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NASA NTRS2007

Chemical Data Assimilation Estimates of Continental US Ozone and Nitrogen Budgets during INTEX-A

Global ozone analyses, based on assimilation of stratospheric profile and ozone column measurements, and NOy predictions from the Real-time Air Quality Modeling System (RAQMS) are used to estimate the ozone and NOy budget over the Continental US during the July-August 2004 Intercontinental Chemical Transport Experiment-North America (INTEX-A). Comparison with aircraft, satellite, surface, and ozonesonde measurements collected during the INTEX-A show that RAQMS captures the main features of the global and Continental US distribution of tropospheric ozone, carbon monoxide, and NOy with reasonable fidelity. Assimilation of stratospheric profile and column ozone measurements is shown to have a positive impact on the RAQMS upper tropospheric/lower stratosphere ozone analyses, particularly during the period when SAGE III limb scattering measurements were available. Eulerian ozone and NOy budgets during INTEX-A show that the majority of the Continental US export occurs in the upper troposphere/lower stratosphere poleward of the tropopause break, a consequence of convergence of tropospheric and stratospheric air in this region. Continental US photochemically produced ozone was found to be a minor component of the total ozone export, which was dominated by stratospheric ozone during INTEX-A. The unusually low photochemical ozone export is attributed to anomalously cold surface temperatures during the latter half of the INTEX-A mission, which resulted in net ozone loss during the first 2 weeks of August. Eulerian NOy budgets are shown to be very consistent with previously published estimates. The NOy export efficiency was estimated to be 24 percent, with NOx+PAN accounting for 54 percent of the total NOy export during INTEX-A.

Pierce, Robert B.↗
NASA NTRS2007

Reactive Nitrogen Distribution and Partitioning in the North American Troposphere and Lowermost Stratosphere

A comprehensive group of reactive nitrogen species (NO, NO2, HNO3, HO2NO2, PANs, alkyl nitrates, and aerosol-NO3) were measured in the troposphere and lowermost stratosphere over North America and the Atlantic during July/August 2004 (INTEX-A) from the NASA DC-8 platform (0.1-12 km). Less reactive nitrogen species (HCN and CH3CN), that are also unique tracers of biomass combustion, were also measured along with a host of other gaseous (CO, VOC, OVOC, halocarbon) and aerosol tracers. Clean background air as well as air with influences from biogenic emissions, anthropogenic pollution, biomass combustion, and stratosphere was sampled both over continental U. S., Atlantic and Pacific. The North American upper troposphere was found to be greatly influenced by both lightning NO(x) and surface pollution lofted via convection and contained elevated concentrations of PAN, ozone, hydrocarbons, and NO(x). Under polluted conditions PAN was a dominant carrier of reactive nitrogen in the upper troposphere while nitric acid dominated in the lower troposphere. Peroxynitric acid (HO2NO2) was present in sizable concentrations always peaking at around 8 km. Aerosol nitrate appeared to be mostly contained in large soil based particles in the lower troposphere. Plumes from Alaskan fires contained large amounts of PAN and very little enhancement in ozone. Observational data suggest that lightning was a far greater contributor to NO(x) in the upper troposphere than previously believed. NO(x) and NO(y) reservoir appeared to be in steady state only in the middle troposphere where NO(x)/NO(y) was independent of air mass age. A first comparison of observed data with simulations from four 3-D models shows significant differences between observations and models as well as among models. These uncertainties likely propagate themselves in satellites derived NOx data. Observed data are interpreted to suggest that soil sinks of HCN/CH3CN are at best very small. We investigate the partitioning and interplay of the reactive nitrogen species within characteristic air masses and further examine their role in ozone formation.

