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At least 847 records · Page 47
All sourcesNASA NTRSDOE OSTI
NASA NTRS1972

Performance of a swirl-can combustor at idle conditions

Test results of a full annulus swirl-can combustor operated at simulated engine idle conditions indicated that significant improvements in combustion efficiency and accompanying reductions in pollutants could be realized with radial scheduling of fuel. Test conditions were an inlet air temperature of 478 K, a pressure of 4 atmospheres, and a reference velocity of 26 meters per second. At a fuel-air ratio of 0.008, radial scheduling of fuel increased combustion efficiency from less than 50 percent with no scheduling to nearly 100 percent and produced emission index values of unburned hydrocarbons and carbon monoxide of 10 and 40, respectively.

Niedzwiecki, R. W.↗
NASA NTRS1975

Gas sampling method for determining pollutant concentrations in the flame zone of two swirl-can combustor modules

A gas sampling probe and traversing mechanism were developed to obtain detailed measurements of gaseous pollutant concentrations in the primary and mixing regions of combustors in order to better understand how pollutants are formed. The gas sampling probe was actuated by a three-degree-of-freedom traversing mechanism and the samples obtained were analyzed by an on-line gas analysis system. The pollutants in the flame zone of two different swirl-can combustor modules were measured at an inlet-air temperature of 590 K, pressure of 6 atmospheres, and reference velocities of 23 and 30 meters per second at a fuel-air ratio of 0.02. Typical results show large spatial gradients in the gaseous pollutant concentration close to the swirl-can module. Average concentrations of unburned hydrocarbons and carbon monoxide decrease rapidly in the downstream wake regions of each module. By careful and detailed probing, the effect of various module design features on pollutant formation can be assessed. The techniques presently developed seem adequate to obtain the desired information.

Duerr, R. A.↗
NASA NTRS1989

RSRM nozzle fixed housing cooldown test

Flight 5 aft segments with nozzles were exposed to -17 F temperatures while awaiting shipment to KSC in February, 1989. No records were found which show that any previous nozzles were exposed to air temperatures as low as those seen by the Flight 5 nozzles. Thermal analysis shows that the temperature of the fixed housing, and forward and aft exit cone components dropped as low as -10 F. Structural analysis of the nozzles at these low temperatures show the forward and aft exit cone adhesive bonds to have a positive margin of safety, based on a 2.0 safety factor. These analyses show the normal and shear stresses in the fixed housing bond as low values. However, the hoop and meridinal stresses were predicted to be in the 4000 psi range; the failure stress allowable of EA913NA adhesive at -7 F. If the bonds did break in directions perpendicular to the surfaces, called bond crazing, no normal bond strength would be lost. Testing was conducted in two phases, showing that no degradation to the adhesive bonds occurred while the Flight 5 nozzles were subjected to subzero temperatures. The results of these tests are documented. Phase 1 testing cooled a full-scale RSRM insulated fixed housing to -13 F, with extensive bondline inspections. Phase 2 testing cooled the witness panel adhesive tensile buttions to -13 F, with failure strengths recorded before, during, and after the cooldown.

Bolieau, D. J.↗
NASA NTRS1994

The classification of the Arctic Sea ice types and the determination of surface temperature using advanced very high resolution radiometer data

The accurate quantification of new ice and open water areas and surface temperatures within the sea ice packs is a key to the realistic parameterization of heat, moisture, and turbulence fluxes between ocean and atmosphere in the polar regions. Multispectral NOAA advanced very high resolution radiometer/2 (AVHRR/2) satellite images are analyzed to evaluate how effectively the data can be used to characterize sea ice in the Bering and Greenland seas, both in terms of surface type and physical temperature. The basis of the classification algorithm, which is developed using a late wintertime Bering Sea ice cover data, is that frequency distributions of 10.8- micrometers radiances provide four distinct peaks, represeting open water, new ice, young ice, and thick ice with a snow cover. The results are found to be spatially and temporally consistent. Possible sources of ambiguity, especially associated with wider temporal and spatial application of the technique, are discussed. An ice surface temperature algorithm is developed for the same study area by regressing thermal infrared data from 10.8- and 12.0- micrometers channels against station air temperatures, which are assumed to approximate the skin temperatures of adjacent snow and ice. The standard deviations of the results when compared with in situ data are about 0.5 K over leads and polynyas to about 0.5-1.5 K over thick ice. This study is based upon a set of in situ data limited in scope and coverage. Cloud masks are applied using a thresholding technique that utilizes 3.74- and 10.8- micrometers channel data. The temperature maps produced show coherence with surface features like new ice and leads, and consistency with corresponding surface type maps. Further studies are needed to better understand the effects of both the spatial and temporal variability in emissivity, aerosol and precipitable atmospheric ice particle distribution, and atmospheric temperature inversions.

