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At least 1,513 records · Page 84
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NASA NTRS1994

The downward flux of O(+) over the nightside of Venus

We have constructed a map of the downward flux of O(+) over the nightside of Venus at high and low solar activities through a combination of modeling and analysis of Pioneer Venus ion mass spectrometer data. O(+) density profiles were obtained for almost 40 inbound or outbound segments of orbits from the first 2 years of the mission and about 40 more in the recent reentry phase of the mission. We have determined the nearly linear relationship between the 0(+) maximum density and the downward O(+) flux for several solar zenith angles and local times by constructing models of the nightside ionosphere of Venus for a range of downward ion fluxes at the upper boundaries. We find that the largest downward fluxes occur near the terminators, and the fluxes fall off sharply toward the antisolar point. Although the standard deviations in the data are large, there is a suggestion of a local maximum near 155 deg, and the location of this maximum correlates fairly well with structure in the peak electron density as a function of solar zenith angle reported for the Pioneer Venus radio occulation experiment. The average downward ion flux is inferred to be about 1.7 x 10(exp 8)/sq cm/sec over the nightside hemisphere at solar maximum and a factor of 7 less at moderately low solar activity.

Brannon, J. J.↗
NASA NTRS1994

Near-surface ice on Mercury and the Moon: A topographic thermal model

A thermal model that can be easily adapted to craters of arbitrary shape is developed and applied to high-latitude impact craters on Mercury and the Moon, Chao Meng Fu crater at -87.5 deg L on Mercury, an unnamed bowl-shaped crater at 86.7 deg L on Mercury, and Peary crater at 88.6 deg L on the Moon. For an assumed input topography and grid of surface elements, the model computes for each element the irradiation from direct insolation and reflected and emitted radiation from other elements, taking into account shadowing by walls of the crater, partial obscuration of the solar disk near the poles and the diurnal, orbital, and seasonal cycles. Temperatures are computed over the surface grid as functions of depth and time from the surface to a specified depth and over the pertinent astronomical cycles, including the effects of direct and indirect surface irradiation, infrared radiation, heat conduction, and interior heating. Vapor fluxes and ice recession times are computed as functions of ice depth over the surface grid. Temperatures profiles, vapor fluxes, and ice recession times were computed for flat surfaces not associated with craters near the poles of Mercury and the Moon. It was found that water ice could have existed throughout geologic time within the maximum radar detection depth of recent observation of Mercury (J. K. Harmon and M. A. Slade, 1992, Science 258, 640-643) poleward of approximately 87 - 88 deg L on Mercury and poleward of approximately 73 deg L on the Moon. For Chao Meng Fu crater it was found that approximately 40% of the crater floor is permanently shadowed from direct solar insolation, while the remainder of the crater floor is periodically illuminated by a partially obscured Sun. Temperatures at the upper levels of the south wall can slightly exceed 550 K. Surface temperatures in the permanently shadowed region of the crater floor are under approximately 130 K, which could have allowed water ice to exist throughout geologic time within the radar detection depth of recent observation of Mercury. For small bowl-shaped crater on Mercury, it was found that most of the crater is permanently shadowed from direct solar radiation, except for a narrow semicircular band bordering the north rim. However, temperatures in the permanently shadowed region periodically reach a maximum near approximately 315 K due to efficient heating of the small crater by thermal emission and reflection from the small sunlit region, which periodically reaches temperatures exceeding 630 K. Water ice could not have existed throughout geologic time anywhere in this crater within the radar detection depth. For Peary crater on the Moon, the entire crater floor is permanently shadowed from direct solar insolation with maximum temperature under 120 K. The upper level of the north wall periodically reaches a maximum temperature near 310 K. The low temperatures on the crater floor would have allowed water ice to exist near the surface throughout geologic time, provided that the Moon's obliquity was always as low as it is at present.

