Aerosol technology

Abstract

Improvements in aerosol technology and atmospheric aerosol generation and delivery technology produce aerosols with targeted properties in the atmosphere from a variety of chemical species and precursor materials using turbines that may be operated from a wide variety of mobile or stationary platforms or sites. A research and development process, aerosol or precursor material injection devices, aerosol-producing turbine system architectures, aerosol-producing turbine exhaust plume manipulation devices and system architectures, an operating system to deliver aerosols with targeted properties, measurement systems, feedback and adjustment of aerosol generation characteristics, feedback and adjustment of platform operation (e.g., aircraft flight), specific mixtures of aerosol materials and precursor to control aerosol properties, systems for producing aerosols with tailored properties in the atmosphere and adjusting the properties to achieve desired effects, control systems to deliver aerosols with desired properties, methods of aircraft and aerosol injection system operation, and more are described herein.

Description

AEROSOL TECHNOLOGYCROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application claims benefit of priority from US Provisional Application No. 63 / 649,749 titled AEROSOL TECHNOLOGY and filed May 20, 2024, which is hereby incorporated by reference.TECHNICAL FIELD

[0002] The technical field of the present disclosure relates to aerosols, apparatus and processes for aerosol generation and dispersal, and further relates to atmospheric environment aerosol generation and dispersal, and apparatus and processes thereof.BACKGROUND

[0003] Research on the generation and dispersal of aerosols into the atmosphere explores the feasibility, effects, mechanisms, techniques, problems and findings, on introducing aerosols into the atmosphere, for purposes that may include affecting atmospheric environment. There is considerable scientific, engineering, humanitarian and ecological interest in whether controlled introduction of aerosols into the atmosphere to reflect sunlight or reduce infrared energy in the atmosphere could reduce global warming and the impacts of climate change, and in how to improve upon known processes and technology. For these purposes, aerosols are required to be generated at large scales with specific properties, to include small average size and low size variance. There may also be further uses for advances in aerosol generation and dispersal technology with these characteristics for other purposes, including other atmospheric applications, industrial production processes, propulsion systems, and energy systems.SUMMARY

[0004] Other aspects and advantages of the embodiments will become apparent from the following detailed description taken in conjunction with the accompanying drawings which illustrate, by way of example, the principles of the described embodiments.

[0005] One embodiment is a system for producing aerosols with tailored properties in the atmosphere and adjusting the properties to achieve desired effects. The system includes a controllable aerosol material injector. The controllable aerosol material injector is suitable to fit to a turbine engine. The controllable aerosol material injector is controllable for pressurizing, flow regulation, heating, spraying, spray mixing, and / or energy additions, for aerosol material injection. The system includes a controller, which is coupled to the controllable aerosol material injector. The controller is arranged to receive input from sensing. The controller is to regulate aerosol material injection by the controllable aerosol material injector in accordance with the tailored properties, the desired effects and the sensing.

[0006] One embodiment is a control system to deliver aerosols with desired properties. The control system includes a controllable aerosol material injector and a controller. The controller is coupled to the controllable aerosol material injector, to perform actions. One action is to calculate desirable aerosol characteristics, based on input from one or more sensors. One action is to determine whether there is a suitable environment for the aerosol to be delivered. One action is, responsive to determining there is a suitable environment for the aerosol to be delivered, to calculate aerosol injection system operating parameters for at least the controllable aerosol material injector. One action is, responsive to determining there is not a suitable environment for the aerosol to be delivered, to identify a more suitable environment for the aerosol to be delivered.

[0007] One embodiment is a method of aircraft and aerosol injection system operation. The method includes directing or operating a first aircraft that is equipped with an aerosol injection system, to fly a first flight route. The aerosol injection system has at least a controllable aerosol material injector. The method includes producing an aerosol during at least a portion of the first flight route of the first aircraft. The aerosol is produced by the aerosol injection system directing at least the controllable aerosol material injector. The method includes sampling the aerosol that was produced by the first aircraft using the aerosol injection system on the first flight route. And, the method includes adjusting aerosol producing processes of the aerosol injection system to achieve a desired output, based on such sampling the aerosol.BRIEF DESCRIPTION OF THE DRAWINGS

[0008] The described embodiments and the advantages thereof may best be understood by reference to the following description taken in conjunction with the accompanying drawings. These drawings in no way limit any changes in form and detail that may be made to the described embodiments by one skilled in the art without departing from the spirit and scope of the described embodiments.

[0009] Fig. 1 illustrates a research and development process applied to present and contemplated embodiments of a system and method of producing aerosols with tailored properties in the atmosphere and adjusting their properties to achieve desired effects.

[0010] Fig. 2 illustrates a graph of size distribution of sulfate aerosols (prior art).

[0011] Fig. 3 illustrates a multi-exit pneumatic atomizer nozzle fed with compressor bleed air to atomize sulfate as it is injected directly into an exhaust stream where it is vaporized and mixed with jet engine exhaust gases (prior art).

[0012] Fig. 4 illustrates further detail of the system of Fig. 3 (prior art).

[0013] Fig. 5 illustrates an embodiment that injects liquid aerosol material from multiple orifices, e.g., of a spray bar, onto a surface positioned near the orifice, e.g., a splash plate.

[0014] Fig. 6 illustrates an embodiment employing a superheated flash-atomization, utilizing a nozzle geometry optimized to increase the explosive breakup of a superheated liquid as it transitions from a high-pressure to a low-pressure environment. More specifically, Fig. 6 illustrates an embodiment of a suitable nozzle geometry.

[0015] Fig. 7 illustrates an embodiment employing transverse jets in cross-flow, which enhances mixing within compact volumes.

[0016] Fig. 8 illustrates an embodiment of siren injectors that adjustably enhance the mixing of injected material.

[0017] Fig. 9 illustrates an embodiment of a V-gutter that provides a low-momentum region where droplets recirculate, improving evaporation of aerosol material at high flow rates.

[0018] Fig. 10A illustrates an embodiment of an exhaust plume attenuator, employed to adjust mixing rates to produce aerosols with desired characteristics.

[0019] Fig. 10B illustrates a further embodiment of an exhaust plume attenuator, employed to adjust mixing rates to produce aerosols with desired characteristics.

[0020] Figs. 11A-H illustrate an exemplary system with elements that together form an aerosol material injection system.

[0021] Fig. 12 is an illustration of an exemplary system with elements that together form an aerosol material formation system.

[0022] Fig. 13 is an illustration showing an exemplary aerosol formation device which may implement the embodiments described herein, showing an injection of aerosol-forming material in the combustor of a turbine.

[0023] Fig. 14 is an illustration showing an exemplary aerosol formation device which may implement the embodiments described herein, showing an injection of aerosol-forming material in the exhaust duct of a turbine.

[0024] Fig. 15 is an illustration showing an exemplary computing device which may implement the embodiments described herein.

[0025] Fig. 16 is a flow diagram showing a method (or process) to deliver aerosols with desired properties.

[0026] Fig. 17A is a flow diagram showing a method (or process) to deliver aerosols with desired properties as a function of the operations of a moving platform.

[0027] Fig. 17B is a flow diagram showing a method (or process) to deliver aerosols with desired properties as a function of the operation of a turbine engine with propulsive effect.

[0028] Fig. 18 is a flow diagram showing a method (or process) to deliver aerosols with desired properties, as a function of the operation of a turbine engine with propulsive effect, and the actuation of other elements controlling platform operations.

[0029] Fig. 19 is a flow diagram showing a method (or process) to deliver aerosols with desired properties, as a function of the operation of a turbine engine with propulsive effect, and the actuation of other elements controlling platform operations, and a method of adjusting operational parameters in response to measurements of the output.

[0030] Fig. 20 is a flow diagram showing a method (or process) to deliver aerosols with desired properties, as a function of the operation of a turbine engine with propulsive effect, and the actuation of other elements controlling platform operations, and a method ofadjusting operational parameters, including the location and timeframe of operations, in response to measurements of the output.

[0031] Fig. 21 is an illustration of one method of obtaining measurements of the output, by routing an aerosol producing platform such that it is able to sample the aerosols it has produced, for the purposes of adjusting aerosol producing processes to achieve a desired output.

[0032] Fig. 22 is an illustration of one method of obtaining measurements of the output, by routing a separate platform such that it is able to sample the aerosols the aerosol generating aircraft has produced, for the purposes of adjusting aerosol producing processes to achieve a desired output.

[0033] Fig. 23 is an illustration of one method of obtaining measurements of the ambient environmental conditions, by routing a separate platform such that it is able to sample the environment the aerosol producing aircraft will encounter, for the purposes of adjusting aerosol producing processes to achieve a desired output.

[0034] Fig. 24 is an illustration of one method of obtaining measurements of the output, by routing a separate aerosol producing platform such that it is able to sample the output of another aerosol producing aircraft, for the purposes of adjusting aerosol producing processes to achieve a desired output.

[0035] Fig. 25 is an illustration of one method of obtaining measurements of the ambient environmental conditions, by remote sensing the environment the aerosol producing aircraft will encounter, from the same aircraft, for the purposes of adjusting aerosol producing processes to achieve a desired output.

[0036] Fig. 26 is an illustration of one method of obtaining measurements of the output, by remote sensing aerosol produced from the same aircraft, for the purposes of adjusting aerosol producing processes to achieve a desired output.

[0037] Fig. 27 is an illustration of one method of obtaining measurements of the output, by routing remote sensing aircraft such that they are able to sample the output of another aerosol producing aircraft, for the purposes of adjusting aerosol producing processes to achieve a desired output.

[0038] Fig. 28 is an illustration of one method of obtaining measurements of the output, by ground-based remote sensing to sample the output of another aerosol producing aircraft, for the purposes of adjusting aerosol producing processes to achieve a desired output.

[0039] Fig. 29 is an illustration of one method of obtaining measurements of the output, by space-based remote sensing to sample the output of another aerosol producing aircraft, for the purposes of adjusting aerosol producing processes to achieve a desired output.

[0040] Fig. 30 is an illustration showing an exemplary turbine device which may implement the embodiments described herein.DETAILED DESCRIPTION

[0041] Described herein are various embodiments of aerosol generation and dispersal technology, including processes and apparatus embodiments designed to deliver large quantities of very small aerosols. Further system, process and apparatus embodiments employing one or more features herein described as results of research and development, are contemplated as being within the scope of the present disclosure.

[0042] In embodiments described herein and variations readily developed in keeping with the teachings herein, are a general system and method of producing aerosols with tailored properties in the atmosphere, from a variety of chemical species and precursor materials used singly or in combination, utilizing turbine engines, compatible with aircraft operations, e.g. jet engines, jet airplanes and operations thereof. Embodiments may also be applicable to turbojets, turboprops, electric ducted fans (electric jet engines), as well as turbines used in industrial and energy processes, etc. These turbines may or may not retain their propulsive or energy generation effect when so employed (but in one aspect they do). Furthermore, this method may be instantiated in a control scheme where the aerosol generation process can be manipulated by one or more control elements, both within the turbine and on any platform (airborne or not - e.g., ships, ground plants, or balloons), based on sensors monitoring internal operating characteristics, atmospheric and environmental conditions, as well as direct measurement of the output aerosol produced, as well as analytically derived or simulated forecasts of the same parameters. The feedback from these sensors may additionally inform flight path and operations by providing information about the suitability of the immediate atmospheric environment, as well as providing information about the remote environment such that more suitable conditions occur or may be found.

[0043] Fig. 1 illustrates aerosol generation and dispersal process applied to present and contemplated embodiments of a system and method of producing aerosols with tailored properties in the atmosphere. The aerosol generation and dispersal process is designed as a feedback control process with multiple nested feedback loops. Desired aerosol characteristics as a function of aerosol size 102 are the input to the process, and output aerosol 112 is the output of the process. Each of the nested feedback loops is applied in research and development to bring the output aerosol 112 closer to the desired aerosol characteristics 102, resulting in development of a tuned or tunable system (e.g., present embodiments) optimized in research and development according to process feedback loops of an aerosol plant 104, a turbine plant 106, and a platform plant 108, all nested within the environment 110 loop. In one embodiment, a desired output aerosol characteristic is a particle size distribution of the output aerosol particles that can be used to introduce a quantity of aerosols in the atmosphere, where the aerosol particle size distribution can reflect sunlight and lessen a heating of the atmosphere.