Massom, Robert↗
NASA NTRS1995

Simulated interannual variability of the Greenland Sea deep water formation and its connection to surface forcing

A fully prognostic Arctic ice-ocean model is used to study the interannual variability of deepwater formation in the Greenland Sea Gyre based on the simulations for the Arctic ice-ocean system for the period 1955 and 1960 - 1985. The model uses monthly climatology for thermodynamic forcing components (such as air temperature and cloudiness), together with constant annual net precipitation and river runoff. The daily wind forcing is derived from analyzed sea level air pressures from the National Center for Atmospheric Research (NCAR). In summary, the model shows that the occurence of deep convection in the Greenland Sea Gyre is controlled by the extensive Fram Strait ice export and/or local wind conditions in the Greenland Sea. In the latter case the weakening of the local wind curl allows the Polar Front to move eastward. The movement of the Polar Front causes adverse ice conditions, often together with much larger than normal ice export from the Arctic, such as in 1968, which can block convection in the gyre. The density difference between upper and lower layers is investigated as an indication of water mass formation through convection, occurring as strong diffusion in the model. The model-simulated density difference between the average top 100 m and deep levels reveals that the period 1960 - 1985 had only a few distinct years with weak stratification, and, especially, the model predicts no deep convection since the nid-1970s. The common factor for the years of the weakest decrease of the model-predicted heat content of the upper 2000 m which can, to a high degree, be explained by local heat loss.

Haekkinen, Sirpa↗
NASA NTRS2021

Influence of the Saharan Air Layer on Hurricane Nadine (2012). Part I: Observations from the Hurricane and Severe Storm Sentinel (HS3) Investigation and Modeling Results

This study uses a model with aerosol–cloud–radiation coupling to examine the impact of Saharan dust and other aerosols on Hurricane Nadine (2012). To study aerosol direct (radiation) and indirect (cloud microphysics) effects from individual, as well as all aerosol species, eight different NU-WRF Model simulations were conducted. In several simulations, aerosols led to storm strengthening, followed by weakening relative to the control simulation. This variability of the aerosol impact may be related to whether aerosols are ingested into clouds within the outer rainbands or the eyewall. Upper-tropospheric aerosol concentrations indicate vertical transport of all aerosol types in the outer bands but only vertical transport of sea salt in the inner core. The results suggest that aerosols, particularly sea salt, may have contributed to a stronger initial intensification but that aerosol ingestion into the outer bands at later times may have weakened the storm in the longer term. In most aerosol experiments, aerosols led to a reduction in cloud and precipitation hydrometeors, the exception being the dust-only case that produced periods of enhanced hydrometeor growth. The Saharan air layer (SAL) also impacted Nadine by causing a region of strong easterlies impinging on the eastern side of the storm. At the leading edge of these easterlies, cool and dry air near the top of the SAL was being ingested into the outer-band convection. This midlevel low-equivalent-potential-temperature air gradually lowered toward the surface and eventually contributed to significant cold-pool activity in the eastern rainband and in the northeast quadrant of the storm. Such enhanced downdraft activity could have led to weakening of the storm, but it is not presently possible to quantify this impact.

Jainn J. Shi↗
NASA NTRS1932

Meteorological conditions during the formation of ice on aircraft

These are the results of a number of records recently secured from autographic meteorological instruments mounted on airplanes at times when ice formed. Ice is found to collect on an airplane only when the airplane is in some form of visible moisture, such as cloud, fog, mist, rain. etc., and the air temperature is within certain critical limits. Described here are the characteristics of clear ice and rime ice and the specific types of hazards they present to airplanes and lighter than air vehicles. The weather records are classified according to the two general types of formation (clear ice and rime) together with the respective temperatures, relative humidities, clouds, and elevations above ground at which formations occurred. This classification includes 108 cases where rime formed, 43 cases in which clear ice formed, and 4 cases when both rime and clear ice formed during the same flight. It is evident from the above figures that there was a preponderance of rime by the ratio of 2.5 to 1, while in only a few cases both types of ice formation occurred during the same flight.

