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At least 163 records · Page 9
All sourcesNASA NTRSDOE OSTI
NASA NTRS1947

The Effectiveness at High Speeds of a 20-Percent-Chord Plain Trailing-Edge Flap on the NACA 65-210 Airfoil

An analysis has been made of the lift control effectiveness of a 20-percent-chord plain trailing-edge flap on the NACA 65-210 airfoil section from section lift-coefficient data obtained at Mach numbers from 0.3 to 0.875. In addition, the effectiveness of the plain flap as a lift-control device has been compared with the corresponding effectiveness of both a spoiler and a dive-recovery flap on the NACA 65-210 airfoil section. The analysis indicates that the plain trailing-edge flap employed on the 10-percent-thick airfoil at Mach numbers as high as 0.875 retains at least 50-percent of its low-speed lift-control effectiveness, and is sufficiently effective in lateral control application, assuming a rigid wing, to provide adequate airplane rolling characteristics. The plain trailing-edge flap, as compared to the spoiler and the dive-recovery flap, appears to afford the most favorable characteristics as a device for controlling lift continuously throughout the range of Mach numbers from 0.3 to 0.875. At Mach numbers above those for lift divergence of the wing, either a plain flap or a dive-recovery flap may be used on a thin airplane wing to provide auxiliary wing lift when the airplane is to be controlled in flight, other than in dives, at these Mach numbers. The choice of a lift-control device for this use, however, should include the consideration of other factors such as the increments of drag and pitching moment accompanying the use of the device, and the structural and high-speed aerodynamic characteristics of the airplane which is to employ the device.

Stivers, Louis S., Jr.↗
NASA NTRS2014

Elastically Deformable Side-Edge Link for Trailing-Edge Flap Aeroacoustic Noise Reduction

A system is provided for reducing aeroacoustic noise generated by an aircraft having wings equipped with trailing-edge flaps. The system includes a plurality of elastically deformable structures. Each structure is coupled to and along one of the side edges of one of the trailing-edge flaps, and is coupled to a portion of one of the wings that is adjacent to the one of the side edges. The structures elastically deform when the trailing-edge flaps are deployed away from the wings.

Khorrami, Mehdi R.↗
NASA NTRS1943

Preliminary Correlation of the Effects of Beveled Trailing Edges on the Hinge-Moment Characteristics of Control Surfaces

A study of available data from various tests of beveled control surfaces has been made in an attempt to develop a rational method for predicting the effects of beveled trailing edges on the hinge-moment characteristics of control surfaces in both two- and three-dimensional flow. The results of the study indicated that the change in the included angle at the control-surface trailing edge formed a convenient basis on which a correlation could be made of the effects of various profile modifications on hinge-moment characteristics. It is believed that the formulas developed will allow reasonably accurate predictions of the hinge-moment characteristics of sealed beveled control surfaces if the characteristics of the original control surfaces are known. The presence of a gap at the control-surface hinge increased the effect of beveled trailing edges on the hinge-moment characteristics at small control-surface deflections but the available data were insufficient to allow as complete a correlation as was possible for sealed controls.

Purser, Paul E.↗
NASA NTRS2015

Aeroelastic Analysis of a Flexible Wing Wind Tunnel Model with Variable Camber Continuous Trailing Edge Flap Design