[0044] The overall method may be decomposed into a number of different elements:Aerosol or precursor material injection devices, which are developed according to the aerosol plant 104.Aerosol-producing turbine system architectures, which are developed according to the turbine plant 106.Aerosol-producing turbine exhaust plume manipulation devices and system architectures, which are developed according to the platform plant 108.Operating system to deliver aerosols (e.g., output aerosol 112) with desired properties (e.g., desired aerosol characteristics 102), which is developed according to the environment 110 constraints and feedback loop of the process. In one embodiment, the operating system includes:Measurement systemsForecasting systems of weather, environment, and climate conditionsFeedback and adjustment of aerosol generation characteristicsFeedback and adjustment of aircraft flightFeedback and adjustment of a pattern or sequence of multiple flightsSpecific mixtures of aerosol materials and precursors to control aerosol properties

[0045] The influence of aerosols (on climate, the environment, human health, etc.) are a function of their size as well as their composition. In one embodiment, for sunlight reflection methods to reduce heat in the climate system, the best understood are sulfur-bearing aerosols composed primarily of H2SO4. Based on this understanding, certain desirable and undesirable effects of sulfate aerosols can be expressed quantitatively as a function of their size. By controlling the particle size distribution of aerosols, the net influence of aerosols can be optimized for various metrics, such as maximizing aerosol lifetime, minimizing chemical reactivity, or minimizing changes in atmospheric circulation (e.g., see Fig. 2 below). While in one embodiment, the aerosols are described as sulfur-bearing aerosols, in alternate embodiments, the aerosols can be another type of aerosol (e.g., composed by non-sulfur based compounds such as nitric acid and ammonia, or solid aerosols such as salts, metal oxides, or carbonaceous and organic materials).

[0046] Fig. 2 illustrates a graph of size distribution of sulfate aerosols (prior art). Relative cooling per unit versus diameter (in microns) is shown for a sedimentation curve 202, an infrared heating or volume curve 204, and a surface area curve 206.

[0047] The possibility of using aircraft to increase the number of aerosols in the stratosphere to offset climate warming was first raised by a researcher in 1974, who notes that an American assessment of the potential climate impacts of supersonic stratospheric passenger aircraft forecast an increase of 400,000 tons of particles in the stratosphere due to the engine exhaust emissions of a projected fleet of 500 aircraft in 1985-1990. This number was based on a fuel sulfur content of 0.3%, and that research suggests that varying the sulfur percentage in fuel would be a feasible means of modifying sunlight reflection in response to natural variability and human activity to “maintain stable climatic conditions”. It was also noted that the species of aerosol with the greatest known radiative effect, sulfate (e.g., H2SO4) could be produced in-situ by stratospheric aircraft “equipped with an arrangement for burning sulfur in the atmosphere”.

[0048] The idea of varying aircraft engine combustion characteristics to modify the resulting emissions for a deliberate albedo increase effect was raised by a researcher in 1984, who noted that decreasing the combustion efficiency (e.g., running the engines “richer”, with more fuel / air than required for complete combustion), such that 1% of total worldwide aviation fuel mass was converted to soot particles, would increase the reflectivity of theatmosphere by 1%. He further notes that this method is far more feasible than space-based reflection systems.

[0049] A 1992 analysis of sunlight reflection methods for climate intervention found that aircraft-based methods for delivering reflective substances were among the most feasible options from a cost and efficacy perspective. The study assessed both modification of aviation fuel, as well as dispersal of dust and sulfuric acid aerosol, and concluded that these systems were among the most attractive of alternative system concepts (e.g., space mirrors, balloons).

[0050] The ideas of direct dispersal of a reflective sulfate aerosols via an injector aboard a stratospheric aircraft, as well as via “sulfur-spiked fuel additives employed to emit aerosol precursors in a jet engine exhaust stream”, were developed by a researcher in 2008. Their analysis notes the critical dependence of aerosol size distribution on the early plume evolution of the aerosols or aerosol precursors, due to particle microphysics (primarily coagulation) as the plume disperses. Their analysis notes that the dilution or mixing rate is a critical parameter controlling particle size for both materials injected into an aircraft engine, as well as materials not injected into an engine but deployed from an aircraft that necessarily generates a turbulent wake as it moves through the atmosphere. They also note the dependence of aerosol size on the background (e.g., pre-existing) aerosol in the stratospheric environment, as well as the apparent importance of chemiions (charged particles produced as a result of combustion) in exhaust plumes.

[0051] A researcher in 2010 expanded on this work by proposing the emission of H2SO4 vapor in an aircraft plume, as opposed to the fuel additive or aerosolized liquid H2SO4 concepts explored in research in 2008. Aerosols would thus be formed as the vapor cools below its condensation point as it mixes with the ambient air. One analysis shows that the primary factors controlling the resulting aerosol size distribution are the injection rate of vapor and the dilution rate of the plume, provided that “initial dispersion (e.g., creation of a completely vaporized H2SO4, well-mixed radially as it exits the aircraft) could be controlled through aircraft and injector design”. That researcher also notes the general applicability of this approach: “More generally, one might exploit the same physics to form a variety of aerosols in the stratosphere by emission of a high-temperature gas-phase substance that has low volatility at ambient temperatures.”

[0052] One researcher in 2010 also mentions two methods for producing vapor-phase H2SO4 aboard an aircraft. He notes that the energy required for vaporization is small compared to the thermal power of aircraft engines, but does not propose a method to take advantage of this thermal energy. He also explores the possibility of producing H2SO4from elemental sulfur aboard an aircraft. The advantage of elemental sulfur is that it is only -33% percent of the weight vs, H2SO4, but it must be reacted with available water and oxygen already present in the stratosphere to produce the vaporized sulfate. He further notes “Depending on the injection method, SO3 vapor may be emitted rather than H2SO4, but it is quickly converted to H2SO4” - but does not specify how or in what form SO3 would be so produced or emitted. The “outlet area” at which the analysis begins is 6 mA2, which does not correspond to a realistic device.

[0053] One researcher in 2010 investigated the injection of sulfuric acid into an aircraft engine as a “thrust augmentor” to overcome the reduction of thrust aircraft turbine engines experience at high altitude, as part of their cost analysis of stratospheric aerosol injection deployment. To minimize impact to the engine, they propose “injecting the sulfuric acid downstream of the turbine, in a manner similar to a modem afterburner.” While their analysis shows a negligible benefit to engine thrust performance, “injection of the sulfuric acid into the exhaust in this way may represent an efficient method by which to disperse it into the atmosphere.”

[0054] One researcher in 2016 expands on other research in 2010 by noting that sulfate aerosols with desirable optical properties are most controllably produced under turbulence (e.g. mixing or diffusivity) conditions that are only readily achieved in the immediate wake of aircraft turbine engines. This regime also requires very high injection rates of H2SO4, and another researcher speculates this “might put limitations on the technical specifications and achievable working lifetime of the injection device”. That researcher also notes the potential for a complementary “precursor gas” such as H2S or SO2, alongside H2SO4injection, to achieve a wider range of potential injection rates at the cost of some reduction in control of the aerosol size distribution.

[0055] A student design study (in 2016) mentions unmanned control concepts. Liquid H2SO4 is preheated on the ground in a thermally insulated wing tank lined with polyethylene for corrosion resistance. As aerosol is dispersed, this hot liquid sulfate is transferred to a smaller evaporation tank where it is boiled to target a dispersion rate of 2.1 kg / s, requiring 1.6 MW of power.

[0056] A researcher in 2018 explored the design of systems to produce sulfate aboard an aircraft, focusing on the conversion of elemental sulfur (S) to SO2, SO3, or H2SO4. This work is also the first to note an injection method for H2SO4 (atomizer). However, the work does not explore the particulars of injection, instead focusing on the design of airborne plants for conversion of elemental sulfur.

[0057] A researcher in 2020 describes a specialized aircraft system for the generation and dispersal of stratospheric sulfate aerosols, building on the work of a researcher in 2016. In addition to the sulfate evaporation system described previously, they describe an injection of vapor phase sulfate into the plume of a single outboard aircraft engine. They mention but do not investigate the possibility of using the heat of the exhaust flow directly to avoid the need for a separate evaporation system. The orifice is described as an opening between 10cm2 and 100cm2, but its precise location is not described. Noting the prior work of a researcher in 2010 and a researcher in 2016 illustrating the importance of diffusion rates in determining aerosol size distribution, a researcher in 2020 explores a variety of aircraft turbine exhaust flows as injection locations; the core flow from the turbine, the core flow combined with bypass flow via an exhaust mixer within the engine. They discuss but do not describe an “optimized full injection” engine geometry that would create even higher diffusion rates in the exhaust plume to sustain the high injection rates prescribed in a researcher in 2016. Given that the paper describes injection locations in terms of flows that are only meaningful outside the engine itself, it can be assumed that the researcher in 2020 does not contemplate injection within the engine itself.

[0058] A researcher in 2021 integrates the work of a researcher in 2010 and a researcher in 2016 with the afterburner concept of a researcher in 2010. The researcher in 2021 described a tank of liquid H2SO4 in the aircraft payload bay pressurized using a tank of high pressure nitrogen (N2) gas which forces the H2SO4 through plumbing in the wing box and engine pylon to the engine nacelle, forced through a sharp-edge orifice metering plate and then into a heated Inconel torus-shaped plenum at the same location as the flameholders and spraybars for an afterburner, in the mixed flow exhaust duct of a Fl 18 low-bypass turbojet engine. The metering plate is described as replaceable to allow for changing dispersal rates to control aerosol properties. See Fig. 3 (prior art) below.

[0059] Fig. 3 illustrates a multi-exit pneumatic atomizer nozzle fed with compressor bleed air to atomize sulfate as it is injected directly into an exhaust stream where it isvaporized and mixed with jet engine exhaust gases (prior art). The exhaust duct spray manifold 302 disperses liquid H2SO4, resulting in the highly collisional exhaust plume 304.

[0060] The researcher in 2021 specified a multi-exit pneumatic atomizer nozzle fed with compressor bleed air at 800 degrees K to atomize the sulfate as it is injected directly into the highly collisional exhaust stream where it is vaporized and mixed with the jet engine exhaust gases.

[0061] Fig. 4 illustrates further detail of the system of Fig. 3 (prior art). Various components 402, 404, 406, 408 use compressor bleed air to disperse H2SO4.

[0062] Having reviewed previous works and research, Detailed Description now turns to various present embodiments.Aerosol or precursor material injection devices

[0063] The production of aerosols with desirable characteristics is challenging due to the highly nonlinear nature of aerosol microphysical processes, namely evaporation, oxidation, nucleation, condensation, coagulation, and sedimentation. Evaporation processes in particular are highly influenced by the ratio of aerosol surface area to volume, which varies dramatically as a function of aerosol particle mass. Nucleation and condensation, on the other hand, are relatively more influenced by bulk concentration and thermodynamics. For this reason, it is more difficult to use evaporation to change the size of an existing aerosol distribution, and comparatively easy to control the bulk thermal and concentration properties of an airmass to nucleate and condense aerosols of a desirable size distribution. Thus, it is desirable to achieve rapid and complete creation of a homogenous thermal and chemical mixture of aerosol material and air / gas that may then be further manipulated to nucleate and condense aerosols with desired characteristics. This implies the need to completely evaporate liquid aerosol or aerosol precursor materials as rapidly as possible.

[0064] Most existing injection devices are not designed to rapidly achieve this thermal and chemical homogeneity. In particular, in one embodiment, the pneumatic atomizers discussed in a research work in 2021 would be unable to achieve the flow rates and mixing speeds required, due to the limitations on the quantity of compressed bleed air available from the turbine. The challenge is compounded by the supersonic flow characteristics that prevail within turbine engines and their near-field exhaust plumes, wherein introduction of subsonic flows can create shock waves and boundary layers that act as “shields” that prevent rapid mixing. There are several approaches to overcoming these limitations:

[0065] Spray bars with splash plates: This approach, based on existing afterburner devices, injects liquid aerosol material from multiple simple orifices (spray bar) onto a surface positioned near the orifice (splash plate), in such a manner that the fluid adheres to the surface of the splash plate, forming a film.

[0066] Fig. 5 illustrates an embodiment that injects liquid aerosol material from multiple orifices, e.g., of a spray bar, onto a surface positioned near the orifice, e.g., a splash plate. Crossflow 502 interacts with acid injection 504 from a spray bar onto a splash plate, and fluid spray 506 from a spray bar onto a splash plate interacts with crossflow 508.

[0067] In one embodiment, the splash plate geometry is designed such that the surface area of the film is greatly increased, and positioned within the hot exhaust crossflow such that heat is transferred to the liquid film before the film is directly exposed to the momentum of the exhaust air. As the film approaches the edge of the splash plate, the hot fluid film is broken up into droplets small enough to ensure complete evaporation. A major difference from splash plate and fuel application in afterburners is that the primary goal here is not to maintain combustion stoichiometry - instead, it is to ensure complete evaporation of aerosol material at high flow rates. This implies a different positioning relative to the turbine for this application.

[0068] Superheated flash- atomization: This approach utilizes a nozzle geometry optimized to increase the explosive breakup of a superheated liquid as an aerosol material transitions from a high-pressure to a low-pressure environment, e.g., during plume formation.

[0069] Fig. 6 illustrates an embodiment employing a superheated flash-atomization, utilizing a nozzle geometry optimized to increase the explosive breakup of a superheated liquid as it transitions from a high-pressure to a low-pressure environment. More specifically, Fig. 6 illustrates an embodiment of a suitable nozzle geometry. An inlet section 602 and an outlet section 604 of the nozzle feature specified parameters.

