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An environmental fog/rain visual display system for aircraft simulators is described. The electronic elements of the system include a real time digital computer, a caligraphic color display which simulates landing lights of selective intensity, and a color television camera for producing a moving color display of the airport runway as depicted on a model terrain board. The mechanical simulation elements of the system include an environmental chamber which can produce natural fog, nonhomogeneous fog, rain and fog combined, or rain only. A pilot looking through the aircraft wind screen will look through the fog and/or rain generated in the environmental chamber onto a viewing screen with the simulated color image of the airport runway thereon, and observe a very real simulation of actual conditions of a runway as it would appear through actual fog and/or rain.
Digitizing flatfield images produces conditions in the Photometric Data System PDS which cause the measured density to drift by as much as .1 DN during a 10 minute interval. The drift occurs when the PDS, set up in equilibrium at fog level, subsequently scans a reasonably dense region for periods of longer than a few minutes. The drift is manifested primarily as a positive shift in density that is approximately the same for all densities. If the fog level is assumed to be in fact constant and is monitored during scans of flat fields, the PDS drift may be removed by subtracting the difference between the observed fog level and its assumed constant value for each pixel. This function is then smoothed and subtracted, as a function of scan line, from the measured density. The fog level is then adjusted to a standard value by adding a constant. The result is a flattened scan with PDS drift removed to the accuracy within which the fog level drift matches the drift at other levels.
In the central Namib Desert, dune-free surfaces are separated abruptly from a sea of yellow and red sand dunes at the Kuiseb River canyon. The off-white hues of the dune-free area result from anomalously high surficial gypsum enrichment. Satellite imagery indicates that the gypsum surfaces are associated with lower surface maximum temperatures than those of the darker dune surfaces to the south. One of various sources of sulfate for the gypsum bodies is oceanic H2S, supplied to desert land-surfaces by regular fog incursions. Since fog events are widespread along the coast, the question of anomalous gypsum accumulations north of the dune sea arises. Satellite imagery, in conjunction with more detailed handheld photography from the space shuttle, indicates that the penetration of fog inland is significantly greater over the gypsum surfaces than it is over the dunes. It is postulated that the thermal gradient between these surfaces generates a heat low centered over the northern part of dune sea and that this enhances fog and H2S advection on its north side onto the nearby dune-free zone. In such a system, gypsum/caliche surfaces reinforce advection of fog over themselves in a positive feedback mode.
The dust-laden and predominantly water ice south polar layered deposits (SPLD) exhibit unique radar behavior at Shallow Radar (SHARAD) frequencies that is not seen in the NPLD. A vertically extensive scattering phenomenon leads to diffuse echoes that obscure radar stratigraphy within the SPLD, referred to as “fog.” Here, we use 2-D and 3-D SHARAD data to measure the areal extent in which the SPLD basal interface can be identified. We also measure reflected power of SPLD basal reflectors and compare those values to ice thickness, regional geomorphology, and the presence of radar echo scattering, to constrain any influence these factors may have on the propagation of radio waves and detectability of the base. Approximately 33% of the area in which the basal interface is observed in Mars Advanced Radar for Subsurface and Ionosphere Sounding data is also detected in SHARAD data. As expected, basal power shows a negative correlation with ice thickness, but the effects of radar fog are less clear. Areas of “column” radar fog patterns exhibit higher average basal power values than regions without radar fog, and areas with only near-surface radar fog have the lowest average basal power values. Our study results suggest that these diffuse echoes may not be associated with radio wave attenuation. Average loss tangent for the SPLD (0.0019 ± 0.0012) indicates no distinguishable difference from previously reported NPLD values in terms of bulk loss properties. We speculate that the SPLD's infrequent reflections compared to the NPLD may be due to the former's dust being less densely packed together to facilitate radar detection.
The objective of this study was to provide analysis of data obtained under a previous contract entitled Characterization of Drop Spectra from High Volume Flow Water Jets. Measurements of drop spectra were obtained in the spray resulting from the breakup of high volume flow water jets from a variety of nozzle types. The drop spectra measurements were obtained from two drop spectrometers covering a range from 10 microns to 12 millimeters diameter. The task addressed was to select representative spectra from the individual tests and provide analyses in both numerical and graphical formats as outlined in the proposal. The intended application of these results is an evaluation of the feasibility of fog clearing by high volume water sprays. During the tests, a fog event occurred making it possible to test the concept of fog clearing. Visual range data and fog drop spectra were analyzed, with particular emphasis placed on the modification of these parameters due to the water spray.
