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Many years of measurements obtained using French meteor radars at Garchy (latitude 47 N) and Montpazier (latitude 44 N) are used to show the existence of an 8 hour oscillation. Some examples of the structure of this wave are displayed and compared with measurements performed at Saskatoon (latitude 52 N) and Budrio (latitude 45 N). This wave can be interpreted as the solar driven terdiurnal tide, or as the result of the nonlinear interaction between the diurnal and semidiurnal tides. Both hypotheses are tested with numerical models. Incidentally, the possible existence of a 24 hour wave resulting from this interaction is also studied.
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A theory for the spatial development of linearly unstable, coupled waves is presented in which both quasi-linear and mode coupling effects are treated in a self-consistent manner. Steady state excitation of two waves is assumed at the boundary x = 0, the plasma being homogeneous in the y and z directions. Coupled equations are derived for the x dependence of the amplitudes of the primary waves and the secondary waves, correct through second order terms in the wave amplitude, but without usual approximation of small growth rates. This general formalism is then applied to the case of coupled ion acoustic waves driven unstable by an ion beam streaming in the direction of the x axis. If the modifications of the ion beam by the waves (quasi-linear effects) are ignored, explosive instabilities (singularities in all of the amplitudes at finite x) are found, even when all of the waves have positive energy. If these wave-particle interactions are included, the solutions are no longer singular, and all of the amplitudes have finite maxima.
A theory for the spatial development of linearly unstable, coupled waves is presented in which both quasilinear and mode-coupling effects are treated in a self-consistent manner. Steady-state excitation of two waves is assumed at the boundary x = 0, the plasma being homogeneous in the y and z directions. Coupled equations are derived for the x dependence of the amplitudes of the primary waves and the secondary waves, correct through terms of second order in the wave amplitude, but without the usual approximation of small growth rates. This general formalism is then applied to the case of coupled ion-acoustic waves driven unstable by an ion beam streaming in the direction of the x axis. If the modifications of the ion beam by the waves (quasilinear effects) are ignored, explosive instabilities (singularities in all of the amplitudes at finite x) are found even when all of the waves have positive energy. If these wave-particle interactions are included, the solutions are no longer singular, and all of the amplitudes have finite maxima.
Long-period lunar seismograms were studied with the aim of identifying consistent sets of direct shear and secondary wave arrivals, thus constraining the velocities in the lunar mantle and the depths of the velocity discontinuities. Two velocity models were used to locate the natural impacts and the shallow moonquakes and to obtain the travel time residuals. Seismic sections were made of the radial, transverse, and vertical components of ground motion for impacts, shallow, and deep moonquakes in order to search for consistent sets of secondary wave arrivals. No conclusive set of secondary arrivals could be recognized on the seismic sections and thus the velocities and depths of the velocity discontinuities cannot be severely constrained by secondary arrivals. It is likely that the crust is thinner than 50 km and that a first-order discontinuity separates the upper and lower crust at a depth of between 20 and 30 km.
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Uniquely fractured target rocks known as shatter cones are associated with more than one half the world's 120 or so presently known impact structures. Shatter cones are a form of tensile rock failure in which a positive conical plug separates from a negative outer cup or mold and delicate ornaments radiating from an apex are preserved on surfaces of both portions. Although distinct, shatter cones are sometimes confused with other striated geologic features such as ventifacts, stylolites, cone-in-cone, slickensides, and artificial blast plumes. Complete cones or solitary cones are rare, occurrences are usually as swarms in thoroughly fractured rock. Shatter cones may form in a zone where an expanding shock wave propagating through a target decays to form an elastic wave. Near this transition zone, the expanding primary wave may strike a pebble or other inhomogeneity whose contrasting transmission properties produce a scattered secondary wave. Interference between primary and secondary scattered waves produce conical stress fields with axes perpendicular to the plane of an advancing shock front. This model supports mechanism capable of producing such shatter cone properties as orientation, apical clasts, lithic dependence, and shock pressure zonation. Although formational mechanics are still poorly understood, shatter cones have become the simplest geologic field criterion for recognizing astroblemes (ancient terrestrial impact structures).
