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A limited theoretical systems study is made of the Skylab S-192 12-channel multispectral scanner's capabilities for geological remote sensing. Laboratory spectra of rocks, minerals, soils, and some vegetation were used to rank the twelve channels and the best twelve of the 66 possible nonreciprocal spectral ratios according to their ability to discriminate among 17 classes of geological targets. Environmental and instrumental noise sources were ignored. The S-192 should be most useful for discriminating minerals deposited by hydrothermal alteration, weathering, and evaporation. Discrimination of igneous rocks will be difficult. Ratio images are recommended over automatic discrimination methods for those geological targets that can be enhanced by ratio imaging. Ratio codes were found for the twelve highest ranked ratios, for use in selecting the ratio images which will best enhance a target of interest. They can also be searched for false alarm candidates for a given target.
- After 16+ years, the NASA Cloud-Aerosol Lidar and Infrared Pathfinder Satellite Observations (CALIPSO) mission will soon retire. - Narrow window of opportunity exists to improve quality of CALIPSO aerosol retrievals by advancing knowledge of aerosol lidar ratios for different aerosol types; - For CALIOP, the elastic backscatter lidar aboard CALIPSO, an aerosol lidar ratio (i.e., extinction-to-backscatter ratio) is generally assumed to retrieve vertical profiles of aerosol extinction and subsequently column-integrated aerosol optical depth (AOD). - Current CALIPSO lidar ratio selection process uses a single lidar ratio for each of the 7 CALIPSO tropospheric aerosol types, with large uncertainties for most aerosol types. Goal of this study: creation of regional and seasonal climatological lidar ratio maps for marine aerosols by leveraging passive aerosol retrievals (MODIS) and global model simulations (GEOS/GOGART).
The aerodynamic characteristics of seven unswept tapered wings were determined by calculation from two-dimensional data and by wind-tunnel tests in order to demonstrate the accuracy of the calculations and to show some of the effects of aspect ratio, taper ratio, and root thickness-chord ratio. The characteristics were calculated by the usual application of the lifting-line theory which assumes linear section lift curves and also by an application of the theory which allows the use of nonlinear lift curves. A correction to the lift for the effect of chord was made by using the Jones edge-velocity factor. The wings had aspect ratios of 8, 10, and 12, taper ratios of 2.5 and 3.5, and NACA 44-series airfoils.
Highly active and selective CO 2 methanation catalysts are critical to CO 2 upgrading, synthetic natural gas production, and CO 2 emission reduction. Wet impregnation is widely used to synthesize oxide-supported metallic nanoparticles as the catalyst for CO 2 methanation. However, as the reagents cannot be homogeneously mixed at an atomic level, it is challenging to modulate the microstructure, crystal structure, chemical composition, and electronic structure of catalysts via wet impregnation. In this work, a scalable and straightforward catalyst fabrication approach has been designed and validated to produce Sm 0.25 Ce 0.75 O 2-δ -supported Ni (SDC–Ni) as the CO 2 methanation catalyst. By varying the chelating agents-to-total metal cations ratio (C/I ratio) during the catalyst synthesis, we can readily and simultaneously modulate the microstructure, metallic surface area, crystal structure, chemical composition, and electronic structure of SDC–Ni, consequently fine-tuning the oxide–support interactions and CO 2 methanation activity. The optimal C/I ratio (0.1) leads to an SDC–Ni catalyst that facilitates C–O bond cleavage and significantly improves CO 2 conversion at 250 °C. A CO 2 -to-CH 4 yield of >73% has been achieved at 250 °C. Furthermore, a stable operation of >1500 hours has been demonstrated, and no degradation is observed. Extensive characterizations were performed to fundamentally understand how to tune and enhance CO 2 methanation activity of SDC–Ni by modulating the C/I ratio. The correlation of physical, chemical, and catalytic properties of SDC–Ni with the C/I ratio is established and thoroughly elaborated in this work. This study could be applied to tune the oxide–support interactions of various catalysts for enhancing the catalytic activity.
An investigation was conducted to determine the effect of fineness ratio on the drag of circular-arc boattails at subsonic and low supersonic speeds. The boattails had closure ratios of 0.50 and incorporated convergent nozzles. The investigation was conducted statically and at Mach numbers from 0.40 to 1.30 at 0 deg angle of attack with jet total-pressure ratios varying from jet off to about 6, depending on Mach number. Low-fineness-ratio boattails had large separated-flow regions and the highest drag at all Mach numbers. Subsonic pressure-plus-friction drag levels were generally similar for boattails which did not have large separated regions. Drag-rise Mach number increased as boattail fineness ratio increased.