Salvail, James R.↗
NASA NTRS1995

Large-scale structure of solar wind as observed on the Prognoz 7 satellite

Properties of different solar wind streams depend on the large scale structure of coronal magnetic field and dynamical phenomena in the solar atmosphere. We present average values and distributions of MHD parameters (density, velocity, temperature, fluxes of mass, momentum and energy, ratio of thermal and magnetic pressures, as well as helium abundance) as observed on board the Prognoz 7 satellite in the different types of the solar wind streams connected with solar corona structure and phenomena: (1) heliospheric current sheet, (2) streams from coronal holes, (3) streams from coronal streamers, (4) plasma disturbed by interplanetary shocks, and (5) coronal mass ejections. As for quasistationary streams of solar wind, maximum mass flux is recorded in the streams emanating from the coronal streamers while maximum thermal and kinetic energy fluxes are observed in the streams from the coronal holes. The momentum fluxes are equal in both types of streams. Maximum ratio of thermal and magnetic pressures is observed in heliospheric current sheet. The maximum helium abundance is observed in coronal mass ejection, it is higher in streams from coronal holes than in streams from streamers, and its dependences on density and mass flux are different in different types of the streams. Dynamics of alpha-particle velocity and temperature relative to protons in different streams is discussed.

Yermolaev, Yu. I.↗
NASA NTRS1996

On Determining the Rise, Size, and Duration Classes of a Sunspot Cycle

The behavior of ascent duration, maximum amplitude, and period for cycles 1 to 21 suggests that they are not mutually independent. Analysis of the resultant three-dimensional contingency table for cycles divided according to rise time (ascent duration), size (maximum amplitude), and duration (period) yields a chi-square statistic (= 18.59) that is larger than the test statistic (= 9.49 for 4 degrees-of-freedom at the 5-percent level of significance), thereby, inferring that the null hypothesis (mutual independence) can be rejected. Analysis of individual 2 by 2 contingency tables (based on Fisher's exact test) for these parameters shows that, while ascent duration is strongly related to maximum amplitude in the negative sense (inverse correlation) - the Waldmeier effect, it also is related (marginally) to period, but in the positive sense (direct correlation). No significant (or marginally significant) correlation is found between period and maximum amplitude. Using cycle 22 as a test case, we show that by the 12th month following conventional onset, cycle 22 appeared highly likely to be a fast-rising, larger-than-average-size cycle. Because of the inferred correlation between ascent duration and period, it also seems likely that it will have a period shorter than average length.

Wilson, Robert M.↗
NASA NTRS1995

Wake Flow About the Mars Pathfinder Entry Vehicle

A computational approach is used to describe the aerothermodynamics of the Mars Pathfinder vehicle entering the Mars atmosphere at the maximum heating and maximum deceleration points in its trajectory. Ablating and nonablating boundary conditions are developed which produce maximum recombination of CO2 on the surface. For the maximum heating trajectory point, an axisymmetric, nonablating calculation predicts a stagnation-point value for the convective heating of 115 W/cm(exp 2). Radiative heating estimates predict an additional 5-12 W/cm(exp 2) at the stagnation point. Peak convective heating on the afterbody occurs on the vehicle's flat stern with a value of 5.9% of the stagnation value. The forebody flow exhibits chemical nonequilibrium behavior, and the flow is frozen in the near wake. Including ablation injection on the forebody lowers the stagnation-point convective heating 18%.

