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At least 127 records · Page 7

Predictability of the Minimum Sea Ice Extent from Late Winter Fram Strait Ice Export: Model vs Observations

Late winter coastal divergence along the Eurasian coastline (referred to as the ice factory) – or the Fram Strait ice export, a proxy for coastal divergence in the ice factory – is a skillful predictor of the minimum sea ice extent (Williams et al., 2016; Brunette et al., 2018; Sesternikov and, 1979). Coastal divergence leads to the formation of coastal polynya where new ice grows but to a thickness that is not large enough to survive the following summer melt. This signal is then amplified by the ice albedo feedback and leads to more open water at the end of the summer melt season. In this thesis project, we will identify if this source of predictive skill in the seasonal forecast of the minimum sea ice extent is present in General Circulation Models, more precisely in the CESM2-LE, GISS-E2.1-G, GFDL FLOR-LE, CNRM-CM6-1 and the CanESM5. Since even small biases in the large-scale atmospheric circulation simulated by a model can short circuit this coupling between dominant modes of atmospheric variability (NAO and AO), coastal divergence along the Eurasian coastline, Fram Strait ice export and therefore seasonal forecasting skill of the model, failure to reproduce this coupling observed in the real Arctic will be used to identify biases in GCM. Preliminary results show that subtle changes in the large-scale atmospheric circulation leads to opposite statistical relationship between Fram Strait ice area export, coastal divergence along the Eurasian coastline, and seasonal predictability of the minimum sea ice extent both in the CESM2-LE and the GISS-E2.1-G models. Differences are linked with the partitioning between recirculation within the Beaufort Gyre, ice exported through Fram Strait and ridging north of the Canadian Arctic Archipelago.

Sea ice

Improved Treatment of Snow Over Ice Sheets in the NASA GISS Climate Model: Towards Ice Sheet–Climate Coupling

Representing the interactions between ice sheets and climate is essential for more accurate prediction of climate change and sea level rise. Ice sheets interact with the overlying atmosphere via the accumulation of snow and its compaction into firn, then ice, as well as the melting of surface snow and ice and the creation of runoff water. Getting an adequate representation of heat transfer, compaction, and melting processes is essential for an accurate representation of snow on land ice in global climate models. We are implementing an improved snow model on top of land ice as part of an effort to couple the NASA GISS climate model with the PISM ice sheet model. The new snow model includes additional layers and processes that are not currently incorporated (e.g., liquid water retention, percolation and refreezing, and snow densification), and mass and energy transfer methods that are consistent with both static ice sheets (with implicit iceberg fluxes) and interactive ice sheets (with explicit dynamics). We are tuning the densification scheme of this snow model with temperature and density data from common FirnCover and SumUp observations at locations in the accumulation zone of Greenland, and we compare the resulting density profiles to other SumUp density profiles in Greenland and Antarctica. We will assess the impact of this new snow model in climate model simulations with a static ice sheet compared with the previous (simpler) 2-layer snow model. Finally, we aim to use the non-coupled simulations as a baseline to assess the impact of dynamic coupling with an interactive ice sheet model.

snow

Ice Roughness in Short Duration SLD Icing Events

Ice accretion codes depend on models of roughness parameters to account for the enhanced heat transfer during the ice accretion process. While mitigating supercooled large droplet (SLD or Appendix O) icing is a significant concern for manufacturers seeking future vehicle certification due to the pending regulation, historical ice roughness studies have been performed using Appendix C icing clouds which exhibit mean volumetric diameters (MVD) much smaller than SLD clouds. Further, the historical studies of roughness focused on extracting parametric representations of ice roughness using multiple images of roughness elements. In this study, the ice roughness developed on a 21-in. NACA 0012 at 0deg angle of attack exposed to short duration SLD icing events was measured in the Icing Research Tunnel at the NASA Glenn Research Center. The MVD's used in the study ranged from 100 micrometer to 200 micrometers, in a 67 m/s flow, with liquid water contents of either 0.6 gm/cubic meters or 0.75 gm/cubic meters. The ice surfaces were measured using a Romer Absolute Arm laser scanning system. The roughness associated with each surface point cloud was measured using the two-dimensional self-organizing map approach developed by McClain and Kreeger (2013) resulting in statistical descriptions of the ice roughness.

