Introduction I N 1961, Howard London presented a paper at the 29th Annual Meeting of the Institute of the Aeronautical Sciences in which he demonstated the possibility of using aerodynamic forces to produce an orbital plane change with an expenditure of energy significantly smaller than that associated with an extra-atmospheric propulsive maneuver. Since that time, numerous studies of aeroassisted orbit transfer have been carried out for a wide variety of Earthorbital and planetary missions. Almost any mission that involves changes in orbital altitude and/or inclination in the vicinity of an atmosphere-bearing planet is a candidate for aeroassist. For ease of discussion these many possible mission applications may be categorized as 1) synergetic plane change, 2) planetary mission applications, and 3) orbital transfer vehicle applications. The term, synergetic plane change, is commonly used to denote a maneuver in which a change in orbit inclination is accomplished through a combination of aerodynamic and propulsive forces rather than through propulsion alone. While the maneuver is applicable to any planet with a suitable atmosphere, practically all studies to date have dealt with low Earth orbit missions. As illustrated in Fig. 1, a retrorocket burn causes the vehicle to leave its initial low Earth orbit (LEO) and dip into the atmosphere. During the atmospheric pass, the vehicle is banked so that the lift vector is in a lateral direction, thus producing an aerodynamic turn. As will be discussed subsequently, this turn is often accomplished with continuous thrusting sufficient to balance the aerodynamic drag. Following the aerodynamic turn, the vehicle is reboosted to the desired orbital altitude and a rocket burn is effected to circularize the orbit (shown by the dashed low Earth orbit in Fig. 1). The typical orbital transfer vehicle (OTV) maneuver is in many ways similar to the synergetic plane change. In the OTV case, however, the vehicle is initially in a high Earth orbit (HEO)—geosynchronous in most studies—and must undergo a sizeable velocity decrement in its transfer to LEO as illustrated in Fig. 1. This velocity decrement is more efficiently achieved through a combination of aerodynamic drag and propulsion than through propulsion alone. The OTV mission usually involves some change in orbital plane—for instance, the return from geosynchronous orbit to a typical Shuttle orbit involves a plane change of 28.5 deg. If the OTV is a lifting configuration, some of the required plane change can be achieved by banking the vehicle as in the synergetic plane change maneuver. In planetary mission applications, aeroassist is again used to produce a velocity decrement through aerodynamic drag. For these missions two distinctly different applications of aeroassist have been studied: 1) aerocapture in which the velocity decrement achieved in a single deep atmospheric pass is sufficient to transfer the vehicle from its hyperbolic approach trajectory to a target orbit about the planet (i.e., the vehicle is captured by the planet's gravitational field); and 2) multipass aerobraking in which the vehicle is transferred from its approach trajectory to a highly elliptic orbit about the planet by a rocket burn and then the orbit is circularized by many high-altitude atmospheric passes, each followed by small corrective rocket burns at apoapsis to maintain the periapsis altitude low enough to produce the desired drag decrement but high enough to avoid excessive aerodynamic heating. The first type of planetary application, as illustrated in Fig. 1, is similar to the OTV maneuver except that it usually has a larger velocity excess and no plane change. The second type of planetary application is illustrated in Fig. 2. As is also illustrated in Fig. 2, this type of multipass orbit lowering has also been studied for the GEO-to-LEO OTV mission. In the intervening years since London presented his paper in 1961, many studies have been carried out and a rich literature has developed. In the process of researching the present paper, an extensive bibliography was compiled. It lists the relevant publications in chronological order for each of the three vehicle classes considered. While certainly incomplete (new and additional references keep turning up), this collection of papers is believed to present an accurate overall picture of the evolution of aeroassist technology. Examination of this bibliography shows that the various aeroassist mission applications received their most intensive study in different time periods. As was mentioned previously, the serious study of synergetic plane change maneuvers began with London's paper in 1961. Actually, there were studies published prior to 1961 (e.g., Ref. 1) but London's paper appears to be the first to convincingly demonstrate a significant performance gain. During the 1960s, synergetic plane change was studied extensively with the peak activity occurring around 1967. The initial

A Survey of Aeroassisted Orbit Transfer

Over the past decade, a range of sensor technologies became available on the market, enabling a revolutionary shift in air pollution monitoring and assessment. With their cost of up to three orders of magnitude lower than standard/reference instruments, many avenues for applications have opened up. In particular, broader participation in air quality discussion and utilisation of information on air pollution by communities has become possible. However, many questions have been also asked about the actual benefits of these technologies. To address this issue, we conducted a comprehensive literature search including both the scientific and grey literature. We focused upon two questions: (1) Are these technologies fit for the various purposes envisaged? and (2) How far have these technologies and their applications progressed to provide answers and solutions? Regarding the former, we concluded that there is no clear answer to the question, due to a lack of: sensor/monitor manufacturers' quantitative specifications of performance, consensus regarding recommended end-use and associated minimal performance targets of these technologies, and the ability of the prospective users to formulate the requirements for their applications, or conditions of the intended use. Numerous studies have assessed and reported sensor/monitor performance under a range of specific conditions, and in many cases the performance was concluded to be satisfactory. The specific use cases for sensors/monitors included outdoor in a stationary mode, outdoor in a mobile mode, indoor environments and personal monitoring. Under certain conditions of application, project goals, and monitoring environments, some sensors/monitors were fit for a specific purpose. Based on analysis of 17 large projects, which reached applied outcome stage, and typically conducted by consortia of organizations, we observed that a sizable fraction of them (~ 30%) were commercial and/or crowd-funded. This fact by itself signals a paradigm change in air quality monitoring, which previously had been primarily implemented by government organizations. An additional paradigm-shift indicator is the growing use of machine learning or other advanced data processing approaches to improve sensor/monitor agreement with reference monitors. There is still some way to go in enhancing application of the technologies for source apportionment, which is of particular necessity and urgency in developing countries. Also, there has been somewhat less progress in wide-scale monitoring of personal exposures. However, it can be argued that with a significant future expansion of monitoring networks, including indoor environments, there may be less need for wearable or portable sensors/monitors to assess personal exposure. Traditional personal monitoring would still be valuable where spatial variability of pollutants of interest is at a finer resolution than the monitoring network can resolve.