Samuels, L T↗
NASA NTRS2003

Modeling Near-Surface Temperatures at Martian Landing Sites

We have developed a process for deriving near-surface (approx. 1m) temperatures for potential landing sites, based on observational parameters from MGS TES, Odyssey THEMIS, and a boundary layer model developed by Murphy for fitting Pathfinder meteorological measurements. Minimum nighttime temperatures at the MER landing sites can limit power available, and thus mission lifetime. Temperatures are derived based on thermal inertia, albedo, and opacity estimated for the Hematite site in Sinus Meridiani, using predictions of 1-m air temperatures from a one-dimensional atmospheric model. The Hematite site shows 9 % probability of landing at a location with nighttime temperatures below the 97 C value considered to be a practical limit for operations.

T Z Martin↗
NASA NTRS2018

Design and Development of a Laboratory-Scale Ice Adhesion Testing Device

When an aircraft traverses through clouds containing supercooled water droplets, in-flight icing can occur that negatively affects vehicle performance by increasing weight and drag leading to loss of lift. Super-cooled water droplets present in clouds that impact vehicle surfaces can lead to inflight icing any time during the year.1 Most events occur at temperatures ranging from 0 to -20degC. Ice generated on the aircraft can vary between clear/glaze, rime, and mixed (Fig. 1) depending on air temperature (-5 to -20degC), liquid water content (0.3-0.6 g/m3), and droplet size (median volumetric diameter of 15-40 μm). Current strategies to remove ice are based on active technologies such as pneumatic boots, heated surfaces, and deicing agents (i.e., ethylene- and propylene-based glycols). The latter have potential environmental concerns. A passive approach to mitigate accreting ice that is actively being investigated are protective coatings. An ice mitigating coating could potentially be used as a stand-alone material, but more likely in combination with an active approach. In the latter scenario, potential reduction in power consumption by the active approach may be realized. To determine the ice adhesion strength of impact ice that is representative of the aircraft environment is not a trivial matter. Test methods utilizing slowly formed ice (i.e., freezer ice) do not accurately simulate this environment. Likewise, some testing methodologies involve sample relocation from the icing environment to the test chamber that can result in thermal shock to the sample, thus affecting the results. The Adverse Environment Rotor Test Stand (AERTS) located at Pennsylvania State University (PSU) has been demonstrated to simulate impact icing conditions within the icing envelope for the determination of ice adhesion shear strength (IASS) without removal/relocation of the sample.2 Due to the confidence in results obtained from AERTS, this instrument is in high demand and requires a significant amount of lead time and capital investment to obtain IASS results. As a solution for quickly and economically screening coatings in a controlled manner under impact icing conditions, a laboratory-scale ice adhesion test and dead blades were then removed from the rotor/blade assembly to obtain the final mass. The IASS of the live blade was determined from the difference in mass (before and after testing) of the live and dead blades, the ice shed area, and the rpm of the shed event. The same live blade sample was tested in triplicate at all three test temperatures. Surface roughness was determined using a Bruker Dektak XT Stylus Profilometer. Measurements were conducted using a 12.5 μm tip at a vertical range of 65.5 μm with an applied force of 3 mg. Data were collected over a 1.0 mm length at a resolution of 0.056 μm/point. Five single line scans at different locations were collected and processed using a two-point leveling subtraction. The resultant Ra (arithmetic roughness) and Rq (root mean square roughness) average values were calculated.

Smith, Joseph G., Jr.↗
NASA NTRS2023

Intensified Warming and Aridity Accelerate Terminal Lake Desiccation in the Great Basin of the Western United States