We investigate the observed relationship between black hole mass (M(sub BH)), bolometric luminosity (L(sub bol)) and Eddington ratio (lambda(sub Edd)) with optical emission-line ratios ([N II] lambda6583/Halpha, [S II]lambda-lamda6716, 6731/Halpha, [O I] lamda6300/Halpha, [O III] lamda5007/Hbeta, [Ne III] lamda3869/Hbeta and He II lamda4686/Hbeta) of hard X-ray-selected active galactic nuclei (AGN) from the BAT AGN Spectroscopic Survey. We show that the [N II] lamda6583/Halpha ratio exhibits a significant correlation with lamda(sub Edd) (R(sub Pear) = -0.44, p-value 3 x 10(exp. -13) sigma = 0.28 dex), and the correlation is not solely driven by M(sub BH) or L(sub bol). The observed correlation between [N II] lamda6583/Halpha ratio and M(sub BH) is stronger than the correlation with L(sub bol), but both are weaker than the lamda(sub Edd) correlation. This implies that the large-scale narrow lines of AGN host galaxies carry information about the accretion state of the AGN central engine. We propose that [N II] lamda6583/Halpha is a useful indicator of Eddington ratio with 0.6 dex of rms scatter, and that it can be used to measure lambda(sub Edd) and thus M(sub BH) from the measured L(sub bol), even for high-redshift obscured AGN. We briefly discuss possible physical mechanisms behind this correlation, such as the mass-metallicity relation, X-ray heating, and radiatively driven outflows.
Ammonia (NH3) has garnered significant interest as an alternative fuel for meeting international emissions reduction mandates in sectors with high weight and distance requirements, such as shipping. Technical barriers and unanswered questions remain on the combustion strategies that can maximize ammonia utilization and minimize emissions. Prior research studies at the US Department of Energy’s Oak Ridge National Laboratory have shown strong performance with NH3 under dual-fuel mode using conventional diesel combustion (CDC) manifold air pressure settings. Diesel airflow was initially used to simplify retrofitting (no turbocharger modification), which resulted in air-fuel equivalence ratios (λ) greater than 1.5. To characterize potential improvements in dual-fuel NH3 combustion performance at richer in-cylinder conditions, a global λ sweep compared the use of early (E-pilot) and late (L-pilot) single diesel injections. The experiments were conducted at 1200 RPM and 12.8 ± 0.2 bar (75 % load), and λ was varied by decreasing the commanded air flow to the engine at greater than 90 % ammonia energy substitution level. A diesel injection timing sweep was conducted for both the injection strategies at fixed λ, and the timing with the lowest engine-out N2O emissions was identified. The results indicated an optimal balance between CO2,eq and thermal efficiency benefits both E-pilot and L-pilot injection strategy cases compared with CDC at a λ of 1.4. The indicated nitrogen-based emissions exhibited a strong correlation to the ratio of CA5–50 and ignition delay for L-pilot, but no apparent trend emerged for the E-pilot injection strategy at the tested boundary conditions. This dataset includes the raw experimental data and documentation of the experiment conditions and methods.
A study of short-gated 10 nanosecond (ns), 100 picosecond (ps), and 100 femtosecond (fs) laser induced breakdown spectroscopy (LIBS) was conducted for fuel-to-air ratio (FAR) measurements in an atmospheric Hencken flame. The intent of the work is to understand which emission lines are available near the optical range in each pulse width regime and which emission ratios may be favorable for generating equivalence ratio calibration curves. The emission spectra in the range of 550–800 nm for ns-LIBS and ps-LIBS are mostly similar with slightly elevated atomic oxygen lines by ps-LIBS. Spectra from fs-LIBS show the lowest continuum background and prominent individual atomic lines, though have significantly weaker ionic emission from nitrogen. A qualitative explanation based on assumed local thermodynamic equilibrium and electron temperatures calculated by the N I I ( 565 n m ) and N I I ( 594 n m ) emissions is presented. In studying line emission ratios for FAR calculation, it is found that H α <#comment/> ( 656 n m ) / N I I ( 568 n m ) is best for FAR measurements with ns-LIBS and remains viable for ps-LIBS, while H α <#comment/> ( 656 n m ) / O I ( 777 n m ) is optimal for the ps-LIBS and fs-LIBS cases. Due to low continuum background and short time delay for spectra collection, fs-LIBS is very promising for high-speed FAR measurements using short-gated LIBS.
The aerodynamic performance of a 0.5 aspect ratio turbine vane configuration with coolant flow ejection was experimentally determined in a full annular cascade. The vanes were tested at a nominal mean section ideal critical velocity ratio of 0.890 over a range of primary to coolant total temperature ratio from 1.0 to 2.08 and a range of coolant to primary total pressure ratio from 1.0 to 1.4 which corresponded to coolant flows from 3.0 to 10.7 percent of the primary flow. The variations in primary and thermodynamic efficiency and exit flow conditions with circumferential and radial position were obtained.
Results of tests conducted in the 6-foot-diameter rolling-flow test section of the Langley stability tunnel to determine the effects of varying taper ratio on the rolling and static stability characteristics of a swept wing are presented; results are also given for the effects of varying taper ratio on an unswept wing and for the effects of sweep on a tapered wing. All the models were of aspect ratio 2.61 and had NACA 0012 sections normal to the quarter-chord line. Taper ratios of 1.00, 0.50, and 0.25 and sweep angles of 0 degrees and 45 degrees were investigated.
