X-ray quantum optics with M\"ossbauer nuclei embedded in thin film cavities

A promising platform for the emerging field of x-ray quantum optics are M\"ossbauer nuclei embedded in thin film cavities probed by near-resonant x-ray light, as used in a number of recent experiments. Here, we develop a quantum optical framework for the description of experimentally relevant settings involving nuclei embedded in x-ray waveguides. We apply our formalism to two settings of current experimental interest based on the archetype M\"ossbauer isotope 57Fe. For present experimental conditions, we derive compact analytical expressions and show that the alignment of medium magnetization as well as incident and detection polarization enable the engineering advanced quantum optical level schemes. The model encompasses non-linear and quantum effects which could become accessible in future experiments.Comment: 13 pages, 6 figure

Collective effects between multiple nuclear ensembles in an x-ray cavity-QED setup

The setting of Moessbauer nuclei embedded in thin-film cavities has facilitated an aspiring platform for x-ray quantum optics as shown in several recent experiments. Here, we generalize the theoretical model of this platform that we developed earlier [Phys. Rev. A 88, 043828 (2013)]. The theory description is extended to cover multiple nuclear ensembles and multiple modes in the cavity. While the extensions separately do not lead to qualitatively new features, their combination gives rise to cooperative effects between the different nuclear ensembles and distinct spectral signatures in the observables. A related experiment by Roehlsberger et al. [Nature 482, 199 (2012)] is successfully modeled, the scalings derived with semiclassical methods are reproduced, and a microscopic understanding of the setting is obtained with our quantum mechanical description.Comment: 18 pages, 6 figure

Dynamic formation of Rydberg aggregates at off-resonant excitation

The dynamics of a cloud of ultra-cold two-level atoms is studied at off-resonant laser driving to a Rydberg state. We find that resonant excitation channels lead to strongly peaked spatial correlations associated with the buildup of asymmetric excitation structures. These aggregates can extend over the entire ensemble volume, but are in general not localized relative to the system boundaries. The characteristic distances between neighboring excitations depend on the laser detuning and on the interaction potential. These properties lead to characteristic features in the spatial excitation density, the Mandel $Q$ parameter, and the total number of excitations. As an application an implementation of the three-atom CSWAP or Fredkin gate with Rydberg atoms is discussed. The gate not only exploits the Rydberg blockade, but also utilizes the special features of an asymmetric geometric arrangement of the three atoms. We show that continuous-wave off-resonant laser driving is sufficient to create the required spatial arrangement of atoms out of a homogeneous cloud.Comment: 8 pages, 7 figure

Whirl Flutter and the Development of the NASA X-57 Maxwell

The X-57 Maxwell is NASAs all-electric demonstration vehicle. The primary demonstration objective of this flight test program is to show a factor of five reduction in energy consumption. The vehicle includes two large wing tip propellers designed to provide propul- sion at cruise conditions and twelve leading edge propellers designed to operate at high lift conditions. The first configuration of the vehicle that will be flight tested has the large wing tip propellers relocated to an inboard wing station. A simplified structural dynamic model of the propulsion system has been generated and coupled with a beam model of the vehicle. Whirl flutter analyses have been performed, examining the stability of the isolated propulsion system and coupled to the beam model of the vehicle. Trimmed flight scenarios for the vehicle include straight and level flight and zero power windmilling conditions. The whirl flutter analyses for this configuration indicate that the configuration will be free of whirl flutter within the required flight envelope

Universal time-evolution of a Rydberg lattice gas with perfect blockade

We investigate the dynamics of a strongly interacting spin system that is motivated by current experimental realizations of strongly interacting Rydberg gases in lattices. In particular we are interested in the temporal evolution of quantities such as the density of Rydberg atoms and density-density correlations when the system is initialized in a fully polarized state without Rydberg excitations. We show that in the thermodynamic limit the expectation values of these observables converge at least logarithmically to universal functions and outline a method to obtain these functions. We prove that a finite one-dimensional system follows this universal behavior up to a given time. The length of this universal time period depends on the actual system size. This shows that already the study of small systems allows to make precise predictions about the thermodynamic limit provided that the observation time is sufficiently short. We discuss this for various observables and for systems with different dimensions, interaction ranges and boundary conditions.Comment: 16 pages, 3 figure

