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At least 91 records · Page 5

Nitrous Oxides Ozone Destructiveness Under Different Climate Scenarios

Nitrous oxide (N2O) is an important greenhouse gas and ozone depleting substance as well as a key component of the nitrogen cascade. While emissions scenarios indicating the range of N2O's potential future contributions to radiative forcing are widely available, the impact of these emissions scenarios on future stratospheric ozone depletion is less clear. This is because N2O's ozone destructiveness is partially dependent on tropospheric warming, which affects ozone depletion rates in the stratosphere. Consequently, in order to understand the possible range of stratospheric ozone depletion that N2O could cause over the 21st century, it is important to decouple the greenhouse gas emissions scenarios and compare different emissions trajectories for individual substances (e.g. business-as-usual carbon dioxide (CO2) emissions versus low emissions of N2O). This study is the first to follow such an approach, running a series of experiments using the NASA Goddard Institute for Space Sciences ModelE2 atmospheric sub-model. We anticipate our results to show that stratospheric ozone depletion will be highest in a scenario where CO2 emissions reductions are prioritized over N2O reductions, as this would constrain ozone recovery while doing little to limit stratospheric NOx levels (the breakdown product of N2O that destroys stratospheric ozone). This could not only delay the recovery of the stratospheric ozone layer, but might also prevent a return to pre-1980 global average ozone concentrations, a key goal of the international ozone regime. Accordingly, we think this will highlight the importance of reducing emissions of all major greenhouse gas emissions, including N2O, and not just a singular policy focus on CO2.

stratospheric ozone depletion↗

Analysis of Combustion Systems

As part of the NASA High-Speed Research Program, low emission combustors are being studied and demonstrated. One combustor concept that is currently being studied and evaluated is the Rich burn-Quick mix-Lean burn (RQL) combustor. The quick-mix zone of the RQL combustor is extremely important in reducing NO(x) emissions; rapid mixing of the bypass airflow with rich-born effluent is essential. The basic challenge can be described as rapid jet-in-crossflow mixing. Although jet-in-crossflow mixing is not new, this RQL application is unique in that the jet-to-mainstream mass-flow ratios are higher than studied previously (approx. 3 in RQL applications versus approx. 0.5 in dilution zone studies), plus the emphasis is on reducing NO(x) emissions (i.e. good mixing might not necessarily produce low emissions). This five-years project focused on identifying quick-mix method that would reduce NO(x) emissions in RQL combustor. The work included study of mixing concepts, and the development of design methodology. Three dimension CFD analysis was the primary tool used in assessing concept and developing design methodology for low emission. Isothermal and reacting CFD calculations were performed on cylindrical, rectangular, and annular generic geometries. Systematic parameters studies were performed to isolate key design parameters and their influence on mixing and emissions.

Daniel B. Bain↗

Evaluation of Propulsion Systems for Mach 2.4 and 3.2 High Speed Civil Transports

Advanced technology high speed civil transport (HSCT) engine cycles equipped with low emissions combustors and low noise exhaust nozzles were investigated. The objectives were as follows: (1) evaluate a range of cycle variables for engine types appropriate for Mach 2.4 and 3.2 HSCT; (2) select the most promising propulsion systems; and (3) identify and define the critical/key technology development and demonstration programs needed to be conducted prior to initiation of the product engine development and certification program. Two types of variable engines were studied: turbine bypass engines (TBE) and variable stream control engines (VSCE). This study identified payoffs in terms of aircraft gross weight, airline economics, stratospheric cruise emissions, and airport noise improvements. Comparison between the the TBE and VSCE showed the TBE to be clearly superior for Mach 2.4 and 3.2 cruise cruise operation. Critical technology areas were also identified which included the following: (1) Low emissions combustor; (2) Low noise exhaust system; (3) High temperature materials and coatings; (4) Advanced turbine cooling and aerodynamics; (5) Integrated propulsion system (inlet/engine/nozzle) and airframe controls; (6) Advanced fan/compressor aerodynamics; and (7) Magnetic bearings.