This paper presents data analysis of a flexible wing wind tunnel model with a variable camber continuous trailing edge flap (VCCTEF) design for drag minimization tested at the University of Washington Aeronautical Laboratory (UWAL). The wind tunnel test was designed to explore the relative merit of the VCCTEF concept for improved cruise efficiency through the use of low-cost aeroelastic model test techniques. The flexible wing model is a 10%-scale model of a typical transport wing and is constructed of woven fabric composites and foam core. The wing structural stiffness in bending is tailored to be half of the stiffness of a Boeing 757-era transport wing while the torsional stiffness is about the same. This stiffness reduction results in a wing tip deflection of about 10% of the wing semi-span. The VCCTEF is a multi-segment flap design having three chordwise camber segments and five spanwise flap sections for a total of 15 individual flap elements. The three chordwise camber segments can be positioned appropriately to create a desired trailing edge camber. Elastomeric material is used to cover the gaps in between the spanwise flap sections, thereby creating a continuous trailing edge. Wind tunnel data analysis conducted previously shows that the VCCTEF can achieve a drag reduction of up to 6.31% and an improvement in the lift-to-drag ratio (L=D) of up to 4.85%. A method for estimating the bending and torsional stiffnesses of the flexible wingUWAL wind tunnel model from static load test data is presented. The resulting estimation indicates that the stiffness of the flexible wing is significantly stiffer in torsion than in bending by as much as 9 to 1. The lift prediction for the flexible wing is computed by a coupled aerodynamic-structural model. The coupled model is developed by coupling a conceptual aerodynamic tool Vorlax with a finite-element model of the flexible wing via an automated geometry deformation tool. Based on the comparison of the lift curve slope, the lift prediction for the rigid wing is in good agreement with the estimated lift coefficients derived from the wind tunnel test data. Due to the movement of the VCCTEF during the wind tunnel test, uncertainty in the lift prediction due to the indicated variations of the VCCTEF deflection is studied. The results show a significant spread in the lift prediction which contradicts the consistency in the aerodynamic measurements, thus suggesting that the indicated variations as measured by the VICON system may not be reliable. The lift prediction of the flexible wing agrees very well with the measured lift curve for the baseline configuration. The computed bending deflection and wash-out twist of the flexible wing also match reasonably well with the aeroelastic deflection measurements. The results demonstrate the validity of the aerodynamic-structural tool for use to analyze aerodynamic performance of flexible wings.

Wind Tunnel↗
NASA NTRS2016

Aeroelastic Response of the Adaptive Compliant Trailing Edge Transtition Section

The Adaptive Compliant Trailing Edge demonstrator was a joint task under the Environmentally Responsible Aviation Project in partnership with the Air Force Research Laboratory and FlexSys, Inc. (Ann Arbor, Michigan), chartered by the National Aeronautics and Space Administration to develop advanced technologies that enable environmentally friendly aircraft, such as continuous mold-line technologies. The Adaptive Compliant Trailing Edge demonstrator encompassed replacing the Fowler flaps on the SubsoniC Aircraft Testbed, a Gulfstream III (Gulfstream Aerospace, Savannah, Georgia) aircraft, with control surfaces developed by FlexSys, Inc., a pair of uniquely-designed, unconventional flaps to be used as lifting surfaces during flight-testing to substantiate their structural effectiveness. The unconventional flaps consisted of a main flap section and two transition sections, inboard and outboard, which demonstrated the continuous mold-line technology. Unique characteristics of the transition sections provided a challenge to the airworthiness assessment for this part of the structure. A series of build-up tests and analyses were conducted to ensure the data required to support the airworthiness assessment were acquired and applied accurately. The transition sections were analyzed both as individual components and as part of the flight-test article assembly. Instrumentation was installed in the transition sections based on the analysis to best capture the in-flight aeroelastic response. Flight-testing was conducted and flight data were acquired to validate the analyses. This paper documents the details of the aeroelastic assessment and in-flight response of the transition sections of the unconventional Adaptive Compliant Trailing Edge flaps.

ground vibration test↗
NASA NTRS2016

Wake-Induced Aerodynamics on a Trailing Aircraft

NASA conducted flight tests to measure the exhaust products from alternative fuels using a DC-8 transport aircraft and a Falcon business jet. An independent analysis of the maximum vortex-induced loads on the Falcon in the DC-8 wake was conducted for pre-flight safety analysis and to define safe trail distances for the flight tests. Static and dynamic vortex-induced aerodynamic loads on the Falcon were predicted at a matrix of locations aft of the DC-8 under flight-test conditions, and the maximum loads were compared with design limit loads to assess aircraft safety. Trajectory simulations for the Falcon during close encounters with the DC-8 wake were made to study the vortex-induced loads during traverses of the DC-8 primary trailing vortex. A parametric study of flight traverses through the trailing vortex was conducted to assess Falcon flight behavior and motion characteristics.