There exists a large body of data spanning more than two decades, regarding the ability of infrared imagers to 'see' through fog, i.e., in Category III weather conditions. Much of this data is anecdotal, highly specialized, and/or proprietary. In order to determine the efficacy and cost effectiveness of these sensors under a variety of climatic/weather conditions, there is a need for systematic data spanning a significant range of slant-path scenarios. These data should include simultaneous video recordings at visible, midwave (3-5 microns), and longwave (8-12 microns) wavelengths, with airborne weather pods that include the capability of determining the fog droplet size distributions. Existing data tend to show that infrared is more effective than would be expected from analysis and modeling. It is particularly more effective for inland (radiation) fog as compared to coastal (advection) fog, although both of these archetypes are oversimplifications. In addition, as would be expected from droplet size vs wavelength considerations, longwave outperforms midwave, in many cases by very substantial margins. Longwave also benefits from the higher level of available thermal energy at ambient temperatures. The principal attraction of midwave sensors is that staring focal plane technology is available at attractive cost-performance levels. However, longwave technology such as that developed at FLIR Systems, Inc. (FSI), has achieved high performance in small, economical, reliable imagers utilizing serial-parallel scanning techniques. In addition, FSI has developed dual-waveband systems particularly suited for enhanced vision flight testing. These systems include a substantial, embedded processing capability which can perform video-rate image enhancement and multisensor fusion. This is achieved with proprietary algorithms and includes such operations as real-time histograms, convolutions, and fast Fourier transforms.
A 35 GHz, pulsed-Doppler radar system has been designed and assembled for wake vortex detection and tracking in low visibility conditions. Aircraft wake vortices continue to be an important factor in determining safe following distances or spacings for aircraft in the terminal area. Currently, under instrument meteorological conditions (IMC), aircraft adhere to conservative, fixed following-distance guidelines based primarily on aircraft weight classifications. When ambient conditions are such that vortices will either drift or dissipate, leaving the flight corridor clear, the prescribed spacings are unnecessarily long and result in decreased airport throughput. There is a potential for significant airport efficiency improvement, if a system can be employed to aid regulators and pilots in setting safe and efficient following distances based on airport conditions. The National Aeronautics and Space Administration (NASA), the Federal Aviation Agency, and Volpe National Transportation Systems Center have promoted and worked to develop systems that would increase airport capacity and provide for safe reductions in aircraft separation. The NASA Aircraft Vortex Spacing System (AVOSS), a wake vortex spacing system that can provide dynamic adjustment of spacings based on real-time airport weather conditions, has demonstrated that Lidar systems can be successfully used to detect and track vortices in clear air conditions. To fill the need for detection capability in low-visibility conditions, a 35 GHz, pulsed-Doppler radar system is being investigated for use as a complimentary, low-visibility sensor for wake vortices. The radar sensor provides spatial and temporal information similar to that provided by Lidar, but under weather conditions that a Lidar cannot penetrate. Currently, we are analyzing the radar design based upon the data and experience gained during the wake vortex Lidar deployment with AVOSS at Dallas/Fort Worth International Airport. As part of this study, two numerical models were utilized in system simulations. The results of this study improve our understanding of the method of detection, resolution requirements for range and azimuth, pulse compression, and performance prediction. Simulations applying pulse compression techniques show that detection is good in heavy fog to greater than 2000 m. Both compressed and uncompressed short pulses show the vortex structure. To explore operational challenges, siting and scanning strategies were also analyzed. Simulation results indicate that excellent wake vortex detection, tracking and classification is possible in drizzle (+15 dBZ) and heavy fog (- 13 dBZ) using short pulse techniques (<99ns) at ranges on the order of 900 m, with a modest power of 500 W output. At 1600 m, detection can be expected at reflectivities as low as -13 dBZ (heavy fog). The radar system, as designed and built, has the potential to support field studies of a wake vortex spacing system in low-visibility conditions ranging from heavy fog to rain, when sited within 2000m of the flight path.
Satellite remote sensing has gained widespread use in the field of operational meteorology. Although raw satellite imagery is useful, several techniques exist which can convey multiple types of data in a more efficient way. One of these techniques is multispectral compositing. The NASA Short-term Prediction Research and Transition (SPoRT) Center has developed two multispectral satellite imagery products which utilize data from the Moderate Resolution Imaging Spectroradiometer (MODIS) aboard NASA's Terra and Aqua satellites, based upon products currently generated and used by the European Organization for the Exploitation of Meteorological Satellites (EUMETSAT). The nighttime microphysics product allows users to identify clouds occurring at different altitudes, but emphasizes fog and low cloud detection. This product improves upon current spectral difference and single channel infrared techniques. Each of the current products has its own set of advantages for nocturnal fog detection, but each also has limiting drawbacks which can hamper the analysis process. The multispectral product combines each current product with a third channel difference. Since the final image is enhanced with color, it simplifies the fog identification process. Analysis has shown that the nighttime microphysics imagery product represents a substantial improvement to conventional fog detection techniques, as well as provides a preview of future satellite capabilities to forecasters.
