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The performance and cost of Bi-2212/Ag wire is limited by the large fraction of silver matrix (~3:1) that is required in the oxide-powder-in-tube fabrication process. An alternative fabrication process is being developed in which fine-powder Bi-2212 is uni-axially compressed to form bars with a thin Ag foil sheath. The fine powder naturally textures (aligns the a-b planes perpendicular to the direction of compaction) with texture >80% using 200 MPa compression. A billet is formed by stacking trapezoidal-cross-section bars in a symmetric 8-12-16 pattern around a Ag rod and enclosing in a Ag-wall extrusion can. The billet is extruded and drawn to fine wire. Results are presented on present status of the development and testing.

A cell algebra structure is found for a family of generalized Schur algebras previously studied by the author. This cell algebra structure is then used to construct the irreducible representations of these algebras and to determine when the algebras are quasi-hereditary., Comment: 25 pages

Left and right "generalized Schur algebras", previously introduced by the author, are defined and analyzed. Filtrations of these algebras lead, in most cases, to parameterizations of the their irreducible representations over fields of characteristic 0 and fields of positive characteristic p., Comment: 25 pages

In this paper we study finite monoids M such that the group algebras over a domain R for all Schutzenberger groups of M are cell algebras. We show that for any such M the monoid algebra A over R has a standard cell algebra structure. Using properties of cell algebras we then find conditions for A to be quasi-hereditary and we show that if such an M is an inverse semi-group and R is a field k, then A is semi-simple if and only if the group algebras over k for all maximal subgroups of M are semi-simple. Finally, we show that for any "compatible" twisting of M into R the twisted monoid algebra is also a cell algebra and can thus be analyzed using cell algebra properties., Comment: 17 pages, additional references added showing relations to previously known results, acknowledge that cell algebras coincide with the standardly based algebras previously introduced by Du and Rui

Numerous experiments and observations have confirmed the existence of a dynamical 3-space, detectable directly by light-speed anisotropy experiments, and indirectly by means of novel gravitational effects, such as bore hole g anomalies, predictable black hole masses, flat spiral-galaxy rotation curves, and the expansion of the universe, all without dark matter and dark energy. The dynamics for this 3-space follows from a unique generalisation of Newtonian gravity, once that is cast into a velocity formalism. This new theory of gravity is applied to the sun to compute new density, pressure and temperature profiles, using polytrope modelling of the equation of state for the matter. These results should be applied to a re-analysis of solar neutrino production, and to stellar evolution in general., Comment: 11 pages, 6 figures

A conditionally active limit regulator may be used to regulate the performance of engines or other limit regulated systems. A computing system may determine whether a variable to be limited is within a predetermined range of a limit value as a first condition. The computing system may also determine whether a current rate of increase or decrease of the variable to be limited is great enough that the variable will reach the limit within a predetermined period of time with no other changes as a second condition. When both conditions are true, the computing system may activate a simulated or physical limit regulator.

This study was designed to serve as a model for school districts desiring to implement an elementary guidance program. Emphasis was placed upon grades K-6, although subjects extended into Grade 8. Approximately 450 boys and girls in each grade responded to questionnaires. In grades K-3, subjects responded to happy, neutral, or sad faces. In Grades 4-6, students circled a "Snoopy" dog depicting the three emotional states. Responses were collected and tabulated for each grade level. Findings show that all shifts were from happy feelings in kindergarten to sad feelings by Grade 6. In Kindergarten, 65.4% expressed happy feelings for school work, but by Grade 6 this had changed to 12.8 %. It appears that by Grades 7 and 8, the peer influence replaces a child's desire to be around grownups. Only 5% of eighth graders are happy to be in school, and 25% are sad. By Grade 8, the school has turned-off 95% of all students. There are no attitudinal shifts from sad or neutral to happy. Children seem to express a pattern of learned dislike for school. Programs for improving attitudes of teachers, administrators, parents, and children are necessary. (Author/JLL)

