On the Nature of Quantum Dynamical Variables

An elementary review of the origin of quantum theory, with focus on the nature of the quantum dynamic variables, reveals the essential wave-likeness of quantum dynamics. The introduction of the concept of point-particle entities resulted from over-use of classical perspectives, and an issue of language: conflation of the concepts of point-particle localization, and discreteness of quantum detections. Keeping in mind the distinction between point-localization and discreteness of quantum exchange, it is clear that there is no experimental evidence for point-localization. A simple review of the origin of quantum theory, and review of several experiments designed to explore "wave-particle duality" and "complementarity" support this perspective

Experimental Evaluation of Cermet Turbine Stator Blades for Use at Elevated Gas Temperatures

The suitability of cermets for turbine stator blades of a modified turbojet engine was determined at an average turbine-inlet-gas temperature of 2000 F. Such an increase in temperature would yield a premium in thrust from a service engine. Because the cermet blades require no cooling, all the available compressor bleed air could be used to cool a turbine made from conventional ductile alloys. Cermet blades were first run in 100-hour endurance tests at normal gas temperatures in order to evaluate two methods for mounting them. The elevated gas-temperature test was then run using the method of support considered best for high-temperature operation. After 52 hours at 2000 F, one of the group of four cermet blades fractured probably because of end loads resulting from thermal distortion of the spacer band of the nozzle diaphragm. Improved design of a service engine would preclude this cause of premature failure

Engine Performance of Precision-forged, Electropolished and Machined Blades of Nimonic 80 and 80A Alloys

An investigation was conducted to determine the effect of electropolishing precision-forged blades and of machining blades from oversize forgings on the engine performance of Nimonic 80 and Nimonic 80A turbine blades. These blades, along with precision-forged blades, were run in a J33-9 turbojet engine. The tests resulted in the following conclusions: (1) Electropolishing of precision-forged blades did not improve engine life relative to the life of nonelectropolished blades. (2) Machining blades from oversize forgings did not improve the engine life of precision-forged blades. (3) The precision-forging and heat-treating practice used in fabricating the blades investigated was such that the surface roughness and oxide penetration was so slight, approximately 0.0005 inch in depth, as to preclude any benefits derived from surface removal by electropolishing or machining

Group finding in the stellar halo using M-giants in 2MASS: An extended view of the Pisces Overdensity?

A density based hierarchical group-finding algorithm is used to identify stellar halo structures in a catalog of M-giants from the Two Micron All Sky Survey (2MASS). The intrinsic brightness of M-giant stars means that this catalog probes deep into the halo where substructures are expected to be abundant and easy to detect. Our analysis reveals 16 structures at high Galactic latitude (greater than 15 degree), of which 10 have been previously identified. Among the six new structures two could plausibly be due to masks applied to the data, one is associated with a strong extinction region and one is probably a part of the Monoceros ring. Another one originates at low latitudes, suggesting some contamination from disk stars, but also shows protrusions extending to high latitudes, implying that it could be a real feature in the stellar halo. The last remaining structure is free from the defects discussed above and hence is very likely a satellite remnant. Although the extinction in the direction of the structure is very low, the structure does match a low temperature feature in the dust maps. While this casts some doubt on its origin, the low temperature feature could plausibly be due to real dust in the structure itself. The angular position and distance of this structure encompass the Pisces overdensity traced by RR Lyraes in Stripe 82 of the Sloan Digital Sky Survey (SDSS). However, the 2MASS M-giants indicate that the structure is much more extended than what is visible with the SDSS, with the point of peak density lying just outside Stripe 82. The morphology of the structure is more like a cloud than a stream and reminiscent of that seen in simulations of satellites disrupting along highly eccentric orbits.Comment: Accepted for publication in Ap

Tracing Galaxy Formation with Stellar Halos I: Methods

If the favored hierarchical cosmological model is correct, then the Milky Way system should have accreted ~100-200 luminous satellite galaxies in the past \~12 Gyr. We model this process using a hybrid semi-analytic plus N-body approach which distinguishes explicitly between the evolution of light and dark matter in accreted satellites. This distinction is essential to our ability to produce a realistic stellar halo, with mass and density profile much like that of our own Galaxy, and a surviving satellite population that matches the observed number counts and structural parameter distributions of the satellite galaxies of the Milky Way. Our model stellar halos have density profiles which typically drop off with radius faster than those of the dark matter. They are assembled from the inside out, with the majority of mass (~80%) coming from the \~15 most massive accretion events. The satellites that contribute to the stellar halo have median accretion times of ~9 Gyr in the past, while surviving satellite systems have median accretion times of ~5 Gyr in the past. This implies that stars associated with the inner halo should be quite different chemically from stars in surviving satellites and also from stars in the outer halo or those liberated in recent disruption events. We briefly discuss the expected spatial structure and phase space structure for halos formed in this manner. Searches for this type of structure offer a direct test of whether cosmology is indeed hierarchical on small scales.Comment: 22 pages, 16 figures, submitted to Ap

Performance of Two Boron-Modified S-816 Alloys in a Turbojet Engine Operated at 1650 F

S-816+B and modified S-816+B cast cobalt-base alloys were evaluated as turbine-bucket materials at 16500 F. Stress-rupture and tensile data obtained from these alloys had indicated satisfactory strength for engine operation at 1650 F. Although both alloys exhibited a limited ductility in room-temperature laboratory impact tests, there was a significant increase in impact resistance in the 1650 F tests. Bucket failures began after 10 hours of engine testing and continued at various intervals during the 107.5-hour test. Bucket lives were short relative to the predicted lives based on stress-rupture considerations (280 hr for S-816+B and 1750 hr for modified S-816+B). No significant difference was apparent in the performance of the two alloy groups. The primary cause of bucket failures in both alloys was mechanical fatigue. Impact damage occurred as a direct result of bucket tip fatigue failures and was a secondary cause of bucket failures. The impact of small pieces of fractured bucket tips on surrounding buckets caused a relatively large amount of impact damage to buckets of both alloys. The amount of impact damage from induced fractures at the bucket midspan, which provided relatively large failed fragments, was no greater than that which occurred as a result of tip failures

Engine Operating Conditions that Cause Thermal-Fatigue Cracks in Turbojet-Engine Buckets

Five engine tests were conducted to definitely establish the failure mechanism of leading-edge cracking and to determine which conditions of engine operation cause the failures. Five groups of S-616 and M-252 buckets from master lots were run consecutively in the same J47-25 engine. The tests included a steady-state run at full-power conditions, rapid cycling between idle and rated speed, and three different start-stop tests. The first start-stop test consisted of cycles of start and stop with 5 minutes of idle speed before each stop; the second included cycles of start and stop but with 15 minutes of rated speed before each stop; the third consisted of cycles of gradual starts and normal stops with 5 minutes at idle speed before each stop. The test results demonstrated that the primary cause of leading-edge cracking was thermal fatigue produced by repeated engine starts. The leading edge of the bucket experiences plastic flow in compression during starts and consequently is subjected to a tensile stress when the remainder of the bucket becomes heated and expands. Crack initiation was accelerated when rated-speed operation was added to each normal start-stop cycle. This acceleration of crack formation was attributed to localized creep damage and perhaps to embrittlement resulting from overaging. It was demonstrated that leading-edge cracking can be prevented simply by starting the engine gradually