Comparison of ionosphere characteristic parameters obtained by ionosonde with IRI-2007 model over Southeast Asia

In this work, the foF2 and hmF2 parameters at the conjugate points near the magnetic equator of Southeast Asia are studied and compared with the International Reference Ionosphere (IRI) model. Three ionosondes are installed nearly along the magnetic meridian of 100°E; one at the magnetic equator, namely Chumphon (10.72°N, 99.37°E, dip angle 3.0°N), and the other two at the magnetic conjugate points, namely Chiang Mai (18.76°N, 98.93°E, dip angle 12.7°N) and Kototabang (0.2°S, 100.30°E, dip angle 10.1°S). The monthly hourly medians of the foF2 and hmF2 parameters are calculated and compared with the predictions obtained from the IRI-2007 model from January 2004 to February 2007. Our results show that: the variations of foF2 and hmF2 predicted by the IRI-2007 model generally show the similar feature to the observed data. Both parameters generally show better agreement with the IRI predictions during daytime than during nighttime. For foF2, most of the results show that the IRI model overestimates the observed foF2 at the magnetic equator (Chumphon), underestimates at the northern crest (Chiang Mai) and is close to the measured ones at the southern crest of the EIA (Kototabang). For hmF2, the predicted hmF2 values are close to the hmF2(M3000F2_OBS) during daytime. During nighttime, the IRI model gives the underestimation at the magnetic equator and the overestimation at both EIA crests. The results are important for the future improvements of the IRI model for foF2 and hmF2 over Southeast Asia region.     

The high-latitude ionosphere structure on 22 March, 1979 magnetic storm from multi-satellite and ground-based observation

Variations in the high-latitude ionosphere structure during March 22, 1979 geomagnetic storm are examined. Electron density Ne and temperature Te from the Cosmos-900 satellite, NmF2, Ne and He⁺ from the ISS-b satellite, precipitation of soft electrons from the Intercosmos-19 satellite, and the global picture of the auroral electron precipitation from the DMSP, TIROS and P78 satellites are used. These multi-satellite databases allow us to investigate the storm-time variations in the locations of the following ionospheric structures: the day-time cusp, the equatorial boundary of the diffuse auroral precipitation (DPB), the main ionospheric trough (MIT), the day-time trough, the ring ionospheric trough (RIT) and the light ions trough (LIT). The variations in NmF2, Ne, He⁺ and Te in the high-latitude ionosphere for the different local time sectors are analyzed also. The features of the high-latitude ionospheric response to a strong magnetic storm are described.     

The NOAA Real-Time Solar-Wind (RTSW) System using ACE Data

The Advanced Composition Explorer (ACE) RTSW system is continuously monitoring the solar wind and produces warnings of impending major geomagnetic activity, up to one hour in advance. Warnings and alerts issued by NOAA allow those with systems sensitive to such activity to take preventative action. The RTSW system gathers solar wind and energetic particle data at high time resolution from four ACE instruments (MAG, SWEPAM, EPAM, and SIS), packs the data into a low-rate bit stream, and broadcasts the data continuously. NASA sends real-time data to NOAA each day when downloading science data. With a combination of dedicated ground stations (CRL in Japan and RAL in Great Britain), and time on existing ground tracking networks (NASA's DSN and the USAF's AFSCN), the RTSW system can receive data 24 hours per day throughout the year. The raw data are immediately sent from the ground station to the Space Environment Center in Boulder, Colorado, processed, and then delivered to its Space Weather Operations center where they are used in daily operations; the data are also delivered to the CRL Regional Warning Center at Hiraiso, Japan, to the USAF 55th Space Weather Squadron, and placed on the World Wide Web. The data are downloaded, processed and dispersed within 5 min from the time they leave ACE. The RTSW system also uses the low-energy energetic particles to warn of approaching interplanetary shocks, and to help monitor the flux of high-energy particles that can produce radiation damage in satellite systems. This revised version was published online in June 2006 with corrections to the Cover Date.     