Monitoring of specific combustion products can provide early-warning detection of accidental fires aboard manned spacecraft and also identify the source and severity of combustion events. Furthermore, quantitative in situ measurements are important for gauging levels of exposure to hazardous gases, particularly on long-duration missions where analysis of returned samples becomes impractical. Absorption spectroscopy using tunable laser sources in the 2 to 5 micrometer wavelength range enables accurate, unambiguous detection of CO, HCl, HCN, HF, and CO2, which are produced in varying amounts through the heating of electrical components and packaging materials commonly used aboard spacecraft. Here, we report on calibration and testing of a five-channel laser absorption spectrometer designed to accurately monitor ambient gas-phase concentrations of these five compounds, with low-level detection limits based on the Spacecraft Maximum Allowable Concentrations. The instrument employs a two-pass absorption cell with a total optical pathlength of 50 cm and a dedicated infrared semiconductor laser source for each target gas. We present results from testing the five-channel sensor in the presence of trace concentrations of the target compounds that were introduced using both gas sources and oxidative pyrolysis (non-flaming combustion) of solid material mixtures.

Ground-based controllers can remain in continuous communication with spacecraft in low Earth orbit (LEO) with near-instantaneous communication speeds. This permits near real-time control of all of the core spacecraft systems by ground personnel. However, as NASA missions move beyond LEO, light-time communication delay issues, such as time lag and low bandwidth, will prohibit this type of operation. As missions become more distant, autonomous control of manned spacecraft will be required. The focus of this paper is the power subsystem. For present missions, controllers on the ground develop a complete schedule of power usage for all spacecraft components. This paper presents work currently underway at NASA to develop an architecture for an autonomous spacecraft, and focuses on the development of communication between the Mission Manager and the Autonomous Power Controller. These two systems must work together in order to plan future load use and respond to unanticipated plan deviations. Using a nominal spacecraft architecture and prototype versions of these two key components, a number of simulations are run under a variety of operational conditions, enabling development of content and format of the messages necessary to achieve the desired goals. The goals include negotiation of a load schedule that meets the global requirements (contained in the Mission Manager) and local power system requirements (contained in the Autonomous Power Controller), and communication of off-plan disturbances that arise while executing a negotiated plan. The message content is developed in two steps: first, a set of rapid-prototyping "paper" simulations are preformed; then the resultant optimized messages are codified for computer communication for use in automated testing.

A simulation toolbox has been developed for the creation of both steady-state and dynamic thermodynamic software models. This paper describes the Toolbox for the Modeling and Analysis of Thermodynamic Systems (T-MATS), which combines generic thermodynamic and controls modeling libraries with a numerical iterative solver to create a framework for the development of thermodynamic system simulations, such as gas turbine engines. The objective of this paper is to present an overview of T-MATS, the theory used in the creation of the module sets, and a possible propulsion simulation architecture. A model comparison was conducted by matching steady-state performance results from a T-MATS developed gas turbine simulation to a well-documented steady-state simulation. Transient modeling capabilities are then demonstrated when the steady-state T-MATS model is updated to run dynamically.

Intelligent or autonomous control of an entire spacecraft is a major technology that must be developed to enable NASA to meet its human exploration goals. NASA's current long term human space platform, the International Space Station, is in low Earth orbit with almost continuous communication with the ground based mission control. This permits the near real-time control by the ground of all of the core systems including power. As NASA moves beyond low Earth orbit, the issues of communication time-lag and lack of communication bandwidth beyond geosynchronous orbit does not permit this type of operation. This paper presents the work currently ongoing at NASA to develop an architecture for an autonomous power control system as well as the effort to assemble that controller into the framework of the vehicle mission manager and other subsystem controllers to enable autonomous control of the complete spacecraft. Due to the common problems faced in both space power systems and terrestrial power system, the potential for spin-off applications of this technology for use in micro-grids located at the edge or user end of terrestrial power grids for peak power accommodation and reliability are described.

NASA Glenn Research Center (GRC) has recently developed a software package for modeling generic thermodynamic systems called the Toolbox for the Modeling and Analysis of Thermodynamic Systems (T-MATS). T-MATS is a library of building blocks that can be assembled to represent any thermodynamic system in the Simulink(Registered TradeMark) (The MathWorks, Inc.) environment. These elements, along with a Newton Raphson solver (also provided as part of the T-MATS package), enable users to create models of a wide variety of systems. The current version of T-MATS (v1.0.1) uses tabular data for providing information about a specific mixture of air, water (humidity), and hydrocarbon fuel in calculations of thermodynamic properties. The capabilities of T-MATS can be expanded by integrating it with the Cantera thermodynamic package. Cantera is an object-oriented analysis package that calculates thermodynamic solutions for any mixture defined by the user. Integration of Cantera with T-MATS extends the range of systems that may be modeled using the toolbox. In addition, the library of elements released with Cantera were developed using MATLAB native M-files, allowing for quicker prototyping of elements. This paper discusses how the new Cantera-based elements are created and provides examples for using T-MATS integrated with Cantera.

