Nonlinear dynamics of global atmospheric and Earth system processes

During the past eight years, we have been engaged in a NASA-supported program of research aimed at establishing the connection between satellite signatures of the earth's environmental state and the nonlinear dynamics of the global weather and climate system. Thirty-five publications and four theses have resulted from this work, which included contributions in five main areas of study: (1) cloud and latent heat processes in finite-amplitude baroclinic waves; (2) application of satellite radiation data in global weather analysis; (3) studies of planetary waves and low-frequency weather variability; (4) GCM studies of the atmospheric response to variable boundary conditions measurable from satellites; and (5) dynamics of long-term earth system changes. Significant accomplishments from the three main lines of investigation pursued during the past year are presented and include the following: (1) planetary atmospheric waves and low frequency variability; (2) GCM studies of the atmospheric response to changed boundary conditions; and (3) dynamics of long-term changes in the global earth system

Low level measurements of atmospheric DMS, H2S, and SO2 for GTE/CITE-3

This project involved the measurement of atmospheric dimethylsulfide (DMS) and hydrogen sulfide (H2S) as part of the GTE/CITE-3 instrument intercomparison program. The two instruments were adapted for use on the NASA Electra aircraft and participated in all phases of the mission. This included ground-based measurements of NIST-provided standard gases and a series of airborne missions over the Western Atlantic Ocean. Analytical techniques used are described and the results are summarized

Local skin friction coefficients and boundary layer profiles obtained in flight from the XB-70-1 airplane at Mach numbers up to 2.5

Boundary-layer and local friction data for Mach numbers up to 2.5 and Reynolds numbers up to 3.6 x 10 to the 8th power were obtained in flight at three locations on the XB-70-1 airplane: the lower forward fuselage centerline (nose), the upper rear fuselage centerline, and the upper surface of the right wing. Local skin friction coefficients were derived at each location by using (1) a skin friction force balance, (2) a Preston probe, and (3) an adaptation of Clauser's method which derives skin friction from the rake velocity profile. These three techniques provided consistent results that agreed well with the von Karman-Schoenherr relationship for flow conditions that are quasi-two-dimensional. At the lower angles of attack, the nose-boom and flow-direction vanes are believed to have caused the momentum thickness at the nose to be larger than at the higher angles of attack. The boundary-layer data and local skin friction coefficients are tabulated. The wind-tunnel-model surface-pressure distribution ahead of the three locations and the flight surface-pressure distribution ahead of the wing location are included

Music Maker – A Camera-based Music Making Tool for Physical Rehabilitation

The therapeutic effects of playing music are being recognized increasingly in the field of rehabilitation medicine. People with physical disabilities, however, often do not have the motor dexterity needed to play an instrument. We developed a camera-based human-computer interface called "Music Maker" to provide such people with a means to make music by performing therapeutic exercises. Music Maker uses computer vision techniques to convert the movements of a patient's body part, for example, a finger, hand, or foot, into musical and visual feedback using the open software platform EyesWeb. It can be adjusted to a patient's particular therapeutic needs and provides quantitative tools for monitoring the recovery process and assessing therapeutic outcomes. We tested the potential of Music Maker as a rehabilitation tool with six subjects who responded to or created music in various movement exercises. In these proof-of-concept experiments, Music Maker has performed reliably and shown its promise as a therapeutic device.National Science Foundation (IIS-0308213, IIS-039009, IIS-0093367, P200A01031, EIA-0202067 to M.B.); National Institutes of Health (DC-03663 to E.S.); Boston University (Dudley Allen Sargent Research Fund (to A.L.)

AMR on the CM-2

We describe the development of a structured adaptive mesh algorithm (AMR) for the Connection Machine-2 (CM-2). We develop a data layout scheme that preserves locality even for communication between fine and coarse grids. On 8K of a 32K machine we achieve performance slightly less than 1 CPU of the Cray Y-MP. We apply our algorithm to an inviscid compressible flow problem

Low-drag ground vehicle particularly suited for use in safely transporting livestock

A low-drag truck consisting of a tractor-trailer rig characterized by a rounded forebody and a protective fairing for the gap conventionally found to exist between the tractor and the trailer is described. The fairing particularly suited for establishing an attached flow of ambient air along its surfaces. The truck is also comprised of a forward facing, ram air inlet and duct and a plurality of submerged inlets and outflow ports communicating with the trailer for continuously flushing heated gases from the trailer as the rig is propelled at highway speeds

Drag reduction obtained by rounding vertical corners on a box-shaped ground vehicle

A box-shaped ground vehicle was used to simulate the aerodynamic drag of delivery vans, trucks, and motor homes. A coast-down method was used to define the drag of this vehicle in a configuration with all square corners and a modified configuration with the four vertical corners rounded. The tests ranged in velocity from 30 miles per hour to 65 miles per hour, and Reynolds numbers ranged from 4.4 x 1,000,000 to 1.0 x 10 to the 7th power based on vehicle length. The modified configuration showed a reduction in aerodynamic drag of about 40 percent as compared to the square cornered configuration

Use of a pitot probe for determining wing section drag in flight

A wake traversing probe was used to obtain section drag and wake profile data from the wing of a sailplane. The transducer sensed total pressure defect in the wake as well as freestream total pressure on both sides of the sensing element when the probe moved beyond the wake. Profiles of wake total pressure defects plotted as a function of distance above and below the trailing edge plane were averaged for calculating section drag coefficients for flights at low dynamic pressures