Theoretical monochromatic-wave-induced currents in intermediate water with viscosity and nonzero mass transport

Wave-induced mass-transport current theories with both zero and nonzero net mass (or volume) transport of the water column are reviewed. A relationship based on the Longuet-Higgens theory is derived for wave-induced, nonzero mass-transport currents in intermediate water depths for a viscous fluid. The relationship is in a form useful for experimental applications; therefore, some design criteria for experimental wave-tank tests are also presented. Sample parametric cases for typical wave-tank conditions and a typical ocean swell were assessed by using the relation in conjunction with an equation developed by Unluata and Mei for the maximum wave-induced volume transport. Calculations indicate that substantial changes in the wave-induced mass-transport current profiles may exist dependent upon the assumed net volume transport. A maximum volume transport, corresponding to an infinite channel or idealized ocean condition, produces the largest wave-induced mass-transport currents. These calculations suggest that wave-induced mass-transport currents may have considerable effects on pollution and suspended-sediments transport as well as buoy drift, the surface and midlayer water-column currents caused by waves increasing with increasing net volume transports. Some of these effects are discussed

Spectral atmospheric observations at Nantucket Island, May 7-14, 1981

An experiment was conducted by the National Langley Research Center to measure atmospheric optical conditions using a 10-channel solar spectral photometer system. This experiment was part of a larger series of multidisciplinary experiments performed in the area of Nantucket Shoals aimed at studying the dynamics of phytoplankton production processes. Analysis of the collected atmospheric data yield total and aerosol optical depths, transmittances, normalized sky radiance distributions, and total and sky irradiances. Results of this analysis may aid in atmospheric corrections of remote sensor data obtained by several sensors overflying the Nantucket Shoals area. Recommendations are presented concerning future experiments using the described solar photometer system and calibration and operational deficiencies uncovered during the experiment

The influence of surface waves on water circulation in a mid-Atlantic continental shelf region

The importance of wave-induced currents in different weather conditions and water depths (18.3 m and 36.6 m) is assessed in a mid-Atlantic continental-shelf region. A review of general circulation conditions is conducted. Factors which perturb the general circulation are examined using analytic techniques and limited experimental data. Actual wind and wave statistics for the region are examined. Relative magnitudes of the various currents are compared on a frequency of annual occurrence basis. Results indicated that wave-induced currents are often the same order of magnitude as other currents in the region and become more important at higher wind and wave conditions. Wind-wave and ocean-swell characteristics are among those parameters which must be monitored for the analytical computation of continental-shelf circulation

Remote monitoring of a thermal plume

A remote-sensing experiment conducted on May 17, 1977, over the Surry nuclear power station on the James River, Virginia is discussed. Isotherms of the thermal plume from the power station were derived from remotely sensed data and compared with in situ water temperature measurements provided by the Virginia Electric and Power Company, VEPCO. The results of this study were also qualitatively compared with those from other previous studies under comparable conditions of the power station's operation and the ambient flow. These studies included hydraulic model predictions carried out by Pritchard and Carpenter and a 5-year in situ monitoring program based on boat surveys

Usage and Limitations of Characteristic Vector Analysis of Remote Sensing Multispectral Data for the Identification and Quantification of Water Quality Parameters

Recent applications of the technique of characteristic vector analysis to remote-sensing water color data has met with varying degrees of success. It is apparent from these experiments that a more thorough understanding of the informational capability of characteristic vector analysis is needed

Shuttle 11 Progress Report

This paper presents a status report on the study of a next-generation manned launch system, or Shuttle II, being conducted at the NASA Langley Research Center. Underlying reasons for considering such a system, including the need for low-cost, safe, and reliable manned access to space, are discussed. System and operational characteristics for such a future vehicle are presented. Several rocket vehicle conceptual designs are depicted that satisfy the stated requirements. The role of advancing technologies is shown to have a major impact on the choice of a vehicle concept. For a near-term technology level, a two-stage rocket vehicle has been selected for in-depth Shuttle II studies. The need for fully-reusable launch systems with radically simpler ground and flight operations is stated to be critical in reducing launch costs

Advanced Manned Launch System

Several alternatives exist for the development of the next manned launch system. The Advanced Manned Launch System (AMLS), which represents a clean-sheet replacement for the Space Shuttle, faces competition from concepts such as (1) the Personnel Launch System, which would serve as a personnel transport to complement the Space Shuttle, and (2) an advanced version of the existing Space Shuttle. An AMLS system could begin operations sometime between 2005 and 2020, depending upon the level of national interest and support. It would probably demonstrate a payload capacity less than that of the Space Shuttle, although performance specifications are far from certain. Even the form of the AMLS is still under discussion. Design studies have considered a wide variety of options including all levels of hardware reusability; single-, dual- and multiple-staging; and airbreathing vs. rocket propulsion. An evaluation of the relative cost-effectiveness of these options is impossible without guidance regarding basic mission requirements such as total number of launches over the system's life cycle and the date required. The availability of more advanced technologies will enable single-stage-to-orbit (SSTO) designs that are in general not feasible using current technology

Parachute-deployment-parameter identification based on an analytical simulation of Viking BLDT AV-4

A six-degree-of-freedom analytical simulation of parachute deployment dynamics developed at the Langley Research Center is presented. A comparison study was made using flight results from the Viking Balloon Launched Decelerator Test (BLDT) AV-4. Since there are significant voids in the knowledge of vehicle and decelerator aerodynamics and suspension system physical properties, a set of deployment-parameter input has been defined which may be used as a basis for future studies of parachute deployment dynamics. The study indicates the analytical model is sufficiently sophisticated to investigate parachute deployment dynamics with reasonable accuracy

The Effects of Parachute System Mass and Suspension-Line Elastic Properties on the LADT #3 Viking Parachute Inflation Load

Analytical calculations have considered the effects of 1) varying parachute system mass, 2) suspension-line damping, and 3) alternate suspension-line force-elongation data on the canopy force history. Results indicate the canopy force on the LADT #3 parachute did not substantially exceed the recorded vehicle force reading and that the above factors can have significant effects on the canopy force history. Analytical calculations have considered the effects of i) varying parachute system mass, 2) suspension line damping, and 3) different suspension-line force-elongation data on the canopy force history. Based on the results of this study the following conclusions are drawn: Specifically, 1. At the LADT #3 failure time of 1.70 seconds, the canopy force ranged anywhere from 15.7% below to 2.4% above the vehicle force depending upon the model and data used. Therefore, the canopy force did not substantially exceed the recorded vehicle force reading. 2. At a predicted full inflation time of 1.80 seconds the canopy force would be greater than the vehicle force by from 1.1% to 10.6%, again depending upon the model and data used. Generally, 3. At low altitudes, enclosed and apparent air mass can significantly effect the canopy force calculated and should, therefore, not be neglected. 4. The canopy force calculations are sensitive to decelerator physical properties. In this case changes in the damping and/or force-elongation characteristics produced significant changes in the canopy force histories. Accurate prediction of canopy force histories requires accurate inputs in these areas