Icing

An Initial Study of the Fundamentals of Ice Crystal Icing Physics in the Nasa Propulsion Systems Laboratory

This paper presents results from an initial study of the fundamental physics of ice-crystal ice accretion using the NASA Propulsion Systems Lab (PSL). Ice accretion due to the ingestion of ice-crystals is being attributed to numerous jet-engine power-loss events. The NASA PSL is an altitude jet-engine test facility which has recently added a capability to inject ice particles into the flow. NASA is evaluating whether this facility, in addition to full-engine and motor-driven-rig tests, can be used for more fundamental ice-accretion studies that simulate the different mixed-phase icing conditions along the core flow passage of a turbo-fan engine compressor. The data from such fundamental accretion tests will be used to help develop and validate models of the accretion process. The present study utilized a NACA0012 airfoil. The mixed-phase conditions were generated by partially freezing the liquid-water droplets ejected from the spray bars. This paper presents data regarding (1) the freeze out characteristics of the cloud, (2) changes in aerothermal conditions due to the presence of the cloud, and (3) the ice accretion characteristics observed on the airfoil model. The primary variable in this test was the PSL plenum humidity which was systematically varied for two duct-exit-plane velocities (85 and 135 ms) as well as two particle size clouds (15 and 50 m MVDi). The observed clouds ranged from fully glaciated to fully liquid, where the liquid clouds were at least partially supercooled. The air total temperature decreased at the test section when the cloud was activated due to evaporation. The ice accretions observed ranged from sharp arrow-like accretions, characteristic of ice-crystal erosion, to cases with double-horn shapes, characteristic of supercooled water accretions.

Evaporative Cooling

Correlations Among Ice Measurements, Impingement Rates Icing Conditions, and Drag Coefficients for Unswept NACA 65A004 Airfoil

An empirical relation has been obtained by which the change in drag coefficient caused by ice formations on an unswept NACA 65AO04 airfoil section can be determined from the following icing and operating conditions: icing time, airspeed, air total temperature, liquid-water content, cloud droplet impingement efficiencies, airfoil chord length, and angles of attack. The correlation was obtained by use of measured ice heights and ice angles. These measurements were obtained from a variety of ice formations, which were carefully photographed, cross-sectioned, and weighed. Ice weights increased at a constant rate with icing time in a rime icing condition and at progressively increasing rates in glaze icing conditions. Initial rates of ice collection agreed reasonably well with values predicted from droplet impingement data. Experimental droplet impingement rates obtained on this airfoil section agreed with previous theoretical calculations for angles of attack of 40 or less. Disagreement at higher angles of attack was attributed to flow separation from the upper surface of the experimental airfoil model.

Gray, Vernon H.

Icing and De-Icing of a Propeller with Internal Electric Blade Heaters

An investigation has been made in the NACA Cleveland icing research tunnel to determine the de-icing effectiveness of an experimental configuration of an Internal electric propeller-blade heater. Two atmospheric Icing conditions and two propeller operating conditions were Investigated, In experiments with unheated blades and with heat applied to the blades both continuously and cyclically. Data are presented to show the effect of propeller speed., ambient air temperature and liquid-water concentration, and the duration of the heat-on and cycle times on the power requirements and de-Icing performance of the blade heaters. The extent of ice-covered area on the blades for various icing ax4 operating conditions has been determined. The largest iced area was obtained at the higher ambient-air temperatures and at low propeller speed. The ohord.wise extent of Icing In practically every case was greater than that covered by blade heaters. Adequate de-icing in the heated area with continuous application of heat was obtained with the power available but a maximum power, input of 1250 watts per blade was insufficient for cyclic de-Icing for the range of conditions investigated. Blade-surface temperature rates of rise of 0.2 to 0.7 F per second were obtained and the minimum cooling period for cyclic de-icing was found to be approximately 2-1/2 times the heating period.

Lewis, James P.

Ice sheet margins and ice shelves

The effect of climate warming on the size of ice sheet margins in polar regions is considered. Particular attention is given to the possibility of a rapid response to warming on the order of tens to hundreds of years. It is found that the early response of the polar regions to climate warming would be an increase in the area of summer melt on the ice sheets and ice shelves. For sufficiently large warming (5-10C) the delayed effects would include the breakup of the ice shelves by an increase in ice drainage rates, particularly from the ice sheets. On the basis of published data for periodic changes in the thickness and melting rates of the marine ice sheets and fjord glaciers in Greenland and Antarctica, it is shown that the rate of retreat (or advance) of an ice sheet is primarily determined by: bedrock topography; the basal conditions of the grounded ice sheet; and the ice shelf condition downstream of the grounding line. A program of satellite and ground measurements to monitor the state of ice sheet equilibrium is recommended.

Thomas, R. H.