[0070] This concept has been explored for the water-injection cooling of turbomachinery, as well as a potential fuel injection method. This approach has not been applied to liquid aerosol or aerosol precursor materials, which are often aqueous in nature and have unique specific temperatures of evaporation and formation, as well as fluid viscosity parameters that determine bubbling and fluid breakup. This approach has the advantage of being mechanically simple, as well as requiring energy input only in the form of heat, which is readily available in turbine system architectures (as discussed below).

[0071] Transverse jets in cross-flow: This approach utilizes two opposing liquid jet-in- crossflow injectors (e.g., simple orifices) within a confined volume (duct) to increase the turbulent mixing rate.

[0072] Fig. 7 illustrates an embodiment employing transverse jets 704 in cross-flow, which enhances mixing within compact volumes. Gas flow 702 interacts with transverse jets 704.

[0073] This arrangement takes advantage of the vortex motions of the introduced flows to enhance mixing within extremely compact volumes. This approach has been studied for application in chemical lasers, but not applied to aerosol materials.

[0074] Siren injectors: A siren is a robust fast-valve that generates effective flow pulsations, often perceptible as powerful noise levels. Its principle is based on a sonic air jet periodically sheared by a cogged wheel rotating at a given speed. While primarily used as a noise generation device and an experimental research device, our recent work has explored its uses as a flow modulator in gas turbine power applications.

[0075] Fig. 8 illustrates an embodiment of siren injectors that adjustably enhance the mixing of injected material. The airflow direction 802 is towards the nozzle with sonic hole 806. An electric motor 804 rotates the cogged wheel 808, which alternately opens and partially or fully obstructs the opening of the nozzle with sonic hole 806 at a rate determined by the operating speed of the electrical motor 804.

[0076] By rapidly occluding the flow from an injection nozzle, e.g., nozzle with sonic hole 806, instabilities and resonances may be introduced that enhance the mixing of the injected material. The advantages of this approach for the production of aerosols include a powerful control element, as the cogged wheel 808 can be spun at arbitrary speeds to adjust the mixing characteristics of the injector. It should be appreciated that the rotation of the cogged wheel 808 can be brought about and controlled through other types of motors and mechanisms in further embodiments.Aerosol-producing turbine system architectures

[0077] V-gutter: This approach, based on afterburner flame holders, ensures complete evaporation of aerosol material droplets via the creation of a high-temperature, low- momentum region where droplets recirculate, increasing the residence time within the high- temperature and turbulent environment downstream of the turbine but before exhaust nozzle exit.

[0078] Fig. 9 illustrates an embodiment of a V-gutter that provides a low-momentum region 906 where droplets recirculate 904, improving evaporation of aerosol material at high flow rates. Crossflow 902 is directed around the low-momentum region 906 by barrier walls in the cross-section shape of a V resembling a gutter, thus the functional name of the structure.

[0079] The device also introduces additional shear layers that aid in droplet breakup. A major difference from its application in afterburners is that the primary goal is not to maintain combustion stoichiometry - instead, it is to ensure complete evaporation of aerosol material at high flow rates. This implies a different positioning relative to the turbine for this application.

[0080] Fluid Preheat architectures: to ensure complete evaporation, it is beneficial for the fluid aerosol material to be injected at high temperatures. To achieve these high temperatures, liquid cooling architectures typically employed for heat- management purposes may be repurposed to use the aerosol material as a cooling fluid. This may require an adjustment to flight control and engine operations as portions of the flight envelope not desirable for aerosol injections must still be achievable by the propulsion system of the platform.

[0081] Turbine injection architectures: Prior art has discounted the possibility of injecting aerosol material within the turbine machinery of aircraft engines, due to the corrosive nature of one of the primary proposed aerosol materials, sulfuric acid. However, when heated to sufficiently high temperatures, the pH of sulfuric acid becomes neutral. This raises the possibility of injecting liquid aerosol materials upstream or within the turbomachinery of an engine, either before or within the compression stage, or in the expansion stage. This would dramatically enhance the residence time and mixing rates to drive complete evaporation, as the fluid flows encounter the vanes of the turbomachinery. These architectures have been regularly employed in aircraft propulsion systems to cool charge air and increase thrust but have not been applied for this purpose.Aerosol-producing turbine exhaust plume manipulation devices and system architectures

[0082] Exhaust plume attenuators: The rate of mixing of the homogenous exhaust plume is a powerful determinant the aerosol size distribution and is tightly coupled to the maximum injection rate of aerosol material that may be sustained. This rate is also a major determinant of exhaust noise from jet aircraft, and thus a variety of approaches have been investigated to mitigate noise characteristics by enhancing the mixing rate of the exhaust plume with theambient air. For aerosol production applications, these devices can be employed to adjust mixing rates in response to environmental and flight conditions to produce aerosols with the desired characteristics.

[0083] Fig. 10A illustrates an embodiment of an exhaust plume attenuator, employed to adjust mixing rates to produce aerosols with desired characteristics. This embodiment features a lobe-type nozzle 1002. Arrangement, shape(s), numbers (e.g., lobe count) and dimensions of lobes 1004 of the lobe-type nozzle 1002 affect shape and attenuation of exhaust plume and may be varied to achieve various effects in various embodiments. For example, this could be a replaceable component, or have actuator(s), to change geometry in a system and thereby control exhaust plume attenuation.

[0084] Fig. 10B illustrates a further embodiment of an exhaust plume attenuator, employed to adjust mixing rates to produce aerosols with desired characteristics. This embodiment features a corrugated internal mixer 1010. Arrangement, shape(s), numbers (e.g., lobe count) and dimensions of lobes 1010 of the corrugated internal mixer 1010 affect shape and attenuation of exhaust plume and may be varied to achieve various effects in various embodiments. For example, this could be a replaceable component, or have actuator(s), to change geometry in a system and thereby control exhaust plume attenuation. Further aspects and features of exhaust plume attenuators and attenuation are discussed below.

[0085] Overexpansion Exhaust Nozzles: aircraft engine exhaust exits the nozzle as a supersonic flow, entering into a low flow region of the ambient air. The spreading rate of this flow is a function of the velocity difference between these flows, and so the enveloping of the core exhaust plume by coaxial bypass air or air entrained by the structure of the aircraft act to increase the stability of the supersonic flow, decreasing the overall mixing rate. However, if the coaxial air flow is “overexpanded”, e.g., at approximately Mach 1, shock waves are introduced that destabilize the core flow, increasing mixing rates. The increased mixing rate comes at the cost of propulsive efficiency as the momentum of the exhaust gases is not as focused axially in opposition to the direction of flight. However, these thrust losses are likely small, particularly for the low-bypass turbojets contemplated for high-altitude injection systems.

[0086] Corona Discharge and other ion-injection devices: The nucleation of aerosols is enhanced in the presence of ions, which act to accelerate the formation of molecular aggregates that form nuclei for the condensation of additional gas-phase molecules into anaerosol form. Corona discharge devices flow current from electrodes to a neutral fluid by creating a plasma that passes charge to the fluid via ions. These devices can be tightly controlled to create a wide range of ion densities for greater control of aerosol nucleation and coagulation processes.

[0087] Various operating systems to deliver aerosols with desired properties are described below and are herein applicable to various embodiments of systems and components.

[0088] Measurement systems in various embodiments can include:1. Aerosol in-situ measurements2. Turbulence LIDAR3. Aerosol LIDAR4. Chemical species concentration sensors5. Water vapor sensors

[0089] Feedback and adjustment of aerosol generation characteristics in various embodiments can include:1. variables influencing adjustment2. particular logic / algorithms, etc.

[0090] Feedback and adjustment of aircraft flight in various embodiments can include:1. Altitude and location adjustments / logic2. System to ensure safe flight while optimizing aerosol production

[0091] Specific mixtures of aerosol materials and precursors to control aerosol properties in various embodiments can include:1. Co-injection of H2O+SO3 to overcome water availability limits from combustion of hydrocarbons and ambient stratospheric air.2. Energy of hydration of SO3 is SO3 + H2O H2SO4 (AHf = -200 kJ / mol) - so the reaction in an engine may contribute thrust (for comparison, burning methane yields -890kJ / mol).3. Vapor pressure differences between various forms of SO3 is sufficient to cause explosions in glass containers during phase changes (e.g., transition from alpha to gamma / liquid form - may be able to capture this energy for additional thrust.4. Co-injecting various simple catalysts such as oxalic acid, hydroperoxyl radical, sulfuric acid, nitric acid, oxalic acid and ammonia, or additional water, to modulate speed of reaction and control resulting aerosol size distribution.5. Potential to modulate or select soot formation in combustion to help re-oxidize SO2 from temperature-decomposed SO3 or H2SO4, back into SO3 / H2SO4. Other potential co-injectants are OH andStabilized Criegee intermediates, potentially in combination with water.6. Co-injection of water and concentrated H2SO4, as hydration of H2SO4 is exothermic as well (AH = -880 k J / mol). This property may be used to increase the available energy to vaporize H2SO4 and / or control size distribution, in addition to potentially generating thrust.7. Co-injection or modulation of NH3 with SO3, which can be competitive with H2O and a potentially faster route to new particle formation in combination with DMA.8. Co-injection of alcohols such as methanol with SO3, which can quench or enhance new particle formation, to better control resulting size distribution.9. The injection of sulfur-bearing compounds for the purposes of minimizing contrail production (e.g., prior use of chloro sulfonic acid)10. The co-injection of Hydrochloric acid to accelerate the complexation of gas-phase molecules into aerosols.11. The use of oleum, a mixture of SO3 and H2SO4, that has desirable material handling properties and achieves a greater density of sulfur able to be carried aloft, and the mixture of which accelerates new particle formation, either as a primary precursor material or as an adjuvant for co-injection.12. The injection of SO2 or H2S as an enhancement to combustion processes that increase propulsive efficiency while also producing aerosols.13. The use of ammonium sulfate, thiosulfate, hydrogen disulfide, trisulfane, methanesulfonic acid, Methanethiol, Dimethyl sulfide, and other energetic sulfur compounds, as adjuvants or fuels that combine the propulsive and aerosol generation effects of turbine engines.14. The injection of a small mass but extremely large numbers of sub-accumulation-mode aerosols (e.g. 30 nm), in combination with a “traditional” injection technique (e.g. SO2 gas) that would otherwise lead to larger aerosols. The injected tiny aerosols could be sulfate or nonvolatile solid aerosols, as sulfate will condense onto either type given high background stratospheric SO2. Exogenously adding to the total aerosol number concentration of thestratosphere would necessarily reduce their average size, and if most of the stratospheric sulfate burden will condense onto these small aerosols to form AM aerosols, this would reduce the amount of too-large aerosols and increase the efficiency of SAI per mass of sulfur.

[0092] In other words, “stratospheric aerosol supplementation” would provide the benefits of injecting a “steerable” solid or liquid aerosol, without requiring that the majority of the sulfate be delivered to the stratosphere in “steerable” form. If a sufficient large number of tiny particles could be delivered by lofting a very small amount of “supplement aerosol” mass using “difficult” stratospheric lofting techniques, while the rest of the aerosol mass was lofted as SO2 using “easier” techniques, the practical requirements of “supplemented” SAI would not be much greater than those of “traditional” SAI. If “supplemented” SAI greatly reduced the mass of sulfur lofted to the stratosphere for a given cooling, it might actually reduce the difficulty of SAI.

[0093] Figs. 11A-H illustrate an exemplary system with elements that together form an aerosol material injection system. Generally, system embodiments include components and modules for production and dispersion of aerosol, and control of same.

[0094] Fig. 11A illustrates an embodiment of an aerosol material injection system, which includes a turbine engine 1102, a controller 1104, an engine control system 1110, an aerosol material injection system 1112, and an aerosol dispersion system 1114. Various architectures for further embodiments of controllers are further discussed below. Here, the controller 1104 interfaces and communicates with the engine control system 1110, the aerosol material injection system 1112 and the aerosol dispersion system 1114, so that there is coordination and cooperation among the processes and functions in the turbine engine 1102, for combustion and thrust production by the turbine engine 1102, spray evaporation 1118 inside the turbine engine 1102, and aerosol formation 1120 in the exhaust plume of the turbine engine 1102.

[0095] In system operation, ambient environment data 1106 is input to the engine control system 1110, the engine control system 1110, and the controller 1104. Cockpit flight command 1108 gives input to the controller 1104 and the engine control system 1110. In further embodiments, the controller 1104 gives input to the engine control system 1110. From such inputs, the engine control system 1110 derives and gives input to the turbine engine 1102, for example to control fuel, turbine speed and other operating processes and parameters.