Mitcheltree, R. A.↗
NASA NTRS1995

Determining the Accuracy of Aerodynamic Model Parameters Estimated from Flight Test Data

An important part of building mathematical models based on measured data is calculating the accuracy associated with statistical estimates of the model parameters. Indeed, without some idea of this accuracy, the parameter estimates themselves have limited value. In this work, an expression for computing quantitatively correct parameter accuracy measures for maximum likelihood parameter estimates with colored residuals is developed and validated. This result is important because experience in analyzing flight test data reveals that the output residuals from maximum likelihood estimation are almost always colored. The calculations involved can be appended to conventional maximum likelihood estimation algorithms. Monte Carlo simulation runs were used to show that parameter accuracy measures from the new technique accurately reflect the quality of the parameter estimates from maximum likelihood estimation without the need for correction factors or frequency domain analysis of the output residuals. The technique was applied to flight test data from repeated maneuvers flown on the F-18 High Alpha Research Vehicle (HARV). As in the simulated cases, parameter accuracy measures from the new technique were in agreement with the scatter in the parameter estimates from repeated maneuvers, while conventional parameter accuracy measures were optimistic.

Morelli, Eugene A.↗
NASA NTRS1997

Experimental Investigation of Unsteady Shock Wave Turbulent Boundary Layer Interactions About a Blunt Fin

A series of experiments were performed to investigate the effects of Mach number variation on the characteristics of the unsteady shock wave/turbulent boundary layer interaction generated by a blunt fin. A single blunt fin hemicylindrical leading edge diameter size was used in all of the experiments which covered the Mach number range from 2.0 to 5.0. The measurements in this investigation included surface flow visualization, static and dynamic pressure measurements, both on centerline and off-centerline of the blunt fin axis. Surface flow visualization and static pressure measurements showed that the spatial extent of the shock wave/turbulent boundary layer interaction increased with increasing Mach number. The maximum static pressure, normalized by the incoming static pressure, measured at the peak location in the separated flow region ahead of the blunt fin was found to increase with increasing Mach number. The mean and standard deviations of the fluctuating pressure signals from the dynamic pressure transducers were found to collapse to self-similar distributions as a function of the distance perpendicular to the separation line. The standard deviation of the pressure signals showed initial peaked distribution, with the maximum standard deviation point corresponding to the location of the separation line at Mach number 3.0 to 5.0. At Mach 2.0 the maximum standard deviation point was found to occur significantly upstream of the separation line. The intermittency distributions of the separation shock wave motion were found to be self-similar profiles for all Mach numbers. The intermittent region length was found to increase with Mach number and decrease with interaction sweepback angle. For Mach numbers 3.0 to 5.0 the separation line was found to correspond to high intermittencies or equivalently to the downstream locus of the separation shock wave motion. The Mach 2.0 tests, however, showed that the intermittent region occurs significantly upstream of the separation line. Power spectral densities measured in the intermittent regions were found to have self-similar frequency distributions when compared as functions of a Strouhal number for all Mach numbers and interaction sweepback angles. The maximum zero-crossing frequencies were found to correspond with the peak frequencies in the power spectra measured in the intermittent region.

Barnhart, Paul J.↗
NASA NTRS1995

New Observations of Subarcsecond Photospheric Bright Points

We have used an interference filter centered at 4305 A within the bandhead of the CH radical (the 'G band') and real-time image selection at the Swedish Vacuum Solar Telescope on La Palma to produce very high contrast images of subarcsecond photospheric bright points at all locations on the solar disk. During the 6 day period of 1993 September 15-20 we observed active region NOAA 7581 from its appearance on the East limb to a near-disk-center position on September 20. A total of 1804 bright points were selected for analysis from the disk center image using feature extraction image processing techniques. The measured Full Width at Half Maximum (FWHM) distribution of the bright points in the image is lognormal with a modal value of 220 km (0 sec .30) and an average value of 250 km (0 sec .35). The smallest measured bright point diameter is 120 km (0 sec .17) and the largest is 600 km (O sec .69). Approximately 60% of the measured bright points are circular (eccentricity approx. 1.0), the average eccentricity is 1.5, and the maximum eccentricity corresponding to filigree in the image is 6.5. The peak contrast of the measured bright points is normally distributed. The contrast distribution variance is much greater than the measurement accuracy, indicating a large spread in intrinsic bright-point contrast. When referenced to an averaged 'quiet-Sun' area in the image, the modal contrast is 29% and the maximum value is 75%; when referenced to an average intergranular lane brightness in the image, the distribution has a modal value of 61% and a maximum of 119%. The bin-averaged contrast of G-band bright points is constant across the entire measured size range. The measured area of the bright points, corrected for pixelation and selection effects, covers about 1.8% of the total image area. Large pores and micropores occupy an additional 2% of the image area, implying a total area fraction of magnetic proxy features in the image of 3.8%. We discuss the implications of this area fraction measurement in the context of previously published measurements which show that typical active region plage has a magnetic filling factor on the order of 10% or greater. The results suggest that in the active region analyzed here, less than 50% of the small-scale magnetic flux tubes are demarcated by visible proxies such as bright points or pores.