Turbine Bypass Engine (TBE)↗

Temperature and thermal emissivity of the surface of Neptune's satellite Triton

Analysis of the preliminary results from the Voyager mission to the Neptune system has provided the scientific community with several methods by which the temperature of Neptune's satellite Triton may be determined. If the 37.5 K surface temperature reported by several Voyager investigations is correct, then the photometry reported by the imaging experiment on Voyager requires that Triton's surface have a remarkably low emissivity. Such a low emissivity is not required in order to explain the photometry from the photopolarimeter experiment on Voyager. A low emissivity would be inconsistent with Triton having a rough surface at the about 100-micron scale as might be expected given the active renewal processes which appear to dominate Triton's surface.

Nelson, Robert M.↗

Aircraft gas turbine low-power emissions reduction technology program

Advanced aircraft turbine engine combustor technology was used to reduce low-power emissions of carbon monoxide and unburned hydrocarbons to levels significantly lower than those which were achieved with current technology. Three combustor design concepts, which were designated as the hot-wall liner concept, the recuperative-cooled liner concept, and the catalyst converter concept, were evaluated in a series of CF6-50 engine size 40 degree-sector combustor rig tests. Twenty-one configurations were tested at operating conditions spanning the design condition which was an inlet temperature and pressure of 422 K and 304 kPa, a reference velocity of 23 m/s and a fuel-air-ration of 10.5 g/kg. At the design condition typical of aircraft turbine engine ground idle operation, the best configurations of all three concepts met the stringent emission goals which were 10, 1, and 4 g/kg for CO, HC, and Nox, respectively.

Dodds, W. J.↗

A unified model of accretion flows and X ray emission in low mass X ray binary systems

Recent work on a unified model of accretion flows and X-ray emission in low mass X-ray binaries is summarized. In this model, a weakly magnetic neutron star accretes gas simultaneously from a Keplerian disk and a corona above the inner part of the disk. Photons are produced and escape through an approximately radial inflow of gas captured from the inner disk corona. Changes in the optical depths of the central corona and the radial flow may explain the Z-shaped hardness-intensity and color-color tracks observed in the most luminous sources. Numerical simulations show that the radial flow oscillates when the luminosity rises to within a few percent of the Eddington critical luminosity L sub E, and that the oscillation frequency is approximately 5 to 10 Hz if the radial flow develops approximately 300 km from the neutron star. The 10 to 20 Hz oscillations observed in Sco X-1 when it is on the flaring branch are discussed.

Lamb, F. K.↗

Diurnal and seasonal variation of the nighttime OH (8-3) emission at low latitudes

Nighttime morphological maps of the hydroxyl emission (8-3 band) measured by the Visible Airglow Experiment on board the Atmosphere Explorer E satellite are presented for solstice and equinox conditions. The volume emission rate profile of the emission was determined by inverting satellite perigee observations. This profile was later used to convert limb measurements into zenith intensities of the emission. A theoretical model has been used to correct twilight observations for the presence of the thermospheric O(+)(2P) emission at 7320-7330 A. The derived morphology agrees well with ground based measurements and theoretical simulations.

Abreu, Vincent J.↗

Status review of NASA programs for reducing aircraft gas turbine engine emissions

Programs initiated by NASA to develop and demonstrate low emission advanced technology combustors for reducing aircraft gas turbine engine pollution are reviewed. Program goals are consistent with urban emission level requirements as specified by the U. S. Environmental Protection Agency and with upper atmosphere cruise emission levels as recommended by the U. S. Climatic Impact Assessment Program and National Research Council. Preliminary tests of advanced technology combustors indicate that significant reductions in all major pollutant emissions should be attainable in present generation aircraft gas turbine engines without adverse effects on fuel consumption. Preliminary test results from fundamental studies indicate that extremely low emission combustion systems may be possible for future generation jet aircraft. The emission reduction techniques currently being evaluated in these programs are described along with the results and a qualitative assessment of development difficulty.