Mendenhall, Michael R.↗
NASA NTRS2014

Experimental Investigation of a Flexible Wing with a Variable Camber Continuous Trailing Edge Flap Design

This paper presents experimental results of a flexible wing wind tunnel model with a variable camber continuous trailing edge flap (VCCTEF) design for drag minimization, tested at the University of Washington Aeronautical Labo- ratory (UWAL). The wind tunnel test was designed to explore the relative merit of the VCCTEF concept for improved cruise efficiency through the use of low-cost aeroelastic model test techniques. The flexible wing model is a 10-scaled model of a typical transport wing and is constructed of woven fabric composites and foam core. The wing structural stiffness in bending is tailored to be half of the stiffness of a Boeing 757-era transport wing, while the torsional stiffness is about the same. This stiffness reduction results in a wing tip deflection of about 10 of the wing semi-span. The VCCTEF is a multi-segment flap design having three chordwise camber segments and five spanwise flap sections for a total of 15 individual flap elements. The three chordwise camber segments can be positioned appropriately to create a desired trailing edge camber. Elastomeric material is used to cover the gaps in between the spanwise flap sections, thereby creating a continuous trailing edge. Wind tunnel data indicate a high degree of data correlation and repeata- bility. The VCCTEF can achieve a drag reduction of up to 6.31 and an improvement in the lift-to-drag ratio (LD) of up to 4.85. The paper also presents two methods for estimating the lift coefficient of a rigid wing using a dynamic pressure correction and an aeroelastic deflection correction. Both methods provide good estimates of the rigid-wing lift coefficient.

Aerodynamics↗
NASA NTRS2021

GLOBE Observer and the GO on a Trail Data Challenge: A Citizen Science Approach to Generating a Global Land Cover Land Use Reference Dataset

Land cover and land use are highly visible indicators of climate change and human disruption to natural processes. While land cover is frequently monitored over a large area using satellite data, ground-based reference data is valuable as a comparison point. The NASA-funded GLOBE Observer (GO) program provides volunteer-collected land cover photos tagged with location, date and time, and, in some cases, land cover type. When making a full land cover observation, volunteers take six photos of the site, one facing north, south, east, and west (N-S-E-W) respectively, one pointing straight up to capture canopy and sky, and one pointing down to document ground cover. Together, the photos document a 100 meter square of land. Volunteers may then optionally tag each N-S-E-W photo with the land cover types present. Volunteers collect the data through a smartphone app, also called GLOBE Observer, resulting in consistent data. While land cover data collected through GLOBE Observer is ongoing, this paper presents the results of a data challenge held between June 1 and October 15, 2019. Called “GO on a Trail,” the challenge focused on collecting land cover observations at designated points along the Lewis and Clark National Historic Trail (LCNHT), which transects approximately 7,900 kilometers of the United States from east to west. The challenge also included an international component in which participants were recognized for the most data collected during the period. The challenge resulted in more than 2800 land cover data points from around the world with just over 900 land cover data points along the LCNHT. The data collected along the LCNHT is largely within a 1,000 meter corridor along the historic route. Internationally, the challenge had strong participation in Australia, where a Scouts Australia team-based competition was conducted in conjunction with GO on a Trail. GLOBE Observer collections can serve as reference data, ground truthing satellite imagery for the improvement and verification of broad land cover maps. Continued collection using this protocol will build a database documenting climate-related land cover and land use change into the future.