In order to enable manned deep-space missions, the spacecraft must be controlled autonomously using on-board algorithms. A control architecture is proposed to enable this autonomous operation for an spacecraft electric power system and then implemented using a highly distributed network of software agents. These agents collaborate and compete with each other in order to implement each of the control functions. A subset of this control architecture is tested against a steadystate power system simulation and found to be able to solve a constrained optimization problem with competing objectives using only local information.

Autonomy is required for manned spacecraft missions distant enough that light-time communication delays make ground-based mission control infeasible. Presently, ground controllers develop a complete schedule of power modes for all spacecraft components based on a large number of factors. The proposed architecture is an early attempt to formalize and automate this process using on-vehicle computation resources. In order to demonstrate this architecture, an autonomous electrical power system controller and vehicle Mission Manager are constructed. These two components are designed to work together in order to plan upcoming load use as well as respond to unanticipated deviations from the plan. The communication protocol was developed using "paper" simulations prior to formally encoding the messages and developing software to implement the required functionality. These software routines exchange data via TCP/IP sockets with the Mission Manager operating at NASA Ames Research Center and the autonomous power controller running at NASA Glenn Research Center. The interconnected systems are tested and shown to be effective at planning the operation of a simulated quasi-steady state spacecraft power system and responding to unexpected disturbances.

The accretion of ice in the compression system of commercial gas turbine engines operating in high ice water content conditions is a safety issue being studied by the aviation community. While most of the research focuses on the underlying physics of ice accretion and the meteorological conditions in which accretion can occur, a systems-level perspective on the topic lends itself to potential near-term operational improvements. Here a detection algorithm is developed which has the capability to detect the impact of ice accretion in the Low Pressure Compressor of an aircraft engine during steady flight as well as during changes in altitude. Unfortunately, the algorithm as implemented was not able to distinguish throttle changes from ice accretion and thus more work remains to be done.

The Toolbox for the Modeling and Analysis of Thermodynamic Systems (T-MATS) software package is an open source, MATLABSimulink toolbox (plug in) that can be used by industry professionals and academics for the development of thermodynamic and controls simulations.

The air quality aboard manned spacecraft must be continuously monitored to ensure crew safety and identify equipment malfunctions. In particular, accurate real-time monitoring of carbon monoxide (CO) levels helps to prevent chronic exposure and can also provide early detection of combustion-related hazards. For long-duration missions, environmental monitoring grows in importance, but the mass and volume of monitoring instruments must be minimized. Furthermore, environmental analysis beyond low-Earth orbit must be performed in-situ, as sample return becomes impractical. Due to their small size, low power draw, and performance reliability, semiconductor-laser-based absorption spectrometers are viable candidates for this purpose. To reduce instrument form factor and complexity, the emission wavelength of the laser source should coincide with strong fundamental absorption lines of the target gases, which occur in the 3 to 5 micrometers wavelength range for most combustion products of interest, thereby reducing the absorption path length required for low-level concentration measurements. To address the needs of current and future NASA missions, we have developed a prototype absorption spectrometer using a semiconductor quantum cascade laser source operating near 4.6 micrometers that can be used to detect low concentrations of CO with a compact single-pass absorption cell. In this study, we present the design of the prototype instrument and report on measurements of CO emissions from the combustion of a variety of aerospace plastics.

The accretion of ice in the compression system of commercial gas turbine engines operating in high ice water content conditions is a safety issue being studied by the aviation sector. While most of the research focuses on the underlying physics of ice accretion and the meteorological conditions in which accretion can occur, a systems-level perspective on the topic lends itself to potential near-term operational improvements. This work focuses on developing an accurate and reliable algorithm for detecting the accretion of ice in the low pressure compressor of a generic 40,000 lbf thrust class engine. The algorithm uses only the two shaft speed sensors and works regardless of engine age, operating condition, and power level. In a 10,000-case Monte Carlo simulation, the detection approach was found to have excellent capability at determining ice accretion from sensor noise with detection occurring when ice blocks an average of 6.8% of the low pressure compressor area. Finally, an initial study highlights a potential mitigation strategy that uses the existing engine actuators to raise the temperature in the low pressure compressor in an effort to reduce the rate at which ice accretes.

