The Martian crustal dichotomy: Product of accretion and not a specific event?

Attempts to explain the fundamental crustal dichotomy on Mars range from purely endogenic to extreme exogenic processes, but to date no satisfactory theory has evolved. What is accepted is: (1) the dichotomy is an ancient feature of the Martian crust, and (2) the boundary between the cratered highlands and northern plains which marks the dichotomy in parts of Mars has undergone significant and variable modification during the observable parts of Martian history. Some ascribe it to a single mega-impact event, essentially an instantaneous rearrangement of the crustal structures (topography and lithospheric thickness). Others prefer an internal mechanism: a period of vigorous convection subcrustally erodes the northern one third of Mars, causing foundering and isostatic lowering of that part of Mars. The evidence for each theory is reviewed, with the conclusion that there is little to recommend either. An alternative is suggested: the formation of the crustal dichotomy on Mars was not a specific tectonic event but a byproduct of the accretionary process and therefore a primordial characteristic of the Martian crust, predating the oldest recognizable landforms

Nonaxisymmetric MHD instabilities of Chandrasekhar states in Taylor-Couette geometry

We consider axially periodic Taylor-Couette geometry with insulating boundary conditions. The imposed basic states are so-called Chandrasekhar states, where the azimuthal flow $U_\phi$ and magnetic field $B_\phi$ have the same radial profiles. Mainly three particular profiles are considered: the Rayleigh limit, quasi-Keplerian, and solid-body rotation. In each case we begin by computing linear instability curves and their dependence on the magnetic Prandtl number Pm. For the azimuthal wavenumber m=1 modes, the instability curves always scale with the Reynolds number and the Hartmann number. For sufficiently small Pm these modes therefore only become unstable for magnetic Mach numbers less than unity, and are thus not relevant for most astrophysical applications. However, modes with m>10 can behave very differently. For sufficiently flat profiles, they scale with the magnetic Reynolds number and the Lundquist number, thereby allowing instability also for the large magnetic Mach numbers of astrophysical objects. We further compute fully nonlinear, three-dimensional equilibration of these instabilities, and investigate how the energy is distributed among the azimuthal (m) and axial (k) wavenumbers. In comparison spectra become steeper for large m, reflecting the smoothing action of shear. On the other hand kinetic and magnetic energy spectra exhibit similar behavior: if several azimuthal modes are already linearly unstable they are relatively flat, but for the rigidly rotating case where m=1 is the only unstable mode they are so steep that neither Kolmogorov nor Iroshnikov-Kraichnan spectra fit the results. The total magnetic energy exceeds the kinetic energy only for large magnetic Reynolds numbers Rm>100.Comment: 12 pages, 14 figures, submitted to Ap

Analysis of severe atmospheric disturbances from airline flight records

Advanced methods were developed to determine time varying winds and turbulence from digital flight data recorders carried aboard modern airliners. Analysis of several cases involving severe clear air turbulence encounters at cruise altitudes has shown that the aircraft encountered vortex arrays generated by destabilized wind shear layers above mountains or thunderstorms. A model was developed to identify the strength, size, and spacing of vortex arrays. This model is used to study the effects of severe wind hazards on operational safety for different types of aircraft. The study demonstrates that small remotely piloted vehicles and executive aircraft exhibit more violent behavior than do large airliners during encounters with high-altitude vortices. Analysis of digital flight data from the accident at Dallas/Ft. Worth in 1985 indicates that the aircraft encountered a microburst with rapidly changing winds embedded in a strong outflow near the ground. A multiple-vortex-ring model was developed to represent the microburst wind pattern. This model can be used in flight simulators to better understand the control problems in severe microburst encounters

Combustion of coal gas fuels in a staged combustor

Gaseous fuels produced from coal resources generally have heating values much lower than natural gas; the low heating value could result in unstable or inefficient combustion. Coal gas fuels may contain ammonia which if oxidized in an uncontrolled manner could result in unacceptable nitrogen oxide exhaust emission levels. Previous investigations indicate that staged, rich-lean combustion represents a desirable approach to achieve stable, efficient, low nitrogen oxide emission operation for coal-derived liquid fuels contaning up to 0.8-wt pct nitrogen. An experimental program was conducted to determine whether this fuel tolerance can be extended to include coal-derived gaseous fuels. The results of tests with three nitrogen-free fuels having heating values of 100, 250, and 350 Btu/scf and a 250 Btu/scf heating value doped to contain 0.7 pct ammonia are presented

Wake Geometry Effects on Rotor Blade-Vortex Interaction Noise Directivity

Acoustic measurements from a model rotor wind tunnel test are presented which show that the directionality of rotor blade vortex interaction (BVI) noise is strongly dependent on the rotor advance ratio and disk attitude. A rotor free wake analysis is used to show that the general locus of interactions on the rotor disk is also strongly dependent on advance ratio and disk attitude. A comparison of the changing directionality of the BVI noise with changes in the interaction locations shows that the strongest noise radiation occurs in the direction of motion normal to the blade span at the time of interaction, for both advancing and retreating side BVI. For advancing side interactions, the BVI radiation angle down from the tip-path plane appears relatively insensitive to rotor operating condition and is typically between 40 and 55 deg below the disk. However, the azimuthal radiation direction shows a clear trend with descent speed, moving towards the right of the flight path with increasing descent speed. The movement of the strongest radiation direction is attributed to the movement of the interaction locations on the rotor disk with increasing descent speed