land cover↗
NASA NTRSDate not supplied

LES Analysis of Loss Anomaly in a Turbine Blade with Large Trailing Edge Radius

There is great interest in the usage of Ceramic Matrix Composites (CMC) as a turbine blade material. CMCs can tolerate higher temperatures than alloyed metallic blades, resulting in better thermal efficiency of gas turbine engines. However, depending on the manufacturing process of the CMC, blades may have a larger trailing edge thickness. The design space therefore needs to be updated due to the resulting flow physics. Recently, experimental results acquired at NASA Glenn Transonic Turbine Blade Cascade Rig showed that a loss measure generally increased with increasing trailing edge thickness. For one case however, the losses initially decreased with increasing Reynolds number but rose and peaked at Re ~1.24x10 6 and then subsequently dropped to the original pre-peak trend. A possible cause of this intriguing phenomenon was speculated to be transonic vortex shedding, which is the mechanism of vortex shedding promoted by reflected shed pressure waves at the trailing edge at relatively high Reynolds numbers and higher Mach numbers. A Reynolds-averaged Navier-Stokes (RANS) analysis or a low-resolution large eddy simulation (LES) does not reproduce this apparent anomaly and thus it is worth performing a wall-resolved LES (the total mesh count of ~290 million cells) to investigate the aerodynamics of the CMC blade in the context of transonic vortex shedding. Our numerical results at Re=1,246,350 show that the pressure waves generated by the vortex shedding in the wake travel upstream and significantly influence the transition and separation on the suction side thus enhancing the said vortex shedding in the wake. This feedback seems not to hold under a low-Re condition (Re=621,900). The Reynolds number dependence was also examined by numerical perturbation of the pressure waves in the wake and by examining how such perturbation attenuates or endures. It is confirmed that the perturbation of the pressure waves is quickly damped.

LES↗
NASA NTRSDate not supplied

Study of Trailing Edge Mini Flaps Interactions on a Wind Tunnel Scale Aspect Ratio 13.5 Common Research Model

This paper presents a computation study of an aspect ratio 13.5 wind tunnel scale Common Research Model (CRM) with trailing edge mini-flaps. A vortex-lattice model of the CRM is developed with transonic small disturbance and integral boundary-layer corrections coupled with NASTRAN equivalent beam model for the rapid CRM aeroelastic simulation. The simulations are performed with individual trailing edge mini-flap deflected and a series of groups of two adjacent trailing edge mini-flaps deflected at the same time. A surrogate model is developed to estimate the aerodynamic interactions between the flaps. To validate the surrogate model, static aeroelastic simulations are performed using FUN3D CFD solver.

Interaction↗
DOE OSTI2018

Internal cooling system with converging-diverging exit slots in trailing edge cooling channel for an airfoil in a turbine engine

An airfoil (10) is disclosed for a gas turbine engine in which the airfoil (10) includes an internal cooling system (14) with one or more converging-diverging exit slots (20) configured to increase the effectiveness of the cooling system (14) at the trailing edge (34) of the airfoil (10) by increasing the contact of cooling fluids with internal surfaces (24, 30) of the pressure and suction sides (36, 38) of the airfoil (10). In at least one embodiment, the trailing edge cooling channel (18) may include one or more converging-diverging exit slots (20) to further pressurize the trailing edge cooling channel (18) and may be formed by a first and second ribs (80, 82) extending between an outer walls (13, 12) forming the pressure and suction sides (36, 38). The converging-diverging exit slot (20) may be formed from a first converging section (84) having an inlet (86) with a larger cross-sectional area than an outlet (88) and is formed from a second diverging section (90) having an inlet (92) with a smaller cross-sectional area than an outlet (94).

42 ENGINEERING↗
DOE OSTI2023

Turbomachine blade trailing edge cooling circuit with turn passage having set of obstructions

A turbomachine blade, and a coupon for a turbomachine blade, are disclosed. The blade may include an airfoil body having a pressure side and a suction side connected by a leading edge and a trailing edge, a coolant feed passage defined in the airfoil body, and a coolant reuse passage defined in the airfoil body. The blade may also include a first cooling circuit defined in the airfoil body. The first cooling circuit may include a rearward passage extending toward the trailing edge from and fluidly coupled to the coolant feed passage, and a radially spreading return passage extending away from the trailing edge toward and fluidly coupled to the coolant reuse passage. The cooling circuit may also include a radially extending turn passage coupling the rearward passage and the radially spreading return passage. A first set of obstructions may be positioned in the radially extending turn passage.