Singh, H. B.↗
NASA NTRS2006

Workshop on the Impacts of Aviation on Climate Change

Projections indicate that demand for aviation transportation will increase by more than two fold over the next few decades. Timely action is needed to understand and quantify the potential climate impacts of aviation emissions particularly given the sustained lapse over the last several years in U.S. research activities in this area. In response to the stated needs, a group of international experts participated in the Workshop on the Impacts of Aviation on Climate Change during June 7-9, 2006 in Boston, MA. The workshop focus was on the impacts of subsonic aircraft emissions in the UT/LS region and on the potential response of the climate system. The goals of the workshop were to assess and document the present state of scientific knowledge, to identify the key underlying uncertainties and gaps, to identify ongoing and further research needed, to explore the development of climate impact metrics, and to help focus the scientific community on the aviation-climate change research needs. The workshop concluded that the major ways that aviation can affect climate, in agreement with the 1999 assessment by the Intergovernmental Panel on Climate Change (IPCC), are the direct climate effects from CO2 and water vapor emissions, the indirect forcing on climate resulting from changes in the distributions and concentrations of ozone and methane as a primary consequence of aircraft nitrogen oxide (NOx) emissions, the direct effects (and indirect effects on clouds) from emitted aerosols and aerosol precursors, and the climate effects associated with contrails and cirrus cloud formation. The workshop was organized in three subgroups: (1) Effects of aircraft emissions on the UT/LS chemical composition, (2) Effects of water and particle emissions on contrails and on cirrus clouds, and (3) Impacts on climate from aircraft emissions and identification of suitable metrics to measure these impacts. The workshop participants acknowledged the need for focused research specifically to address the uncertainties and gaps in our understanding of current and projected impacts of aviation on climate and to develop metrics to better characterize these impacts. This may entail coordination and/or expansion of existing and planned climate research programs, or new activities. Such efforts should include strong and continuing interactions among the science and aviation communities as well as policymakers to develop well-informed decisions.

Wuebbles, Don↗
NASA NTRS2008

Catalyst for treatment and control of post-combustion emissions

The present invention utilizes two precious metals with two to five different metal-oxides in a layered matrix to convert CO, HCs, and NOx to CO.sub.2, and N.sub.2 by oxidation of two components and reduction of the other in a moderately high temperature gaseous environment containing excess oxygen.

Upchurch, legal representative, Wilhelmina H.↗
NASA NTRS2008

Global Radiative Forcing of Coupled Tropospheric Ozone and Aerosols in a Unified General Circulation Model

Global simulations of sea salt and mineral dust aerosols are integrated into a previously developed unified general circulation model (GCM), the Goddard Institute for Space Studies (GISS) GCM II', that simulates coupled tropospheric ozone-NOx-hydrocarbon chemistry and sulfate, nitrate, ammonium, black carbon, primary organic carbon, and secondary organic carbon aerosols. The fully coupled gas-aerosol unified GCM allows one to evaluate the extent to which global burdens, radiative forcing, and eventually climate feedbacks of ozone and aerosols are influenced by gas-aerosol chemical interactions. Estimated present-day global burdens of sea salt and mineral dust are 6.93 and 18.1 Tg with lifetimes of 0.4 and 3.9 days, respectively. The GCM is applied to estimate current top of atmosphere (TOA) and surface radiative forcing by tropospheric ozone and all natural and anthropogenic aerosol components. The global annual mean value of the radiative forcing by tropospheric ozone is estimated to be +0.53 W m(sup -2) at TOA and +0.07 W m(sup -2) at the Earth's surface. Global, annual average TOA and surface radiative forcing by all aerosols are estimated as -0.72 and -4.04 W m(sup -2), respectively. While the predicted highest aerosol cooling and heating at TOA are -10 and +12 W m(sup -2) respectively, surface forcing can reach values as high as -30 W m(sup -2), mainly caused by the absorption by black carbon, mineral dust, and OC. We also estimate the effects of chemistry-aerosol coupling on forcing estimates based on currently available understanding of heterogeneous reactions on aerosols. Through altering the burdens of sulfate, nitrate, and ozone, heterogeneous reactions are predicted to change the global mean TOA forcing of aerosols by 17% and influence global mean TOA forcing of tropospheric ozone by 15%.

Liao, Hong↗
NASA NTRS2008

Improving Air Quality Forecasts with AURA Observations

Past studies have identified model initial and boundary conditions as sources of reducible errors in air-quality simulations. In particular, improving the initial condition improves the accuracy of short-term forecasts as it allows for the impact of local emissions to be realized by the model and improving boundary conditions improves long range transport through the model domain, especially in recirculating anticyclones. During the August 2006 period, we use AURA/OMI ozone measurements along with MODIS and CALIPSO aerosol observations to improve the initial and boundary conditions of ozone and Particulate Matter. Assessment of the model by comparison of the control run and satellite assimilation run to the IONS06 network of ozonesonde observations, which comprise the densest ozone sounding campaign ever conducted in North America, to AURA/TES ozone profile measurements, and to the EPA ground network of ozone and PM measurements will show significant improvement in the CMAQ calculations that use AURA initial and boundary conditions. Further analyses of lightning occurrences from ground and satellite observations and AURA/OMI NO2 column abundances will identify the lightning NOx signal evident in OMI measurements and suggest pathways for incorporating the lightning and NO2 data into the CMAQ simulations.