The solar wind control of the equatorial ionosphere dynamics during geomagnetic storms

The interplanetary magnetic field, geomagnetic variations, virtual ionosphere height h′F, and the critical frequency foF2 data during the geomagnetic storms are studied to demonstrate relationships between these phenomena. We study 5-min ionospheric variations using the first Western Pacific Ionosphere Campaign (1998–1999) observations, 5-min interplanetary magnetic field (IMF) and 5-min auroral electrojets data during a moderate geomagnetic storm. These data allowed us to demonstrate that the auroral and the equatorial ionospheric phenomena are developed practically simultaneously. Hourly average of the ionospheric foF2 and h′F variations at near equatorial stations during a similar storm show the same behavior. We suppose this is due to interaction between electric fields of the auroral and the equatorial ionosphere during geomagnetic storms. It is shown that the low-latitude ionosphere dynamics during these moderate storms was defined by the southward direction of the B_z-component of the interplanetary magnetic field. A southward IMF produces the Region I and Region II field-aligned currents (FAC) and polar electrojet current systems. We assume that the short-term ionospheric variations during geomagnetic storms can be explained mainly by the electric field of the FAC. The electric fields of the field-aligned currents can penetrate throughout the mid-latitude ionosphere to the equator and may serve as a coupling agent between the auroral and the equatorial ionosphere.     

The variation of equatorial spread-F occurrences observed by ionosondes at Thailand longitude sector

The equatorial spread-F (ESF) is a phenomenon of ionopheric irregularities which are mainly generated by the generalized Rayleigh–Taylor (R–T) instability mechanism in conjunction with the other physical mechanisms, originated at the bottom side of the F-layer in the equatorial region after sunset. It degrades the quality of signals that propagate through these irregularities, especially in the navigation satellite system, which requires the high integrity signals. In this work, we analyze the ESF statistics obtained from the FM/CW ionosonde stations over Thailand longitude sector. One is at Chumphon (10.72°N, 99.37°E, dip latitude 3.0°), located near the geomagnetic equator, and the other station is located at Chiangmai (18.76°N, 98.93°E, dip latitude 12.7°). Both stations are as part of the South-East Asia Low Latitude Ionospheric Network (SEALION) project. The ionograms are obtained at every 15 min from September 2004 to August 2005, which has the monthly mean of solar 10.7 cm flux (F10.7) from ∼80 to ∼110. In addition, we compare the diurnal patterns between the ESF occurrences and the variation of virtual height of the F-layer bottom side (h’F) of these two stations. The results show that the ESF occurrences at Chumphon stations are higher than Chiangmai station in all seasons. The high ESF occurrences of both stations mostly occur in equinoctial months corresponded with the rapid rising of the monthly mean h’F in the post-sunset. However, some inconsistent results are still observed, implying the role of other factors such as gravity waves and planetary waves to ESF occurrences.     

Ionospheric variation at Thailand equatorial latitude station: Comparison between observations and IRI-2001 model predictions

In this paper, the F2-layer critical frequency (foF2) and peak height (hmF2) measured by the FM/CW ionosonde at Thailand equatorial latitude station, namely Chumphon (10.72°N, 99.37°E, dip 3.22) are presented. The measurement data during low solar activity from January 2004 to December 2006 are analyzed based on the diurnal, seasonal variation. The results are then compared with IRI-2001 model predictions. Our study shows that: (1) In general, both the URSI and CCIR options of the IRI model give foF2 close to the measured ones, but the CCIR option produces a smaller range of deviation than the URSI option. The agreement during daytime is generally better than during nighttime. Overestimation mostly occurs in 2004 and 2006, while underestimation is during pre-sunrise hours in June solstice in 2005. The peak foF2 around sunset is higher during March equinox and September equinox than the other seasons, with longer duration of maximum levels in March equinox than September equinox. Large coefficients of variability foF2 occur during pre-sunrise hours. Meanwhile, the best agreement between the observed foF2 and the IRI model is obtained in June solstice. (2) In general, The IRI (CCIR) model predicts the observed hmF2 well during daytime in June solstice from 2004–2006, but it overestimates during March equinox, September equinox and December solstice. For nighttime, the model overestimates hmF2 values for all seasons especially during March equinox and September equinox. However, the model underestimates hmF2 values during September equinox and for some cases during June solstice and December solstice at pre-sunrise. The agreement between the IRI model and the hmF2(M3000_OBS) is worst around noontime, post-sunset and pre-sunrise hours. All comparative studies give feedback for new improvements of CCIR and URSI IRI models.     

