AVIATR—Aerial Vehicle for In-situ and Airborne Titan Reconnaissance     

Jason W. Barnes  Lawrence Lemke  Rick Foch  Christopher P. McKay  Ross A. Beyer  Jani Radebaugh  David H. Atkinson  Ralph D. Lorenz  Stéphane Le Mouélic  Sebastien Rodriguez  Jay Gundlach  Francesco Giannini  Sean Bain  F. Michael Flasar  Terry Hurford  Carrie M. Anderson  Jon Merrison  Máté ádámkovics  Simon A. Kattenhorn  Jonathan Mitchell  Devon M. Burr  Anthony Colaprete  Emily Schaller  A. James Friedson  Kenneth S. Edgett  Angioletta Coradini  Alberto Adriani  Kunio M. Sayanagi  Michael J. Malaska  David Morabito  Kim Reh 《Experimental Astronomy》2012,33(1):55-127

We describe a mission concept for a stand-alone Titan airplane mission: Aerial Vehicle for In-situ and Airborne Titan Reconnaissance (AVIATR). With independent delivery and direct-to-Earth communications, AVIATR could contribute to Titan science either alone or as part of a sustained Titan Exploration Program. As a focused mission, AVIATR as we have envisioned it would concentrate on the science that an airplane can do best: exploration of Titan??s global diversity. We focus on surface geology/hydrology and lower-atmospheric structure and dynamics. With a carefully chosen set of seven instruments??2 near-IR cameras, 1 near-IR spectrometer, a RADAR altimeter, an atmospheric structure suite, a haze sensor, and a raindrop detector??AVIATR could accomplish a significant subset of the scientific objectives of the aerial element of flagship studies. The AVIATR spacecraft stack is composed of a Space Vehicle (SV) for cruise, an Entry Vehicle (EV) for entry and descent, and the Air Vehicle (AV) to fly in Titan??s atmosphere. Using an Earth-Jupiter gravity assist trajectory delivers the spacecraft to Titan in 7.5 years, after which the AVIATR AV would operate for a 1-Earth-year nominal mission. We propose a novel ??gravity battery?? climb-then-glide strategy to store energy for optimal use during telecommunications sessions. We would optimize our science by using the flexibility of the airplane platform, generating context data and stereo pairs by flying and banking the AV instead of using gimbaled cameras. AVIATR would climb up to 14?km altitude and descend down to 3.5?km altitude once per Earth day, allowing for repeated atmospheric structure and wind measurements all over the globe. An initial Team-X run at JPL priced the AVIATR mission at FY10 $715M based on the rules stipulated in the recent Discovery announcement of opportunity. Hence we find that a standalone Titan airplane mission can achieve important science building on Cassini??s discoveries and can likely do so within a New Frontiers budget.  相似文献   

Evaluation of Vector Winds Observed by NSCAT in the Seas around Japan     

Harunobu Masuko  Kohei Arai  Naoto Ebuchi  Masanori Konda  Masahisa Kubota  Kunio Kutsuwada  Teruko Manabe  Akira Mukaida  Tetsuo Nakazawa  Atsushi Nomura  Akira Shibata  Yoshihiko Tahara 《Journal of Oceanography》2000,56(5):495-505

In order to validate wind vectors derived from the NASA Scatterometer (NSCAT), two NSCAT wind products of different spatial resolutions are compared with observations by buoys and research vessels in the seas around Japan. In general, the NSCAT winds agree well with the wind data from the buoys and vessels. It is shown that the root-mean-square (rms) difference between NSCAT-derived wind speeds and the buoy observations is 1.7 ms^–1, which satisfies the mission requirement of accuracy, 2 ms^–1. However, the rms difference of wind directions is slightly larger than the mission requirement, 20°. This result does not agree with those of previous studies on validation of the NSCAT-derived wind vectors using buoy observations, and is considered to be due to differences in the buoy observation systems. It is also shown that there are no significant systematic trends of the NSCAT wind speed and direction depending on the wind speed and incidence angle. Comparison with ship winds shows that the NSCAT wind speeds are lower than those observed by the research vessels by about 0.7 ms^–1 and this bias is twice as large for data observed by moving ships than by stationary ships. This result suggests that the ship winds may be influenced by errors caused by ship's motion, such as pitching and rolling.  相似文献   

Effect of macropores on soil freezing and thawing with infiltration   总被引：3，自引：0，他引：3       下载免费PDF全文

