In situ measurements of ship tracks

It has long been known that cloud droplet concentrations are strongly influenced by cloud condensation nuclei (CCN) and that anthropogenic sources of pollution can affect CCN concentrations. More recently it has been suggested that CCN may play an important role in climate through their effect on cloud albedo. A interesting example of the effect of anthropogenic CCN on cloud albedo is the so-called 'ship track' phenomenon. Ship tracks were first observed in satellite imagery when the ship's emissions were evidently needed for the formation of a visible cloud. However, they appear more frequently in satellite imagery as modifications to existing stratus and stratocumulus clouds. The tracks are seen most clearly in satellite imagery by comparing the radiance at 3.7 microns with that at 0.63 and 11 microns. To account for the observed change in radiance, droplet concentrations must be high, and the mean size of the droplets small, in ship tracks. Researchers describe what they believe to be the first in situ measurements in what appears to have been a ship track

Three-Dimensional Navier-Stokes Simulations with Two-Equation Turbulence Models of Intersecting Shock-Waves/Turbulent Boundary Layer at Mach 8.3

An investigation of the numerical simulation with two-equation turbulence models of a three-dimensional hypersonic intersecting (SWTBL) shock-wave/turbulent boundary layer interaction flow is presented. The flows are solved with an efficient implicit upwind flux-difference split Reynolds-averaged Navier-Stokes code. Numerical results are compared with experimental data for a flow at Mach 8.28 and Reynolds number 5.3x10(exp 6) with crossing shock-waves and expansion fans generated by two lateral 15 fins located on top of a cold-wall plate. This experiment belongs to the hypersonic database for modeling validation. Simulations show the development of two primary counter-rotating cross-flow vortices and secondary turbulent structures under the main vortices and in each corner singularity inside the turbulent boundary layer. A significant loss of total pressure is produced by the complex interaction between the main vortices and the uplifted jet stream of the boundary layer. The overall agreement between computational and experimental data is generally good. The turbulence modeling corrections show improvements in the predictions of surface heat transfer distribution and an increase in the strength of the cross-flow vortices. Accurate predictions of the outflow flowfield is found to require accurate modeling of the laminar/turbulent boundary layers on the fin walls

Airborne gravimetry from a small twin engine aircraft over the Long Island Sound

In January 1990, a test of the feasibility of airborne gravimetry from a small geophysical survey aircraft, a Cessna 404, was conducted over the Long Island Sound using a Bell Aerospace BGM-3 sea gravity meter. Gravity has been measured from large aircraft and specially modified de Havilland Twin Otters but never from small, standard survey aircraft. The gravity field of the Long Island Sound is dominated by an asymmetric positive 30 mGal anomaly which is well constrained by both marine and land gravity measurements. Using a Trimble 4000 GPS receiver to record the aircraft's horizontal position and radar altimeter elevations to recover the vertical accelerations, gravity anomalies along a total of 65 km were successfully measured. The root mean square (rms) difference between the airborne results and marine measurements within 2 km of the flight path was 2.6 mGal for 15 measured values. The anomalies recovered from airborne gravimetry can also be compared with the gridded regional free air gravity field calculated using all available marine and land gravity measurements. The rms difference between 458 airborne gravity measurements and the regional gravity field is 2.7 mGal. This preliminary experiment demonstrates that gravity anomalies, with wavelengths as short as 5 km, can be measured from small aircraft with accuracies of 2.7 mGal or better. The gravity measurements could be improved by higher quality vertical and horizontal positioning and tuning the gravimeter's stabilized platform for aircraft use

Turbulence Modeling Validation, Testing, and Development

The primary objective of this work is to provide accurate numerical solutions for selected flow fields and to compare and evaluate the performance of selected turbulence models with experimental results. Four popular turbulence models have been tested and validated against experimental data often turbulent flows. The models are: (1) the two-equation k-epsilon model of Wilcox, (2) the two-equation k-epsilon model of Launder and Sharma, (3) the two-equation k-omega/k-epsilon SST model of Menter, and (4) the one-equation model of Spalart and Allmaras. The flows investigated are five free shear flows consisting of a mixing layer, a round jet, a plane jet, a plane wake, and a compressible mixing layer; and five boundary layer flows consisting of an incompressible flat plate, a Mach 5 adiabatic flat plate, a separated boundary layer, an axisymmetric shock-wave/boundary layer interaction, and an RAE 2822 transonic airfoil. The experimental data for these flows are well established and have been extensively used in model developments. The results are shown in the following four sections: Part A describes the equations of motion and boundary conditions; Part B describes the model equations, constants, parameters, boundary conditions, and numerical implementation; and Parts C and D describe the experimental data and the performance of the models in the free-shear flows and the boundary layer flows, respectively

A method to quantitatively evaluate Hamaker constant using the jump-into-contact effect in Atomic Force microscopy

We find that the jump-into-contact of the cantilever in the atomic force microscope (AFM) is caused by an inherent instability in the motion of the AFM cantilever. The analysis is based on a simple model of the cantilever moving in a nonlinear force field. We show that the jump-into-contact distance can be used to find the interaction of the cantilever tip with the surface. In the specific context of the attractive van der Waals interaction, this method can be realized as a new method of measuring the Hamaker constant for materials. The Hamaker constant is determined from the deflection of the cantilever at the jump-into-contact using the force constant of the cantilever and the tip radius of curvature, all of which can be obtained by measurements. The results have been verified experimentally on a sample of cleaved mica, a sample of Si wafer with natural oxide and a silver film, using a number of cantilevers with different spring constants. We emphasize that the method described here is applicable only to surfaces that have van der Waals interaction as the tip-sample interaction. We also find that the tip to sample separation at the jump-into-contact is simply related to the cantilever deflection at this point, and this provides a method to exactly locate the surface.Comment: 11 pages, 4 figures, 1 tabl