Coupled ice-ocean dynamics in the marginal ice zones Upwelling/downwelling and eddy generation

This study is aimed at modeling mesoscale processes such as upwelling/downwelling and ice edge eddies in the marginal ice zones. A two-dimensional coupled ice-ocean model is used for the study. The ice model is coupled to the reduced gravity ocean model through interfacial stresses. The parameters of the ocean model were chosen so that the dynamics would be nonlinear. The model was tested by studying the dynamics of upwelling. Wings parallel to the ice edge with the ice on the right produce upwelling because the air-ice momentum flux is much greater than air-ocean momentum flux; thus the Ekman transport is greater than the ice than in the open water. The stability of the upwelling and downwelling jets is discussed. The downwelling jet is found to be far more unstable than the upwelling jet because the upwelling jet is stabilized by the divergence. The constant wind field exerted on a varying ice cover will generate vorticity leading to enhanced upwelling/downwelling regions, i.e., wind-forced vortices. Steepening and strengthening of vortices are provided by the nonlinear terms. When forcing is time-varying, the advection terms will also redistribute the vorticity. The wind reversals will separate the vortices from the ice edge, so that the upwelling enhancements are pushed to the open ocean and the downwelling enhancements are pushed underneath the ice.

Hakkinen, S.

Characterization of Ice Roughness From Simulated Icing Encounters

Detailed measurements of the size of roughness elements on ice accreted on models in the NASA Lewis Icing Research Tunnel (IRT) were made in a previous study. Only limited data from that study have been published, but included were the roughness element height, diameter and spacing. In the present study, the height and spacing data were found to correlate with the element diameter, and the diameter was found to be a function primarily of the non-dimensional parameters freezing fraction and accumulation parameter. The width of the smooth zone which forms at the leading edge of the model was found to decrease with increasing accumulation parameter. Although preliminary, the success of these correlations suggests that it may be possible to develop simple relationships between ice roughness and icing conditions for use in ice-accretion-prediction codes. These codes now require an ice-roughness estimate to determine convective heat transfer. Studies using a 7.6-cm-diameter cylinder and a 53.3-cm-chord NACA 0012 airfoil were also performed in which a 1/2-min icing spray at an initial set of conditions was followed by a 9-1/2-min spray at a second set of conditions. The resulting ice shape was compared with that from a full 10-min spray at the second set of conditions. The initial ice accumulation appeared to have no effect on the final ice shape. From this result, it would appear the accreting ice is affected very little by the initial roughness or shape features.

Anderson, David N.

An Investigation of the Icing and Heated-air De-icing Characteristics of the R-2600-13 Induction System

A laboratory investigation was made on a Holley 1685-HB carburetor mounted on an R-2600-13 supercharger assembly to determine the icing characteristics and the heated-air de-icing requirements of this portion of the B-25D airplane induction system. Icing has been found to be most prevalent at relatively small throttle openings and, consequently, all runs were made at simulated 60-percent normal rated power condition. Icing characteristics were determined during a series of 15-minute runs over a range of inlet-air conditions. For the de-icing investigation severe impact ice was allowed to form in the induction system and the time required for the recovery of 95 percent of the maximum possible air flow at the original throttle setting was then determined for a range of wet-bulb temperatures. Results of these runs showed that ice on the walls of the carburetor adapter and on the rim of the impeller-shroud portion of the supercharger diffuser plate did not affect engine operation at 60-percent normal rated power. Ice that adversely affected the air flow and the fuel-air ratio was formed only on the central web of the carburetor and then only when the inlet air was saturated or contained free moisture in excess of saturation. No serious ice formations were observed at inlet-air temperatures above 66 0 F or with an inlet-air enthalpy greater than 34 Btu per pound. The maximum temperature at. which any trace of icing could be detected was 1110 F with a relative humidity of approximately 28 percent, The air-flow recovery time for emergency de-icing was 0.3 minute for.an enthalpy of 35 Btu per pound or wet-bulb temperature of 68 0 F. Further increase in enthalpy and wet-bulb temperature above these values resulted in very slight improvement in recovery time. The fuel-air ratio restored by a 5-Minute application of heated air was approximately 7 percent less than the initial value for cold-air conditions.

Chapman, Gilbert E.

Variability and Trends in Sea Ice Extent and Ice Production in the Ross Sea

Salt release during sea ice formation in the Ross Sea coastal regions is regarded as a primary forcing for the regional generation of Antarctic Bottom Water. Passive microwave data from November 1978 through 2008 are used to examine the detailed seasonal and interannual characteristics of the sea ice cover of the Ross Sea and the adjacent Bellingshausen and Amundsen seas. For this period the sea ice extent in the Ross Sea shows the greatest increase of all the Antarctic seas. Variability in the ice cover in these regions is linked to changes in the Southern Annular Mode and secondarily to the Antarctic Circumpolar Wave. Over the Ross Sea shelf, analysis of sea ice drift data from 1992 to 2008 yields a positive rate of increase in the net ice export of about 30,000 sq km/yr. For a characteristic ice thickness of 0.6 m, this yields a volume transport of about 20 cu km/yr, which is almost identical, within error bars, to our estimate of the trend in ice production. The increase in brine rejection in the Ross Shelf Polynya associated with the estimated increase with the ice production, however, is not consistent with the reported Ross Sea salinity decrease. The locally generated sea ice enhancement of Ross Sea salinity may be offset by an increase of relatively low salinity of the water advected into the region from the Amundsen Sea, a consequence of increased precipitation and regional glacial ice melt.