[0096] Using ambient environment data 1106 input, the controller performs a process 1122 to calculate desired aerosol characteristics. The controller 1104 uses the calculated desired aerosol characteristics, with aircraft flight data 1124 from cockpit flight command 1108 and engine conditions 1126 from the engine control system 1110, to perform a process 1128 to calculate injection parameters for the aerosol material injection system 1112. Using the calculated injection parameters, the aerosol material injection system 1112 controls injection of aerosol material in the turbine engine 1102, resulting in spray evaporation 1118. The controller 1104 performs a process 1130 to calculate dispersion parameters for the aerosol dispersion system 1114. Using the calculated dispersion parameters, the aerosol dispersion system 1114 controls spray evaporation 1118 in the turbine engine 1102 and / or other aspects or forms of aerosol dispersion, resulting in aerosol formation 1120 in the turbine exhaust plume. Aerosol output data 1116 is input to the controller 1104, which uses this and the calculated dispersion parameters to perform a process 1132 to calculate needed adjustments to flight operations. Output of the controller 1104, more specifically the calculated adjustments to flight operations, is communicated as input to cockpit flight command 1108, for aircraft control.

[0097] Fig. 11B illustrates architectures of embodiments of an aerosol material injection system, for aerosol production and exhaust plume manipulation. Stage 1 is directed to aerosol or precursor material injection devices and shows potential locations. These devices draw material from the aerosol material reservoir 1146 and perform aerosol or precursor material injection at the specified location. A first location 1140, for aerosol or precursor material injection devices, is in the intake of the turbine engine. A second location 1142, for aerosol or precursor material injection devices, is in the combustion chamber. A third location 1144 is in the exhaust duct, where there may also be duct / nozzle / plume manipulation devices 1148 in some embodiments. Stage 2 is directed to aerosol-producing turbine exhaust plume manipulation devices and system architectures. Duct / nozzle / plume manipulation devices 1148 may be located in the duct or at the nozzle of the turbine engine.

[0098] Fig. 11C illustrates stages with respect to the aerosol of the aerosol material injection system. A first stage 1151, Stage 1 is evaporation of aerosol material. This may occur at various locations, use various components and have various control, in embodiments. A second stage 1153, Stage 2 is dilution of evaporated material into ambient air. This occurs immediately as and after the aerosol material is evaporated. A third stage 1155, Stage 3 is immediate evolution of evaporated material into aerosol. This may includephysical and / or chemical processes. A fourth stage 1157, Stage 4 is long term “fate & effect” of aerosol. For example, how long does the aerosol last, how widely does it disperse, and what effects does the aerosol have on the atmosphere, etc. A fifth stage 1159, Stage 5 is monitoring with sensors. This can include local sensors (e.g., on or in the turbine engine and / or airplane) or remote sensors (e.g., other airplanes, satellites, ground instrumentation). A sixth stage 1161, Stage 6 is high- sensitivity wide aperture sensors. This can include looking for more widespread or long-term effect of the aerosol.

[0099] Fig. 1 ID illustrates a version of the aerosol material injection system, in which an aerosol formation & dispersion system 1150 is shown separately from (e.g., without explicitly depicting) a turbine engine. It is understood the control signals are for the various components that are not explicitly shown in the diagram. Various architectures and processes for controller(s) are further described herein.

[0100] Communicating with various components, processes, etc., the controller 1158 in the aerosol formation & dispersion system 1150 processes as inputs from and / or communicates as outputs to, sensing 1160, control signals 1152, notification indication 1154, data 1156, which may also be involved in sensing 1160. The controller 1158 communicates with (e.g., issues instructions to, gathers data from) external adjuvant injector 1162, exhaust mixer actuator 1164, exhaust stream vectoring 1166, and downstream energy manipulation 1168. Each of these components may be systems in their own right, e.g., with further components, processing or processes. The controller 1158 thus controls external adjuvant injection, exhaust mixing, exhaust stream vectoring and downstream energy manipulation, for aerosol formation and dispersion, and aerosol material injection.

[0101] Fig. 1 IE illustrates an embodiment of a controller 1170 of the aerosol material injection system, with example data. A processing unit 1186 is shown, which may be one or multiple processors, for example implementing multiprocessing, distributed computing, controllers within a controller, etc. An aerosol production algorithm, model, or database 1188 is shown central to the controller 1170, and coupled to various modules and data. Functionally, the controller 1170 uses the aerosol production algorithm, model, or database 1188 to produce data, instructions, parameters, etc., for the injector system actuator controllers 1182 and the formation system actuator controllers 1184, so as to produce and control production of the aerosol.

[0102] In operation, ambient environmental data such as temperature, humidity, wind, turbulence, atmospheric composition, etc. are input to the controller, as are engine operations data 1174 such as fuel flow, pressures, temperatures, shaft speeds, bleed settings, etc. Also input to the controller 1170 are aircraft flight (avionics) data 1176 such as position, speed, altitude, heading, orientation, throttle setting, control state, etc., and aerosol output data 1178 such as concentration, size distribution, average size, optical depth, conversion efficiency, composition, tracers & proxies, etc.

[0103] Operational policy, combined with ambient environment data 1172, are processed through an aerosol efficacy evaluation algorithm, model or database 1190 and then through the aerosol production algorithm, model or database 1188 along with engine operations settings from the engine operations controller 1180 and flight dynamics algorithm model or database results from trajectory and delivery planner and operational policy processing.From the processing through the aerosol production algorithm, model or database 1188, data, instructions, parameters, etc. (e.g., control information) is communicated to the engine operations controller 1180, fed back to the flight dynamics algorithm, model or database, and communicated to the injector system actuator controllers 1182 and the formation system actuator controllers 1184 for production and control of the aerosol. Manual control is also input to the aerosol production algorithm, model, or database 1188, in some embodiments. Also present in the controller 1170 in various embodiments are a user VO module, transmission receiver, data recorder, and data required for any calculations or database operations. The controller 1170 thus uses ambient environment data 1172, engine operations data 1174, aircraft flight data 1176 and aerosol output data 1178, to determine control information for the engine operations controller 1180, the injector system actuator controllers 1182 and the formation system actuator controllers 1184, for control of the turbine engine and aerosol production.

[0104] Fig. 1 IF illustrates process control loops, which may be used for processes in a controller, in an embodiment of an aerosol material injection system. That is, Fig. 1 IF may be viewed and used as illustrating a process architecture, a controller architecture, a control loop architecture, a process control loop architecture, etc., in various embodiments. Specifically, an aerosol plant control loop 1191, within a turbine plant control loop 1192, within a platform plant control loop 1193, within an environment control loop 1194 may be implemented as processes and may be implemented in a controller. Desired aerosol characteristics are the input, and output aerosol is the output, of the process control loops. Bynesting control loops one within the other, system control is stabilized with feedback in each loop.

[0105] The outermost feedback is in the environment control loop 1194, where the output aerosol is fed back, through remote aerosol & environmental sensors, to be compared at a summer with the desired aerosol characteristics as input to the system. A difference or error signal is sent to the mission controller, which produces data, parameters, control, etc. for the flight controller, which is in the platform plant control loop 1193. Output of the platform effectors is fed back through in-situ aerosol & environmental sensors, to close the platform plant control loop 1193 through comparison with mission controller output and input of error or difference signal to the flight controller. Output of the flight controller is communicated to the engine controller, in the turbine plant control loop 1192. Output of the engine effectors, in the turbine plant control loop 1192, is communicated to the platform effectors in the platform plant control loop 1193, and also fed back through internal operating sensors to the engine controller. Output of the engine effectors is fed back to close the turbine plant control loop 1192, through the in-situ aerosol & environmental sensors to the comparison with the flight controller output, for error or difference signal to the engine controller. In the innermost control loop, the aerosol plant control loop 1191, output of the engine controller is communicated to the injection controller and from there to the injection effectors. Output of the injection effectors is communicated to the engine effectors in the next outer loop, the turbine plant control loop 1192, and is also fed back to close the aerosol plant loop 1191 through internal operating sensors to the comparison with engine controller output for difference or error signal to the injection controller. Wrapped around all of these inner control loops, the outermost control loop, e.g., the environment control loop 1194 sees the output of the platform effectors, from the platform plant loop 1193, and subjects this to environmental (disturbances) effectors, to produce the output aerosol. All three inner and middle control loops, namely the aerosol plant control loop 1191, the turbine plant control loop 1192, and the platform plant control loop 1193, make a pass through a safe and level flight process or module, so that the system as a whole accomplishes both the output of the aerosol, and the keeping of safe and level flight control and parameters, for stable controlled safe and level flight and stable controlled aerosol output in the environment (e.g., the atmosphere). These embodiments include multiple nested closed feedback control loops, for stability among the mutually interacting components and processes of the aerosol materialinjection system. Variations and further embodiments, from which still further embodiments are readily devised in various combinations, are described below.

[0106] Fig. 11G illustrates process control loops as a variation from Fig. 1 IF, which may be used for processes in a controller, in an embodiment of an aerosol material injection system. Specifically, an aerosol plant control loop 1191, within a turbine plant control loop 1192, within a platform plant control loop 1193, within an environment control loop 1194 may be implemented as processes and may be implemented in a controller. Desired aerosol characteristics are the input, and output aerosol is the output, of the process control loops. By nesting control loops one within the other, system control is stabilized with feedback in each loop.

[0107] As a variation from Fig. 1 IF, the outermost control loop, the environment control loop 1195 has in the feedback loop remote aerosol sensors, and climate, weather and earth system sensors, which sample the output aerosol. Sampling from the remote aerosol sensors is fed back to the input summer for comparison with desired aerosol characteristics as communicated to the mission controller. Sampling from climate, weather and earth system sensors is fed through meteorological forecast systems for input to the mission controller and the flight controller, and fed through climate & earth system analysis and forecast systems for the desired aerosol characteristics that are input to the system.

[0108] Fig. 11H illustrates a version of the aerosol material injection system as a variation of the aerosol material injection system of Fig. 1 ID. In Fig. 11H, an aerosol formation & dispersion system 1196 is shown separately from (e.g., without explicitly depicting) a turbine engine. It is understood the control signals are for the various components that are not explicitly shown in the diagram. Various architectures and processes for controller(s) are further described herein.

[0109] Communicating with various components, processes, etc., the controller 1202 in the aerosol formation & dispersion system 1196 processes as inputs from and / or communicates as outputs to, sensing 1214, flight command signals 1204, notification indication 1206, and data 1208, which may also be involved in sensing 1214. The controller 1158 communicates with (e.g., issues instructions to, gathers data from) pressurizer 1212, which receives aerosol material from reservoir 1210, flow regulator 1218, which receives material from adjuvants 1216 and also communicates with pressurizer 1212 and heater 1220, the heater 1220, which communicates with the sprayer 1222 and the spray mixer 1224, thespray mixer 1224 which communicates with energy additions 1226, and the energy additions 1226. Each of these components may be systems in their own right, e.g., with further components, processing or processes. The controller 1202 thus controls pressurizing, flow regulation, heating, spraying, spray mixing and energy additions, for aerosol material injection.

[0110] Fig. 12 is an illustration of an exemplary system with elements that together form an aerosol material formation system. This may be viewed and implemented as a variation of the aerosol formation & dispersion system 1150 of Fig. 11D. The aerosol formation system 1250 is shown separately from (e.g., without explicitly depicting) a turbine engine. It is understood the control signals are for the various components that are not explicitly shown in the diagram. Various architectures and processes for controller(s) are further described herein.

[0111] Communicating with various components, processes, etc., the controller 1258 in the aerosol formation system 1250 processes as inputs from and / or communicates as outputs to, sensing 1260, flight command signals 1252, notification indication 1254, data 1256, which may also be involved in sensing 1260. The controller 1258 communicates with (e.g., issues instructions to, gathers data from) external adjuvant injector 1262, exhaust mixer actuator 1264, exhaust stream vectoring 1266, and downstream energy manipulation 1268. Each of these components may be systems in their own right, e.g., with further components, processing or processes. The controller 1258 thus controls external adjuvant injection, exhaust mixing, exhaust stream vectoring and downstream energy manipulation, for aerosol formation.

[0112] Fig. 13 is an illustration showing an exemplary aerosol formation device which may implement the embodiments described herein, showing an injection of aerosol-forming material in the combustor of a turbine. Functionally named, the augmentor architecture 1332 depicts components and processes by which the exhaust plume of a turbine engine 1330 is augmented with an aerosol, through aerosol formation 1314. That is, the aerosol formation device is termed an augmentor, because that is what it does, it augments.

[0113] A controller 1302 is coupled to and communicates with an engine control system 1308 and an aerosol material injection system 1310, which can be implemented using various components and processes described herein in various embodiments. These components arecoupled to and communicate with the turbine engine 1330, for turbine engine processes including combustion and production of exhaust plume, and aerosol formation 1314.

