Clay minerals and sedimentary basin history

Clay minerals in the mud and soil that coat the Earth's surface are part of a clay cycle that breaks down and creates rock in the crust. Clays generated by surface weathering and shallow diagenetic processes are transformed into mature clay mineral assemblages in the mudrocks found in sedimentary basins. During metamorphism, the release of alkali elements and boron from clay minerals generates magmas that are subsequently weathered and recycled, representing the magma-to-mud pathway of the clay cycle. Volcanogenic clay represents an important but hitherto underestimated proportion of recycled clay. Within sedimentary basins, immature clays are transformed to mature and supermature clay assemblages by a series of reactions that generally obey the Ostwald Step Rule. Bedding-parallel microfabric generated by these reactions produce significant changes in the physical properties of deeply buried mudrocks. Clay minerals react to form equilibrium assemblages in 1 x 104 years in some hydrothermal systems, but immature clays may survive for up to 2 x 109 years in mid-continental rift basins. Clay mineral assemblages and the b cell dimension of K-white mica can be used to infer the geotectonic settings of sedimentary basins

SSME turbopump bearing analytical study

Three shuttle pump bearings operating under severe overspeed and shut-down conditions are evaluated. The specific parameters investigated include outer race stresses, cage stresses, cage-race drag, bearing heating, and crush loading. A quasi-dynamic version of the BASDAP computer code was utilized which involved the calculation of ball-race forces (inner and outer), contact pressures, contact dimensions, and contact angles as a function of (1) axial load, (2) radial load, and (3) centrifugal load on the bearing. Generally, radial loads on the order of 13,300 N (3000 pounds) per bearing or 26,700 N (6000 pounds) per bearing pair, could be expected to cause severe problems to any of the bearings with a 17,800 N (4000 pounds) axial load. Further, when possible temperature excursions are considered, even a load of 8900 N (2000 pounds) may be excessive. However, high momentary radial loads with a 3800 N (850 pounds) axial load would not be anticipated to cause catastrophic failure of the fuel pump bearing

High pressure oxygen turbopump bearing cage stability analyses

The low service life of the high pressure oxygen turbopump (HPOTP) bearings used in the space shuttle main engine was examined by use of the Battelle "BASDAP' bearing computer stability model. The dynamic instability of the bearing cage resulted in excessive wear and eventual failure of the unit. By maintaining a cage/race clearance of no more than 0.25 millimeters (0.010 inches), ball/pocket clearance of no less than 0.54 millimeters (0.025 inches), dynamic balancing of the cages, and maintaining adequate lubricant films between the balls and races, cage instability and subsequent bearing degradation can be reduced

Cage stability analysis for SSME HPOTP bearings

A numerical model of cage motion (CAGEDYN) was used to analyze the stability of bearing cages in the Space Shuttle main engine (SSME) high pressure oxygen turbopump (HPOTP). The stability of existing bearing geometries, as well as perturbations of these geometries, was analyzed for various operating conditions. Results of the analyses show that some combinations of operating parameters, exacerbated by the sparse lubrication that exist in the HPOTP bearings, can cause unstable cage oscillations. Frequencies of cage oscillations were predicted by the CAGEDYN numerical model by Fourier analysis of predicted cage motions. Under conditions that cause unstable cage motion, high frequency oscillations were predicted that could cause premature cage failures

Effects of forward velocity and acoustic treatment on inlet fan noise

Flyover and static noise data from several engines are presented that show inlet fan noise measured in flight can be lower than that projected from static tests for some engines. The differences between flight and static measurements appear greatest when the fan fundamental tone due to rotor-stator interaction or to the rotor alone field is below cutoff. Data from engine and fan tests involving inlet treatment on the walls only are presented that show the attenuation from this treatment is substantially larger than expected from previous theories or flow duct experience. Data showing noise shielding effects due to the location of the engine on the airplane are also presented. These observations suggest that multiringed inlets may not be necessary to achieve the desired noise reduction in many applications

Philosophy, execution and efficacy of the guidance system as seen through Edinburgh schools

In this paper I wish to discuss the Scottish Guidance System: its birth and early development, its theory and its practice as seen through a sample of Edinburgh Secondary Schools and comment on its possible future.The scope of this kind of analysis is quite enormous and I only scratch the surface. A more detailed survey will need to be done if effective assessment of the current situation is to be made for the whole of Scotland.While developing this paper over the past three years I have found that my own attitudes have changed with regard to the objectives and relative merits of this system called Guidance, This I feel is healthy and I am sure the System can stand all the twists and contortions placed upon it. It is a dynamic area dealing with people in their own unique situations requiring unique assessments and solutions. As it develops as an ongoing enterprise it gains in confidence, makes mistakes, assesses and re- assesses, growing in promise each year. Can it fulfil all that it promises? I hope that this survey in some way shows how Edinburgh Schools are responding

Effect of forward motion on engine noise

Methods used to determine a procedure for correcting static engine data for the effects of forward motion are described. Data were analyzed from airplane flyover and static-engine tests with a JT8D-109 low-bypass-ratio turbofan engine installed on a DC-9-30, with a CF6-6D high-bypass-ratio turbofan engine installed on a DC-10-10, and with a JT9D-59A high-bypass-ratio turbofan engine installed on a DC-10-40. The observed differences between the static and the flyover data bases are discussed in terms of noise generation, convective amplification, atmospheric propagation, and engine installation. The results indicate that each noise source must be adjusted separately for forward-motion and installation effects and then projected to flight conditions as a function of source-path angle, directivity angle, and acoustic range relative to the microphones on the ground