Berger, T. E.↗
NASA NTRS1997

Accuracy of Aerodynamic Model Parameters Estimated from Flight Test Data

An important put of building mathematical models based on measured date is calculating the accuracy associated with statistical estimates of the model parameters. Indeed, without some idea of this accuracy, the parameter estimates themselves have limited value. An expression is developed for computing quantitatively correct parameter accuracy measures for maximum likelihood parameter estimates when the output residuals are colored. This result is important because experience in analyzing flight test data reveals that the output residuals from maximum likelihood estimation are almost always colored. The calculations involved can be appended to conventional maximum likelihood estimation algorithms. Monte Carlo simulation runs were used to show that parameter accuracy measures from the new technique accurately reflect the quality of the parameter estimates from maximum likelihood estimation without the need for correction factors or frequency domain analysis of the output residuals. The technique was applied to flight test data from repeated maneuvers flown on the F-18 High Alpha Research Vehicle. As in the simulated cases, parameter accuracy measures from the new technique were in agreement with the scatter in the parameter estimates from repeated maneuvers, whereas conventional parameter accuracy measures were optimistic.

Morelli, Eugene A.↗
NASA NTRS1998

Analysis and Testing of Plates with Piezoelectric Sensors and Actuators

Piezoelectric material inherently possesses coupling between electrostatics and structural dynamics. Utilizing linear piezoelectric theory results in an intrinsically coupled pair of piezoelectric constitutive equations. One equation describes the direct piezoelectric effect where strains produce an electric field and the other describes the converse effect where an applied electrical field produces strain. The purpose of this study is to compare finite element analysis and experiments of a thin plate with bonded piezoelectric material. Since an isotropic plate in combination with a thin piezoelectric layer constitutes a special case of a laminated composite, the classical laminated plate theory is used in the formulation to accommodated generic laminated composite panels with multiple bonded and embedded piezoelectric layers. Additionally, the von Karman large deflection plate theory is incorporated. The formulation results in laminate constitutive equations that are amiable to the inclusion of the piezoelectric constitutive equations yielding in a fully electro-mechanically coupled composite laminate. Using the finite element formulation, the governing differential equations of motion of a composite laminate with embedded piezoelectric layers are derived. The finite element model not only considers structural degrees of freedom (d.o.f.) but an additional electrical d.o.f. for each piezoelectric layer. Comparison between experiment and numerical prediction is performed by first treating the piezoelectric as a sensor and then again treating it as an actuator. To assess the piezoelectric layer as a sensor, various uniformly distributed pressure loads were simulated in the analysis and the corresponding generated voltages were calculated using both linear and nonlinear finite element analyses. Experiments were carried out by applying the same uniformly distributed loads and measuring the resulting generated voltages and corresponding maximum plate deflections. It is found that a highly nonlinear relationship exists between maximum deflection and voltage versus pressure loading. In order to assess comparisons of predicted and measured piezoelectric actuation, sinusoidal excitation voltages are simulated/applied and maximum deflections are calculated/measured. The maximum deflection as a function of time was determined using the linear finite elements analysis. Good correlation between prediction and measurement was achieved in all cases.