The accretion of ice in the compression system of commercial gas turbine engines operating in high ice water content conditions is a safety issue being studied by the aviation sector. While most of the research focuses on the underlying physics of ice accretion and the meteorological conditions in which accretion can occur, a systems-level perspective on the topic lends itself to potential near-term operational improvements. This work focuses on developing an accurate and reliable algorithm for detecting the accretion of ice in the low pressure compressor of a generic 40,000 lbf thrust class engine. The algorithm uses only the two shaft speed sensors and works regardless of engine age, operating condition, and power level. In a 10,000-case Monte Carlo simulation, the detection approach was found to have excellent capability at determining ice accretion from sensor noise with detection occurring when ice blocks an average of 6.8% of the low pressure compressor area. Finally, an initial study highlights a potential mitigation strategy that uses the existing engine actuators to raise the temperature in the low pressure compressor in an effort to reduce the rate at which ice accretes.

Current aircraft engine control logic uses a Min-Max control selection structure to prevent the engine from exceeding any safety or operational limits during transients due to throttle commands. This structure is inherently conservative and produces transient responses that are slower than necessary. In order to utilize the existing safety margins more effectively, a modification to this architecture is proposed, referred to as a Conditionally Active (CA) limit regulator. This concept uses the existing Min-Max architecture with the modification that limit regulators are active only when the operating point is close to a particular limit. This paper explores the use of CA limit regulators using a publicly available commercial aircraft engine simulation. The improvement in thrust response while maintaining all necessary safety limits is demonstrated in a number of cases.

The accretion of ice particles in the core of commercial aircraft engines has been an ongoing aviation safety challenge. While no accidents have resulted from this phenomenon to date, numerous engine power loss events ranging from uneventful recoveries to forced landings have been recorded. As a first step to enabling mitigation strategies during ice accretion, a detection scheme must be developed that is capable of being implemented on board modern engines. In this paper, a simple detection scheme is developed and tested using a realistic engine simulation with approximate ice accretion models based on data from a compressor design tool. These accretion models are implemented as modified Low Pressure Compressor maps and have the capability to shift engine performance based on a specified level of ice blockage. Based on results from this model, it is possible to detect the accretion of ice in the engine core by observing shifts in the typical sensed engine outputs. Results are presented in which, for a 0.1 percent false positive rate, a true positive detection rate of 98 percent is achieved.

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This paper describes the implementation and evaluation of a yaw rate to throttle feedback system designed to replace a damaged rudder. It can act as a Dutch roll damper and as a means to facilitate pilot input for crosswind landings. Enhanced propulsion control modes were implemented to increase responsiveness and thrust level of the engine, which impact flight dynamics and performance. Piloted evaluations were performed to determine the capability of the engines to substitute for the rudder function under emergency conditions. The results showed that this type of implementation is beneficial, but the engines' capability to replace the rudder is limited.

The integration of flight control and propulsion control has been a much discussed topic, especially for emergencies where the engines may be able to help stabilize and safely land a damaged aircraft. Previous research has shown that for the engines to be effective as flight control actuators, the response time to throttle commands must be improved. Other work has developed control modes that accept a higher risk of engine failure in exchange for improved engine response during an emergency. In this effort, a nonlinear engine model (the Commercial Modular Aero-Propulsion System Simulation 40k) has been integrated with a nonlinear airframe model (the Generic Transport Model) in order to evaluate the use of enhanced-response engines as alternative yaw rate control effectors. Tests of disturbance rejection and command tracking were used to determine the impact of the engines on the aircraft's dynamical behavior. Three engine control enhancements that improve the response time of the engine were implemented and tested in the integrated simulation. The enhancements were shown to increase the engine s effectiveness as a yaw rate control effector when used in an automatic feedback loop. The improvement is highly dependent upon flight condition; the airframe behavior is markedly improved at low altitude, low speed conditions, and relatively unchanged at high altitude, high speed.