Alfven waves are a major mechanism for the transport of electromagnetic energy from the distant part of the magnetosphere to the near-Earth space. This is especially true for the auroral and polar regions of the Earth. However, the mechanisms for their dissipation have remained illusive. One of the mechanisms is the formation of double layers when the current associated with Alfven waves in the inertial regime interact with density cavities, which either are generated nonlinearly by the waves themselves or are a part of the ambient plasma turbulence. Depending on the strength of the cavities, weak and strong double layers could form. Such double layers are transient; their lifetimes depend on that of the cavities. Thus they impulsively accelerate ions and electrons. Another mechanism is the resonant absorption of broadband Alfven- wave noise by the ions at the ion cyclotron frequencies. But this resonant absorption may not be possible for the very low frequency waves, and it may be more suited for electromagnetic ion cyclotron waves. A third mechanism is the excitation of secondary waves by the drifts of electrons and ions in the Alfven wave fields. It is found that under suitable conditions, the relative drifts between different ion species and/or between electrons and ions are large enough to drive lower hybrid waves, which could cause transverse accelerations of ions and parallel accelerations of electrons. This mechanism is being further studied by means of kinetic simulations using 2.5- and 3-D particle-in-cell codes. The ongoing modeling efforts on space weather require quantitative estimates of energy inputs of various kinds, including the electromagnetic energy. Our studies described here contribute to the methods of determining the estimates of the input from ubiquitous Alfven waves.
A general algorithm is developed to calculate the beam-type dynamic response of three dimensional multiplane finite length pipe systems, consisting of elbow and straight ducts with continuous interfaces. Emphasis is on secondary acoustic wave effects giving rise to coupling mechanisms; and the simulation accounts for one-dimensional elastoacoustic coupling from a plane acoustic wave and secondary loads resulting from wave asymmetries. The transfer matrix approach is adopted in modeling the elastodynamics of each duct, with allowance for distribution loads. Secondary loads from plane wave distortion are considered with a solution of the Helmholtz equation in an equivalent rigid waveguide, and effects of path imperfection are introduced as a perturbation from the hypothetical perfectly straight pipe. Computations indicate that the one-dimensional acoustic assumption is valid for frequencies below one-half the first cut-off frequency, and the three-dimensional acoustic effects produce an increase in response levels near and above cut-off.
This study examines the day-to-day variability of low-latitude ionosphere using global ionospheric specification (GIS) electron density profiles derived from FORMOSAT-7/COSMIC-2 radio occultation measurements during a deep solar minimum period of August 2019 to July 2020. The measurements reveal significant daily variations over dayside low latitudes, yielding about 10-20% standard deviation in equinoxes, 20-30% in solstices, reaching 40-50% in winter. The nighttime deviations could be 30-60%, being largest in solstices. Day-to-day variations are also observed in the longitudinal wave-4 structures. The period mostly remained geomagnetically quiet except for some moderate disturbances on a few days. Tidal decomposition of the GIS electron density shows that in-situ forced migrating diurnal (DW1) terdiurnal (TW3) oscillations and the background zonal mean yield only ~25% of the daily variations despite accounting for almost 75-90% of the observed electron density. Thus, forcing from lower atmosphere dominates the contribution (~75%) to the observed daily variations. Only about one third of this lower atmospheric forcing comes from the migrating semidiurnal SW2 and the usually investigated non-migrating diurnal eastward DE2, DE3, stationary planetary wave SPW3, SPW4, and semidiurnal eastward SE1, and SE2 components. The residual tides other than those mentioned above, including secondary waves through non-linear interactions and other planetary waves, thus significantly influence the day-to-day variations in electron density and modify the longitudinal wave structures.
Numerical codes developed for the calculation of three-dimensional nozzle exhaust flow fields associated with hypersonic airbreathing aircraft are described. Both codes employ reference plane grid networks with respect to three coordinate systems. Program CHAR3D is a characteristic code utilizing a new wave preserving network within the reference planes, while program BIGMAC is a finite difference code utilizing conservation variables and a one-sided difference algorithm. Secondary waves are numerically captured by both codes, while the underexpansion shock and plume boundary are treated discretely. The exhaust gas properties consist of hydrogen-air combustion product mixtures in local chemical equilibrium. Nozzle contours are treated by a newly developed geometry package based on dual cubic splines. Results are presented for simple configurations demonstrating two- and three-dimensional multiple wave interactions.
