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Exposure to ethylene dibromide primarily occurs from its past use as an additive to leaded gasoline and as a fumigant...
...Ethylene dibromide is extremely toxic to humans. The chronic (long-term) effects of exposure to ethylene dibromide have not been well documented in humans. Animal studies indicate that chronic exposure to ethylene dibromide may result in toxic effects to the liver, kidney, and the testis, irrespective of the route of exposure. Limited data on men occupationally exposed to ethylene dibromide indicate that long-term exposure to ethylene dibromide can impair reproduction by damaging sperm cells in the testicles. Several animal studies indicate that long-term exposure to ethylene dibromideincreases the incidences of a variety of tumors in rats and mice in both sexes by all routes of exposure. EPA has classified ethylene dibromide as a Group B2, probable human carcinogen.
Please Note: The main sources of information for this fact sheet are EPA's Integrated Risk Information System (IRIS), which contains information on the carcinogenic effects of ethylene dibromide including the unit cancer risk for inhalation exposure, and the Agency for Toxic Substances and Disease Registry's (ATSDR's) Toxicological Profile for 1,2-Dibromoethane.
Ethylene dibromide was used in the past as an additive to leaded gasoline; however, since leaded gasoline is now banned, it is no longer used for this purpose.
Ethylene dibromide was used as a fumigant to protect against insects, pests, and nematodes in citrus, vegetable, and grain crops, and as a fumigant for turf, particularly on golf courses. In 1984, EPA banned its use as a soil and grain fumigant.
Ethylene dibromide is currently used in the treatment of felled logs for bark beetles and termites, and control of wax moths in beehives.
Ethylene dibromide is also used as an intermediate for dyes, resins, waxes, and gums.
Welsbach Patent - Hughes Aircraft In 1994, the Hughes aerospace company was issued a remarkable patent. The Welsbach patent "for Reduction of Global Warming" proposed countering global warming by dispensing microscopic particles of aluminum oxide and other reflective materials into the upper atmosphere. This "sky shield" would reflect one or two percent of incoming sunlight. The patent suggested that tiny metal flakes could be "added to the fuel of jet airliners, so that the particles would be emitted from the jet engine exhaust while the airliner was at its cruising altitude."
Application Number: US1990000513145
Melting point 933.47 K, 660.32 °C, 1220.58 °F
The combustion chamber has the difficult task of burning large quantities of fuel, supplied through fuel spray nozzles, with extensive volumes of air, supplied by the compressor, and releasing the resulting heat in such a manner that the air is expanded and accelerated to give a smooth stream of uniformly heated gas. This task must be accomplished with the minimum loss in pressure and with the maximum heat release within the limited space available.
The amount of fuel added to the air will depend upon the temperature rise required. However, the maximum temperature is limited to within the range of 850 to 1700 °C by the materials from which the turbine blades and nozzles are made. The air has already been heated to between 200 and 550 °C by the work done in the compressor, giving a temperature rise requirement of 650 to 1150 °C from the combustion process. Since the gas temperature determines the engine thrust, the combustion chamber must be capable of maintaining stable and efficient combustion over a wide range of engine operating conditions.
The temperature of the gas after combustion is about 1800 to 2000 °C, which is far too hot for entry to the nozzle guide vanes of the turbine. The air not used for combustion, which amounts to about 60 percent of the total airflow, is therefore introduced progressively into the flame tube. Approximately one third of this gas is used to lower the temperature inside the combustor; the remainder is used for cooling the walls of the flame tube.
...there must be allot of highly paid plane mechs to keep their mouths shut oh and grounds crews...
Boy those people a Hughes Aircraft must be real stupid to have not known that.