[0114] In operation, the engine control system 1308 receives ambient environment data 1304 and cockpit flight command 1306, which produces avionics data 1316. The controller 1302 receives ambient environment data 1304 and avionics data 1316 and performs various processes including a process 1318 to calculate desired aerosol characteristics. Engine conditions 1320 are processed by the controller 1302 from communication from the engine control system 1308 and the calculated desired aerosol characteristics 1318, to inform the process 1322 to calculate injection parameters. The calculated injection parameters are communicated to the aerosol material injection system 1310, which directs aerosol material injection in the turbine engine 1330, herein depicted in the combustion chamber, but see also alternatives and variations described herein for various embodiments. With the calculated injection parameters from the process 1322, the controller 1302 performs a process 1324, to calculate needed adjustments to injection operations, which are fed back to the process 1322, to calculate injection parameters. The process 1324 also receives aerosol output data 1312, based on or from aerosol formation 1314 (e.g., through sensors, not shown). The controller thus directs the aerosol material injection system 1310, in cooperation with the engine control system 1308, for aerosol formation 1314, incorporating ambient environment data 1304, avionics data 1316, and aerosol output data 1312 in the operating processes.

[0115] Fig. 14 is an illustration showing an exemplary aerosol formation device which may implement the embodiments described herein, showing an injection of aerosol-forming material in the exhaust duct of a turbine. This may be viewed and implemented as a variation of the aerosol formation device of Fig. 13. In one embodiment, structurally named, the afterburner architecture 1432 depicts components and processes for aerosol formation 1414 that include the structure of an afterburner of a turbine engine 1430. Variations may be implemented without an afterburner. One embodiment is open-loop with no engine control. One embodiment, a variation, is closed loop with engine control.

[0116] A controller 1402 is coupled to and communicates with an engine control system 1408, an aerosol material injection system 1410, and an aerosol formation system 1442 which can be implemented using various components and processes described herein in various embodiments. These components are coupled to and communicate with the turbine engine 1430, for turbine engine processes including combustion and production of exhaust plume, spray evaporation 1450 and aerosol formation 1414. Spray evaporation 1450 makes use of asprayer 1448, which may include, for example, one or more spray nozzles or spray bar(s), under control of the aerosol material injection system 1410. Aerosol formation 1414 makes use of an aerosol formation guide 1446 which may be varied in position, angle or other physical aspect through an actuator 1444, under control of the aerosol formation system 1442.

[0117] In operation, the engine control system 1408 receives ambient environment data 1404 and cockpit flight command 1406, which produces avionics data 1416. The controller 1402 receives ambient environment data 1404 and avionics data 1416 and performs various processes including a process 1418 to calculate desired aerosol characteristics. Engine conditions 1420 are processed by the controller 1402 from communication from the engine control system 1408 and the calculated desired aerosol characteristics 1418, to inform the process 1422 to calculate injection parameters. The calculated injection parameters are communicated to the aerosol material injection system 1410, which directs aerosol material injection in the turbine engine 1330, herein depicted in the combustion chamber through sprayer 1448, but see also alternatives and variations described herein for various embodiments. With the calculated injection parameters from the process 1422, the controller 1402 performs a process 1436, to calculate formation parameters, which are communicated to the aerosol formation system 1442. Using the calculated formation parameters, the aerosol formation system 1442 directs the actuator 1444 to operate (e.g., position, change angle, etc.) the aerosol formation guide 1446 accordingly. With the calculated formation parameters from the process 1436, the controller 1402 performs a process 1424, to calculate needed adjustments to injection / formation operations. The calculated needed adjustments to injection / formation operations are fed back to the process 1422, to calculate injection parameters, and fed back to the process 1436, to calculate formation parameters. The process 1324 also receives aerosol output data 1312, based on or from aerosol formation 1414 (e.g., through sensors, not shown). The controller thus directs the aerosol material injection system 1410 and the aerosol formation system 1442, in cooperation with the engine control system 1408, for spray evaporation 1450 and aerosol formation 1414, incorporating ambient environment data 1404, avionics data 1416, and aerosol output data 1412 in the operating processes.

[0118] Fig. 15 is an illustration showing an exemplary computing device which may implement the embodiments described herein. It should be appreciated that the methods described herein may be performed with a digital processing system, such as a conventional,-Tl-general-purpose computer system. Special purpose computers, which are designed or programmed to perform only one function (or specific functions) may be used in the alternative. The computing device of Fig. 15 may be used to perform embodiments of the functionality for various processes in accordance with some embodiments. The computing device includes a central processing unit (CPU) 1501, which is coupled through a bus 1505 to a memory 1503, and mass storage device 1507. Mass storage device 1507 represents a persistent data storage device such as a floppy disc drive or a fixed disc drive, which may be local or remote in some embodiments. The mass storage device 1507 could implement a backup storage, in some embodiments. Memory 1503 may include read only memory, random access memory, etc. Applications resident on the computing device may be stored on or accessed via a computer readable medium such as memory 1503 or mass storage device 1507 in some embodiments. Applications may also be in the form of modulated electronic signals modulated accessed via a network modem or other network interface of the computing device. It should be appreciated that CPU 1501 may be embodied in a general- purpose processor, a special purpose processor, or a specially programmed logic device in some embodiments.

[0119] Display 1511 is in communication with CPU 1501, memory 1503, and mass storage device 1507, through bus 1505. Display 1511 is configured to display any visualization tools or reports associated with the system described herein. Input / output device 1509 is coupled to bus 1505 in order to communicate information in command selections to CPU 1501. It should be appreciated that data to and from external devices may be communicated through the input / output device 1509. CPU 1501 can be defined to execute the functionality described herein to enable the functionality described with reference to Figs. 1-30. The code embodying this functionality may be stored within memory 1503 or mass storage device 1507 for execution by a processor such as CPU 1501 in some embodiments. The operating system on the computing device may be MS DOS™, MS-WINDOWS™, OS / 2™, UNIX™, LINUX™, or other known operating systems. It should be appreciated that the embodiments described herein may also be integrated with a virtualized computing system implemented with physical computing resources.

[0120] Fig. 16 is a flow diagram illustrating a method (or process) to deliver aerosols with desired properties. The method can be practiced by human operators with various equipment, in embodiments, and the method could be practiced by automated equipment, for example specially programmed computers operating or embedded in various equipment. Thedesired properties of the aerosols may be considered targeted properties, which the operating system adjusts the system to achieve or approach.

[0121] In an action 1602, desirable aerosol characteristics are calculated. This can be based on input 1612 from remote aerosol and environment sensors.

[0122] In an action 1604, it is determined whether there is a suitable environment. This can be based on input 1616 such as ambient temperature, humidity, background aerosol, etc.

[0123] If the determination in the action 1604 is yes, flow proceeds to the action 1606, to calculate injection operating parameters, e.g., for the applicable system or component embodiments.

[0124] If the determination in the action 1604 is no, flow proceeds to the action 1610, to identify a more suitable environment. From the action 1610, flow returns to the determination action 1604, which looping would continue until a suitable environment is found.

[0125] From the action 1606, flow proceeds to the action 1608, where it is determined, can injection parameters be achieved while maintaining safe flight?

[0126] If the determination in the action 1608 is no, flow proceeds to the action 1610 to identify a more suitable environment.

[0127] If the determination in the action 1608 is yes, flow proceeds to the action 1614, to commence injection. It is appreciated that arrival at the action 1608 is after it is positively determined there is a suitable environment and the injection parameters can be achieved while maintaining safe flight, so that atmospheric injection (specifically, SAI) can be commenced.

[0128] After commencing injection, in the action 1614, flow proceeds to input 1612, by remote aerosol and environment sensors. From the action of input 1612, both the action 1610 to identify more suitable environment and the action 1602 to calculate desirable aerosol characteristics, proceed.

[0129] Fig. 17A is a flow diagram showing a method (or process) to deliver aerosols with desired properties as a function of the operations of a moving platform. For example, the moving platform may be an aircraft, with aerosol delivered from or by the aircraft. The method may be practiced through (e.g., by or with) embodiments described herein.

[0130] In an action 1702, aircraft flight data is input, for example from or in cooperation with a pilot control and display unit 1704. Particularly, airspeed V of the aircraft is determined.

[0131] In an action 1706, from the aircraft flight data 1702 and specifically airspeed V, a target amount of aerosol for aerosol injection is determined, here shown as Wa* (e.g., weight of aerosol material to be injected at specified airspeed). The example graph depicts a linear injection rate, the higher the airspeed, the higher the injection rate for aerosol. For the action 1706, the relationship between injection rate, aerosol injection amount, and airspeed could be represented in an equation, lookup table(s), database, piecewise linear approximation, etc. It is understood in this example, airspeed is an example variable parameter of interest for the “operations of a moving platform”. Quantity or amount of aerosol for aerosol injection, determination or adjustment thereof, and delivery of same in the form of the output aerosol is an example for the “function of the operations of a moving platform”. Other injection rates and / or relations between injection rate and airspeed or other operation parameter of a moving platform, or other parameters of aerosol and aerosol delivery for the function captured in variations of the embodiments are readily developed in keeping with the teachings herein.

[0132] In an action 1710, the target amount of aerosol for aerosol injection is compared to the actual amount of aerosol injection, as determined from the aerosol injection meter 1708, and a delta or difference of aerosol amount, here shown as AWais determined, for the aerosol injection pump 1712. For example, the action 1710 could be performed computationally, e.g., with a processor, or through digital or analog electronic circuitry, or combinations thereof.

[0133] The aerosol injection pump 1712 performs an action of directing aerosol injection at the current rate, according to the delta or difference of aerosol amount (e.g., an error signal or parameter) from the action 1710, so that the aerosol injection meter 1708 also changes rate of aerosol injection, for example detecting increasing or decreasing aerosol injection or injection rate to match the determined delta or difference of aerosol amount from the action 1710. It is appreciated these can be embodied as aspects of a closed loop control system for control of aerosol injection based on airspeed, with feedback from measuring aerosol injection.

[0134] The turbine engine 1714 operates (e.g., performs the action of operating) in this context of controlled aerosol injection to produce the output aerosol 1716. For example, theturbine engine 1714 performs combustion and production of an exhaust plume, with aerosol injection. For purposes of interpretation, the present aerosol injection system algorithm is considered open-loop with respect to the turbine engine 1714, e.g., relative to thrust.

[0135] Fig. 17B is a flow diagram showing a method (or process) to deliver aerosols with desired properties as a function of the operation of a turbine engine with propulsive effect. This may be viewed or implemented as a variation of the method or process of Fig. 17A, but with the interpretation that this aerosol injection system algorithm is considered closed loop with respect to the turbine engine, e.g., relative to thrust.

[0136] In an action 1720, aircraft flight data is input, for example from or in cooperation with a pilot control and display unit 1722. Particularly, airspeed V of the aircraft is determined.

[0137] In an action 1724, from the aircraft flight data 1702 and specifically airspeed V, a target amount of aerosol for aerosol injection is determined, here shown as Wa* (e.g., weight of aerosol material to be injected at specified airspeed). The example graph depicts a linear injection rate, the higher the airspeed, the higher the injection rate for aerosol. For the action 1724, the relationship between injection rate, aerosol injection amount, and airspeed could be represented in an equation, lookup table(s), database, piecewise linear approximation, etc. It is understood in this example, airspeed is an example variable parameter of interest for the “operations of a moving platform”. Quantity or amount of aerosol for aerosol injection, determination or adjustment thereof, and delivery of same in the form of the output aerosol is an example for the “function of the operations of a moving platform”. Other injection rates and / or relations between injection rate and airspeed or other operation parameter of a moving platform, or other parameters of aerosol and aerosol delivery for the function captured in variations of the embodiments are readily developed in keeping with the teachings herein.

[0138] In a determination action 1728, the question is asked, can the target amount of aerosol for aerosol injection, Wa*, be evaporated given current engine power? The determination is formed based on input action 1726 of engine operations data, for example engine temperature T and core speed N. If the result of the determination action 1728 is no, the determination is made to request increased engine power, which is communicated to the flight management system / engine control (FADEC) 1730.

[0139] In an action 1734, a target evaporation rate for aerosol injection, WaEvap, is determined in conjunction with engine power, for example based on the requested increasedengine power and the relationship between evaporation rate for aerosol injection and engine power (which may be represented as described above in various forms).

[0140] In a determination action 1740, the question is asked, can the engine power request be accommodated within safety limits? If the result of the determination action 1740 is no, the flow proceeds to the pilot control and display unit 1722, for example as a warning, advisory or other indication for pilot consideration (e.g., human in the loop).

[0141] If the result of the determination action 1740 is yes, fuel flow rate (e.g., delta or change in weight of fuel) AWf is determined and communicated to the turbine engine 1742, for the requested increased engine power from the determination action 1728.

[0142] If the result of the determination action 1728 is yes, the target amount of aerosol for aerosol injection, Wa*, is communicated or otherwise supplied for the action 1736, to which flow proceeds.

[0143] In the action 1736, the target amount of aerosol for aerosol injection is compared to the actual amount of aerosol injection, Wa, as determined from the aerosol injection meter 1732, and a delta or difference of aerosol amount, here shown as AWais determined, for the aerosol injection pump 1738. For example, the action 1736 could be performed computationally, e.g., with a processor, or through digital or analog electronic circuitry, or combinations thereof.