Rudey, R. A.↗

Chandra X-ray Observations of Jovian Low-latitude Emissions: Morphological, Temporal, and Spectral Characteristics

Chandra observed X-rays from Jupiter during 24-26 February 2003 for about 40 hours with the ACIS-S and HRC-I instruments. The analysis of Jovian low-latitude "disk" Xray emissions are presented and compared with the high-latitude "auroral" emissions. We report the first Chandra ACIS-S measured X-ray spectrum (0.3-2 keV) of Jupiter's low-latitude disk The disk X-ray emission is harder and extends to higher energies than the auroral spectrum. The temporal variation in the Jovian disk X-rays is on an average consistent with those in the solar X-rays observed by GOES, and TIMED/SSE. Contrary to the auroral X-rays, the disk emissions are uniformly distributed over Jupiter; no indication of longitudinal dependence or correlation with surface magneh field strength is visible. Also, unlike the approx. 40 +/- 20 min periodic oscillations seen in the auroral X-ray emissions, the disk emissions do not show any periodic oscillations. The disk spectrum seems to be consistent with resonant and fluorescent scattering of solar X-rays by the Jovian upper atmosphere. Jupiter's disk is found to be about 50% dimmer in soft X-rays in February 2003 compared that in December 2000, which is consistent with the decrease in solar activity. No evidence of lightning-induced X-rays is seen in the Chandra X-ray data. The Jovian disk spectra observed with Chandra-ACIS is stronger than that observed with XMM-Newton two months later during April 28-29, 2003. The XMM-Newton Xray image of Jupiter shows evidence of limb darkening on the anti-sunward side as seen from Earth, as well as an asymmetry with respect to the subsolar point: suggesting a solar driven process.

Bhardwaj, Anil↗

Short- and Long-Timescale Thermospheric Variability as Observed from OI 630.0 nm Dayglow Emissions from Low Latitudes

We carried out high-cadence (5 min) and high-spatial resolution (2deg magnetic latitude) observations of daytime OI 630.0 nm airglow emission brightness from a low-latitude station to understand the behavior of neutral dynamics in the daytime. The results indicate that the wave periodicities of 12.20 min, and 2 h exist over a wide spatial range of around 8deg-12deg magnetic latitudes. The 20.80 min periodicities in the dayglow seem to appear more often in the measurements closer to the magnetic equator and not at latitudes farther away. Further, periodicities in that range are found to be frequent in the variations of the equatorial electrojet (EEJ) strength as well. We show that wave periodicities due to the neutral dynamics, at least until around 8deg magnetic latitude, are influenced by those that affect the EEJ strength variation as well. Furthermore, the average daily OI 630.0 nm emission brightness over 3 months varied in consonance with that of the sunspot numbers indicating a strong solar influence on the magnitudes of dayglow emissions.

Pallamraju, Duggirala↗

Short- and Long-Timescale Thermospheric Variability as Observed from OI 630.0 nm Dayglow Emissions from Low Latitudes

We carried out high-cadence (5 min) and high-spatial resolution (2deg magnetic latitude) observations of daytime OI 630.0 nm airglow emission brightness from a low-latitude station to understand the behavior of neutral dynamics in the daytime. The results indicate that the wave periodicities of 12.20 min, and 2 h exist over a wide spatial range of around 8deg-12deg magnetic latitudes. The 20.80 min periodicities in the dayglow seem to appear more often in the measurements closer to the magnetic equator and not at latitudes farther away. Further, periodicities in that range are found to be frequent in the variations of the equatorial electrojet (EEJ) strength as well. We show that wave periodicities due to the neutral dynamics, at least until around 8deg magnetic latitude, are influenced by those that affect the EEJ strength variation as well. Furthermore, the average daily OI 630.0 nm emission brightness over 3 months varied in consonance with that of the sunspot numbers indicating a strong solar influence on the magnitudes of dayglow emissions.