Bevan, Jeffrey S.↗
NASA NTRS1998

Two-Dimensional High-Lift Aerodynamic Optimization Using Neural Networks

The high-lift performance of a multi-element airfoil was optimized by using neural-net predictions that were trained using a computational data set. The numerical data was generated using a two-dimensional, incompressible, Navier-Stokes algorithm with the Spalart-Allmaras turbulence model. Because it is difficult to predict maximum lift for high-lift systems, an empirically-based maximum lift criteria was used in this study to determine both the maximum lift and the angle at which it occurs. The 'pressure difference rule,' which states that the maximum lift condition corresponds to a certain pressure difference between the peak suction pressure and the pressure at the trailing edge of the element, was applied and verified with experimental observations for this configuration. Multiple input, single output networks were trained using the NASA Ames variation of the Levenberg-Marquardt algorithm for each of the aerodynamic coefficients (lift, drag and moment). The artificial neural networks were integrated with a gradient-based optimizer. Using independent numerical simulations and experimental data for this high-lift configuration, it was shown that this design process successfully optimized flap deflection, gap, overlap, and angle of attack to maximize lift. Once the neural nets were trained and integrated with the optimizer, minimal additional computer resources were required to perform optimization runs with different initial conditions and parameters. Applying the neural networks within the high-lift rigging optimization process reduced the amount of computational time and resources by 44% compared with traditional gradient-based optimization procedures for multiple optimization runs.

Greenman, Roxana M.↗
NASA NTRS1961

The Use of Drag Modulation to Limit the Rate at Which Deceleration Increases During Nonlifting Entry

The method developed in NASA TN D-319 for studying the atmosphere entry of vehicles with varying aerodynamic forces has been applied to obtain a closed-form solution for the motion, heating, range, and variation of the vehicle parameter m/C(D)A for nonlifting entries during which the rate of increase of deceleration is limited. The solution is applicable to vehicles of arbitrary weight, size, and shape, and to arbitrary atmospheres. Results have been obtained for entries into the earth's atmosphere at escape velocity during which the maximum deceleration and the rate at which deceleration increases were limited. A comparison of these results with those of NASA TN D-319, in which only the maximum deceleration was limited, indicates that for a given corridor depth, limiting the rate of increase of deceleration and the maximum deceleration requires an increase in the magnitude of the change in M/C(D)A and results in increases in maximum heating rate, total heat absorbed at the stagnation point, and range.

Levy, Lionel L., Jr.↗
NASA NTRS1959

Human Tolerance to Rapidly Applied Accelerations: A Summary of the Literature

The literature is surveyed to determine human tolerance to rapidly applied accelerations. Pertinent human and animal experiments applicable to space flight and to crash impact forces are analyzed and discussed. These data are compared and presented on the basis of a trapezoidal pulse. The effects of body restraint and of acceleration direction, onset rate, and plateau duration on the maximum tolerable and survivable rapidly applied accelerations are shown. Results of the survey indicate that adequate torso and extremity restraint is the primary variable in tolerance to rapidly applied accelerations. The harness, or restraint system, must be arranged to transmit the major portion of the accelerating force directly to the pelvic structure and not via the vertebral column. When the conditions of adequate restraint have been met, then the other variables, direction, magnitude, and onset rate of rapidly applied accelerations, govern maximum tolerance and injury limits. The results also indicate that adequately stressed aft-faced passenger seats offer maximum complete body support with minimum objectionable harnessing. Such a seat, whether designed for 20-, 30-, or 40-G dynamic loading, would include lap strap, chest (axillary) strap, and winged-back seat to increase headward and lateral G protection, full-height integral head rest, arm rests (load-bearing) with recessed hand-holds and provisions to prevent arms from slipping either laterally or beyond the seat back, and leg support to keep the legs from being wedged under the seat. For crew members and others whose duties require forward-facing seats, maximum complete body support requires lap, shoulder, and thigh straps, lap-belt tie-down strap, and full-height seat back with integral head support.