This paper studies the effect of modifying the control limits of an aircraft engine to obtain additional performance. In an emergency situation, the ability to operate an engine above its normal operating limits and thereby gain additional performance may aid in the recovery of a distressed aircraft. However, the modification of an engine s limits is complex due to the risk of an engine failure. This paper focuses on the tradeoff between enhanced performance and risk of either incurring a mechanical engine failure or compromising engine operability. The ultimate goal is to increase the engine performance, without a large increase in risk of an engine failure, in order to increase the probability of recovering the distressed aircraft. The control limit modifications proposed are to extend the rotor speeds, temperatures, and pressures to allow more thrust to be produced by the engine, or to increase the rotor accelerations and allow the engine to follow a fast transient. These modifications do result in increased performance; however this study indicates that these modifications also lead to an increased risk of engine failure.

Ice buildup in the compressor section of a commercial aircraft gas turbine engine can cause a number of engine failures. One of these failure modes is known as engine rollback: an uncommanded decrease in thrust accompanied by a decrease in fan speed and an increase in turbine temperature. This paper describes the development of a model which simulates the system level impact of engine icing using the Commercial Modular Aero-Propulsion System Simulation 40k (C-MAPSS40k). When an ice blockage is added to C-MAPSS40k, the control system responds in a manner similar to that of an actual engine, and, in cases with severe blockage, an engine rollback is observed. Using this capability to simulate engine rollback, a proof-of-concept detection scheme is developed and tested using only typical engine sensors. This paper concludes that the engine control system s limit protection is the proximate cause of iced engine rollback and that the controller can detect the buildup of ice particles in the compressor section. This work serves as a feasibility study for continued research into the detection and mitigation of engine rollback using the propulsion control system.

Aircraft engines can be effective actuators to help pilots avert or recover from emergency situations. Emergency control modes are being developed to enhance the engines performance to increase the probability of recovery under these circumstances. This paper discusses a proposed implementation of an architecture that requests emergency propulsion control modes, allowing the engines to deliver additional performance in emergency situations while still ensuring a specified safety level. In order to determine the appropriate level of engine performance enhancement, information regarding the current emergency scenario (including severity) and current engine health must be known. This enables the engine to operate beyond its nominal range while minimizing overall risk to the aircraft. In this architecture, the flight controller is responsible for determining the severity of the event and the level of engine risk that is acceptable, while the engine controller is responsible for delivering the desired performance within the specified risk range. A control mode selector specifies an appropriate situation-specific enhanced mode, which the engine controller then implements. The enhanced control modes described in this paper provide additional engine thrust or response capabilities through the modification of gains, limits, and the control algorithm, but increase the risk of engine failure. The modifications made to the engine controller to enable the use of the enhanced control modes are described, as are the interaction between the various subsystems and importantly, the interaction between the flight controller/pilot and the propulsion control system. Simulation results demonstrate how the system responds to requests for enhanced operation and the corresponding increase in performance.

This paper contains the details of a sensitivity study in which the variation in a commercial aircraft engine's outputs is observed for perturbations in its operating condition inputs or control parameters. This study seeks to determine the extent to which various controller limits can be modified to improve engine performance, while capturing the increased risk that results from the changes. In an emergency, the engine may be required to produce additional thrust, respond faster, or both, to improve the survivability of the aircraft. The objective of this paper is to propose changes to the engine controller and determine the costs and benefits of the additional capabilities produced by the engine. This study indicates that the aircraft engine is capable of producing additional thrust, but at the cost of an increased risk of an engine failure due to higher turbine temperatures and rotor speeds. The engine can also respond more quickly to transient commands, but this action reduces the remaining stall margin to possibly dangerous levels. To improve transient response in landing scenarios, a control mode known as High Speed Idle is proposed that increases the responsiveness of the engine and conserves stall margin

A new high-fidelity simulation of a generic 40,000 lb thrust class commercial turbofan engine with a representative controller, known as CMAPSS40k, has been developed. Based on dynamic flight test data of a highly instrumented engine and previous engine simulations developed at NASA Glenn Research Center, this non-proprietary simulation was created especially for use in the development of new engine control strategies. C-MAPSS40k is a highly detailed, component-level engine model written in MATLAB/Simulink (The MathWorks, Inc.). Because the model is built in Simulink, users have the ability to use any of the MATLAB tools for analysis and control system design. The engine components are modeled in C-code, which is then compiled to allow faster-than-real-time execution. The engine controller is based on common industry architecture and techniques to produce realistic closed-loop transient responses while ensuring that no safety or operability limits are violated. A significant feature not found in other non-proprietary models is the inclusion of transient stall margin debits. These debits provide an accurate accounting of the compressor surge margin, which is critical in the design of an engine controller. This paper discusses the development, characteristics, and capabilities of the C-MAPSS40k simulation