Dyson, Thomas Earl↗
NASA NTRS2016

Evaluation of the Hinge Moment and Normal Force Aerodynamic Loads from a Seamless Adaptive Compliant Trailing Edge Flap in Flight

A seamless adaptive compliant trailing edge (ACTE) flap was demonstrated in flight on a Gulfstream III aircraft at the NASA Armstrong Flight Research Center. The trailing edge flap was deflected between minus 2 deg up and plus 30 deg down in flight. The safety-of-flight parameters for the ACTE flap experiment require that flap-to-wing interface loads be sensed and monitored in real time to ensure that the structural load limits of the wing are not exceeded. The attachment fittings connecting the flap to the aircraft wing rear spar were instrumented with strain gages and calibrated using known loads for measuring hinge moment and normal force loads in flight. The safety-of-flight parameters for the ACTE flap experiment require that flap-to-wing interface loads be sensed and monitored in real time to ensure that the structural load limits of the wing are not exceeded. The attachment fittings connecting the flap to the aircraft wing rear spar were instrumented with strain gages and calibrated using known loads for measuring hinge moment and normal force loads in flight. The interface hardware instrumentation layout and load calibration are discussed. Twenty-one applied calibration test load cases were developed for each individual fitting. The 2-sigma residual errors for the hinge moment was calculated to be 2.4 percent, and for normal force was calculated to be 7.3 percent. The hinge moment and normal force generated by the ACTE flap with a hinge point located at 26-percent wing chord were measured during steady state and symmetric pitch maneuvers. The loads predicted from analysis were compared to the loads observed in flight. The hinge moment loads showed good agreement with the flight loads while the normal force loads calculated from analysis were over-predicted by approximately 20 percent. Normal force and hinge moment loads calculated from the pressure sensors located on the ACTE showed good agreement with the loads calculated from the installed strain gages.

Hinge Moment Loads↗
NASA NTRS1945

Tests of Four Full-scale Propellers to Determine the Effect of Trailing-edge Extensions on Propeller Aerodynamic Characteristics

Propellers with trailing-edge extensions were studied to determine aerodynamic characteristics. Trailing-edge extension increased power absorbed by propeller with little loss in efficiency. Power coefficient for maximum efficiency was greater for 20% camber type extension than for 20% straight type extension over range of advance ratio of 1.0 to 2.5 although camber type was less efficient. Efficiency was about the same for cruising and high-speed at a high power coefficient for propeller with extension.

PROPELLERS - TRAILING EDGE, EXTENDED↗
DOE OSTI2024

The trailing edge is everywhere: tree rings reveal the transient risk of extinction hidden inside climate envelope forecasts

Given the importance of climate in shaping species’ geographic distributions, climate change poses an existential threat to biodiversity. Climate envelope modeling, the predominant approach used to quantify this threat, presumes that individuals in populations respond to climate variability and change according to species-level responses inferred from spatial occurrence data—such that individuals at the cool edge of a species’ distribution should benefit from warming (the “leading edge”), whereas individuals at the warm edge should suffer (the “trailing edge”). Using 1,558 tree-ring time series of an aridland pine (Pinus edulis) collected at 977 locations across the species’ distribution, we found that trees everywhere grow less in warmer-than-average and drier-than-average years. Ubiquitous negative temperature sensitivity indicates that individuals across the entire distribution should suffer with warming—the entire distribution is a trailing edge. Species-level responses to spatial climate variation are opposite in sign to individual-scale responses to time-varying climate for approximately half the species’ distribution with respect to temperature and the majority of the species’ distribution with respect to precipitation. These findings, added to evidence from the literature for scale-dependent climate responses in hundreds of species, suggest that correlative, equilibrium-based range forecasts may fail to accurately represent how individuals in populations will be impacted by changing climate. A scale-dependent view of the impact of climate change on biodiversity highlights the transient risk of extinction hidden inside climate envelope forecasts and the importance of evolution in rescuing species from extinction whenever local climate variability and change exceeds individual-scale climate tolerances.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2016

Trailed vorticity modeling for aeroelastic wind turbine simulations in stand still

Current fast aeroelastic wind turbine codes suitable for certification lack an induction model for standstill conditions. A trailed vorticity model previously used as addition to a blade element momentum theory based aerodynamic model in normal operation has been extended to allow computing the induced velocities in standstill. The model is validated against analytical results for an elliptical wing in constant inflow and against stand still measurements from the NREL/NASA Phase VI unsteady experiment. The extended model obtains good results in case of the elliptical wing, but underpredicts the steady loading for the Phase VI blade in attached flow. The prediction of the dynamic force coefficient loops from the Phase VI experiment is improved by the trailed vorticity modeling in both attached flow and stall in most cases. The exception is the tangential force coefficient in stall, where the codes and measurements deviate and no clear improvement is visible.