Eiband, A. Martin↗
NASA NTRS1961

Flight-Path Characteristics for Decelerating From Supercircular Speed

Characteristics of the following six flight paths for decelerating from a supercircular speed are developed in closed form: constant angle of attack, constant net acceleration, constant altitude" constant free-stream Reynolds number, and "modulated roll." The vehicles were required to remain in or near the atmosphere, and to stay within the aerodynamic capabilities of a vehicle with a maximum lift-drag ratio of 1.0 and within a maximum net acceleration G of 10 g's. The local Reynolds number for all the flight paths for a vehicle with a gross weight of 10,000 pounds and a 600 swept wing was found to be about 0.7 x 10(exp 6). With the assumption of a laminar boundary layer, the heating of the vehicle is studied as a function of type of flight path, initial G load, and initial velocity. The following heating parameters were considered: the distribution of the heating rate over the vehicle, the distribution of the heat per square foot over the vehicle, and the total heat input to the vehicle. The constant G load path at limiting G was found to give the lowest total heat input for a given initial velocity. For a vehicle with a maximum lift-drag ratio of 1.0 and a flight path with a maximum G of 10 g's, entry velocities of twice circular appear thermo- dynamically feasible, and entries at velocities of 2.8 times circular are aerodynamically possible. The predominant heating (about 85 percent) occurs at the leading edge of the vehicle. The total ablated weight for a 10,000-pound-gross-weight vehicle decelerating from an initial velocity of twice circular velocity is estimated to be 5 percent of gross weight. Modifying the constant G load flight path by a constant-angle-of-attack segment through a flight- to circular-velocity ratio of 1.0 gives essentially a "point landing" capability but also results in an increased total heat input to the vehicle.

Luidens, Roger W.↗
NASA NTRS1959

Low-Speed Wind-Tunnel Investigation of Blowing Boundary-Layer Control on Leading- and Trailing-Edge Flaps of a Large-Scale, Low-Aspect-Ratio, 45 Swept-wing Airplane Configuration

Blowing boundary-layer control was applied to the leading- and trailing-edge flaps of a 45 deg sweptback-wing complete model in a full-scale low-speed wind-tunnel study. The principal purpose of the study was to determine the effects of leading-edge flap deflection and boundary-layer control on maximum lift and longitudinal stability. Leading-edge flap deflection alone was sufficient to maintain static longitudinal stability without trailing-edge flaps. However, leading-edge flap blowing was required to maintain longitudinal stability by delaying leading-edge flow separation when trailing-edge flaps were deflected either with or without blowing. Partial-span leading-edge flaps deflected 60 deg with moderate blowing gave the major increase in maximum lift, although higher deflection and additional blowing gave some further increase. Inboard of 0.4 semispan leading-edge flap deflection could be reduced to 40 deg and/or blowing could be omitted with only small loss in maximum lift. Trailing-edge flap lift increments were increased by boundary-layer control for deflections greater than 45 deg. Maximum lift was not increased with deflected trailing-edge flaps with blowing.

Maki, Ralph L.↗
NASA NTRS1959

Trajectory Control for Vehicles Entering the Earth's Atmosphere at Small Flight Path Angles