This paper describes the control algorithms and control design process for a generic commercial aircraft engine simulation of a 40,000 lb thrust class, two spool, high bypass ratio turbofan engine. The aircraft engine is a complex nonlinear system designed to operate over an extreme range of environmental conditions, at temperatures from approximately -60 to 120+ F, and at altitudes from below sea level to 40,000 ft, posing multiple control design constraints. The objective of this paper is to provide the reader an overview of the control design process, design considerations, and justifications as to why the particular architecture and limits have been chosen. The controller architecture contains a gain-scheduled Proportional Integral controller along with logic to protect the aircraft engine from exceeding any limits. Simulation results illustrate that the closed loop system meets the Federal Aviation Administration s thrust response requirements

The recent loss of the Mars Polar Lander (MPL) mission represents a serious setback to Mars science and exploration. Targeted to land on the Martian south polar layered deposits at 76 degrees south latitude and 195 degrees west longitude, it would have been the first mission to study the geology, atmospheric environment, and volatiles at a high-latitude landing site. Since the conception of the MPL mission, a Mars exploration strategy has emerged which focuses on Climate, Resources and Life, with the behavior and history of water as the unifying theme. A successful MPL mission would have made significant contributions towards these goals, particularly in understanding the distribution and behavior of near-surface water, and the nature and climate history of the south polar layered deposits. Unfortunately, due to concerns regarding the design of the MPL spacecraft, the rarity of direct trajectories that enable high-latitude landings, and funding, an exact reflight of MPL is not feasible within the present planning horizon. However, there remains significant interest in recapturing the scientific goals of the MPL mission. The following is a discussion of scientific and strategic issues relevant to planning the next polar lander mission, and beyond.

Volume mixing ratio profiles of HCl, HOCl, ClNO3, CH3Cl, CFC-12, and CFC-11, CCl4, HCFC-22, and CFC-113 were measured simultaneously from 9 to 38 km by the Jet Propulsion Laboratory MkIV Fourier Transform Infrared solar absorption spectrometer during two balloon flights from Fairbanks, Alaska (64.8 N), on May 8 and July 8, 1997. The altitude variation of total organic chlorine (CCl(sub y)), total inorganic chlorine (Cl(sub y)), and the nearly constant value (3.7 +/- 0.2 ppbv) of their sum (Cl(sub TOT)) demonstrates that the stratospheric chlorine species available to react with O3 are supplied by the decomposition of organic chlorinated compounds whose abundances are well quantified. Measured profiles of HCl and ClNO3 agree well with profiles found by photochemical model (differences < 10% for altitudes below 35 km) constrained by various other constituents measured by MkIV. The production of HCl by ClO + OH plays a relatively small role in the partitioning of HCl and ClNO3 for the sampled air masses. However, better agreement with the measured profiles of HCl and ClNO3 is obtained when this source of HCl is included in the model. Both the measured and calculated [ClNO3]/[HCl] ratios exhibit the expected near linear variation with [O3](sup 2)/[CH4] over a broad range of altitudes. MkIV measurements of HCl, ClNO3, and CCl(sub y) agree well with ER-2 in situ observations of these quantities for directly comparable air masses. These results demonstrate good understanding of the budget of stratospheric chlorine and that the partitioning of inorganic chlorine is accurately described by photochemical models that employ JPL97 reaction rates and production of HCl from ClO + OH for the environmental conditions encountered: relatively warm temperatures, long periods of solar illumination, and relatively low aerosol surface areas.

In an effort to better constrain atmospheric water vapor mixing ratios and to understand the discrepancies between different measurements of water vapor in the stratosphere and troposphere, we have carefully examined data from the Harvard Lyman-alpha photofragment fluorescence hygrometer, which has flown on the NASA ER-2 aircraft from 1992 through 1998. The instrument is calibrated in the laboratory before and after each deployment, and the calibration is checked by direct absorption measurements in the troposphere. On certain flights, the ER-2 flew level tracks during which water vapor varied by up to 80 ppmv, under nearly constant atmospheric conditions. These flights provide a stringent test of our calibration via direct absorption and indicate agreement to within 3%. During the 1997 Photochemistry of Ozone Loss in the Arctic Region In Summer (POLARIS) mission, our Lyman-alpha instrument was compared with a new diode laser hygrometer from the Jet Propulsion Laboratory. Overall agreement was 5% during the June/July deployment and 1% for potential temperatures of 490 to 540 K. The accuracy of our instrument is shown to be +/-5 %, with an additional offset of at most 0.1 ppmv. Data from this instrument, combined with simultaneous measurements of CH4, and H2, are therefore ideal for studies of the hydrogen budget of the lower stratosphere.