Comiso, Josefino

The Effect of Stainless Steel 304 Surface Roughness on Ice Adhesion Shear Strength of Accreted Impact Ice

Aircraft in-flight icing is problematic due to the ad-verse effect on vehicle performance. It occurs when supercooled water droplets (SCWD) present in clouds, under the appropriate environmental conditions, col-lide with the aircraft surface resulting in accretion of ice (i.e., impact icing). Impact ice can range from clear/glaze to rime or a combination of the two (i.e., mixed) with the type determined by the air temperature (0 to -20°C), liquid water content (LWC, 0.3-0.6 g/cu.m), and droplet size [median volumetric diameter (MVD) of 15-40 µm] present during accretion.1 These impact icing events generally occur at temperatures ranging from 0 to -20°C. Below -20°C, ice crystals dominate the environment and typically do not adhere to the aircraft surface. A main difference between an impact icing occurrence and a slow growth icing (i.e., freezer ice) one is the speed of the icing event. Besides environmental conditions, ice adhesion strength (IAS) to a metallic substrate depends upon surface roughness. It is known that increasing surface roughness and decreasing temperature lead to in-creases in IAS.

Smith, Joseph G., Jr.

Comparison of the CALIPSO Level 3 Ice Cloud Product with the DARDAR and 2C-ICE products

Understanding the vertical distribution of ice clouds is crucial for climate modeling and weather forecasting. Since its launch to space in 2006, the Cloud-Aerosol Lidar with Orthogonal Polarization instrument (CALIOP) onboard the CALIPSO spacecraft has been providing unprecedented high-quality profiles of ice clouds, especially optically thin cirrus clouds, during both day and night, on a global scale. Recently the lidar science working group at the NASA Langley Research Center delivered a level 3 (L3) ice cloud product which reports monthly statistics of ice cloud extinction coefficient and ice water content on a uniform 3-dimensional spatial grid. This presentation compares the ice cloud climatology derived from this product with two other ice cloud products, namely the raDAR/liDAR(DARDAR) ice cloud product and the CloudSat-CALIPSO Ice Cloud Property Product (2C-ICE). Using processing similar to the CALIPSO L3 product, granules of DARDAR and 2C-ICE data have been processed into monthly statistics for a better comparison. Similarities and differences will be presented and discussed. The findings illustrate the strengths of the different products and help to identify which product might be most appropriate for a given research topic.

Xia Cai

Tidal Modulation of Ice-shelf Flow: a Viscous Model of the Ross Ice Shelf

Three stations near the calving front of the Ross Ice Shelf, Antarctica, recorded GPS data through a full spring-neap tidal cycle in November 2005. The data revealed a diurnal horizontal motion that varied both along and transverse to the long-term average velocity direction, similar to tidal signals observed in other ice shelves and ice streams. Based on its periodicity, it was hypothesized that the signal represents a flow response of the Ross Ice Shelf to the diurnal tides of the Ross Sea. To assess the influence of the tide on the ice-shelf motion, two hypotheses were developed. The first addressed the direct response of the ice shelf to tidal forcing, such as forces due to sea-surface slopes or forces due to sub-ice-shelf currents. The second involved the indirect response of ice-shelf flow to the tidal signals observed in the ice streams that source the ice shelf. A finite-element model, based on viscous creep flow, was developed to test these hypotheses, but succeeded only in falsifying both hypotheses, i.e. showing that direct tidal effects produce too small a response, and indirect tidal effects produce a response that is not smooth in time. This nullification suggests that a combination of viscous and elastic deformation is required to explain the observations.