[0144] The aerosol injection pump 1738 performs an action of directing aerosol injection at the current rate, according to the delta or difference of aerosol amount from the action 1736, so that the aerosol injection meter 1732 also changes rate of aerosol injection, for example detecting increasing or decreasing aerosol injection or injection rate to match the determined delta or difference of aerosol amount from the action 1736. It is appreciated these can be embodied as aspects of a closed loop control system for control of aerosol injection based on airspeed, with feedback from measuring aerosol injection.

[0145] The turbine engine 1742 operates (e.g., performs the action of operating) in this context of controlled aerosol injection to produce thrust, including a change in thrust, AThrust, corresponding to the change in fuel flow rate from the determination action 1740, and to produce the output aerosol 1746. For example, the turbine engine 17424 performs combustion and production of an exhaust plume, with aerosol injection, and thrust. For purposes of interpretation, the present aerosol injection system algorithm is considered closed-loop with respect to the turbine engine 1742, e.g., relative to thrust.

[0146] Engine sensors 1744 perform the action of sensing turbine engine 1742 operation and communicate engine operations data 1726 for the determination action 1728, thus closing the feedback loop with respect to the turbine engine 1742 and thrust.

[0147] Fig. 18 is a flow diagram showing a method (or process) to deliver aerosols with desired properties, as a function of the operation of a turbine engine with propulsive effect, and the actuation of other elements controlling platform operations. This aerosol injection system & aerosol formation system algorithm is considered closed loop with respect to the turbine engine, e.g., relative to thrust.

[0148] In an action 1802, aircraft flight data is input, for example from or in cooperation with a pilot control and display unit 1804. Particularly, airspeed V of the aircraft is determined.

[0149] In an action 1806, from the aircraft flight data 1802 and specifically airspeed V, a target amount of aerosol for aerosol injection is determined, here shown as Wa*(e.g., weight of aerosol material to be injected at specified airspeed). The example graph depicts a linear injection rate, the higher the airspeed, the higher the injection rate for aerosol. For the action 1806, the relationship between injection rate, aerosol injection amount, and airspeed could be represented in an equation, lookup table(s), database, piecewise linear approximation, etc. It is understood in this example, airspeed is an example variable parameter of interest for the “operation of a turbine engine with propulsive effect”, e.g., turbine engine thrust propelling the aircraft at an airspeed. Quantity or amount of aerosol for aerosol injection, determination or adjustment thereof, and delivery of same in the form of the output aerosol with requested plume dilution rate is an example for the “function of the operation of the operation of a turbine engine with propulsive effect, and the actuation of other elements controlling platform operations”. Other injection rates and / or relations between injection rate and airspeed or other operation parameter of a moving platform, or other parameters of aerosol and aerosol delivery for the function captured in variations of the embodiments are readily developed in keeping with the teachings herein.

[0150] In a determination action 1808, the question is asked, can the target amount of aerosol for aerosol injection, Wa*, be evaporated given current engine power? The determination is formed based on input action 1828 of engine operations data, for example engine temperature T and core speed N. If the result of the determination action 1808 is no,the determination is made to request increased engine power, which is communicated to the engine control (FADEC) 1810.

[0151] In an action 1812, a target evaporation rate for aerosol injection, WaEvap, is determined in conjunction with engine power, for example based on the requested increased engine power and the relationship between evaporation rate for aerosol injection and engine power (which may be represented as described above in various forms).

[0152] In a determination action 1814, the question is asked, can the engine power request be accommodated within safety limits?

[0153] If the result of the determination action 1814 is no, the flow proceeds to the flight management system 1830, for the action 1832, to determine a revised target amount of aerosol for aerosol injection, Wa*, and / or a requested dilution rate, for example based on a relationship of amount of aerosol with dilution rate (which may be represented as described above in various forms).

[0154] The revised target amount of aerosol for aerosol injection from the flight management system 1830 is considered in the determination action 1834, where the question is asked, can the plume dilution rate request be accommodated within safety limits? If the answer to the determination action 1834 is no, flow proceeds to pilot control and display unit 1804, for example for a warning, advisory, or other indication and pilot consideration (e.g., human in the loop) to adjust airspeed.

[0155] If the result of the determination action 1834 is yes, flow proceeds to the aerosol formation system 1824, for production of thrust and output aerosol 1836.

[0156] However, if the result of the determination action 1808 is yes, the requested or target amount of aerosol for aerosol injection, Wa*, can be evaporated given the current engine power, then the action 1816 is performed to compare the target amount of aerosol for aerosol injection and the actual amount of aerosol, Wa, as determined by the aerosol injection meter 1820 from the aerosol injection system 1818 in a closed feedback loop. The comparison action 1816 produces a delta or difference value of aerosol amount, here shown as AWa, for the aerosol injection system 1818, to adjust aerosol injection and match the target amount of aerosol for aerosol injection. Result from the aerosol injection system 1818 action is passed to the turbine engine 1822 along with any adjusted fuel flow rate from the determination action 1814, and this is passed to the aerosol formation system 1824, for production of thrust and output aerosol 1836.

[0157] If the result of the determination action 1814 is yes, fuel flow rate (e.g., delta or change in weight of fuel) AWf is determined and communicated to the turbine engine 1822, for the requested increased engine power from the determination action 1808.

[0158] The turbine engine 1822 operates (e.g., performs the action of operating) in this context of controlled aerosol injection to produce thrust, including a change in thrust, AThrust, is measured as input action 1802 aircraft flight data, observed as airspeed V closing a loop of the control system.

[0159] Fig. 19 is a flow diagram showing a method (or process) to deliver aerosols with desired properties, as a function of the operation of a turbine engine with propulsive effect, and the actuation of other elements controlling platform operations, and a method of adjusting operational parameters in response to measurements of the output. This embodiment makes use of multiple sensors, for aerosol output data 1926, and uses closed loop feedback to control the aerosol injection and formation.

[0160] In an action 1904, ambient environmental data is input. This may be from sensors, local sources, remote sources, etc., in various embodiments.

[0161] From the ambient environmental data of the action 1904, the action 1902 is to calculate desirable aerosol characteristics.

[0162] From the calculated desirable aerosol characteristics of the action 1902, the action 1906 is to calculate aerosol injection & formation system operating parameters. The action 1906 receives input from engine operations data 1908, which is related to ambient environmental data 1904. The action 1906 also receives closed loop feedback from decision actions 1910 and 1918.

[0163] From the calculated aerosol injection & formation system operating parameters of the action 1906, the determination action 1910 asks the question, can injection parameters be achieved while maintaining safe flight? If the result of the determination action 1910 is no, flow proceeds back to the action 1906, to re-calculate aerosol injection & formation system operating parameters. The action 1910 also receives results of the action 1912, which calculates flight dynamics thresholds as related to ambient environmental data 1904.

[0164] If the result of the determination action 1910 is yes, the injection parameters can be achieved while maintaining safe flight, flow proceeds to the action 1916, to commence injection.

[0165] From the action 1916, flow proceeds to the determination action 1918, to ask the question, are desirable aerosols being produced? The determination action 1918 also receives input from the input action 1926, aerosol output data. Aerosol output data 1926 receives input from in-situ aerosol & environmental sensors 1920, remote aerosol sensors 1922, and climate, weather and earth system sensors 1924.

[0166] If the result of the determination action 1918 is yes, desirable aerosols are being produced, that is the end of the process (or at least one pass through the process). If the result of the determination action 1918 is no, desirable aerosols are not being produced, flow branches back to the action 1906, to re-calculate aerosol injection & formation system operating parameters.

[0167] With these closed loops, the control system maintains safe flight with desirable aerosols being produced, or re-calculates aerosol injection & formation system operating parameters, so as to do so. The aerosol injection & formation system is thus closed loop on aerosol output data.

[0168] Fig. 20 is a flow diagram showing a method (or process) to deliver aerosols with desired properties, as a function of the operation of a turbine engine with propulsive effect, and the actuation of other elements controlling platform operations, and a method of adjusting operational parameters, including the location and timeframe of operations, in response to measurements of the output. This embodiment makes use of multiple sensors, multiple sources and / or types of data, and closed loop control, to maintain safe flight with production of desirable aerosols in a suitable environment. The method or process (and others described herein) can be implemented in a suitable system, for example a control system or component-equipped system, using embodiments described herein.

[0169] In an action 2002, using regional environment data / forecasts that are results of input action 2014, the system is to calculate desirable aerosol characteristics.

[0170] In a determination action 2004, using ambient environment data results of input action 2006, the question is asked, is this a suitable environment for production of aerosol with the calculated desirable aerosol characteristics from the action 2002? If the answer or determination is no, flow proceeds to the action 2012, to identify a more suitable environment.

[0171] The action 2012 uses regional environment data / forecasts results of input action2014, to identify a more suitable environment, and proceeds to the action 2016, flight routingto more suitable environment, and from there to the determination action 2004 to again determine if this is a suitable environment.

[0172] If the answer or determination to the determination action 2004 is yes, this is a suitable environment, flow proceeds to the action 2008.

[0173] In the action 2008, using engine operations data results of input action 2010, the system is to calculate injection system operating parameters. Flow proceeds to the determination action 2020.

[0174] From the ambient environment data of input action 2006, the engine operations data of input action 2010, and aircraft flight data of input action 2022, the action 2018 is to calculate flight dynamics thresholds for use in the determination action 2020.

[0175] In the determination action 2020, using the calculated injection system operating parameters from the action 2008 and the calculated flight dynamics thresholds from the action 2018, the question is asked, can the injection parameters be achieved while maintaining safe flight? If the answer is no, flow proceeds to the action 2012, to identify a more suitable environment and proceed to actions 2016 and 2004 as above. If the answer is yes, flow proceeds to the action 2024.

[0176] In the action 2024, the system is to commence injection. This will commence aerosol production. Flow proceeds to the determination action 2026.

[0177] For feedback, to make this and related embodiments a closed loop with regard to aerosol characteristics in environmental context, the input action 2028 is to form, gather, produce, communicate or otherwise input aerosol output data, from or based on in-situ aerosol & environmental sensors 2030, remote aerosol sensors 2032, and / or climate, weather and earth system sensors 2034.

[0178] In a determination action 2026, using the aerosol output data from the input action 2028, the question is asked, are desirable aerosols being produced? If the result or determination is yes, the process or one pass through the process ends. Alternatively, the process may flow or proceed elsewhere. If the result or determination is no, flow proceeds to the action 2012, to identify a more suitable environment.

[0179] In one embodiment, in order to properly emit the aerosols with an airborne platform, the aerosol emissions should be sampled and / or measured so that the aerosol emissions can be adjusted as needed. Fig. 21 is an illustration of one system 2100 ofobtaining measurements of the output, by routing an aerosol producing platform such that it is able to sample the aerosols it has produced, for the purposes of adjusting aerosol producing processes to achieve a desired output. In Fig. 21, the system 2100 includes an airplane that is in a flying position 2102A releasing a plume of aerosols 2104. In one embodiment, to determine the characteristics of the aerosol plume 2104, the airplane flies to position 2102B to characterize the aerosol plume 2104. In this embodiment, the airplane include sensors to capture and / or measure the aerosol plume to determine the size of the aerosol particles in the plume 2104. With the samples of the atmosphere, the airplane can determine the characteristics of the aerosol plume 2104 to adjust how the aerosol is emitted as needed and as described above in Fig. 1 above.

[0180] Fig. 22 is an illustration of one system 2200 of obtaining measurements of the output, by routing a separate platform such that it is able to sample the aerosols the aerosol generating aircraft has produced, for the purposes of adjusting aerosol producing processes to achieve a desired output. In Fig. 22, the system 2200 includes two airplanes 2202 and 2204 that are used to emit the aerosols (airplane 2202) and another airplane 2204 that includes sensors and / or sample capturing mechanisms that can be used to sample and measure the aerosol plume 2208 emitted by airplane 2202. The measuring airplane 2204 can communicate the findings of the sampled and measured aerosol plume 2208 via a communications link 2206 between the two airplanes 2202 and 2204, so that the airplane 2202 emitting the aerosol plume 2208, so that the airplane 2202 can adjust how the aerosol is emitted as needed and as described above in Fig. 1 above. In one embodiment, an airplane to airplane communications link can be a radio, or other communications link.

[0181] Fig. 23 is an illustration of one system 2300 of obtaining measurements of the ambient environmental conditions, by routing a separate platform such that it is able to sample the environment the aerosol producing aircraft will encounter, for the purposes of adjusting aerosol producing processes to achieve a desired output. In Fig. 23, the system 2300 includes a dedicated environment sampling airplane 2302 that is in communication via a communications link 2306 with the aerosol emitting airplane 2304. In one embodiment, the aerosol emitting airplane 2304 emits the aerosol plume 2308. The environmental sampling airplane 2302 samples the environment, for example in front of the aerosol emitting airplane 2302 or along the flight route ahead of the aerosol emitting airplane 2302.