Applications of low-cost sensing technologies for air quality monitoring and exposure assessment: How far have they gone?

Abstract. Combustion of fuels in the residential sector for cooking and heating results in the emission of aerosol and aerosol precursors impacting air quality, human health, and climate. Residential emissions are dominated by the combustion of solid fuels. We use a global aerosol microphysics model to simulate the impact of residential fuel combustion on atmospheric aerosol for the year 2000. The model underestimates black carbon (BC) and organic carbon (OC) mass concentrations observed over Asia, Eastern Europe, and Africa, with better prediction when carbonaceous emissions from the residential sector are doubled. Observed seasonal variability of BC and OC concentrations are better simulated when residential emissions include a seasonal cycle. The largest contributions of residential emissions to annual surface mean particulate matter (PM2.5) concentrations are simulated for East Asia, South Asia, and Eastern Europe. We use a concentration response function to estimate the human health impact due to long-term exposure to ambient PM2.5 from residential emissions. We estimate global annual excess adult (>  30 years of age) premature mortality (due to both cardiopulmonary disease and lung cancer) to be 308 000 (113 300–497 000, 5th to 95th percentile uncertainty range) for monthly varying residential emissions and 517 000 (192 000–827 000) when residential carbonaceous emissions are doubled. Mortality due to residential emissions is greatest in Asia, with China and India accounting for 50 % of simulated global excess mortality. Using an offline radiative transfer model we estimate that residential emissions exert a global annual mean direct radiative effect between −66 and +21 mW m−2, with sensitivity to the residential emission flux and the assumed ratio of BC, OC, and SO2 emissions. Residential emissions exert a global annual mean first aerosol indirect effect of between −52 and −16 mW m−2, which is sensitive to the assumed size distribution of carbonaceous emissions. Overall, our results demonstrate that reducing residential combustion emissions would have substantial benefits for human health through reductions in ambient PM2.5 concentrations.

The impact of residential combustion emissions on atmospheric aerosol, human health and climate

Colloidal quantum dots (QDs) are nanoscale semiconductor crystals with surface ligands that enable their dispersion in solvents. Quantum confinement effects facilitate wave function engineering to sculpt the spatial distribution of charge and spin states and thus the energy and dynamics of QD optical transitions. Colloidal QDs can be integrated in devices using solution-based assembly methods to position single QDs and to create ordered QD arrays. Here, we describe the synthesis, assembly, and photophysical properties of colloidal QDs that have captured scientific imagination and have been harnessed in optical applications. We focus especially on the current understanding of their quantum coherent effects and opportunities to exploit QDs as platforms for quantum information science. Freedom in QD design to isolate and control the quantum mechanical properties of charge, spin, and light presents various approaches to create systems with robust, addressable quantum states. We consider the attributes of QDs for optically addressable qubits in emerging quantum computation, sensing, simulation, and communication technologies, e.g., as robust sources of indistinguishable, single photons that can be integrated into photonic structures to amplify, direct, and tune their emission or as hosts for isolated, coherent spin states that can be coupled to light or to other spins in QD arrays.

Colloidal Quantum Dots as Platforms for Quantum Information Science.

Effective thermal conductivity of partially saturated porous rocks

Heat transfer-a review of 1986 literature

Heat transfer-a review of 1985 literature

Modeling of fibrous filter media for ultrafine particle filtration

Liquid filtration of nanoparticles through track-etched membrane filters under unfavorable and different ionic strength conditions: Experiments and modeling

The effect of an orifice on the collection efficiency and wall loss of a slit virtual impactor was investigated both numerically and experimentally. The ratios of the collection nozzle width (Wc ), distance between acceleration nozzle and collection nozzle (S), length of acceleration nozzle (T), inlet width (D), and nozzle span (l) to the acceleration nozzle width (Wa ) were fixed at Wc /Wa = 1.4, S/Wa = 1.5, T/Wa = 1.1, D/Wa = 6, and l/Wa = 10, respectively. The minor-to-total flow ratio was set to 0.1 in laminar flow regime. The collection efficiency and wall loss of the slit virtual impactor were found to be characterized by the square root of the Stokes number. For the slit virtual impactor without an orifice, the square root of the Stokes number corresponding to the cut-off diameter was determined to be (Stk50)1/2 = 0.77 and the maximum wall loss at the collection nozzle reached 30% or 40%. When an orifice having the same width as the acceleration nozzle was placed upstream of the acceleration nozzle...

Handol Lee

Papers

Heat transfer-a review of 1986 literature

Heat transfer-a review of 1985 literature

Modeling of fibrous filter media for ultrafine particle filtration

Liquid filtration of nanoparticles through track-etched membrane filters under unfavorable and different ionic strength conditions: Experiments and modeling

Effect of an Orifice on Collection Efficiency and Wall Loss of a Slit Virtual Impactor