The land-ocean interface along the central coast of California is one of the most diverse biogeographic regions of the state. This area is composed of a species-rich mosaic of coastal grassland, shrubland, and forest vegetation types. An acceleration of conifer encroachment into shrublands and shrub encroachment into grasslands along the coast has been recently documented. These vegetation changes are believed to be driven primarily by fire suppression and changing grazing patterns. Climatic variables such as precipitation, fog, cloud cover, temperature, slope, and elevation also play an important role in vegetation succession. Our study area is located along the central California coast, which is characterized by a precipitation gradient from the relatively wetter and cooler north to the drier and warmer south. Some studies indicate changing fog patterns along this coast, which may greatly impact vegetation. A decrease in water availability could slow succession processes. The primary objective of this project is to determine if vegetation succession rates are changing for the study area and to identify climate and ecosystem variables which contribute to succession, specifically the transition among grassland, shrubland, and forest. To identify vegetation types and rates of succession, we classified two Landsat TM 5 scenes from 1985 to 2010 with a resulting overall accuracy of 82.4%. Vegetation succession was correlated to changes in maximum and minimum temperatures, precipitation, and elevation for each sub-region of the study area. Fog frequency was then compared between the northern and southern regions of the study area for determining the spatial relation between fog frequency and the percent of vegetation change.
A numerical model of the diurnal transport of water across the Martian surface is developed. The atmospheric boundary layer is modeled in terms of local radiative-convective processes, and radiative effects of ice fogs near the surface are included. Diffusion of water in the ground is treated for the cases of adsorption and condensation. The model is applied to the diurnal variation of water vapor in the atmosphere as observed by Barker (1974). The morning rise in the amount of water vapor can be explained in terms of the evaporation of ground fogs. The evening decrease is compatible with the model if adsorption dominates in the soil. The average level of vapor concentration requires that the atmosphere above the boundary layer be relatively dry. The ground fogs persist until midmorning and should be observable. Some consequences of these conclusions are discussed.
The Marshall Space Flight Center (MSFC) is charged with the responsibility to enhance aviation safety through improving understanding of various atmospheric phenomena. A brief discussion is presented concerning the tasks and work being accomplished by MSFC. The tasks are defined as follows: (1) to determine and define the turbulence and steady wind environments induced by buildings, towers, hills, trees, etc., (2) to identify, develop, and apply natural environment technology for the reconstruction and/or simulation of the natural environment for aircraft accident investigation and hazard identification, (3) to develop basic information about free atmosphere perturbations, (4) to develop and apply fog modification mathematical models to assess candidate fog modification schemes and to develop appropriate instrumentation to aquire basic data about fog. To accomplish these tasks MSFC has developed a program involving field data acquisition, wind tunnel studies, theoretical studies, data analysis, and flight simulation studies.
Mathematical models describing vehicle dynamics as well as human behavior may be useful in evaluating driver performance and in establishing design criteria for vehicles more compatible with man. In 1977, a two level model of driver steering behavior was developed, but its parameters were identified for clear visibility conditions only. Since driver performance degrades under conditions of reduced visibility, e.g., fog, the two level model should be investigated to determine its applicability to such conditions. The data analysis of a recently performed driving simulation experiment showed that the model still performed reasonably well under fog conditions, although there was a degradation in its predictive capacity during fog. Some additional parameters affecting anticipation and lag time may improve the model's performance for reduced visibility conditions.
The possible cause of the densest and most persistent dry fog on record, which was observed in Europe and the Middle East during AD 536 and 537, is discussed. The fog's long duration toward the south and the high sulfuric acid signal detected in Greenland in ice cores dated around AD 540 support the theory that the fog was due to the explosion of the Rabaul volcano, the occurrence of which has been dated at about AD 540 by the radiocarbon method.
Each year, fog at airports renders some landing operations either difficult or impossible. The visibility that a pilot of a landing aircraft can expect is in that case the most important information. It could happen that the visibility versus the altitude is constantly decreasing or increasing. However, it is not possible to distinguish this with the existing sensors at an airport. If the visibility is decreasing with the altitude, one has the worst case - ground fog. The standard visibility sensor, the transmissometer, determines only the horizontal visual range, which will be underestimated in comparison with the real visibility a pilot has on his landing approach. Described here is a new technique to measure the slant visual range, making use of a slant scanning device - an eye-safe laser radar. A comparison with commercial visibility sensors shows that it is possible to measure visibilities with the slant looking laser radar in the range from 50 meters up to 2000 meters and even distinguish inhomogenities like ground fog.
The hazards from diffuse laser light reflections off water clouds, ice clouds, and fog and from possible specular reflections off ice clouds were assessed with the American National Standards (ANSI Z136.1-1986) for the free-electron-laser parameters under consideration for the Segmented Efficient Laser Emission for Non-Nuclear Electricity (SELENE) Program. Diffuse laser reflection hazards exist for water cloud surfaces less than 722 m in altitude and ice cloud surfaces less than 850 m in altitude. Specular reflections from ice crystals in cirrus clouds are not probable; however, any specular reflection is a hazard to ground observers. The hazard to the laser operators and any ground observers during heavy fog conditions is of such significant magnitude that the laser should not be operated in fog.