Pallamraju, Duggirala↗

A High-Resolution Measurement of Ball IR Black Paint's Low-Temperature Emissivity

High-emissivity paints are commonly used on thermal control system components. The total hemispheric emissivity values of such paints are typically high (nearly 1) at temperatures above about 100 Kelvin, but they drop off steeply at lower temperatures. A precise knowledge of this temperature-dependence is critical to designing passively-cooled components with low operating temperatures. Notable examples are the coatings on thermal radiators used to cool space-flight instruments to temperatures below 40 Kelvin. Past measurements of low-temperature paint emissivity have been challenging, often requiring large thermal chambers and typically producing data with high uncertainties below about 100 Kelvin. We describe a relatively inexpensive method of performing high-resolution emissivity measurements in a small cryostat. We present the results of such a measurement on Ball InfraRed BlackTM(BIRBTM), a proprietary surface coating produced by Ball Aerospace and Technologies Corp (BATC), which is used in spaceflight applications. We also describe a thermal model used in the error analysis.

Tuttle, Jim↗

Reduction of aircraft gas turbine engine pollutant emissions - A status report

In mid-1971, NASA began a major program in emission reduction technology, which would consist of a continuing in-house effort on low emission combustor concepts and of contracted research programs with the major aircraft engine manufacturers. A description is presented of the design approaches taken by the manufacturers involved in the contracted programs. Current results are compared with EPA standards, and some of the engine related factors are briefly considered. In addition, some results from fundamental technology programs which indicate the emission levels which may be approached by advanced low emission combustors of the future are also discussed. It is found that special engine design features represent at least a partial solution to reducing aircraft emissions for engines of the future.

Diehl, L. A.↗

Thermal and Environmental Barrier Coatings for Advanced Turbine Engine Applications

Ceramic thermal and environmental barrier coatings (T/EBCs) will play a crucial role in advanced gas turbine engine systems because of their ability to significantly increase engine operating temperatures and reduce cooling requirements, thus help achieve engine low emission and high efficiency goals. Advanced T/EBCs are being developed for the low emission SiC/SiC ceramic matrix composite (CMC) combustor applications by extending the CMC liner and vane temperature capability to 1650 C (3000 F) in oxidizing and water vapor containing combustion environments. Low conductivity thermal barrier coatings (TBCs) are also being developed for metallic turbine airfoil and combustor applications, providing the component temperature capability up to 1650 C (3000 F). In this paper, ceramic coating development considerations and requirements for both the ceramic and metallic components will be described for engine high temperature and high-heat-flux applications. The underlying coating failure mechanisms and life prediction approaches will be discussed based on the simulated engine tests and fracture mechanics modeling results.

Zhu, Dong-Ming↗

Experimental clean combustor program: Diesel no. 2 fuel addendum, phase 3

A CF6-50 engine equipped with an advanced, low emission, double annular combustor was operated 4.8 hours with No. 2 diesel fuel. Fourteen steady-state operating conditions ranging from idle to full power were investigated. Engine/combustor performance and exhaust emissions were obtained and compared to JF-5 fueled test results. With one exception, fuel effects were very small and in agreement with previously obtained combustor test rig results. At high power operating condition, the two fuels produced virtually the same peak metal temperatures and exhaust emission levels. At low power operating conditions, where only the pilot stage was fueled, smoke levels tended to be significantly higher with No. 2 diesel fuel. Additional development of this combustor concept is needed in the areas of exit temperature distribution, engine fuel control, and exhaust emission levels before it can be considered for production engine use.

Gleason, C. C.↗

Advanced catalytic combustors for low pollutant emissions, phase 1

The feasibility of employing the known attractive and distinguishing features of catalytic combustion technology to reduce nitric oxide emissions from gas turbine engines during subsonic, stratospheric cruise operation was investigated. Six conceptual combustor designs employing catalytic combustion were defined and evaluated for their potential to meet specific emissions and performance goals. Based on these evaluations, two parallel-staged, fixed-geometry designs were identified as the most promising concepts. Additional design studies were conducted to produce detailed preliminary designs of these two combustors. Results indicate that cruise nitric oxide emissions can be reduced by an order of magnitude relative to current technology levels by the use of catalytic combustion. Also, these combustors have the potential for operating over the EPA landing-takeoff cycle and at cruise with a low pressure drop, high combustion efficiency and with a very low overall level of emission pollutants. The use of catalytic combustion, however, requires advanced technology generation in order to obtain the time-temperature catalytic reactor performance and durability required for practical aircraft engine combustors.

Dodds, W. J.↗