Kunio Watanabe  Yuki Kugisaki 《水文研究》2017,31(2):270-278

An understanding of heat transport and water flow in unsaturated soils experiencing freezing and thawing is important when considering hydrological and thermal processes in cold regions. Macropores, such as cracks, roots, and animal holes, provide efficient conduits for enhanced infiltration, resulting in a unique distribution of water content. However, the effects of macropores on soil freezing and thawing with infiltration have not been well studied. A one‐directional soil‐column freezing and thawing experiment was conducted using unsaturated sandy and silt loams with different sizes and numbers of macropores. During freezing, macropores were found to retard the formation of the frozen layer, depending on their size and number. During thawing, water flowed through macropores in the frozen layer and reached the underlying unfrozen soil. However, infiltrated water sometimes refroze in a macropore. The ice started to form at near inner wall of the macropore, grew to the centre, and blocked flow through the macropore. The blockage ice in the macropore could not melt until the frozen layer disappeared. Improving a soil freezing model to consider these macropore effects is required. Copyright © 2016 John Wiley & Sons, Ltd.  相似文献   

Transport of chemical components in sea ice and under-ice water during melting in the seasonally ice-covered Saroma-ko Lagoon,Hokkaido, Japan     

Daiki Nomura  Toru Takatsuka  Masao Ishikawa  Toshiyuki Kawamura  Kunio Shirasawa  Hisayuki Yoshikawa-Inoue 《Estuarine, Coastal and Shelf Science》2009

Physico-chemical properties in the brine and under-ice water were measured in Saroma-ko Lagoon on the northeastern coast of Hokkaido, Japan, which is connected to the Sea of Okhotsk, during the period from mid-February through mid-March 2006. The brine within brine channels of the sea ice was collected with a new sampling method examined in this study. Salinity, dissolved inorganic carbon (DIC), total alkalinity (TA), dissolved oxygen (DO), nutrients and oxygen isotopic ratio (δ¹⁸O) contained in the brine within brine channels of the sea ice and in the under-ice water varied largely in both time and space during the ice melt period, when discharge from Saromabetsu River located on the southeast of the lagoon increased markedly due to the onset of snow melting. The under-ice plume expands as far as 4.5 km from the river mouth at mid-March 2006, transporting chemical components supplied from the river into the lagoon. The under-ice river water was likely transported into the sea ice through well-developed brine channels in the sea ice due to upward flushing of water through brine channels occurred by loading of snowfalls deposited over the sea ice. These results suggest that the river water plume plays an important role in supplying chemical components into the sea ice, which may be a key process influencing the biogeochemical cycle in the seasonally ice-covered Saroma-ko Lagoon.  相似文献   

Verification of the wind-driven transport in the North Pacific subtropical gyre using gridded wind-stress products   总被引：1，自引：1，他引：0  

Kunihiro Aoki  Kunio Kutsuwada 《Journal of Oceanography》2008,64(1):49-60

Wind-stress products supplied by satellite scatterometers carried the European Remote-sensing Satellite (ERS) and QuikSCAT (QSCAT), together with numerical weather predictions from the European Centre for Medium Range Weather Forecasting (ECMWF) and the National Centre for Environmental Prediction (NCEP) were used to estimate wind-driven transports of the North Pacific subtropical gyre. At 30°N, we compared the wind-driven transports with geostrophic transports calculated from World Ocean Database 2005. The wind-driven transports for QSCAT and NCEP are in good agreement with the geostrophic transport within reasonable error, except for a regional difference in the eastern part of the section. The difference in the eastern part suggests an anti-cyclonic deviation of the geostrophic transport, resulting from an anti-cyclonic anomalous flow in the surface layer. It is suggested that this anomalous flow is the Eastern Gyral, produced by the thermohaline process associated with the formation of the Eastern Subtropical Mode Water. To investigate the validity of QSCAT and NCEP data, we examined whether or not the Sverdrup transports for these products are consistent with the transport of the western boundary current estimated by past studies. The net southward transport, given by the sum of the Sverdrup transport for QSCAT and NCEP and the thermohaline transport, agrees well with the net northward transport of the western boundary current. From this result, together with the fact that the wind-driven transports for these products are in good agreement with the geostrophic transport, we conclude that the Sverdrup balance can hold in the North Pacific subtropical gyre.  相似文献