Several instruments have been developed to measure low concentrations of hydrazine but none completely meet the sensitivity requirements while satisfying additional criteria such as quick response, stable calibration, interference free operation, online operation, reasonable cost, etc. A brief review is presented of the current technology including the electrochemical cell, the ion mobility spectrometer, the mass spectrometer, and the gas chromatograph. A review of the advantages and disadvantages of these instruments are presented here. The review also includes commercially unavailable technology such as the electronic nose and the Tunable Diode Laser (TDL) IR Spectrometer. It was found that the TDL could meet the majority of these criteria including fast response, minimum maintenance, portability, and reasonable cost. An experiment was conducted to demonstrate the feasibility of such a system using an existing (non-portable) instrument. A lead-salt tunable diode laser, cooled to 85 degrees Kelvin was used to record direct absorption and second-derivative spectra of Hydrazine at several pressures to study the sensitivity to low levels of Hydrazine. Spectra of NH3 and CO2 were used for wavelength identification of the scanned region. With a pathlength of 80 m, detection sensitivities of about 1 ppb were achieved for hydrazine in dry nitrogen at a cell pressure of 100 mbar. For spectroscopic detection of Hydrazine, spectral regions including strong Ammonia or Carbon Dioxide lines must be avoided. Strong Hydrazine absorption features were identified at 940/cm showing minimal contribution from Ammonia interferences as suitable candidates for Hydrazine gas detection. For the studies reported here, the particular laser diode could only cover the narrow regions near 962/cm and 965/cm where strong Ammonia interferences were expected. However, the high resolution (0.001/cm) of the TDL spectrometer allowed individual lines of Hydrazine to be identified away from interferences from either Ammonia or Carbon Dioxide, especially at lower pressures. A Hydrazine line was identified at 961.75/cm which was free from Ammonia absorption and would be suitable to monitor hydrazine levels. This paper also shows data on the degradation of the detectivity of Hydrazine with increasing pressure. Several design options for a portable unit are presented, including designs with near IR and Quantum Cascade laser components which do not require liquid nitrogen cooling.

Measurements of HCl in the lower stratosphere (15-21 km) from aircraft, balloon, Space Shuttle, and satellite reveal a growth in its mean abundance relative to that of total inorganic chlorine (Cly) from HCl/Cly = 57(+/-5)% in early 1993 to 75(+/-7)% by the end of 1997.

In situ measurements of CO were made in the upper troposphere and lower stratosphere (7 to 22 km altitude) with the JPL Aircraft Laser Infrared Absorption Spectrometer (ALIAS) on 58 flights of the NASA ER-2 aircraft from October 1995 through September 1997, between 90 degrees North and 3 degrees South latitude.

Simultaneous in situ measurements of the long-lived trace gases N(sub 2)O and CH(sub 4) were made with a tunable diode laser spectrometer (ALIAS II) aboard the Observations from the Middle Stratosphere (OMS) balloon platform from New Mexico, Alaska, and Brazil during 1996 and 1997.

Dehydration of more than 0.5 ppmv water was observed between 18 and 19 km (0-450-465 K) at the edge of the Arctic polar vortex on February 1, 1996. More than half the reactive nitrogen (NO(y)) had also been removed, with layers of enhanced NO(y) at lower altitudes. Back trajectory calculations show that air parcels sampled inside the vortex had experienced temperatures as low as 188 K within the previous 12 days, consistent with a small amount of dehydration. The depth of the dehydrated layer (approximately 1 km) and the fact that trajectories passed through the region of ice saturation in one day imply selective growth of a small fraction of particles to sizes large enough (>10 microns) to be irreversibly removed on this timescale. Over 25% of the Arctic vortex in a 20-30 K range of 0 is estimated to have been dehydrated in this event.