Terminal lakes in the Great Basin (GB) of the western US host critical wildlife habitat and food for migrating birds and can be associated with serious human health and economic consequences when they desiccate. Water levels have declined dramatically in the last 100+ years due to diversion of inflows, drought and climate change. Satellite-derived environmental science data records (ESDRs) from the MODerate-resolution Imaging Spectroradiometer (MODIS) (snow cover, evapotranspiration (ET) and land surface temperature (LST)), enable a unique approach to evaluate the effects of aridification on terminal lakes and to study their individual vulnerabilities. Surface and air temperatures in the GB are rising dramatically, with a sharp rise in the rate of increase observed beginning around 2011, while the number of days of snow cover is declining especially in the western mountainous part of the GB as exemplified in Mono Basin, California. Rising temperatures coincide with fewer days of snow cover, a decrease of inflow to the lakes and greater evaporation of water from the lakes. MODIS ESDRs show strong and statistically significant increasing surface temperature (LST) in the GB, a reduction in the number of days of snow cover, and mixed results in ET. ET declined slightly in the more arid parts of the GB due to greater moisture restrictions to evaporation from extended drought, while ET increased in the more-vegetated, wetter, mountainous northeastern parts as temperatures have risen. Severe and costly ecological, human health and economic consequences are expected if the lakes continue to decline as predicted.

land surface temperature↗
NASA NTRS1998

Tropospheric- Stratospheric Measurement Studies Summary

The two high altitude aircraft, ER-2 NASA #706 and 709 and the DC-8 NASA #717 are in active use in several programs of upper atmospheric research to study polar ozone changes, stratospheric-tropospheric exchange processes and atmospheric effects of aviation aircraft. The ER-2 has participated in seven major missions which mainly concentrated on vortex dynamics and the large losses of Ozone in the Polar regions (Ozone hole) observed in the spring. One mission verified the complex dynamical chemical and physical processes that occur during sunrise and sunset. Stratospheric Tracers of Atmospheric Transport (STRAT) obtained background measurements using the full ER-2 suite of instruments. Photochemistry of Ozone Loss in the Arctic Region in Summer (POLARIS) in 1997 assisted in understanding the mid-latitude and Arctic Ozone losses during the Northern Summer. The DC-8 with the Meteorological Measurement System (MMS) has participated in the Subsonic Aircraft: Cloud and Contrail Effects Special Study (SUCCESS), in 1996 and the Subsonic assessment Ozone and Nitrogen oxide experiment (SONEX) in 1997 missions. The MMS with its sophisticated software accurately measures ground speed and attitude, in-situ static and dynamic pressure total temperature, which are used to calculate the three dimensional wind fields, static pressure, temperature and turbulence values to meteorological accuracy. The meteorological data is not only of interest for its own sake in atmospheric dynamical processes such as mountain waves and flux measurements; but is also required by other ER-2 experiments that simultaneously measure water vapor, O3, aerosols, NO, HCl, CH4, N2O, ClO, BrO, CO2, NOy, HOx and temperature gradients. MMS products are extensively used to assist in the interpretation of their results in understanding the importance of convective effects relative to in-situ chemical changes, as may be noted by examining the list of references attached. The MMS consists of three subsystems: (a) aircraft instrumentation, inertial navigation system (INS), static and dynamic pressure taps, (b) additional dedicated instrumentation measuring angle of attack, yaw, total temperature, and a GPS which on the DC-8 measures position, velocity and attitude (c) an on board data, storage and computing acquisition system. This instrumentation and the associated software requires both an on-going laboratory ground calibration procedure for the total air temperature, static and total pressure inputs, verification of the INS dynamic response and also extensive air measurements and intercomparisons which ultimately verify and calibrate the complete system and its software. More than the usual accuracy is required because of the near cancellation occurring in the difference between the ground speed and true airspeed vectors used to give the wind vector. In the past year we have redesigned, recalibrated and used the MMS system on the NASA DC-8 that was previously used in the SUCCESS mission for the SONEX mission. Two papers were co-authored based on SUCCESS flights. Several reports and handouts were written for SONEX. Calibrations of the DC-8 pressure transducer temperature measuring thermistors was completed and an extensive analysis spanning several years of data files of the DC-8 Rosemount pressure transducer calibrations was done.

Browen, Stuart W.↗
DOE OSTI2020

Lower soil moisture and deep soil temperatures in thermokarst features increase old soil carbon loss after 10 years of experimental permafrost warming

