Oral History Interview: W.S. Dick Griffith

This interview is one of a series conducted concerning West Virginia communities, focusing on Ceredo. Mr. Dick Griffith was a business man and supporter of Ceredo- Kenova athletics. He discusses: Coach Carl Ward and Coach Craycraft; individuals such as Floyd Stark (president of the Ceredo Bank); as well as the community of Ceredo and their support of athletics.https://mds.marshall.edu/oral_history/1304/thumbnail.jp

Fly-by-light flight control system technology development plan

The results of a four-month, phased effort to develop a Fly-by-Light Technology Development Plan are documented. The technical shortfalls for each phase were identified and a development plan to bridge the technical gap was developed. The production configuration was defined for a 757-type airplane, but it is suggested that the demonstration flight be conducted on the NASA Transport Systems Research Vehicle. The modifications required and verification and validation issues are delineated in this report. A detailed schedule for the phased introduction of fly-by-light system components has been generated. It is concluded that a fiber-optics program would contribute significantly toward developing the required state of readiness that will make a fly-by-light control system not only cost effective but reliable without mitigating the weight and high-energy radio frequency related benefits

Slip energy barriers in aluminum and implications for ductile versus brittle behavior

We conisder the brittle versus ductile behavior of aluminum in the framework of the Peierls-model analysis of dislocation emission from a crack tip. To this end, we perform first-principles quantum mechanical calculations for the unstable stacking energy $\gamma_{us}$ of aluminum along the Shockley partial slip route. Our calculations are based on density functional theory and the local density approximation and include full atomic and volume relaxation. We find that in aluminum $\gamma_{us} = 0.224$ J/m$^2$. Within the Peierls-model analysis, this value would predict a brittle solid which poses an interesting problem since aluminum is typically considered ductile. The resolution may be given by one of three possibilites: (a) Aluminum is indeed brittle at zero temperature, and becomes ductile at a finite temperature due to motion of pre-existing dislocations which relax the stress concentration at the crack tip. (b) Dislocation emission at the crack tip is itself a thermally activated process. (c) Aluminum is actually ductile at all temperatures and the theoretical model employed needs to be significantly improved in order to resolve the apparent contradiction.Comment: 4 figures (not included; send requests to [email protected]

Effect of prolonged space flight on cardiac function and dimensions

Echocardiographic studies were performed preflight 5 days before launch and on recovery day and 1, 2, 4, 11, 31 and 68 days postflight. From these echocardiograms measurements were made. From these primary measurements, left ventricular end-diastolic volume, end-systolic volume, stroke volume, and mass were derived using the accepted assumptions. Findings in the Scientist Pilot and Pilot resemble those seen in trained distance runners. Wall thickness measurements were normal in all three crewmembers preflight. Postflight basal studies were unchanged in the Commander on recovery day through 68 days postflight in both the Scientist Pilot and Pilot, however, the left ventricular end-diastolic volume, stroke volume, and mass were decreased slightly. Left ventricular function curves were constructed for the Commander and Pilot by plotting stroke volume versus end-diastolic volume. In both astronauts, preflight and postflight data fell on the same straight line demonstrating that no deterioration in cardiac function had occurred. These data indicate that the cardiovascular system adapts well to prolonged weightlessness and suggest that alterations in cardiac dimensions and function are unlikely to limit man's future in space

Linear Chains of Styrene and Methyl-Styrene Molecules and their Heterojunctions on Silicon: Theory and Experiment

We report on the synthesis, STM imaging and theoretical studies of the structure, electronic structure and transport properties of linear chains of styrene and methyl-styrene molecules and their heterojunctions on hydrogen-terminated dimerized silicon (001) surfaces. The theory presented here accounts for the essential features of the experimental STM data including the nature of the corrugation observed along the molecular chains and the pronounced changes in the contrast between the styrene and methyl-styrene parts of the molecular chains that are observed as the applied bias is varied. The observed evolution with applied bias of the STM profiles near the ends of the molecular chains is also explained. Calculations are also presented of electron transport along styrene linear chains adsorbed on the silicon surface at energies in the vicinity of the molecular HOMO and LUMO levels. For short styrene chains this lateral transport is found to be due primarily to direct electron transmission from molecule to molecule rather than through the silicon substrate, especially in the molecular LUMO band. Differences between the calculated position-dependences of the STM current around a junction of styrene and methyl-styrene molecular chains under positive and negative tip bias are related to the nature of lateral electron transmission along the molecular chains and to the formation in the LUMO band of an electronic state localized around the heterojunction.Comment: 17 pages plus 11 figures. To appear in Physical Review