[0182] Fig. 24 is an illustration of one system 2400 of obtaining measurements of the output, by routing a separate aerosol producing platform such that it is able to sample theoutput of another aerosol producing aircraft, for the purposes of adjusting aerosol producing processes to achieve a desired output. In Fig. 24, each of the airplanes 2402 and 2404 can either emit the aerosol, sample / measure the aerosol, or both. In one embodiment, the airplane 2402 emits the aerosol plume 2408 and the second airplane 2404 can sample / measure the aerosol plume 2404 and communicate the results of the measurement / sampling to the first airplane 2402 via a communications link 2406, where the first airplane 2402 can adjust how the aerosol is emitted as needed and as described above in Fig. 1 above. In another embodiment, the second airplane 2404 cab additionally emit another aerosol plume 2410.

[0183] Fig. 25 is an illustration of one system 2500 of obtaining measurements of the ambient environmental conditions, by remote sensing the environment the aerosol producing aircraft will encounter, from the same aircraft, for the purposes of adjusting aerosol producing processes to achieve a desired output. In Fig. 25, an airplane 2502 emits the aerosol plume 2504. In one embodiment, the airplane 2502 includes forward looking sensors and / or sampling devices to sample atmosphere 2506, such as optical sensors, gas sensors, atmospheric parameter sensors, etc.

[0184] Fig. 26 is an illustration of one system 2600 of obtaining measurements of the output, by remote sensing aerosol produced from the same aircraft, for the purposes of adjusting aerosol producing processes to36 achieve a desired output. In Fig. 26, the airplane 2602 emits that aerosol plume 2604. In addition, the airplane 2602 includes rearward looking sensors, turbine engine exhaust sensors, aerosol plume sensors, and / or sampling devices to sample atmosphere 2606.

[0185] Fig. 27 is an illustration of one system 2700 of obtaining measurements of the output, by routing remote sensing aircraft such that they are able to sample the output of another aerosol producing aircraft, for the purposes of adjusting aerosol producing processes to achieve a desired output. In Fig. 27, an aerosol emitting airplane 2702 emits the aerosol plume 2708 and two airplanes 2706 and 2708 have sideways looking sensors and / or sampling devices to sample / measure the aerosol plume 2708. For example, and in one embodiment, airplane 2704 samples / measures 2712 the aerosol plume on the right side of the airplane 2704. In addition, airplane 2706 samples / measures 2710 the aerosol plume on the left side of the airplane 2706. Each of the airplanes 2704 and 2706 communicates the results of the aerosol plume measurements to the airplane 2702 via communications links 2714 and 2716 respectively.

[0186] Fig. 28 is an illustration of one system 2800 of obtaining measurements of the output, by ground-based remote sensing to sample the output of another aerosol producing aircraft, for the purposes of adjusting aerosol producing processes to achieve a desired output. In Fig. 28, instead of using an airplane-based sampling / measuring of the aerosol plume, system 2800 includes an aerosol emitting airplane 2802 that is emitting an aerosol plume 2822. In one embodiment, a ground-based measurement system 2804 measures the aerosol plume 2822, where the ground-based measurement system 2804 can include a computer 2806, storage 2808 that are coupled to two measuring systems 2814 and 2816 that are used to measure the aerosol plume 2822 in different areas of the atmosphere. For example, and in one embodiment, ground-based measuring system 2816 measures the area of the atmosphere 2820 and the ground-based measuring system 2814 measures the area of the atmosphere 2818. The ground-based measurement system 2804 communicates the results of the measurements to the airplane 2802 via a communications link 2812 and transceiver 2810.

[0187] Fig. 29 is an illustration of one system 2900 of obtaining measurements of the output, by space-based remote sensing to sample the output of another aerosol producing aircraft, for the purposes of adjusting aerosol producing processes to achieve a desired output. In Fig. 29, the system 2900 includes a satellite 2916 that can measure the aerosol plume 2922 in different areas of the atmosphere 2926 and 2924. In one embodiment, the airplane 2902 flies through one or more of these areas 2924 and 2926 emitting the aerosol plume 2922. The satellite 2916 can measure the aerosol plume 2922 and send results back to a ground-based system 2904. In one embodiment, the ground-based system 2904 can include a computer 2806, storage 2808 that are coupled to two measuring systems 2918 and 2920 that are used to measure the aerosol plume 2822 in different areas of the atmosphere as described in Fig. 28 above. In addition, the ground-based includes a communications transceiver 2910 that can communicate with the satellite 2916 and / or the airplane 2902.

[0188] Fig. 30 is an illustration showing an exemplary turbine device which may implement the embodiments described herein. Various components may be designed for production manufacture and assembly with or in a turbine engine 3022 or may be designed for retrofit to a turbine engine, in various embodiments. An engine controller 3002, an aerosol material injection controller 3006, and an aerosol formation & dispersion controller 3008 may be implemented as distinct components each for example with a processor, or an integrated component, for example with distributed processing, or combinations thereof.

[0189] The engine controller 3002 is coupled to the aerosol material injection controller 3006, which is coupled to the aerosol formation & dispersion controller 3008, and all of these (or, alternatively, an integrated controller) are coupled to the turbine engine 3022. In turn, the aerosol material injection controller 3006 is coupled to an aerosol material pump 3010 and an adjuvant material pump 3012, which are coupled to a router to heat-recovery for aerosol system 3016 followed by the aerosol material sprayer manifold 3014. A sprayer 3028, which may be implemented for example as one or more spray bars or spray nozzles is functionally coupled to the aerosol material sprayer manifold 3014, for operation by the aerosol material injection controller 3016 and related components. At the aft end of the turbine engine 3022, where the exhaust plume formation and shape are managed, one or more plume-shaping appendages 3026 are mechanically coupled to and movable by an actuator 3024 (e.g., hydraulic or electromechanical) as part of the convergent divergent nozzle 3020 under control of the aerosol formation & dispersion controller 3008.

[0190] In operation, the engine controller 3002 receives commanded throttle settings 3004, environmental information such as front of turbine temperature T2 and pressure P2, and engine operation information such as turbine RPMs N and turbine power P3. From these, the engine controller 3002 determines fuel weight Wf for turbine engine thrust production and communicates this to the turbine engine 3022. The engine controller 3002 also determines information to communicate to the aerosol material injection controller 3006, for example the ratio Wf / Pa.

[0191] In operation, the aerosol material injection controller 3006 receives fuel weight and turbine power information as above described, and also receives temperature information T5 from the aerosol material injection region of the turbine engine 3022, to use in determining control parameters or actions for aerosol material injection. These are communicated to the aerosol material pump 3010 and the adjuvant material pump 3012, which communicate instructions to the router to heat-recovery for aerosol system 3016 and the aerosol material sprayer manifold 3014, to operate the sprayer 3028 for aerosol material injection. This initiates or creates the aerosol.

[0192] In operation, the aerosol formation & dispersion controller 3008 receives information from the aerosol material injection controller 3006, such as turbine power P3, and receives pressure information P5 from the turbine exhaust region of the turbine engine 3022, to use in determining parameters or actions for control of the bleed air ratio for after burning duct 3018 and convergent divergent nozzle 3020. Communicating these, e.g., as instructionsor control parameters, the aerosol formation & dispersion controller 3008 operates the actuator 3024 and plume-shaping appendage(s) 3026 to shape the plume with the determined bleed air ratio, and thus control aerosol formation and dispersion according to the functional name of the component.

[0193] Detailed illustrative embodiments are disclosed herein. However, specific functional details disclosed herein are merely representative for purposes of describing embodiments. Embodiments may, however, be embodied in many alternate forms and should not be construed as limited to only the embodiments set forth herein. It should be appreciated that descriptions of direction and orientation are for convenience of interpretation, and the apparatus is not limited as to orientation with respect to gravity. In other words, the apparatus could be mounted upside down, right side up, diagonally, vertically, horizontally, etc., and the descriptions of direction and orientation are relative to portions of the apparatus itself, and not absolute.

[0194] It should be understood that although the terms first, second, etc. may be used herein to describe various steps or calculations, these steps or calculations should not be limited by these terms. These terms are only used to distinguish one step or calculation from another. For example, a first calculation could be termed a second calculation, and, similarly, a second step could be termed a first step, without departing from the scope of this disclosure. As used herein, the term “and / or” and the “ / ” symbol includes any and all combinations of one or more of the associated listed items.

[0195] As used herein, the singular forms “a”, “an” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms “comprises”, “comprising”, “includes”, and / or “including”, when used herein, specify the presence of stated features, integers, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof. Therefore, the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting.

[0196] It should also be noted that in some alternative implementations, the functions / acts noted may occur out of the order noted in the figures. For example, two figures shown in succession may in fact be executed substantially concurrently or may sometimes be executed in the reverse order, depending upon the functionality / acts involved.

[0197] Although the method operations were described in a specific order, it should be understood that other operations may be performed in between described operations, described operations may be adjusted so that they occur at slightly different times or the described operations may be distributed in a system which allows the occurrence of the processing operations at various intervals associated with the processing.

[0198] Various units, circuits, or other components may be described or claimed as “configured to” or “configurable to” perform a task or tasks. In such contexts, the phrase “configured to” or “configurable to” is used to connote structure by indicating that the units / circuits / components include structure (e.g., circuitry) that performs the task or tasks during operation. As such, the unit / circuit / component can be said to be configured to perform the task, or configurable to perform the task, even when the specified unit / circuit / component is not currently operational (e.g., is not on). The units / circuits / components used with the “configured to” or “configurable to” language include hardware— for example, circuits, memory storing program instructions executable to implement the operation, etc. Reciting that a unit / circuit / component is “configured to” perform one or more tasks, or is “configurable to” perform one or more tasks, is expressly intended not to invoke 35 U.S.C. 112, sixth paragraph, for that unit / circuit / component. Additionally, “configured to” or “configurable to” can include generic structure (e.g., generic circuitry) that is manipulated by software and / or firmware (e.g., an FPGA or a general-purpose processor executing software) to operate in manner that is capable of performing the task(s) at issue. “Configured to” may also include adapting a manufacturing process (e.g., a semiconductor fabrication facility) to fabricate devices (e.g., integrated circuits) that are adapted to implement or perform one or more tasks. “Configurable to” is expressly intended not to apply to blank media, an unprogrammed processor or unprogrammed generic computer, or an unprogrammed programmable logic device, programmable gate array, or other unprogrammed device, unless accompanied by programmed media that confers the ability to the unprogrammed device to be configured to perform the disclosed function(s).

[0199] The foregoing description, for the purpose of explanation, has been described with reference to specific embodiments. However, the illustrative discussions above are not intended to be exhaustive or to limit the invention to the precise forms disclosed. Many modifications and variations are possible in view of the above teachings. The embodiments were chosen and described in order to best explain the principles of the embodiments and its practical applications, to thereby enable others skilled in the art to best utilize theembodiments and various modifications as may be suited to the particular use contemplated. Accordingly, the present embodiments are to be considered as illustrative and not restrictive, and the invention is not to be limited to the details given herein, but may be modified within the scope and equivalents of the appended claims.

Claims

CLAIMSWhat is claimed is:

1. A system for producing aerosols with tailored properties in the atmosphere and adjusting the properties to achieve desired effects, comprising: a controllable aerosol material injector, suitable to fit to a turbine engine and controllable for at least one of pressurizing, flow regulation, heating, spraying, spray mixing, or energy additions, for aerosol material injection; a controller, coupled to the controllable aerosol material injector; the controller arranged to receive input from sensing; and the controller to regulate aerosol material injection by the controllable aerosol material injector in accordance with the tailored properties, the desired effects and the sensing.

2. The system for producing aerosols with the tailored properties in the atmosphere and adjusting their properties to achieve the desired effects of claim 1, wherein the controllable aerosol material injector comprises a reservoir, a flow regulator, a heater, a sprayer, a spray mixer, and wherein the turbine engine provides energy additions.

3. The system for producing aerosols with the tailored properties in the atmosphere and adjusting their properties to achieve the desired effects of claim 1, wherein the controllable aerosol material injector comprises: a spray bar having multiple orifices; and a splash plate, to be positioned within hot exhaust crossflow of the turbine engine and arranged to receive aerosol material sprayed from the spray bar, for breakup into droplets and evaporation.

4. The system for producing aerosols with the tailored properties in the atmosphere and adjusting their properties to achieve the desired effects of claim 1, wherein the controllable aerosol material injector comprises: at least one nozzle, to be positioned to spray aerosol material into exhaust of the turbine engine; and each of the at least one nozzle to employ superheated flash-atomization, utilizing a nozzle geometry optimized to increase explosive breakup of a superheated liquid as it transitions from a high-pressure to a low-pressure environment.

5. The system for producing aerosols with the tailored properties in the atmosphere and adjusting their properties to achieve the desired effects of claim 1, wherein the controllable aerosol material injector comprises two opposing liquid jet- in-crossflow injectors within a confined volume, to produce transverse jets in crossflow-flow to increase turbulent mixing rate.

6. The system for producing aerosols with the tailored properties in the atmosphere and adjusting their properties to achieve the desired effects of claim 1, wherein the controllable aerosol material injector comprises a siren injector operable as a flow modulator for the aerosol material, in the turbine engine.