The FAA has worked with Transport Canada and others to develop allowance times for aircraft operating in ice-pellet precipitation. Wind-tunnel testing has been carried out to better understand the flowoff characteristics and resulting aerodynamic effects of anti-icing fluids contaminated with ice pellets using a thin, high-performance wing section at the National Research Council of Canada Propulsion and Icing Wind Tunnel. The objective of this paper is to characterize the aerodynamic behavior of this wing section in order to better understand the adverse aerodynamic effects of anti-icing fluids and ice-pellet contamination. Aerodynamic performance data, boundary-layer surveys and flow visualization were conducted at a Reynolds number of approximately 6.0×10(exp 6) and a Mach number of 0.12. The clean, baseline model exhibited leading-edge stall characteristics including a leading-edge laminar separation bubble and minimal or no separation on the trailing edge of the main element or flap. These results were consistent with expected 2-D aerodynamics and showed no anomalies that could adversely affect the evaluation of anti-icing fluids and ice-pellet contamination on the wing. Tests conducted with roughness and leading-edge flow disturbances helped to explain the aerodynamic impact of the anti-icing fluids and contamination. The stalling characteristics of the wing section with fluid and contamination appear to be driven at least partially by the effects of a secondary wave of fluid that forms near the leading edge as the wing is rotated in the simulated takeoff profile. These results have provided a much more complete understanding of the adverse aerodynamic effects of anti-icing fluids and ice-pellet contamination on this wing section. This is important since these results are used, in part, to develop the ice-pellet allowance times that are applicable to many different airplanes.
The FAA has worked with Transport Canada and others to develop allowance times for aircraft operating in ice-pellet precipitation. Wind-tunnel testing has been carried out to better understand the flowoff characteristics and resulting aerodynamic effects of anti-icing fluids contaminated with ice pellets using a thin, high-performance wing section at the National Research Council of Canada Propulsion and Icing Wind Tunnel. The objective of this paper is to characterize the aerodynamic behavior of this wing section in order to better understand the adverse aerodynamic effects of anti-icing fluids and ice-pellet contamination. Aerodynamic performance data, boundary-layer surveys and flow visualization were conducted at a Reynolds number of approximately 6.0 x 10(exp 6) and a Mach number of 0.12. The clean, baseline model exhibited leading-edge stall characteristics including a leading-edge laminar separation bubble and minimal or no separation on the trailing edge of the main element or flap. These results were consistent with expected 2-D aerodynamics and showed no anomalies that could adversely affect the evaluation of anti-icing fluids and ice-pellet contamination on the wing. Tests conducted with roughness and leading-edge flow disturbances helped to explain the aerodynamic impact of the anti-icing fluids and contamination. The stalling characteristics of the wing section with fluid and contamination appear to be driven at least partially by the effects of a secondary wave of fluid that forms near the leading edge as the wing is rotated in the simulated takeoff profile. These results have provided a much more complete understanding of the adverse aerodynamic effects of anti-icing fluids and ice-pellet contamination on this wing section. This is important since these results are used, in part, to develop the ice-pellet allowance times that are applicable to many different airplanes.
The influence of a two-dimensional hump on the three-dimensional (3-D) subharmonic secondary instability on a flat plate is investigated. The mean flow is calculated using interacting boundary layers, thereby accounting for the inviscid/viscous interaction. The primary wave is taken in the form of a two-dimensional (2-D) Tollmien-Schlichting (T-S) wave. The secondary wave is taken in the form of a 3-D subharmonic T-S wave.
The influence of a two-dimensional hump on the three-dimensional (3-D) subharmonic secondary instability on a flat plate is investigated. The mean flow is calculated by using interacting boundary layers, thereby accounting for the viscid/inviscid interaction. The primary wave is taken in the form of a two-dimensional (2-D) Tollmien-Schlichting (T-S) wave. The secondary wave is taken in the form of a 3-D subharmonic wave. The results show that increasing the hump height results in an increase in the amplification factors of the primary and subharmonic waves. When the hump causes separation, the growth rates of both the primary and subharmonic waves are considerably larger than those obtained in the case of no separation.
Direct numerical simulation (DNS) is performed to examine laminar to turbulent transition due to high-frequency secondary instability of stationary crossflow vortices in a subsonic swept-wing boundary layer for a realistic natural-laminar-flow airfoil configuration. The secondary instability is introduced via inflow forcing derived from a two-dimensional, partial-differential-equation based eigenvalue computation; and the mode selected for forcing corresponds to the most amplified secondary instability mode which, in this case, derives a majority of its growth from energy production mechanisms associated with the wall-normal shear of the stationary basic state. Both the growth of the secondary instability wave and the resulting onset of laminar-turbulent transition are captured within the DNS computations. The growth of the secondary instability wave in the DNS solution compares well with linear secondary instability theory when the amplitude is small; the linear growth is followed by a region of reduced growth resulting from nonlinear effects before an explosive onset of laminar breakdown to turbulence. The peak fluctuations are concentrated near the boundary layer edge during the initial stage of transition, but rapidly propagates towards the surface during the process of laminar breakdown. Both time-averaged statistics and flow visualization based on the DNS reveal a sawtooth transition pattern that is analogous to previously documented surface flow visualizations of transition due to stationary crossflow instability. The memory of the stationary crossflow vortex is found to persist through the transition zone and well beyond the location of the maximum skin friction.