the amplitude of the steady-state slow-phase velocity during constant velocity rotation and the reduction of phase leads during sinusoidal oscillation were relatively independent of tilt angle (for angles larger than approximately 10 degrees). For vertical and torsional VOR, the amplitude of steady-state slow-phase eye velocity during constant velocity rotation increased, and the phase leads during sinusoidal oscillation decreased with increasing tilt angle. The largest steady-state response amplitudes and smallest phase leads were observed during vertical/torsional VOR about an earth-horizontal axis. 5. The dynamic range of otolith-borne head angular velocity information in the VOR was limited to velocities up to approximately 110 degrees/s. Higher head velocities resulted in saturation and a decrease in the amplitude of the steady-state response components during constant velocity rotation and in increased phase leads during sinusoidal oscillations. 6. The response characteristics of otolith-borne angular VORs were also studied in animals after selective semicircular canal inactivation. Otolith angular VORs exhibited clear low-pass filtered properties with a corner frequency of approximately 0.05-0.1 Hz. Vectorial summation of canal VOR alone (elicited during earth-vertical axis rotations) and otolith VOR alone (elicited during off-vertical axis oscillations after semicircular canal inactivation) could not predict VOR gain and phase during off-vertical axis rotations in intact animals. This suggests a more complex interaction of semicircular canal and otolith signals. 7. The results of this study show that the primate low-frequency enhancement of VOR dynamics during off-vertical axis rotation is independent of a simultaneous activation of the vertical and torsional "tilt" otolith-ocular reflexes that have been characterized in the preceding paper. (ABSTRACT TRUNCATED).

NASA Discipline Neuroscience↗

Observations of thunder with the Arecibo VHF radar

An experiment was carried out at the Arecibo Observatory in Puerto Rico in August 1985 to study Doppler velocities in a thunderstorm environment with a beam pointed 2.5 degrees off-vertical. Researchers detected two types of echoes associated with lightning. The first was associated with scattering from the lightning channel itself and had characteristics similar to those observed previously with meteorological radars. The second appeared to be due to scattering from the turbulence organized by phase fronts of an acoustic wave generated by lightning. The observations were consistent with a wave traveling at a velocity near the speed of sound and having a vertical phase velocity component of 40 m/s.

Holden, D. N.↗

CROCUS Urban Canyons - Space Science and Engineering Center (SPARC) Doppler lidar data

This is the netCDF format output from the Halo Photonics Streamline XR Doppler lidar that was deployed next to the Space Science and Engineering Center (SPARC) trailer at the University of Illnois-Chicago greenhouse parking lot during CROCUS Urban Canyons. The purpose of collecting this dataset is to provide vertical and horizontal wind profiles for studying the characteristics of turbulence over the urban canyon of Chicago. This data contains the radial velocity, intensity, and backscatter from the vertical profile, range height indicator, and sector scans that were performed over both Intensive Operating Period 1 and 2 of CROCUS Urban Canyons. There are four different types of files: * The Range Height Indicator (RHI) files contain scans that are along a constant azimuth, spanning the entire hemisphere of elevation values above the surface. * The Velocity Azimuth Display (VAD) files contain the raw radial velocity data from the 6-beam, 60 degree scans. * The User1 files contain stacked Plan Position Indicator scans over a 45 degree quadrant over downtown Chicago. * The Stare files contain vertically pointing scans. These are standard netCDF files that can be opened using xarray. The VAD scans can be processed from their raw radial velocities to horizontal wind speeds with the Atmospheric data Community Toolkit (https://arm-doe.github.io/ACT/).

EARTH SCIENCE > ATMOSPHERE > ATMOSPHERIC WINDS↗