Newchurch, M. J.↗
NASA NTRS2006

Role of Climate Change in Global Predictions of Future Tropospheric Ozone and Aerosols

A unified tropospheric chemistry-aerosol model within the Goddard Institute for Space Studies general circulation model II is applied to simulate an equilibrium CO2-forced climate in the year 2100 to examine the effects of climate change on global distributions of tropospheric ozone and sulfate, nitrate, ammonium, black carbon, primary organic carbon, secondary organic carbon, sea salt, and mineral dust aerosols. The year 2100 CO2 concentration as well as the anthropogenic emissions of ozone precursors and aerosols/aerosol precursors are based on the Intergovernmental Panel on Climate Change Special Report on Emissions Scenarios (SRES) A2. Year 2100 global O3 and aerosol burdens predicted with changes in both climate and emissions are generally 5-20% lower than those simulated with changes in emissions alone; as exceptions, the nitrate burden is 38% lower, and the secondary organic aerosol burden is 17% higher. Although the CO2-driven climate change alone is predicted to reduce the global O3 concentrations over or near populated and biomass burning areas because of slower transport, enhanced biogenic hydrocarbon emissions, decomposition of peroxyacetyl nitrate at higher temperatures, and the increase of O3 production by increased water vapor at high NOx levels. The warmer climate influences aerosol burdens by increasing aerosol wet deposition, altering climate-sensitive emissions, and shifting aerosol thermodynamic equilibrium. Climate change affects the estimates of the year 2100 direct radiative forcing as a result of the climate-induced changes in burdens and different climatological conditions; with full gas-aerosol coupling and accounting for ozone and direct radiative forcings by the O2, sulfate, nitrate, black carbon, and organic carbon are predicted to be +0.93, -0.72, -1.0, +1.26, and -0.56 W m(exp -2), respectively, using present-day climate and year 2100 emissions, while they are predicted to be +0.76, -0.72, 0.74, +0.97, and -0.58 W m(exp -2), respectively, with year 2100 climate and emissions.

Liao, Hong↗
NASA NTRS2008

Development and Characterization of the Bonding and Integration Technologies Needed for Fabricating Silicon Carbide Based Injector Components

Advanced ceramic bonding and integration technologies play a critical role in the fabrication and application of silicon carbide based components for a number of aerospace and ground based applications. One such application is a lean direct injector for a turbine engine to achieve low NOx emissions. Ceramic to ceramic diffusion bonding and ceramic to metal brazing technologies are being developed for this injector application. For the diffusion bonding technology, titanium interlayers (coatings and foils) were used to aid in the joining of silicon carbide (SiC) substrates. The influence of such variables as surface finish, interlayer thickness, and processing time were investigated. Electron microprobe analysis was used to identify the reaction formed phases. In the diffusion bonds, an intermediate phase, Ti5Si3Cx, formed that is thermally incompatible in its thermal expansion and caused thermal stresses and cracking during the processing cool-down. Thinner interlayers of pure titanium and/or longer processing times resulted in an optimized microstructure. Tensile tests on the joined materials resulted in strengths of 13-28 MPa depending on the SiC substrate material. Nondestructive evaluation using ultrasonic immersion showed well formed bonds. For the joining technology of brazing Kovar fuel tubes to silicon carbide, preliminary development of the joining approach has begun. Various technical issues and requirements for the injector application are addressed.