Methods of controlling the trajectories of high-drag-low-lift vehicles entering the earth's atmosphere at angles of attack near 90 deg and at initial entry angles up to 3 deg are studied. The trajectories are calculated for vehicles whose angle of attack can be held constant at some specified value or can be perfectly controlled as a function of some measured quantity along the trajectory. The results might be applied in the design of automatic control systems or in the design of instruments which will give the human pilot sufficient information to control his trajectory properly during an atmospheric entry. Trajectory data are compared on the basis of the deceleration, range, angle of attack, and, in some cases, the rate of descent. The aerodynamic heat-transfer rate and skin temperature of a vehicle with a simple heat-sink type of structure are calculated for trajectories made with several types of control functions. For the range of entry angles considered, it is found that the angle of attack can be controlled to restrict the deceleration down to an arbitrarily chosen level of 3g. All the control functions tried are successful in reducing the maximum deceleration to the desired level. However, in order to avoid a tendency for the deceleration to reach an initial peak decrease, and then reach a second peak, some anticipation is required in the control function so that the change in angle of attack will lead the change in deceleration. When the angle of attack is controlled in the aforementioned manner, the maximum rate of aerodynamic heat transfer to the skin is reduced, the maximum skin temperature of the vehicle is virtually unaffected, and the total heat absorbed is slightly increased. The increase in total heat can be minimized, however, by maintaining the maximum desired deceleration for as much of the trajectory as possible. From an initial angle of attack of 90 deg, the angle-of-attack requirements necessary to maintain constant values of deceleration (1g to 4g) and constant values of rate of descent (450 to 1,130 ft/sec) as long as it is aerodynamically practical are calculated and are found to be moderate in both magnitude and rate. Entry trajectories made with these types of control are presented and discussed.

Eggleston, John M.↗
NASA NTRS1997

A Comparison of Wolf's Reconstructed Record of Annual Sunspot Number with Schwabe's Observed Record of 'Clusters of Spots' for the Interval of 1826-1868

On the basis of a comparison of Wolf s reconstructed record of yearly averages of sunspot number against Schwabe's observations of yearly counts of 'clusters of spots' (i.e., the yearly number of newly appearing sunspot groups) during the interval of 1826-1868, one infers that Wolf probably misplaced and underestimated the maximum amplitude for cycle 7. In particular, Schwabe's data suggest that the maximum amplitude for cycle 7 occurred in 1828 rather than in 1830 and that it measured about 86.3 (+/-13.9; i.e., the 90% confidence level) rather than 70.4. If true, then, the ascent and descent durations for cycle 7 should be 5 years each instead of 7 and 3 years, respectively. Likewise, on the basis of the same comparison, one infers that the maximums for cycles 8 and 9, occurring, respectively, in 1837 and 1848, were of comparable size (approximately 130), although, quite possibly, the one for cycle 8 may have been smaller. Lastly, presuming the continued action of the 'odd-even' effect (i.e., the odd-numbered following cycle of Hale even-odd cycle pairs having a maximum amplitude that is of comparable or larger size than the even-numbered leading cycle) during the earlier pre-modem era of cycles 6-9, one infers that Wolf's estimate for the size of cycle 6 probably is too low.

Wilson, Robert M.↗
NASA NTRS1998

An Assessment of SeaWiFS and MODIS Ocean Coverage

Ocean coverages of SeaWiFS and MODIS were assessed for three seasons by considering monthly mean values of surface winds speeds and cloud cover. Mean and maximum coverages combined SeaWiFS and MODIS by considering combined coverages for ten-degree increments of the MODIS orbital mean anomaly. From this analysis the mean and maximum combined coverages for SeaWiFS and MODIS were determined for one and four-day periods for spring, summer, and winter seasons. Loss of coverage due to Sun glint and cloud cover were identified for both the individual and combined cases. Our analyses indicate that MODIS will enhance ocean coverage for all three seasons examined. ne combined SeaWiFS/MODIS show an increase of coverage of 42.2% to 48.7% over SeaWiFS alone for the three seasons studied; the increase in maximum one day coverage ranges from 47.5% to 52.0%. The increase in four-day coverage for the combined case ranged from 31.0% to 35.8% for mean coverage and 33.1 % to 39.2% for maximum coverage. We computed meridional distributions of coverages by binning the data into five-degree latitude bands. Our analysis shows a strong seasonal dependence of coverage. In general the meridional analysis indicates that increase in coverages for SeaWiFS/MODIS over SeaWiFS alone are greatest near the solar declination.

Woodward, Robert H.↗