A low-speed wind-tunnel investigation was made to determine the lateral control characteristics of a series of untapered low-aspect-ratio wings. Sealed flap ailerons of various spans and spanwise locations were investigated on unswept wings of aspect ratios 1.13, 1.13, 4.13, and 6.13; and various projections of 0.60-semispan retractable ailerons were investigated on the unsweptback wings of aspect ratios 1.13, 2.13, and 4.13 and on a 45 degree sweptback wing. The retractable ailerons investigated on the unswept wings spanned the outboard stations of each wing; whereas the plain and stepped retractable ailerons investigated on the sweptback wing were located at various spanwise stations. Design charts based on experimental results are presented for estimating the flap aileron effectiveness for low-aspect-ratio, untapered, unswept.
By using the Prandtl-Glauert method that is valid for three-dimensional flow problems, the value of the maximum incremental velocity for compressible flow about thin ellipsoids at zero angle of attack is calculated as a function of the Mach number for various aspect ratios and thickness ratios. The critical Mach numbers of the various ellipsoids are also determined. The results indicate an increase in critical Mach number with decrease in aspect ratio which is large enough to explain experimental results on low-aspect-ratio wings at zero lift.
A free-flight rocket-propelled-model investigation was conducted at Mach numbers of 1.2 to 1.9 to determine the longitudinal and lateral aero-dynamic characteristics of a low-drag aircraft configuration. The model consisted of an aspect-ratio -1.86 arrow wing with 67.5 deg. leading-edge sweep and NACA 65A004 airfoil section and a triangular vertical tail with 60 deg. sweep and NACA 65A003 section in combination with a body of fineness ratio 20. Aerodynamic data in pitch, yaw, and roll were obtained from transient motions induced by small pulse rockets firing at intervals in the pitch and yaw directions. From the results of this brief aerodynamic investigation, it is observed that very slender body shapes can provide increased volumetric capacity with little or no increase in zero-lift drag and that body fineness ratios of the order of 20 should be considered in the design of long-range supersonic aircraft. The zero-lift drag and the drag-due-to-lift parameter of the test configuration varied linearly with Mach number. The maximum lift-drag ratio was 7.0 at a Mach number of 1.25 and decreased slightly to a value of 6.6 at a Mach number of 1.81. The optimum lift coefficient, normal-force-curve slope, lateral-force-curve slope, static stability in pitch and yaw, time to damp to one-half amplitude in pitch and yaw, the sum of the rotary damping derivatives in pitch and also in yaw, and the static rolling derivatives all decreased with an increase in Mach number. Values of certain rolling derivatives were obtained by application of the least-squares method to the differential equation of rolling motion. A comparison of the experimental and calculated total rolling-moment-coefficient variation during transient oscillations of the model indicated good agreement when the damping-in-roll contribution was included with the static rolling-moment terms.
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This work explores pathways to achieve diesel-like, high-efficiency combustion with stoichiometric 3-way catalyst compatible combustion in a single-cylinder spark ignition (SI) research engine. A unique high stroke-to-bore engine design (1.5:1) with cooled exhaust gas recirculation (EGR) and high compression ratio ( r c ) was used to improve engine efficiency by up to 30% compared with a production turbocharged gasoline direct injection spark ignition engine. Engine experiments were conducted with both 91 RON E10 gasoline and liquified petroleum gas (LPG) (i.e. autogas) and were compared to legacy gasoline data on the production engine. Geometric compression ratio ( r c ) of 13.3:1 was used for both fuels with additional experiments at 16.8:1 for LPG only. Measurements of exhaust soot particle size and number concentrations were made with both fuels. Significant reduction in soot particles across the whole particle size range were achieved with LPG due to the elimination of in-cylinder liquid films. The effects of EGR, late intake valve closing (IVC) and fuel characteristics were investigated through their effects on efficiency, combustion stability and soot production. Results of 47% gross thermal efficiency, and 45% net thermal efficiency at stoichiometric engine operation, at up to 17 bar IMEP and 2000 r/min with 16.8:1 r c were achieved with LPG. Estimated brake efficiency values were compared to a contemporary medium duty diesel engine illustrating the benefits of the chosen path for achieving diesel efficiency parity.
In the subcritical systems, the subcriticality level must be monitored continuously to ensure the safe operation of the systems. Techniques such as the neutron source-modulation method and the flux-to-current ratio method have been proposed for on-line reactivity measurements of the subcritical systems. However, the accuracy of these methods is unknown in the actual applications. In this report, the fundamental concepts of these techniques are visited, with numerical simulation techniques developed to validate these on-line reactivity monitoring methodologies. Specifically, the Monte Carlo numerical simulation results show that the neutron source-modulation method is not accurate in determining the reactivity of the subcritical systems. The flux-to-current ratio method can provide on-line reactivity measurements, and its spatial effects have been studied and well understood through the numerical simulations of the fuel loading of the neutron source facility of Ukraine. In addition, a modified version of the area-ratio method is proposed for the on-line measurements of the absolute reactivity of the subcritical systems. Monte Carlo numerical simulations showed that this method can provide the absolute reactivity of the subcritical systems within ~5% error, if the neutron detectors are placed close to the fuel assembly interface with the reflector zone or in the reflector zones away from the neutron source.