Halbig,Michael C.↗
NASA NTRS2008

Bonding and Integration Technologies for Silicon Carbide Based Injector Components

Advanced ceramic bonding and integration technologies play a critical role in the fabrication and application of silicon carbide based components for a number of aerospace and ground based applications. One such application is a lean direct injector for a turbine engine to achieve low NOx emissions. Ceramic to ceramic diffusion bonding and ceramic to metal brazing technologies are being developed for this injector application. For the diffusion bonding, titanium interlayers (PVD and foils) were used to aid in the joining of silicon carbide (SiC) substrates. The influence of such variables as surface finish, interlayer thickness (10, 20, and 50 microns), processing time and temperature, and cooling rates were investigated. Microprobe analysis was used to identify the phases in the bonded region. For bonds that were not fully reacted an intermediate phase, Ti5Si3Cx, formed that is thermally incompatible in its thermal expansion and caused thermal stresses and cracking during the processing cool-down. Thinner titanium interlayers and/or longer processing times resulted in stable and compatible phases that did not contribute to microcracking and resulted in an optimized microstructure. Tensile tests on the joined materials resulted in strengths of 13-28 MPa depending on the SiC substrate material. Non-destructive evaluation using ultrasonic immersion showed well formed bonds. For the joining technology of brazing Kovar fuel tubes to silicon carbide, preliminary development of the joining approach has begun. Various technical issues and requirements for the injector application are addressed.

Halbig, Michael C.↗
NASA NTRS2007

Effects of Deep Convection on Atmospheric Chemistry

This presentation will trace the important research developments of the last 20+ years in defining the roles of deep convection in tropospheric chemistry. The role of deep convection in vertically redistributing trace gases was first verified through field experiments conducted in 1985. The consequences of deep convection have been noted in many other field programs conducted in subsequent years. Modeling efforts predicted that deep convection occurring over polluted continental regions would cause downstream enhancements in photochemical ozone production in the middle and upper troposphere due to the vertical redistribution of ozone precursors. Particularly large post-convective enhancements of ozone production were estimated for convection occurring over regions of pollution from biomass burning and urban areas. These estimates were verified by measurements taken downstream of biomass burning regions of South America. Models also indicate that convective transport of pristine marine boundary layer air causes decreases in ozone production rates in the upper troposphere and that convective downdrafts bring ozone into the boundary layer where it can be destroyed more rapidly. Additional consequences of deep convection are perturbation of photolysis rates, effective wet scavenging of soluble species, nucleation of new particles in convective outflow, and the potential fix stratosphere-troposphere exchange in thunderstorm anvils. The remainder of the talk will focus on production of NO by lightning, its subsequent transport within convective clouds . and its effects on downwind ozone production. Recent applications of cloud/chemistry model simulations combined with anvil NO and lightning flash observations in estimating NO Introduction per flash will be described. These cloud-resolving case-study simulations of convective transport and lightning NO production in different environments have yielded results which are directly applicable to the design of lightning parameterizations for global chemical transport models. The range of mean values (factor of 3) of NO production per flash (or per meter of lightning channel length) that have been deduced from the model will be shown and compared with values of production in the literature that have been deduced using other methods, Results show that on a per flash basis, IC flashes are nearly as productive of NO as CG flashes. When combined with the global flash rate of 44 flashes per second from NASA's Optical Transient Detector (OTD) measurements, these estimates and the results from other techniques yield global NO production rates of 2-9 TgN/year. Vertical profiles of lightning NOx mass at the end of the 3-D storm simulations have been summarized to yield suggested profiles for use in global models. Simulations of the photochemistry over the 24 hours following a storm have been performed to determine the additional ozone production which can be attributed to lightning NO.

Pickering, Kenneth E.↗
NASA NTRS2009

Engine Conceptual Design Studies for a Hybrid Wing Body Aircraft

Worldwide concerns of air quality and climate change have made environmental protection one of the most critical issues in aviation today. NASA's current Fundamental Aeronautics research program is directed at three generations of aircraft in the near, mid and far term, with initial operating capability around 2015, 2020, and 2030, respectively. Each generation has associated goals for fuel burn, NOx, noise, and field-length reductions relative to today's aircrafts. The research for the 2020 generation is directed at enabling a hybrid wing body (HWB) aircraft to meet NASA's aggressive technology goals. This paper presents the conceptual cycle and mechanical designs of the two engine concepts, podded and embedded systems, which were proposed for a HWB cargo freighter. They are expected to offer significant benefits in noise reductions without compromising the fuel burn.