17 WIND ENERGY↗
DOE OSTI2026

Soil Water Retention and Hydraulic Conductivity Data and Model at Trail Creek in Taylor River Watershed, Colorado 2024-2025

This data package includes soil water retention and hydraulic conductivity data and model fitting results from measurements of ex-situ soil samples and in-situ soil sensors near Trail Creek. Soil water retention curves (SWRC) characterize soil water content as a function of soil water potential. SWRC depends on soil texture and pore structure and can be used to describe the constraints on biogeochemical processes in terms of soil water availability. In this data package, the sample identification follows the format TR-X-Y, where TR refers to Trail Creek, X is the treatment block identifier, and Y is the location identifier. Specifically, TR-ASCC1 is the control treatment block under the Adaptive Silviculture for Climate Change (ASCC) project, and TR-ASCC2 is the clear-cut treatment block. TR-ASCC-EHSn is associated with ecohydrology sites under the East-Taylor Watershed Community Observatory Sites directory, and TR-ASCC-ERTn (upslope n=1) are ecohydrology sites along the electrical resistivity tomography transects. The sample and location information can be found in metadata.csv, and the data from the soil sensors will be included in a future data version when the observation period becomes sufficiently long for data analysis. Sampling and Measurements Each sample falls into one of the two sampling methods – (1) intact cores or (2) soil sensors – and one of the two measurement methods – (a) laboratory or (b) in-situ. The intact cores were measured using the laboratory methods, which include measurements of soil water potential (HYPROP & WP4C, METER), saturated (KSAT, METER) and unsaturated hydraulic conductivity (HYPROP). The in-situ method uses a pair of co-located soil sensors to measure volumetric water content (TEROS12, METER) and soil water potential (TEROS21, METER), and the hydraulic conductivity was not measured. In comparison, the laboratory methods progress from full saturation to dry conditions, and the in-situ method includes both dry-to-wet and wet-to-dry cycles. The sampling and measurement methods for each sample can be found in metadata.csv, and more information about the measurements is detailed in the Methods section below. Models Retention and hydraulic conductivity data were fitted with four van-Genuchten-type models (specified by “model_name” column in the files): (1) traditional constrained van Genuchten model (“vG_constrained”), (2) traditional unconstrained van Genuchten model (“vG_unconstrained”), (3) PDI-variant of the constrained van Genuchten model (“vG_constrained_PDI”), and (4) PDI-variant of the unconstrained van Genuchten model (“vG_unconstrained_PDI”). The difference between the constrained (1: n) and the unconstrained (2: n, m) van Genuchten models is the number of pore-size distribution parameters in the model equations, giving the unconstrained model more degrees of freedom when fitting the data. Between the traditional and the PDI-variant models, model fitting differs the most at the dry end of the measurements. The traditional models allow infinite suction at the residual water content (water content does not drop below residual water content), and the PDI-variant models enforce a soil water potential value of pF=6.8 (~ -630 MPa) at oven-dryness (water content reaches 0). The inclusion of the van-Genuchten-type models is due to their common application. If other retention models are required, users can access the data in data.csv for further data fitting. More information about the models can be found in the Methods section below. Fitting Tasks The model fitting can be categorized into three levels of tasks (specified by “fitting_task” column in the files). Level 1 (“fit_retention”) only includes retention data fitting (the only level available for the in-situ method). Level 2 (“fit_retention_conductivity”) includes both retention and hydraulic conductivity data fitting, and the saturated hydraulic conductivity (Ks, a parameter of the hydraulic conductivity functions) is fixed by the measurements from KSAT. Level 3 (“fit_retention_conductivity_Ks”) also includes both retention and hydraulic conductivity data fitting, but Ks is a fitted parameter without the constraints from KSAT measurements. Among the same retention models (e.g. vG_constrained models of the same sample), level 1 should produce the best retention data fitting. Level 2 should have the highest misfit of the retention and hydraulic conductivity data, because the