Friction and Roughness of a Melting Rock Surface

Under extreme conditions like those encountered during earthquake slip, frictional melt is likely to occur. It has been observed on ancient faults that the melt is mostly extruded toward local extensional jogs or lateral tension cracks. In the case of laboratory experiments with a rotary shear apparatus, melt is extruded from the sample borders. When this happens, a thin and irregular melt layer is formed whereby the normal load is still in part supported by contact asperities under an incipient yield condition (as in dry friction models), but also, in the interstices between asperities, by the pressure of the viscous fluid wetting the interface. In addition, roughness of the surface is dynamically reshaped by the melting process of an inhomogeneous material (polymineralic rock). In particular, we argue that the roughness of the melting surface decreases with melting rate and temperature gradient perpendicular to the fault. Taking into account the above conditions, we obtain an expression for the average melt layer thickness and viscous pressure that may be used in estimates of friction in the presence of melt. We argue that the ratio of melt thickness to roughness depends on sliding velocity; such a ratio may be used as a gauge of slip-rate during fossil earthquakes on faults bearing pseudotachylite (solidified melt). Finally, we derive an improved analytical solution for friction in the presence of melt including the effect of roughness evolution

Orbital contribution to the magnetic properties of iron as a function of dimensionality

The orbital contribution to the magnetic properties of Fe in systems of decreasing dimensionality (bulk, surfaces, wire and free clusters) is investigated using a tight-binding hamiltonian in an $s, p,$ and $d$ atomic orbital basis set including spin-orbit coupling and intra-atomic electronic interactions in the full Hartree-Fock (HF) scheme, i.e., involving all the matrix elements of the Coulomb interaction with their exact orbital dependence. Spin and orbital magnetic moments and the magnetocrystalline anisotropy energy (MAE) are calculated for several orientations of the magnetization. The results are systematically compared with those of simplified hamiltonians which give results close to those obtained from the local spin density approximation. The full HF decoupling leads to much larger orbital moments and MAE which can reach values as large as 1$\mu_B$ and several tens of meV, respectively, in the monatomic wire at the equilibrium distance. The reliability of the results obtained by adding the so-called Orbital Polarization Ansatz (OPA) to the simplified hamiltonians is also discussed. It is found that when the spin magnetization is saturated the OPA results for the orbital moment are in qualitative agreement with those of the full HF model. However there are large discrepancies for the MAE, especially in clusters. Thus the full HF scheme must be used to investigate the orbital magnetism and MAE of low dimensional systems

The importance of transport model uncertainties for the estimation of CO2 sources and sinks using satellite measurements

This study presents a synthetic model intercomparison to investigate the importance of transport model errors for estimating the sources and sinks of CO2 using satellite measurements. The experiments were designed for testing the potential performance of the proposed CO2 lidar A-SCOPE, but also apply to other space borne missions that monitor total column CO2. The participating transport models IFS, LMDZ, TM3, and TM5 were run in forward and inverse mode using common a priori CO2 fluxes and initial concentrations. Forward simulations of column averaged CO2 (xCO2) mixing ratios vary between the models by s=0.5 ppm over the continents and s=0.27 ppm over the oceans. Despite the fact that the models agree on average on the sub-ppm level, these modest differences nevertheless lead to significant discrepancies in the inverted fluxes of 0.1 PgC/yr per 106 km2 over land and 0.03 PgC/yr per 106 km2 over the ocean. These transport model induced flux uncertainties exceed the target requirement that was formulated for the A-SCOPE mission of 0.02 PgC/yr per 106 km2, and could also limit the overall performance of other CO2 missions such as GOSAT. A variable, but overall encouraging agreement is found in comparison with FTS measurements at Park Falls, Darwin, Spitsbergen, and Bremen, although systematic differences are found exceeding the 0.5 ppm level. Because of this, our estimate of the impact of transport model uncerainty is likely to be conservative. It is concluded that to make use of the remote sensing technique for quantifying the sources and sinks of CO2 not only requires highly accurate satellite instruments, but also puts stringent requirements on the performance of atmospheric transport models. Improving the accuracy of these models should receive high priority, which calls for a closer collaboration between experts in atmospheric dynamics and tracer transpor