7. The system for producing aerosols with the tailored properties in the atmosphere and adjusting their properties to achieve the desired effects of claim 1, wherein the controllable aerosol material injector comprises a V-gutter, to be positioned to provide a low-momentum region where droplets recirculate, improving evaporation of aerosol material at high flow rates.

8. The system for producing aerosols with the tailored properties in the atmosphere and adjusting their properties to achieve the desired effects of claim 1, wherein the controllable aerosol material injector comprises:an exhaust plume attenuator having a lobe-type nozzle or a corrugated internal mixer; and the exhaust plume attenuator having a plurality of lobes.

9. The system for producing aerosols with the tailored properties in the atmosphere and adjusting their properties to achieve the desired effects of claim 1, wherein: the controller is coupled to and controls or communicates with sensing, flight command signals, notification indication, data, an external adjuvant injector, an exhaust mixer actuator, exhaust stream vectoring and downstream energy manipulation, for aerosol formation in an aerosol formation system.

10. The system for producing aerosols with the tailored properties in the atmosphere and adjusting their properties to achieve the desired effects of claim 1, further comprising: an external adjuvant injector, an exhaust mixer actuator, exhaust stream vectoring, and downstream energy manipulation, together with the controllable aerosol material injector and the controller to form an aerosol material formation system.

11. The system for producing aerosols with the tailored properties in the atmosphere and adjusting their properties to achieve the desired effects of claim 1, wherein the controllable aerosol material injector comprises an aerosol formation device employing injection of aerosol-forming material in a combustor of the turbine engine.

12. The system for producing aerosols with the tailored properties in the atmosphere and adjusting their properties to achieve the desired effects of claim 1, wherein the controllable aerosol material injector comprises an aerosol formation device employing injection of aerosol-forming material in an exhaust duct of the turbine engine.

13. A control system to deliver aerosols with desired properties, comprising: a controllable aerosol material injector; anda controller, coupled to the controllable aerosol material injector, to: calculate desirable aerosol characteristics, based on input from one or more sensors; determine whether there is a suitable environment for the aerosol to be delivered; responsive to determining there is a suitable environment for the aerosol to be delivered, calculate aerosol injection system operating parameters for at least the controllable aerosol material injector; and responsive to determining there is not a suitable environment for the aerosol to be delivered, identify a more suitable environment for the aerosol to be delivered.

14. The control system to deliver aerosols with desired properties of claim 13, wherein the controller is further to: input aircraft flight data including airspeed of the aircraft that has at least the controllable aerosol material injector; determine a target amount of aerosol for aerosol injection, based on the aircraft flight data including the airspeed of the aircraft; direct an aerosol injection pump, of at least the controllable aerosol material injector, according to the target amount of aerosol for aerosol injection; determine actual amount of aerosol injection, from an aerosol injection meter of at least the controllable aerosol material injector; and use the determined actual amount of aerosol injection as feedback to direct the aerosol injection pump for closed loop control of aerosol injection based on airspeed, to deliver aerosols with desired properties as a function of operations of a moving platform.

15. The control system to deliver aerosols with desired properties of claim 13, wherein the controller is further to: input aircraft flight data including airspeed of the aircraft that has at least the controllable aerosol material injector;determine a target amount of aerosol for aerosol injection, based on the aircraft flight data including the airspeed of the aircraft; determine whether the target amount of aerosol for aerosol injection can be evaporated given current engine power of the aircraft; responsive to a determination the target amount of aerosol for aerosol injection cannot be evaporated given current engine power of the aircraft, request increased engine power; determine whether the requested increased engine power can be accommodated within safety limits; responsive to a determination the requested increased engine power can be accommodated within the safety limits, determine and communicate an adjusted fuel flow rate to a turbine engine of the aircraft, and direct an aerosol injection pump of at least the controllable aerosol material injector for aerosol injection according to the determined target amount of aerosol; determine actual amount of aerosol injection, from an aerosol injection meter of at least the controllable aerosol material injector; and use the determined actual amount of aerosol injection as feedback to direct the aerosol injection pump for closed loop control of aerosol injection based on airspeed and based on turbine engine thrust, to deliver aerosols with desired properties as a function of operations of a turbine engine with propulsive effect.

16. The control system to deliver aerosols with desired properties of claim 15, wherein the controller is further to: responsive to a determination the requested increased engine power cannot be accommodated within safety limits, determine a requested plume dilution rate for output aerosol, based on a relationship of amount of aerosol with dilution rate, and determine whether the requested plume dilution rate for the output aerosol can be accommodated within the safety limits; and responsive to a determination the requested plume dilution rate for the output aerosol can be accommodated within the safety limits, direct the engine power and production of thrust and output aerosol according to the requested plume dilution rate, to deliver aerosolswith desired properties as a function of operation of a turbine engine with propulsive effect, and actuation of other elements controlling platform operations.

17. The control system to deliver aerosols with desired properties of claim 13, wherein the controller is further to: input ambient environmental data, from sensors, local sources or remote sources; determine aerosol injection and formation system operating parameters, based on the ambient environmental data, input from engine operations data, and closed loop feedback; determine whether the determined aerosol injection and formation system operating parameters can be achieved while maintaining safe flight; responsive to a determination the determined aerosol injection and formation system operating parameters cannot be achieved while maintaining safe flight, re-calculate the aerosol injection and formation system operating parameters; responsive to a determination the determined aerosol injection and formation system operating parameters can be achieved while maintaining safe flight, commence aerosol injection; and based on input aerosol output data from in-situ aerosol and environmental sensors, remote aerosol sensors, or climate, weather and earth system sensors, determine whether desirable aerosols are being produced, wherein the closed loop feedback is so provided on the aerosol output data, to maintain safe flight with desirable aerosols being produced, to deliver aerosols with desired properties as a function of operation of a turbine engine with propulsive effect, actuation of other elements controlling platform operations, and adjusting operational parameters in response to measurements of aerosol output.

18. The control system to deliver aerosols with desired properties of claim 13, wherein the controller is further to: input regional data and forecasts, wherein the calculated desirable aerosol characteristics are based at least in part on the input regional data and forecasts;responsive to the determining there is not the suitable environment for the aerosol to be delivered by an aircraft having at least the controllable aerosol material injector, determine flight routing to the identified more suitable environment for the aerosol to be delivered; responsive to the determining there is the suitable environment for the aerosol to be delivered, and using calculated flight dynamics thresholds based on ambient environment data, turbine engine operations data and aircraft flight data including airspeed, determine whether the calculated aerosol injection system operating parameters can be achieved while maintaining safe flight; responsive to determining the calculated aerosol injection system operating parameters can be achieved while maintaining safe flight, commence aerosol production; and input aerosol output data from or based on in-situ aerosol and environmental sensors, remote aerosol sensors, or climate, weather and earth system sensors for closed loop feedback with regard to the suitable environment and aerosol characteristics in environmental context, to deliver aerosols with desired properties, as a function of operation of a turbine engine with propulsive effect, actuation of other elements controlling platform operations, and adjusting operational parameters, including location and timeframe of operations, in response to measurements of the aerosol output.

19. A method of aircraft and aerosol injection system operation, comprising: directing or operating a first aircraft that is equipped with an aerosol injection system having at least a controllable aerosol material injector, to fly a first flight route; producing an aerosol, by the aerosol injection system directing at least the controllable aerosol material injector, during at least a portion of the first flight route of the first aircraft; sampling the aerosol that was produced by the first aircraft using the aerosol injection system on the first flight route; and adjusting aerosol producing processes of the aerosol injection system to achieve a desired output, based on such sampling the aerosol.

20. The method of aircraft and aerosol injection system operation of claim 19, further comprising: directing or operating the first aircraft to fly a second flight route, to sample the aerosol; wherein sampling the aerosol comprises sampling, by the first aircraft on the second flight route, the aerosol that was produced by the first aircraft using the aerosol injection system on the first flight route; and wherein adjusting the aerosol producing processes to achieve the desired output is based on the sampling, by the first aircraft on the second flight route, so that the first aircraft acts as an aerosol producing platform in a method of obtaining measurements of aerosol output, by routing the aerosol producing platform to sample the aerosol that the aerosol producing platform has produced, for functionality of the adjusting the aerosol producing processes to achieve the desired output.

21. The method of aircraft and aerosol injection system operation of claim 19, further comprising: directing or operating a second aircraft to fly a second flight route, to sample the aerosol; wherein sampling the aerosol comprises sampling, by the second aircraft on the second flight route, the aerosol that was produced by the first aircraft using the aerosol injection system on the first flight route; and wherein adjusting the aerosol producing processes to achieve the desired output is based on the sampling, by the second aircraft on the second flight route, so that the second aircraft acts as a separate platform in a method of obtaining measurements of aerosol output by routing the separate platform to sample the aerosol that the first aircraft, as an aerosol generating aircraft, has produced, for functionality of the adjusting the aerosol producing processes to achieve the desired output.

22. The method of aircraft and aerosol injection system operation of claim 19, further comprising:directing or operating a second aircraft to fly a second flight route, to sample an environment the first aircraft will encounter; wherein adjusting the aerosol producing processes to achieve the desired output is further based on sampling, by the second aircraft on the second flight route, the environment the first aircraft will encounter, so that the second aircraft acts as a separate platform in a method of obtaining measurements of aerosol output by routing the separate platform to sample the environment that the first aircraft, as an aerosol generating aircraft, will encounter, for functionality of the adjusting the aerosol producing processes to achieve the desired output.

23. The method of aircraft and aerosol injection system operation of claim 19, further comprising: directing or operating a second aerosol producing aircraft to fly a second flight route, to sample the aerosol produced by the first aircraft on the first flight route; wherein sampling the aerosol comprises sampling, by the second aerosol producing aircraft on the second flight route, the aerosol that was produced by the first aircraft using the aerosol injection system on the first flight route; and wherein adjusting the aerosol producing processes to achieve the desired output is based on the sampling, by the second aerosol producing aircraft on the second flight route, so that the second aerosol producing aircraft acts as a separate aerosol producing platform in a method of obtaining measurements of aerosol output, by routing the separate aerosol producing platform to sample aerosol output of another aerosol producing aircraft for functionality of the adjusting the aerosol producing processes to achieve the desired output.

24. The method of aircraft and aerosol injection system operation of claim 19, further comprising: directing or operating the first aircraft to use remote sensing to sense environment the first aircraft will encounter while flying the first flight route; wherein adjusting the aerosol producing processes to achieve the desired output is further based on such remote sensing, so that the first aircraft acts in a method of obtaining measurements of ambient environmental conditions, by remote sensing the environment thefirst aircraft, as an aerosol producing aircraft, will encounter, from same aircraft, for functionality of the adjusting the aerosol producing processes to achieve the desired output.

25. The method of aircraft and aerosol injection system operation of claim 19, further comprising: directing or operating the first aircraft to use remote sensing to sense the aerosol produced by the first aircraft; wherein sampling the aerosol comprises such remote sensing to sense the aerosol; and wherein adjusting the aerosol producing processes to achieve the desired output is based on such remote sensing to sense the aerosol, so that the first aircraft acts in a method of obtaining measurements of output, by remote sensing aerosol produced from same aircraft, for functionality of adjusting the aerosol producing processes to achieve the desired output.

26. The method of aircraft and aerosol injection system operation of claim 19, further comprising: directing or operating a second aircraft that is a remote sensing aircraft to fly a second flight route, to sample the aerosol produced by the first aircraft; wherein sampling the aerosol comprises such sampling, by the second aircraft on the second flight route, the aerosol that was produced by the first aircraft using the aerosol injection system on the first flight route; and wherein adjusting the aerosol producing processes to achieve the desired output is based on such sampling, by the second aircraft on the second flight route, so that the second aircraft acts as the remote sensing aircraft in a method of obtaining measurements of aerosol output, by routing the remote sensing aircraft to sample the aerosol output of an aerosol producing aircraft, for functionality of adjusting the aerosol producing processes to achieve the desired output.

27. The method of aircraft and aerosol injection system operation of claim 19, further comprising:directing or operating ground-based remote sensing to sample the aerosol that was produced by the first aircraft on the first flight route; wherein adjusting the aerosol producing processes to achieve the desired output is based on such sampling by ground-based remote sensing, so that the first aircraft acts in a method of obtaining measurements of aerosol output, by ground-based remote sensing to sample the aerosol output of an aerosol producing aircraft, for functionality of adjusting the aerosol producing processes to achieve the desired output.

28. The method of aircraft and aerosol injection system operation of claim 19, further comprising: directing or operating space-based remote sensing to sample the aerosol that was produced by the first aircraft on the first flight route; wherein adjusting the aerosol producing processes to achieve the desired output is based on such sampling by space-based remote sensing, so that the first aircraft acts in a method of obtaining measurements of aerosol output, by space-based remote sensing to sample the aerosol output of an aerosol producing aircraft, for functionality of adjusting the aerosol producing processes to achieve the desired output.

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