Tidal

An Initial Study of the Fundamentals of Ice Crystal Icing Physics in the NASA Propulsion Systems Laboratory

This presentation shows results from an initial study of the fundamental physics of ice-crystal ice accretion using the NASA Propulsion Systems Lab (PSL). Ice accretion due to the ingestion of ice-crystals is being attributed to numerous jet-engine power-loss events. The NASA PSL is an altitude jet-engine test facility which has recently added a capability to inject ice particles into the flow. NASA is evaluating whether this facility, in addition to full-engine and motor-driven-rig tests, can be used for more fundamental ice-accretion studies that simulate the different mixed-phase icing conditions along the core flow passage of a turbo-fan engine compressor. The data from such fundamental accretion tests will be used to help develop and validate models of the accretion process. The present study utilized a NACA0012 airfoil. The mixed-phase conditions were generated by partially freezing the liquid-water droplets ejected from the spray bars. This presentation shows data regarding (1) the freeze out characteristics of the cloud, (2) changes in aerothermal conditions due to the presence of the cloud, and (3) the ice accretion characteristics observed on the airfoil model. The primary variable in this test was the PSL plenum humidity which was systematically varied for two duct-exit-plane velocities (85 and 135 ms) as well as two particle size clouds (15 and 50 m MVDi). The observed clouds ranged from fully glaciated to fully liquid, where the liquid clouds were at least partially supercooled. The air total temperature decreased at the test section when the cloud was activated due to evaporation. The ice accretions observed ranged from sharp arrow-like accretions, characteristic of ice-crystal erosion, to cases with double-horn shapes, characteristic of supercooled water accretions.

upwind schemes

Further Examinations of Bimodal SLD Ice Accretion in the NASA Icing Research Tunnel

An ice shape database has been created to document ice accretions on a 72-inch chord NACA 23012 airfoil model resulting from an exposure to a Supercooled Large Drop (SLD) icing cloud with a bimodal drop size distribution. The ice shapes created were documented with photographs, laser scanned surface measurements over a section of the model span, and measurement of the ice mass over the same section of each accretion. The icing conditions used in the test matrix were based upon previously measured ice shapes on the same model to connect the current database to previously measured information. Ice shapes resulting from the bimodal distribution as well as from equivalent mono-modal drop size distributions were obtained and compared. Results indicate that the ice shapes resulting from the bimodal drop size distributions had higher mass and volume values than their mono-modal distribution equivalents as well as having icing limits that extended further back on the chord of the model.

Aircraft

Ice Shape Analysis of an eVTOL Propeller in Forward Flight at the NASA Glenn Icing Research Tunnel

Advanced Air Mobility (AAM) introduces many novel electric vertical takeoff and landing (eVTOL) aircraft configurations for which the effect of icing is not well understood. While icing computational tools have often aided in the design and certification of conventional aircraft, experimental data is needed to support the development and validation of such tools for eVTOL applications. To investigate the icing phenomenon relevant to eVTOL aircraft, NASA Glenn Research Center developed a general-purpose propeller test stand for conducting fundamental icing research on electrically driven propellers in the Icing Research Tunnel (IRT). A 10-day test entry in the IRT was completed in March, 2023, with the goal of generating ice accretions on a non-proprietary propeller geometry under well-characterized conditions. Three carbon fiber propellers of diameters 0.610, 0.711, and 0.914 m (24, 28, and 36 in) were used during the test. Various parametric sweeps of cloud and operating conditions were performed to evaluate the sensitivity of the parameters on the resulting ice accretion characteristics such as ice thickness, mass, location (impingement limits), and type (glaze vs rime). Ice shapes were reviewed for their repeatability, correctness of trends, and sensitivity to parameter variations. The data from the test is being used to support the development of the ice accretion solver, GlennICE.

Icing

Ice Shape Analysis of an eVTOL Propeller in Forward Flight at the NASA Glenn Icing Research Tunnel

Advanced Air Mobility (AAM) introduces many novel electric vertical takeoff and landing (eVTOL) aircraft configurations for which the effect of icing is not well understood. While icing computational tools have often aided in the design and certification of conventional aircraft, experimental data is needed to support the development and validation of such tools for eVTOL applications. To investigate the icing phenomenon relevant to eVTOL aircraft, NASA Glenn Research Center developed a general-purpose propeller test stand for conducting fundamental icing research on electrically driven propellers in the Icing Research Tunnel (IRT). A 10-day test entry in the IRT was completed in March, 2023, with the goal of generating ice accretions on a non-proprietary propeller geometry under well-characterized conditions. Three carbon fiber propellers of diameters 0.610, 0.711, and 0.914 m (24, 28, and 36 in) were used during the test. Various parametric sweeps of cloud and operating conditions were performed to evaluate the sensitivity of the parameters on the resulting ice accretion characteristics such as ice thickness, mass, location (impingement limits), and type (glaze vs rime). Ice shapes were reviewed for their repeatability, correctness of trends, and sensitivity to parameter variations. The data from the test is being used to support the development of the ice accretion solver, GlennICE.

Icing