The concentrations of the hydrogen radicals OH and HO2 in the middle and upper troposphere were measured simultaneously with those of NO, O3, CO, H2O, CH4, non-methane hydrocarbons, and with the ultraviolet and visible radiation field. The data allow a direct examination of the processes that produce O3 in this region of the atmosphere. Comparison of the measured concentrations of OH and HO2 with calculations based on their production from water vapor, ozone, and methane demonstrate that these sources are insufficient to explain the observed radical concentrations in the upper troposphere. The photolysis of carbonyl and peroxide compounds transported to this region from the lower troposphere may provide the source of HO, required to sustain the measured abundances of these radical species. The mechanism by which NO affects the production Of O3 is also illustrated by the measurements. In the upper tropospheric air masses sampled, the production rate for ozone (determined from the measured concentrations of HO2 and NO) is calculated to be about I part per billion by volume each day. This production rate is faster than previously thought and implies that anthropogenic activities that add NO to the upper troposphere, such as biomass burning and aviation, will lead to production of more 03 than expected.

A new instrument for in-situ measurements of atmospheric water vapor from aircraft platforms has been developed based upon near-infrared tunable diode laser sources operating near 1.37 mu.

In situ measurements of hydrochloric acid (HCI) concentrations in the lower stratosphere from 1991 to 1996 reveal that its abundance relative to that of total inorganic chlorine (CIy) has evolved upwards from HCI/CIy=40% in late 1991 to 70% in 1996.

We compare volume mixing ratio profiles of N2O, CFC-11, CFC-12, CCl4, SF6, and HCl in the mid-latitude lower stratosphere measured by the ATMOS Fourier transform spectrometer on the ATLAS-3 Space Shuttle Mission with in situ measurements acquired from the NASA ER-2 aircraft during Nov. 1994. Good agreement is found between ATMOS and in situ correlations of [CFC-11], [CFC-12], and [SF6] with [N2O]. ATMOS measurements of [CCl4] are 15% high compared to ER-2 data, but agree within the systematic uncertainties. ATMOS observations of [HCl] vs [N2O] are within approximately 10% of ER-2 data for [HCl] > 1 ppbv, but exceed in situ measurements by larger fractional amounts for smaller [HCl]. ATMOS measurements of [ClONO2] agree well with values inferred from in situ observations of [ClO], [NO], and [O3]. The sum of [HCl] and [ClONO2] observed by ATMOS, supplemented by a minor contribution from [ClO] estimated with a photochemical model, is consistent with the levels of inorganic chlorine inferred from in situ measurements of chlorine source gases.

We compare volume mixing ratio profiles of N2O, O3, NO(y), H2O, CH4, and CO in the mid-latitude lower stratosphere measured by the ATMOS Fourier transform spectrometer on the ATLAS-3 Space Shuttle Mission with in situ measurements acquired from the NASA ER-2 aircraft during Nov 1994. ATMOS and ER-2 observations of (N2O) show good agreement, as do measured correlations of (O3), (NO(y)), (H2O), and (CH4) with (N2O). Thus a consistent measure of the hydrogen (H2O, CH4) content of the lower stratosphere is provided by the two platforms. The similarity of (NO(y)) determined by detection of individual species by ATMOS and the total (NOy) measurement on the ER-2 provides strong corroboration for the accuracy of both techniques. A 25% discrepancy in lower stratospheric (CO) observed by ATMOS and the ER-2 remains unexplained. Otherwise, the agreement for measurements of long-lived tracers demonstrates the ability to combine ATMOS data with in situ observations for quantifying atmospheric transport.

We compare volume mixing ratio profiles of N2O, O3, NO(y) H2O, CH4, and CO in the mid-latitude lower stratosphere measured by the ATMOS Fourier transform spectrometer on the ATLAS-3 Space Shuttle Mission with in situ measurements acquired from the NASA ER-2 aircraft during Nov 1994. ATMOS and ER-2 observations of [N2O] show good agreement, as do measured correlations of [O3], [NO(y)], [H2O], and [CH4] with [N2O]. Thus a consistent measure of the hydrogen (H2O, CH4) content of the lower stratosphere is provided by the two platforms. The similarity of [NO(y)] determined by detection of individual species by ATMOS and the total [NO(y)] measurement on the ER-2 provides strong corroboration for the accuracy of both techniques. A 25% discrepancy in lower stratospheric [CO] observed by ATMOS and the ER-2 remains unexplained. Otherwise, the agreement for measurements of long-lived tracers demonstrates the ability to combine ATMOS data with in situ observations for quantifying atmospheric transport.