Tong, Michael T.↗
NASA NTRS2009

Electric Propulsion Platforms at DFRC

NASA Dryden Flight Research Center is a world-class flight research facility located at Edwards AFB, CA. With access to a 44 sq. mile dry lakebed and 350 testable days per year, it is the ideal location for flight research. DFRC has been undertaking aircraft research for approximately six decades including the famous X-aircraft (X-1 through X-48) and many science and exploration platforms. As part of this impressive heritage, DFRC has garnered more hours of full-sized electric aircraft testing than any other facility in the US, and possibly the world. Throughout the 80 s and 90 s Dryden was the home of the Pathfinder, Pathfinder Plus, and Helios prototype solar-electric aircraft. As part of the ERAST program, these electric aircraft achieved a world record 97,000 feet altitude for propeller-driven aircraft. As a result of these programs, Dryden s staff has collected thousands of man-hours of electric aircraft research and testing. In order to better answer the needs of the US in providing aircraft technologies with lower fuel consumption, lower toxic emissions (NOx, CO, VOCs, etc.), lower greenhouse gas (GHG) emissions, and lower noise emissions, NASA has engaged in cross-discipline research under the Aeronautics Research Mission Directorate (ARMD). As a part of this overall effort, Mark Moore of LaRC has initiated a cross-NASA-center electric propulsion working group (EPWG) to focus on electric propulsion technologies as applied to aircraft. Electric propulsion technologies are ideally suited to overcome all of the obstacles mentioned above, and are at a sufficiently advanced state of development component-wise to warrant serious R&D and testing (TRL 3+). The EPWG includes participation from NASA Langley Research Center (LaRC), Glenn Research Center (GRC), Ames Research Center (ARC), and Dryden Flight Research Center (DFRC). Each of the center participants provides their own unique expertise to support the overall goal of advancing the state-of-the-art in aircraft electric propulsion technologies. DFRC will leverage its vast experience in flight test to assist in the integration and flight test phases of any electric propulsion program. DFRC s core competencies, that have particular relevance to the goals of the EPWG, include flight research planning and execution and providing aircraft test beds for researching and testing electric propulsion concepts and equipment. There are three flight regimes that the EPWG is focusing on: subsonic small GA and UAV, subsonic transport class, and supersonic. DFRC proposes two classes of test bed aircraft, to answer the early- and mid-phase testing requirements of all flight regimes the EPWG is concerned with. First, a highly efficient PIK motor glider will be used to test concepts and equipment associated with the subsonic GA and UAV aircraft regime (N+1). Second, a small fleet of subscale remotely-piloted aircraft test beds, similar to the X48B Blended Wing Body aircraft tested at Dryden, will be developed to answer the unique testing requirements of the subsonic GA and UAV, subsonic transport and possibly the supersonic class of aircraft (N+2, N+3). These aircraft can be tested in either serial stages or concurrent stages, depending on the actual test requirements and program schedules. Both classes of test bed aircraft are described below.

Baraaclough, Jonathan↗
NASA NTRS2004

Satellite Mapping of Rain-Induced Nitric Oxide Emissions from Soils

We use space-based observations of NO2 columns from the Global Ozone Monitoring Experiment (GOME) to map the spatial and seasonal variations of NOx emissions over Africa during 2000. The GOME observations show not only enhanced tropospheric NO2 columns from biomass burning during the dry season but also comparable enhancements from soil emissions during the rainy season over the Sahel. These soil emissions occur in strong pulses lasting 1-3 weeks following the onset of rain, and affect 3 million sq km of semiarid sub-Saharan savanna. Surface observations of NO2 from the International Global Atmospheric Chemistry (IGAC)/Deposition of Biochemically Important Trace Species (DEBITS)/Africa (IDAF) network over West Africa provide further evidence for a strong role for microbial soil sources. By combining inverse modeling of GOME NO2 columns with space-based observations of fires, we estimate that soils contribute 3.3+/-1.8 TgN/year, similar to the biomass burning source (3.8+/-2.1 TgN/year), and thus account for 40% of surface NO(x) emissions over Africa. Extrapolating to all the tropics, we estimate a 7.3 TgN/year biogenic soil source, which is a factor of 2 larger compared to model-based inventories but agrees with observation-based inventories. These large soil NO(x) emissions are likely to significantly contribute to the ozone enhancement originating from tropical Africa.

