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Last modified
7/28/2009 2:40:26 PM
Creation date
4/24/2008 2:49:01 PM
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Template:
Weather Modification
Title
Physics of Winter Orographic Precipitation and it's Modification - Summary of Presentations
Date
10/1/1985
Weather Modification - Doc Type
Report
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<br />Physics of Dispersion and Transport, and Ice Multiplication <br /> <br />by <br /> <br />J.W. Telford and S.K. Chai <br />Desert Research Institute-ASC <br />Reno, NV 89506 <br /> <br />1. Airborne Tracing Experiments <br />The graphical output from the last flight is included in this <br />report as Figures 1-5. These are direct reproductions of the <br />real time plotter output. Figure 1 shows the start of the flight <br />at Stead Airport. The strip' charts at the top of the plot show <br />altitude in kilometers with only the fractional part plotted. <br />When the trace exceeds the limits, a unit of 1 kilometer is added <br />or subtracted to keep the trace on scalel and the trace annotated <br />with the integer value which applies to the new section. Thus at <br />12:48 in Figure 1 the altitude begins at about 1.6 kilometers <br />(Stead Field is 5060 ft or 1542 m). The SF6 output records volts <br />from the instrument. It starts at about 1.3 and is then adjusted <br />to about 0.1 volts. At 12:50 the instrument is calibrated with a <br />25 ppt SF6 sample and again at 12:54. Some adjustments were then <br />made. Thus the sensitivity is about 50 ppt/volt. <br />The engines were started at 13:15, which is apparent in the <br />SF6 noise level increase., Takeoff occurred at 13:32 and the <br />aircraft climbed to about 2400 m ASL. The SF6 instrument was re- <br />adjusted at 13:44. The climb is annotated A, B, and C at 13:36, <br />13:42, and at 13:46. The chart is also labeled along the track <br />at A, B, and C so there is a direct reference between strip chart <br />times and aircraft positions. <br />Figure 2 shows encounters with the SF6 at 13:49, 13:53, <br />14:05, 14:10, etc. The chart scale was changed at about 14:36 to <br />expand the scale by a factor of five so it would be easier to <br />follow. The map, Figure 6, shows the ground release point for <br />the SF6 on the experiment of 4/22/85 as a broad arrow. The thin <br />arrows show the hill around which the aircraft concentrated its <br />sampling path. The SF6 drifted roughly in the direction of the <br />broad arrow. The day was clear and sunny, with continuous con- <br />vection and a moderate wind until later in the day. <br />In Figure 3, the chart shows race track patterns which <br />correspond with turns near the narrow arrows in Figure 6. In <br />this Figure 3 there are strong SF6 traces recorded at 15:24, 29, <br />33-1/2, 38, 41-1/2, 46 and 50 (last are in Figure 4). These are <br />near positions (A-B), C, D, E, F, G and ~ which locate at 1, 2, <br />3, 4, 5 and 6 as marked over the chart of Figure 3. <br />The observed positions for the SF6 are clustered on the <br />northwestern flanks of the mountain, near the 5513 ft peak, on <br />the upwind side but on the downwind side they are further to the <br />south. One chart division in latitude is 24/5 nautical miles, or <br /> <br />5 <br />
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