Almost half of the global terrestrial soil carbon (C) is stored in the northern circumpolar permafrost region, where air temperatures are increasing two times faster than the global average. As climate warms, permafrost thaws and soil organic matter becomes vulnerable to greater microbial decomposition. Long-term soil warming of ice-rich permafrost can result in thermokarst formation that creates variability in environmental conditions. Consequently, plant and microbial proportional contributions to ecosystem respiration may change in response to long-term soil warming. Natural abundance δ 13 C and Δ 14 C of aboveground and belowground plant material, and of young and old soil respiration were used to inform a mixing model to partition the contribution of each source to ecosystem respiration fluxes. We employed a hierarchical Bayesian approach that incorporated gross primary productivity and environmental drivers to constrain source contributions. We found that long-term experimental permafrost warming introduced a soil hydrology component that interacted with temperature to affect old soil C respiration. Old soil C loss was suppressed in plots with warmer deep soil temperatures because they tended to be wetter. When soil volumetric water content significantly decreased in 2018 relative to 2016 and 2017, the dominant respiration sources shifted from plant aboveground and young soil respiration to old soil respiration. The proportion of ecosystem respiration from old soil C accounted for up to 39% of ecosystem respiration and represented a 30-fold increase compared to the wet-year average. Our findings show that thermokarst formation may act to moderate microbial decomposition of old soil C when soil is highly saturated. However, when soil moisture decreases, a higher proportion of old soil C is vulnerable to decomposition and can become a large flux to the atmosphere. Furthermore, as permafrost systems continue to change with climate, we must understand the thresholds that may propel these systems from a C sink to a source.

permafrost↗
DOE OSTI2023

Tail Dependence as a Measure of Teleconnected Warm and Cold Extremes of North American Wintertime Temperatures

Current models for spatial extremes are concerned with the joint upper (or lower) tail of the distribution at two or more locations. Such models cannot account for teleconnection patterns of 2-m surface air temperature ( T 2m ) in North America, where very low temperatures in the contiguous United States may coincide with very high temperatures in Alaska in the wintertime. This dependence between warm and cold extremes motivates the need for a model with opposite-tail dependence in spatial extremes. This work develops a statistical modeling framework that has flexible behavior in all four pairings of high and low extremes at pairs of locations. In particular, we use a mixture of rotations of common Archimedean copulas to capture various combinations of four-corner tail dependence. We study teleconnected T 2m extremes using ERA5 of daily average 2-m temperature during the boreal winter. Further, the estimated mixture model quantifies the strength of opposite-tail dependence between warm temperatures in Alaska and cold temperatures in the midlatitudes of North America, as well as the reverse pattern. These dependence patterns are shown to correspond to blocked and zonal patterns of midtropospheric flow. This analysis extends the classical notion of correlation-based teleconnections to considering dependence in higher quantiles.

54 ENVIRONMENTAL SCIENCES↗
NASA NTRS1976

Composition and structure of the Martian atmosphere - Preliminary results from Viking 1

Results from the aeroshell-mounted neutral mass spectrometer on Viking 1 indicate that the upper atmosphere of Mars is composed mainly of CO2 with trace quantities of N2, Ar, O, O2, and CO. The mixing ratios by volume relative to CO2 for N2, Ar, and O2 are about 0.06, 0.015, and 0.003, respectively, at an altitude near 135 kilometers. Molecular oxygen is a major component of the ionosphere according to results from the retarding potential analyzer. The atmosphere between 140 and 200 kilometers has an average temperature of about 180 plus or minus 20 deg K. Atmospheric pressure at the landing site for Viking 1 was 7.3 millibars at an air temperature of 241 deg K. The descent data are consistent with the view that CO2 should be the major constituent of the lower Martian atmosphere.

Nier, A. O.↗
NASA NTRS1992

A model of the CO2 exchanges between biosphere and atmosphere in the tundra

A physical model of the soil thermal regime in a permafrost terrain has been developed and validated with soil temperature measurements at Barrow, Alaska. The model calculates daily soil temperatures as a function of depth and average moisture contents of the organic and mineral layers using a set of five climatic variables, i.e., air temperature, precipitation, cloudiness, wind speed, and relative humidity. The model is not only designed to study the impact of climate change on the soil temperature and moisture regime, but also to provide the input to a decomposition and net primary production model. In this context, it is well known that CO2 exchanges between the terrestrial biosphere and the atmosphere are driven by soil temperature through decomposition of soil organic matter and root respiration. However, in tundra ecosystems, net CO2 exchange is extremely sensitive to soil moisture content; therefore it is necessary to predict variations in soil moisture in order to assess the impact of climate change on carbon fluxes. To this end, the present model includes the representation of the soil moisture response to changes in climatic conditions. The results presented in the foregoing demonstrate that large errors in soil temperature and permafrost depth estimates arise from neglecting the dependence of the soil thermal regime on soil moisture contents. Permafrost terrain is an example of a situation where soil moisture and temperature are particularly interrelated: drainage conditions improve when the depth of the permafrost increases; a decrease in soil moisture content leads to a decrease in the latent heat required for the phase transition so that the heat penetrates faster and deeper, and the maximum depth of thaw increases; and as excepted, soil thermal coefficients increase with moisture.