Jaegle, L.↗
NASA NTRS2004

Space-Based Diagnosis of Surface Ozone Sensitivity to Anthropogenic Emissions

We present a novel capability in satellite remote sensing with implications for air pollution control strategy. We show that the ratio of formaldehyde columns to tropospheric nitrogen dioxide columns is an indicator of the relative sensitivity of surface ozone to emissions of nitrogen oxides (NO(x) = NO + NO2) and volatile organic compounds (VOCs). The diagnosis from these space-based observations is highly consistent with current understanding of surface ozone chemistry based on in situ observations. The satellite-derived ratios indicate that surface ozone is more sensitive to emissions of NO(x) than of VOCs throughout most continental regions of the Northern Hemisphere during summer. Exceptions include Los Angeles and industrial areas of Germany. A seasonal transition occurs in the fall when surface ozone becomes less sensitive to NOx and more sensitive to VOCs.

Martin, Randall V.↗
NASA NTRS2009

Engine Conceptual Design Studies for a Hybrid Wing Body Aircraft

Worldwide concerns of air quality and climate change have made environmental protection one of the most critical issues in aviation today. NASA s current Fundamental Aeronautics Research program is directed at three generations of aircraft in the near, mid and far term, with initial operating capability around 2015, 2020, and 2030, respectively. Each generation has associated goals for fuel burn, NOx, noise, and field-length reductions relative to today s aircrafts. The research for the 2020 generation is directed at enabling a hybrid wing body (HWB) aircraft to meet NASA s aggressive technology goals. This paper presents the conceptual cycle and mechanical designs of the two engine concepts, podded and embedded systems, which were proposed for a HWB cargo freighter. They are expected to offer significant benefits in noise reductions without compromising the fuel burn.

Tong, Michael T.↗
NASA NTRS2009

A Method for Retrieving Ground Flash Fraction from Satellite Lightning Imager Data

A general theory for retrieving the fraction of ground flashes in N lightning observed by a satellite-based lightning imager is provided. An "exponential model" is applied as a physically reasonable constraint to describe the measured optical parameter distributions, and population statistics (i.e., mean, variance) are invoked to add additional constraints to the retrieval process. The retrieval itself is expressed in terms of a Bayesian inference, and the Maximum A Posteriori (MAP) solution is obtained. The approach is tested by performing simulated retrievals, and retrieval error statistics are provided. The ability to retrieve ground flash fraction has important benefits to the atmospheric chemistry community. For example, using the method to partition the existing satellite global lightning climatology into separate ground and cloud flash climatologies will improve estimates of lightning nitrogen oxides (NOx) production; this in turn will improve both regional air quality and global chemistry/climate model predictions.

Koshak, William J.↗
NASA NTRS2010

Weather, Climate, and Society: New Demands on Science and Services

A new algorithm has been constructed to estimate the path length of lightning channels for the purpose of improving the model predictions of lightning NOx in both regional air quality and global chemistry/climate models. This algorithm was tested and applied to VHF signals detected by the North Alabama Lightning Mapping Array (NALMA). The accuracy of the algorithm was characterized by comparing algorithm output to the plots of individual discharges whose lengths were computed by hand. Several thousands of lightning flashes within 120 km of the NALMA network centroid were gathered from all four seasons, and were analyzed by the algorithm. The mean, standard deviation, and median statistics were obtained for all the flashes, the ground flashes, and the cloud flashes. Channel length distributions were also obtained for the different seasons.

Source record↗
NASA NTRS2010

Integrated Analysis of Airport Capacity and Environmental Constraints

LMI conducted an integrated analysis of airport capacity and environmental constraints. identifying and ranking the key factors limiting achievement of NextGen capacity goals. The primary metric used was projected throughput, which was estimated for the years 2015 and 2025 based on the unconstrained demand forecast from the Federal Aviation Administration, and planned improvements including those proposed in the NextGen plan. A set of 310 critical airports was identified.. collectively accounting for more than 99 percent of domestic air traffic volume; a one-off analytical approach was used to isolate the constraint being assessed. The study considered three capacity constraints (runway.. taxiway, and gate) and three environmental constraints (fuel, NO(x) emissions, and noise). For the ten busiest airports, runway and noise are the primary and secondary constraints in both 2015 and 2025. For the OEP 35 airports and overall for the remaining airports, the most binding constraint is noise. Six of the 10 busiest airports, will face runway constraints in 2025, and 95 will face gate constraints. Nearly every airport will be subject to constraints due to emissions and NOx. Runway and taxi constraints are more concentrated in the large airports: environmental constraints are present at almost every airport regardless of size.

Hasan, Shahab↗