Intelligent UUVs: Some issues on ROV dynamic positioning

Intelligent unmanned underwater vehicles (UUVs) fall under two main group categories: the remotely operated vehicles (ROVs), which are characterized by remote operation and presence of a tether cable; and the autonomous underwater vehicles (AUVs), which are characterized by their autonomous behavior and absence of a tether cable. One fundamental issue of the UUV design is the dynamic position control system. This system plays a crucial role together with the sensor architecture in the degree of system autonomy that can be achieved. This paper is concerned with a few issues when dynamically positioning remotely operated underwater vehicles (ROVs). By restricting the operating regime of ROVs to slow velocity requirements the paper investigates the implementation of a few decentralized control strategies and compare their performance measures, which are assessed by simulating a nonlinear ROV system model for each control strategy. Issues concerning input tracking, disturbance rejection, and plant variations are discussed. The evaluations consider the use of linear PID feedback and feedforward variants, and a robust nonlinear control strategies applied to a full order, fully coupled, and nonlinear vehicle model. These evaluations consider a vehicle undertaking standard mission activities where the tether cable dynamics, with load estimates obtained from a lumped mass cable model, and the vehicle actuator system are present. The paper shows that much of the performance deterioration may be attributed mainly due to cable inertia. The authors also verify that the nonlinear robust control strategy does not necessarily allow for better performance over the linear feedback control strategies implemented when vehicle motions are confined to slow velocity profiles. These and other partial results will aid the design of the control system for an underwater vehicle currently under construction     

Supersonic biplane—A review

One of the fundamental problems preventing commercial transport aircraft from supersonic flight is the generation of strong sonic booms. Sonic booms are the ground-level manifestation of shock waves created by airplanes flying at supersonic speeds. The strength of the shock waves generated by an aircraft flying at supersonic speed is a direct function of both the aircraft’s weight and its occupying volume; it has been very difficult to sufficiently reduce the shock waves generated by the heavier and larger conventional supersonic transport (SST) configuration to meet acceptable at-ground sonic-boom levels. It is our dream to develop a quiet SST aircraft that can carry more than 100 passengers while meeting acceptable at-ground sonic-boom levels. We have started a supersonic-biplane project at Tohoku University since 2004. We meet the challenge of quiet SST flight by extending the classic two-dimensional (2-D) Busemann biplane concept to a 3-D supersonic-biplane wing that effectively reduces the shock waves generated by the aircraft. A lifted airfoil at supersonic speeds, in general, generates shock waves (therefore, wave drag) through two fundamentally different mechanisms. One is due to the airfoil’s lift, and the other is due to its thickness. Multi-airfoil configurations can reduce wave drag by redistributing the system’s total lift among the individual airfoil elements, knowing that wave drag of an airfoil element is proportional to the square of its lift. Likewise, the wave drag due to airfoil thickness can also be nearly eliminated using the Busemann biplane concept, which promotes favorable wave interactions between two neighboring airfoil elements. One of the main objectives of our supersonic-biplane study is, with the help of modern computational fluid dynamics (CFD) tools, to find biplane configurations that simultaneously exhibit both traits. We first re-analyzed using CFD tools, the classic Busemann biplane configurations to understand its basic wave-cancellation concept. We then designed a 2-D supersonic biplane that exhibits both wave-reduction and cancellation effects simultaneously, utilizing an inverse-design method. The designed supersonic biplane not only showed the desired aerodynamic characteristics at its design condition but also outperformed a zero-thickness flat-plate airfoil. (Zero-thickness flat-plate airfoils are known as the most efficient monoplane airfoil at supersonic speeds.) Also discussed in this paper is how to design 2-D biplanes, not only at their design Mach numbers but also at off-design conditions. Supersonic biplanes have unacceptable characteristics at their off-design conditions such as flow choking and its related hysteresis problems. Flow choking causes rapid increase of wave drag and it continues to be kept up to the Mach numbers greater the cruise (design) Mach numbers due to its hysteresis. Some wing devices such as slats and flaps, which could be used at take-off and landing conditions as high-lift devices, were utilized to overcome these off-design problems. Then supersonic-biplane airfoils were extended to 3-D wings. Because that rectangular-shaped 3-D biplane wings showed undesirable aerodynamic characteristics at their wingtips, a tapered-wing planform was chosen for the study. A 3-D biplane wing having a taper ratio and aspect ratio of 0.25 and 5.12, respectively, was designed utilizing the inverse-design method. Aerodynamic characteristics of the designed biplane wing were further improved by using winglets at its wingtips. Flow choking and its hysteresis problems, however, occurred at their off-design conditions. It was shown that these off-design problems could also be resolved by utilizing slats and flaps. Finally, a study on the aerodynamic characteristics of wing-body configurations was conducted using the tapered biplane wing. In this study a body was chosen in order to generate strong shock waves at its nose region. Preliminary parametric studies on the interference effects between the body and the tapered biplane wing were performed by choosing several different wing locations on the body. From this study, it can be concluded that the aerodynamic characteristics of the tapered biplane wing are minimally affected by the disturbances generated from the body, and that the biplane wing shows promise for quiet commercial supersonic transport.