Weather Control? Geo-engineering?
Could the weather ever be
controlled see http://www.drchrisbarnes.co.uk/WXCONTROL.htm
Dr Barnes’ Homepage http://drchrisbarnes.co.uk
Contrails formed by aircraft can
evolve into cirrus clouds indistinguishable from those formed naturally. These
'spreading contrails' may be causing
more climate warming today than all the carbon dioxide emitted by aircraft since
the start of aviation
SOME VERY USEFUL SCIENTIFIC
REFERENCES
Mozaic is a project aimed at understanding the
distribution of atmospheric pollutants mainly due to aircraft. Yet the fact that Mozaic
data is acquired very neatly in 3/4D increments using AMDAR and
AVOSS could unwittingly be
seeding quantized artificial cloud. Flight level increments are typically 0.5
km ... for obtaining
a true global ISSR distribution by joining MOZAIC data with various
satellite data ... calculation is repeated for different flight levels
at increments of 0.5 km ...
dlr.de/ipa/Aktuelles/Veranstaltungen/Announcements/a2c3/al_abstr.htm http://adsabs.harvard.edu/abs/2003ACP.....3.1551N
In order to
avoid wake turbulence and clear air turbulence AMDAR/AVOSS style separations are
now the norm in aviation. http://elib.dlr.de/61403/1/AT-1.pdf
2. Muons surge at
Earth's surface during a solar flare – The upper
atmosphere is rather like a Wilson Cloud Chamber- The author has established a
link between certain types of Solar Flare and a prevalence of Persistent
Spreading Contrail.
Title: Ground
level muons coincident with the 20 January 2005 solar flare
Authors: C. D'Andrea, J. Poirier, University of Notre Dame, Notre Dame,
Indiana, USA.
Source:
Geophysical Research Letters (GL) paper 10.1029/2005GL023336, 2005
Frédérique Auriol and Jean – François Gayet
LaMP / UPRESA CNRS 6016, Université Blaise Pascal
Clermont-Fd, France
Original measurements were obtained in contrails and cirrus
clouds by using a new optical airborne probe, the ‘Polar Nephelometer’,
which is the first airborne instrument to make direct in situ measurements of
the scattering phase function of cloud particles over a broad range of sizes
(from a few micrometers to about 500 m m diameter). These measurements
were obtained during the European AEROCONTRAIL experiment held near Munich
(September-October 1996) during which the probe was mounted on the DLR Falcon
aircraft with PMS PCASP, FSSP-100-ER, 2D-C probes, Hallet’impactor
and CVI probe. In young contrails, the measured scattering phase function is
close to the theoretical results calculated from the FSSP data assuming ice
spheres except in the side scattering angles. In older contrails the
differences with theory are much pronounced whereas in natural cirrus the
measured scattering phase function indicates major differences with those used
in cloud models which assume ice spheres or simple geometric shape of ice
particles. These differences
are discussed in terms of interstitial aerosols and/or the presence of black carbon
condensation/ice nuclei inside the condensed ice particles sampled in contrails
and in terms of the shape of ice particles which appears to be irregular
particularly in old contrail and in natural cirrus.
These results
highlight new potential insights on both modeling of climate processes and methodologies
for cloud remote sensing from satellite measurements. – The next logical step after modeling is control of
climate and weather – this is the present author’s comment
Differences in early contrail
evolution of 2-engined versus 4-engined aircraft. Lidar measurements and
numerical simulations _ So folks now you know why CONTRAILS DON’T LOOK LIKE THEY USED!
Klaus Gierens, Ulrich
Schumann
Deutsches Zentrum für Luft und Raumfahrt,
DLR, Weßling, Germany
Ralf Sussmann
Fraunhofer-Institut für Atmosphärische Umweltforschung,
IFU,
Garmisch-Partenkirchen, Germany
Jet- and vortex-regime evolution of contrails behind cruising
aircraft is investigated by focusing on the role of aircraft type.
Cross-section measurements by ground-based lidar and
observational analysis are combined with numerical simulations of fluid
dynamics and microphysics in the wake of two-engined
aircraft. Depending on ambient humidity levels, contrail evolution behind
short/medium-range twin-turbofan airliners is classified into two scenarios,
which is in contrast to the three scenarios observed for wide-body
four-turbofan aircraft (Sussmann and Gierens, 1999). In case of ice-subsaturated
ambient air, a short visible contrail is formed behind two-engined
aircraft that disappears before the ice is fully entrained into the wingtip
vortices (in most cases » 4 s behind aircraft). The early
evaporation of the ice is mainly due to the fast initial jet expansion, mixing
the exhaust with the ambient air. Contrails behind wide-body four-engined aircraft always survive at least till vortex
breakdown (i.e., typically 2 min behind aircraft). This is simply due to the
larger ice mass in the contrail because of the higher fuel flow rate.
Generally, in case of ice-supersaturation, a diffuse secondary wake evolves
above the primary vortex wake. For two-engined
aircraft, always the whole contrail persists, while for four-engined aircraft the primary wake disappears in most cases
after vortex breakdown.
Reference
Sussmann, R., and K. Gierens,
Lidar and numerical studies on the different evolution of vortex pair and
secondary wake in young contrails, J. Geophys. Res.,
104, 2131-2142, 1999.
|
|
|
|
|
|
||
|
|
||
|
|
||
|
Full Article
(Nonsubscribers may purchase for $9.00, Includes print PDF, file size:
2664465 bytes) JOURNAL
OF GEOPHYSICAL RESEARCH, VOL. 104, NO. D2, PAGES 2131–2142, 1999 Lidar and
numerical studies on the different evolution of vortex pair and secondary
wake in young contrails Fraunhofer-Institut für Atmosphärische Umweltforschung, IFU, Garmisch-Partenkirchen, Germany
Deutsches Zentrum für Luft
und Raumfahrt, DLR, Wessling,
Germany Abstract
Vortex-regime
evolution of contrails is investigated by focusing on the role of ambient
humidity. Lidar cross-section measurements and observational analysis are
combined with numerical simulations of fluid dynamics and microphysics.
Contrail evolution behind four-turbofan aircraft is classified into three
different scenarios. In the case of ice-subsaturated
air, a visible pair of wingtip vortices is formed that disappears at the end
of the vortex regime. In case of ice supersaturation, a diffuse secondary
wake evolves above the wingtip vortices. It is due to detrainment of ice
particles growing by sublimation of ambient humidity. A vertical wake-gap
opens between the wingtip vortices and the secondary wake. It is due to subsaturated air moving upward along the outer edges of
the sinking vortex tubes accumulating around the upper stagnation point of
the vortex system. The vertical wake-gap preferably occurs in the wake of
heavy (four turbofans) aircraft, since the vortices behind light aircraft
migrate down too slowly. The secondary wake is composed of nonspherical particles larger than the ones in the
wingtip vortices which are spherical particles and/or particles smaller than ≈0.5
μm. In most cases the secondary wake is the
only part of a contrail that persists after vortex breakdown. This is because
the ice in the vortex tubes evaporates due to adiabatic heating as the
vortices travel downward. Only in the rare case of higher ambient ice
supersaturation (> 2%) do both parts of a contrail contribute to the
persistent ice cloud. The number of ice crystals initially formed is
typically reduced by a factor of 200 by evaporation (60% ambient humidity).
This leads to a high population of interstitial particles. The results imply
that formation of persistent contrails can be minimized by technical means. ©
1999 American Geophysical Union Index Terms: 0300 Atmospheric
Composition and Structure; 0305 Atmospheric Composition and Structure:
Aerosols and particles (0345, 4801). |
||
