RECORD SPRING COLD AND SNOW INBOUND + INCREASED INCIDENTS OF “ENGINE FLAMEOUT” DUE TO JET FUEL FREEZING

MARCH 8, 2021 CAP ALLON

https://electroverse.net/record-march-cold-and-snow-inbound-increased-incidents-of-engine-flameout/

A welcome burst of warmth will grip a portion of North America this week; predictably, the MSM is milking it for all it’s worth, running titles like “record-breaking warmth is possible” — however, the warm-up looks very short-lived.

That article linked above is from the Boston Globe, and it’s pure obfuscation–a tactic employed across the mainstream media, in case you hadn’t noticed. The damage is done in the title, but when the time is taken to delve into the content, a rather different picture is often painted.

The opening paragraph reads:

March is typically one of the wettest months of the year, and yet the start of March 2021 has been unusually dry and sunny. It’s been cold the past several days, and the weekend averaged below normal for seasonal temperatures.

Here were the Northeast’s forecast temp anomalies for Sunday, March 7:

GFS 2m Temp Anomalies – March 7 [tropicaltidbits.com].

The Boston Globe article continues:

Now the weather is undergoing a bit of a change, and we’re going to start enjoying some serious spring. Before we get to the super warmth in the middle of the week, we’ll have to have a slow warm up during Monday. Most areas will reach right around 40 degrees in the afternoon after our cold start. There’s not a lot of snow cover left on the ground in many areas, [and] when that storm set up last month, areas around Metro West did see some heavy snow banding, and that now remains a dense mass of white crust stuck to the ground. The high density of the snow makes it difficult to melt, and so it’s still going to take several more days before we are rid of it. Finally, in spite of the warm weather coming this week there are still signs of some cold and even possible snow in the third week of the month.

For an article on upcoming record warmth it sure does mention the words “cold” and “snow” an awful lot. Furthermore, “serious spring” –as the Boston Globe describes it– looks to consist of fewer than 5-days of above average temps running from Tuesday evening, March 9 to Saturday, March 13. Then, following that brief burst of “super warmth,” two powerful Arctic blasts look set to sweep the Northeast in quick succession, bringing with them freezing temps and the threat of substantial March snow:

GFS 2m Temp Anomalies – March 20 [tropicaltidbits.com].

GFS Total Snowfall – March 8 to March 20 [tropicaltidbits.com].

In addition, it isn’t just the Northeast on course for an influx of out-of-season cold and snow — the majority of North America will be buffeted, too:

GFS 2m Temp Anomalies – March 17 to March 20 [tropicaltidbits.com].

GFS Total Snowfall – March 8 to March 24 [tropicaltidbits.com].

This is mid-to-late March snow cover, North America — aka Spring!

Feet upon feet are forecast for many states and provinces, from the south to the north, the east to the west — totals that will only add to the already above average Total Snow Mass for the Northern Hemisphere chart, which currently stands at some 750 Gigatons above the 1982-2012 norm:

[FMI]

Prepare — protect those young spring crops from the freeze.


INCREASED INCIDENTS OF “ENGINE FLAMEOUT” DUE TO FUEL FREEZING

I recently received this email re high-altitude cooling.

The sender requested I didn’t reveal his name.

Something I have noticed in recent times. I was an Airframe Tech in the RAAF and a Licenced Aircraft Engineer and I had a commercial pilots licence. SO I keep up with some aviation stuff. But don’t fly any more. Something that was almost unheard of a few years ago, Engine flameout due to fuel freezing.

Jet fuel comes in two types: Jet Fuel A and Jet Fuel A-1. Jet fuel A freezes at -37C, and Jet fuel A-1 freezes at -47C. When Kerosene freezes, it freezes to Wax crystals, which are more dense than the kerosene, so they sink to the bottom of the tank. Gas turbine engines have an Oil to Fuel heat exchanger, this uses the fuel as a coolant for the jet oil from the engine and also warms the fuel. As this warms the fuel it usually thaws any wax that makes it to the Engine back into kerosene. Happy Days. But recently, there have been multiple issues around the world after long low power descents — the fuel has been so cold that at low power settings the engine oil is not making enough heat to effectively melt the wax: flame out.

The stratosphere is cold — at the lower parts (40,000-60,000 feet) it’s -50C to -60C.

What’s changed is there seems to be lower temps at lower altitudes, such as -50C down to 25,000 feet. So the fuel is colder, for longer, and the wax is building up in the lower parts of the tank, and this is the fuel used at the end of a long flight. It will be interesting to see how they will handle these ultra long haul flights where the Airframe spends 20 Hrs at -60C. And most of these aircraft are Carbon Fibre Reinforced Plastics of some sort, so basically, expensive eskies.

Regards

Recommend this post and follow The Life of Earth

https://disqus.com/home/forum/lifeofearth/