Tunable sub-luminal propagation of narrowband x-ray pulses

Group velocity control is demonstrated for x-ray photons of 14.4 keV energy via a direct measurement of the temporal delay imposed on spectrally narrow x-ray pulses. Sub-luminal light propagation is achieved by inducing a steep positive linear dispersion in the optical response of ${}^{57}$Fe M\"ossbauer nuclei embedded in a thin film planar x-ray cavity. The direct detection of the temporal pulse delay is enabled by generating frequency-tunable spectrally narrow x-ray pulses from broadband pulsed synchrotron radiation. Our theoretical model is in good agreement with the experimental data.Comment: 8 pages, 4 figure

Aeroservoelastic Testing of a Sidewall Mounted Free Flying Wind-Tunnel Model

A team comprised of the Air Force Research Laboratory (AFRL), Northrop Grumman, Lockheed Martin, and the NASA Langley Research Center conducted three j wind-tunnel tests in the Transonic Dynamics Tunnel to demonstrate active control technologies relevant to large, exible vehicles. In the rst of these three tests, a semispan, aeroelastically scaled, wind-tunnel model of a ying wing SensorCraft vehi- cle was mounted to a force balance to demonstrate gust load alleviation. In the second and third tests, the same wing was mated to a new, multi-degree-of-freedom, sidewall mount. This mount allowed the half-span model to translate vertically and pitch at the wing root, allowing better simulation of the full span vehicle's rigid-body modes. Gust Load Alleviation (GLA) and Body Freedom Flutter (BFF) suppression were successfully demonstrated. The rigid body degrees-of-freedom required that the model be own in the wind tunnel using an active control system. This risky mode of testing necessitated that a model arrestment system be integrated into the new mount. The safe and successful completion of these free-flying tests required the development and integration of custom hardware and software. This paper describes the many systems, software, and procedures that were developed as part of this effort

Aeroservoelastic Testing of Free Flying Wind Tunnel Models Part 2: A Centerline Supported Fullspan Model Tested for Gust Load Alleviation

This is part 2 of a two part document. Part 1 is titled: "Aeroservoelastic Testing of Free Flying Wind Tunnel Models Part 1: A Sidewall Supported Semispan Model Tested for Gust Load Alleviation and Flutter Suppression." A team comprised of the Air Force Research Laboratory (AFRL), Boeing, and the NASA Langley Research Center conducted three aeroservoelastic wind tunnel tests in the Transonic Dynamics Tunnel to demonstrate active control technologies relevant to large, flexible vehicles. In the first of these three tests, a full-span, aeroelastically scaled, wind tunnel model of a joined wing SensorCraft vehicle was mounted to a force balance to acquire a basic aerodynamic data set. In the second and third tests, the same wind tunnel model was mated to a new, two degree of freedom, beam mount. This mount allowed the full-span model to translate vertically and pitch. Trimmed flight at10 percent static margin and gust load alleviation were successfully demonstrated. The rigid body degrees of freedom required that the model be flown in the wind tunnel using an active control system. This risky mode of testing necessitated that a model arrestment system be integrated into the new mount. The safe and successful completion of these free-flying tests required the development and integration of custom hardware and software. This paper describes the many systems, software, and procedures that were developed as part of this effort. The balance and free flying wind tunnel tests will be summarized. The design of the trim and gust load alleviation control laws along with the associated results will also be discussed

Aeroservoelastic Testing of Free Flying Wind Tunnel Models Part 1: A Sidewall Supported Semispan Model Tested for Gust Load Alleviation and Flutter Suppression

of a two part document. Part 2 is titled: "Aeroservoelastic Testing of Free Flying Wind Tunnel Models, Part 2: A Centerline Supported Fullspan Model Tested for Gust Load Alleviation." A team comprised of the Air Force Research Laboratory (AFRL), Northrop Grumman, Lockheed Martin, and the NASA Langley Research Center conducted three aeroservoelastic wind tunnel tests in the Transonic Dynamics Tunnel to demonstrate active control technologies relevant to large, flexible vehicles. In the first of these three tests, a semispan, aeroelastically scaled, wind tunnel model of a flying wing SensorCraft vehicle was mounted to a force balance to demonstrate gust load alleviation. In the second and third tests, the same wing was mated to a new, multi-degree of freedom, sidewall mount. This mount allowed the half-span model to translate vertically and pitch at the wing root, allowing better simulation of the full span vehicle's rigid body modes. Gust load alleviation (GLA) and Body freedom flutter (BFF) suppression were successfully demonstrated. The rigid body degrees-of-freedom required that the model be flown in the wind tunnel using an active control system. This risky mode of testing necessitated that a model arrestment system be integrated into the new mount. The safe and successful completion of these free flying tests required the development and integration of custom hardware and software. This paper describes the many systems, software, and procedures that were developed as part of this effort