retention and hydraulic conductivity functions share common model parameters, and the unsaturated hydraulic conductivity (HYPROP) data fitting is subject to Ks measured independently by KSAT. Level 3 should have mid-level misfits of the retention and hydraulic conductivity data. While level 3 fits the hydraulic conductivity data better than level 2, the fitted Ks value might be unreasonable due to the lack of constraints at the wet end of the measurements. General recommendation when using this data package: (1) Choice of sampling methods: Intact cores might suffer from sample gaps that would lead to overestimation of Ks (sample gaps can be inferred from the “soil_sample_volume” column in metadata.csv when the value is < 249). In-situ method has higher uncertainty in characterizing the wet end of the SWRC because of sensor limitations and the difficulty in reaching full saturation under natural conditions. (2) Choice of fitting tasks: When only retention data is needed, level 1 (“fit_retention”) should be prioritized. When both retention and hydraulic conductivity data are needed, level 2 (“fit_retention_conductivity”) could be prioritized. (3) Choice of models: This could depend on what the downstream models call for. If no specific model is required, model misfit could be used as a ranking criterion. Model misfit values in terms of RMSE can be found in model_parameters.csv. The following files are included in this data package: (1) metadata.csv – This file includes the general information of each sample, including location (description, geocoordinates, elevation), sampling and measurements details (method, depth, time or period, volume, instruments), and soil physical properties (bulk density, saturated hydraulic conductivity, only applicable to physical soil samples). (2) data.csv – This file includes soil water potential, volumetric water content, and unsaturated hydraulic conductivity data of each sample. Column “instrument” specifies the instrument (HYPROP, WP4C, or TEROS) used to perform the measurements. (3) model_fit.csv – This file includes soil water potential, volumetric water content, and unsaturated hydraulic conductivity fitted from the four models and three fitting tasks. Column “model_name” specifies the retention model used, and “fitting_task” specifies the level of data fitting. Missing values indicate that the variable does not apply to that fitting task. (4) model_parameters.csv – This file includes the fitted model parameters, model misfits, and conventional water content thresholds (field capacity and wilting point) from the four models and three fitting tasks. Column “model_name” specifies the retention model used, and “fitting_task” specifies the level of data fitting. Missing values indicate that the parameter does not apply to that model and/or that fitting task. (5) data_Ks.csv – This file includes the saturated hydraulic conductivity measurements from KSAT. (6) /figure/*.png – This folder includes three quick visualizations of the data, retention model fitting results and misfits, and hydraulic conductivity model fitting results, misfits, and parameters. The model fitting results are separated by samples and fitting tasks and colored by models. Zoom-in required. (7) /hyprop/*.bdhx – This folder includes proprietary hyprop files that require the free Labros SoilView-Analysis (METER) to open. Users can explore data fitting using other retention models (i.e. Brooks-Corey, Fredlund-Xing, Kosugi, bimodal models). Be aware that Ks value is pre-entered under “Fitting tab, Conductivity functions parameters” for level 2 fitting. If the value is lost, please refer to metadata.csv under “Ks” column. (8) Six file-level metadata that summarize file, header, column, and variable information of all files. This work was supported by the Watershed Function Science Focus Area at Lawrence Berkeley National Laboratory funded by the US Department of Energy, Office of Science, Biological and Environmental Research under Contract No. DE-AC02-05CH11231.

EARTH SCIENCE > LAND SURFACE > SOILS↗
DOE OSTI2026

AmeriFlux FLUXNET-1F CA-TVC Trail Valley Creek

This is the AmeriFlux Management Project (AMP) created FLUXNET-1F version of the carbon flux data for the site CA-TVC Trail Valley Creek. This is the FLUXNET version of the carbon flux data for the site CA-TVC Trail Valley Creek produced by applying the standard ONEFlux (1F) software. Site Description - Southern Arctic tundra site, erect-shrub tundra, tundra dominated by low shrubs <40 cm, continuous permafrost

Sonnentag, Oliver [Universite de Montreal, Departe↗