Labgaa, Rachid R.↗
NASA NTRS2005

Validation of Interannual Differences of AIRS Monthly Mean Parameters

Monthly mean fields of select geophysical parameters derived from analysis of AIRS/AMSU data, and their interannual differences, are shown and compared with analogous fields derived from other sources. All AIRS fields are derived using the AIRS Science Team Version 4 algorithm. Monthly mean results are shown for January 2004, as are interannual differences between January 2004 and January 2003. AIRS temperature and water vapor profile fields are compared with monthly mean collocated ECMWF 3 hour forecast and monthly mean TOVS Pathfinder Path A data. AIRS Tropospheric and Stratospheric coarse climate indicators are compared with analogous MSU products derived by Spencer and christy and found in the TOVS Pathfinder Path A data set. Total ozone is compared with results produced by TOMS. OLR is compared with OLR derived using CERES data and found in the TOVS Pathfinder Path A data set. AIRS results agree well in all cases, especially in the interannual difference sense.

Susskind, Joel↗
DOE OSTI2023

Cummins R-SOFC System Development

The overall purpose of this project was to reduce the Reversible-Solid Oxide Fuel Cell (R-SOFC) system cost by developing two technologies, an improved cell design and the incorporation of an ejector in the fuel recycle loop instead of a blower. A Simulink model of the baseline SOFC system was developed and calibrated with experimental test data. The R-SOFC system model was built by integrating GT Suite developed models of the steam generation components into the baseline Simulink SOFC system model. The ability to run the stack in SOEC operating mode was also added to the model. The system model was used to explore the ability of the R-SOFC system to meet operational constraints on Steam/Carbon ratio and H2 concentration on the fuel side electrode. A CFD ejector model was developed and used to explore a range of ejector design parameters, leading to the final ejector design that was prototyped for testing. A prototype steam ejector was first tested in a laboratory environment using room temperature air. The steam ejector was subsequently tested using the full hot recycle loop with all relevant heat exchangers and steam generation components. The test conditions utilized temperatures, pressures, and flow rates expected in an R-SOFC application. Throughout the experimental testing work, ejector performance test data was used to improve and then validate the CFD ejector model. A CFD cell model was developed and used to optimize thermal gradients, voltage, and cost of a new cell substrate design. A CFD comparison of co-flow and cross-flow cell designs informed the decision to use a co-flow design for the new cell substrate. Multiple rounds of CFD simulation were used to improve the cell design to minimize the variation in air and fuel distribution across cell channels and to minimize the variation in air and fuel distribution across different cells in the stack. A few prototypes of the new cell substrate design were produced and validated in a laboratory environment by thermally spraying and verifying that they met established manufacturing specifications. The cell manufacturing process was adjusted in order to bring these metrics within acceptable tolerances. Cummins’ internal calculations show that the new cell design reduces cost ~50% compared to the baseline cell, while the ejector + superheater/boiler concept reduces cost of the recycle loop by ~40%. The impact of these cost reductions on the cost of producing H2 will depend on the specific system where they are applied. Therefore, a Techno-Economic Analysis was completed using system cost as a variable, and showing how the NREL Current and Future system costs translate into H2 production cost.

Henrichsen, Lars↗
NASA NTRS1932

Effect of Engine Operating Conditions on the Vaporization of Safety Fuels

Tests were conducted with the N.A.C.A. combustion apparatus to determine the effect of compression ratio and engine temperature on the vaporization of a hydrogenated "safety fuel" during the compression stroke under conditions similar to those in a spark-ignition engine. The effects of fuel boiling temperature on vaporization using gasoline, safety fuel, and Diesel fuel oil was also investigated. The results show that increasing the compression ratio has little effect on the rate of fuel vaporization, but that increasing the air temperature by increasing the engine temperature increases the rate of fuel vaporization. The results also show that the vaporized fuel forms a homogeneous mixture with the air more rapidly that does the atomized fuel spray.

Rothrock, A M↗