The applicability of MFD thrusters to satellite power systems

The high power self field MPD thruster uses electromagnetic forces rather than electrostatic to accelerate a neutral plasma. The most attractive application of MPD thrusters to satellite power systems is in the area of electric propulsion for a cargo orbit transfer vehicle (COTV). Calculations were performed in order to compare the performance of a COTV using an ion or MPD propulsion system. Results show that the MPD propulsion system gives a shorter trip time with the same power and payload when compared to the ion thruster propulsion system at either value of specific impulse. More important than the trip time benefit may be the advantage a MPD propulsion system provides in system simplicity. Another interesting COTV concept using MPD thrusters is the use of a remote power supply located on the Earth, at GEO, or somewhere in between to transmit power to the COTV in a microwave transmission. The specific impulse at thrust levels of tens of newtons makes a MPD propulsion system a candidate for stationkeeping and attitude control of large space structures such as a SPS

Aging-induced stem cell mutations as drivers for disease and cancer

Aging is characterized by a decrease in genome integrity, impaired organ maintenance, and an increased risk of cancer, which coincide with clonal dominance of expanded mutant stem and progenitor cell populations in aging tissues, such as the intestinal epithelium, the hematopoietic system, and the male germline. Here we discuss possible explanations for age-associated increases in the initiation and/or progression of mutant stem/progenitor clones and highlight the roles of stem cell quiescence, replication-associated DNA damage, telomere shortening, epigenetic alterations, and metabolic challenges as determinants of stem cell mutations and clonal dominance in aging

Percolation, renormalization, and quantum computing with non-deterministic gates

We apply a notion of static renormalization to the preparation of entangled states for quantum computing, exploiting ideas from percolation theory. Such a strategy yields a novel way to cope with the randomness of non-deterministic quantum gates. This is most relevant in the context of optical architectures, where probabilistic gates are common, and cold atoms in optical lattices, where hole defects occur. We demonstrate how to efficiently construct cluster states without the need for rerouting, thereby avoiding a massive amount of conditional dynamics; we furthermore show that except for a single layer of gates during the preparation, all subsequent operations can be shifted to the final adapted single qubit measurements. Remarkably, cluster state preparation is achieved using essentially the same scaling in resources as if deterministic gates were available.Comment: 5 pages, 4 figures, discussion of strategies to deal with further imperfections extended, references update

Final-State Interaction as the Origin of the Cronin Effect

Instead of adhering to the usual explanation of the Cronin effect in terms of the broadening of the parton transverse momentum in the initial state, we show that the enhancement of hadron production at moderate $p_T$ in d+Au collisions is due to the recombination of soft and shower partons in the final state. Such a mechanism can readily explain the decrease of the Cronin effect with increasing rapidity. Furthermore, the effect should be larger for protons than for pions.Comment: 4 RevTeX pages including 3 figures and 1 table; Some notational changes and a corrected referenc

Body Fat is Associated with Decreased Endocrine and Cognitive Resilience to Acute Emotional Stress

*Objective:* Cortisol is elevated both in individuals with increased emotional stress as well as with higher percentages of body fat. Cortisol is also known to affect cognitive performance, particularly spatial processing, selective attention, and working memory. We hypothesized that increased body fat might therefore be associated with decreased performance on a spatial processing task, in response to an acute real-world stressor. 

*Design:* We tested two separate samples of subjects undergoing their first (tandem) skydive. In the first sample (N=78), subjects were tested for salivary cortisol and state-anxiety (Spielberger State Anxiety Scale) during the plane's fifteen-minute ascent to altitude in immediate anticipation of the jump. In a second sample (N=20), subjects were tested for salivary cortisol, as well as cardiac variables (heart rate, autonomic regulation via heart rate variability) and performance on a cognitive task of spatial processing, selective attention, and working memory. 

*Results:* In response to the skydive, individuals with greater body fat percentages showed significantly increased reactivity for both cortisol (on both samples) and cognition, including decreased accuracy of our task of spatial processing, selective attention, and working memory. These cognitive effects were restricted to the stress response and were not found under baseline conditions. There were no body fat interactions with cardiac changes in response to the stressor, suggesting that the cognitive effects were specifically hormone-mediated rather than secondary to general activation of the autonomic nervous system. 

*Conclusions:* Our results indicate that, under real-world stress, increased body fat may be associated with endocrine stress-vulnerability, with consequences for deleterious cognitive performance

Verifying continuous-variable entanglement in finite spaces

Starting from arbitrary Hilbert spaces, we reduce the problem to verify entanglement of any bipartite quantum state to finite dimensional subspaces. Hence, entanglement is a finite dimensional property. A generalization for multipartite quantum states is also given.Comment: 4 page

Plume Characterization of a One-Millipound Solid Teflon Pulsed Plasma Thruster, Phase 2

Measurements of the pulsed plasma thruster (PPT) plume upstream mass flux were made in the Molecular Sink (MOLSINK) vacuum facility in order to minimize the plume-tank wall reflected mass flux. Using specially designed collimators on 4 rows of Quartz Crystal Microbalanced (QCMs) mounted on a support extending radially away from the plume axis, measurements were made of the mass flux originating in a thin slice of the PPT primary plume at an arbitrary dip angle with respect to the thruster axis. The measured and analytically corrected mass flux from particles reflected from the MOLSINK walls was substracted from the collimated QCM measurements to improve their accuracy. These data were then analytically summed over dip angle to estimate the total plume backflow upstream of the thruster nozzle. The results indicate that the PPT backflow is of order 10 to the minus 10th power g/square cm/pulse in the region from 38 to 86 cm from the PPT axis in the nozzle exit plane. This flux drops with the square of the radial distance from the PPT axis and is comparable to the backflow of an 8 cm ion thruster, which has performance characteristics similar to those of the PPT

Vortex leading edge flap assembly for supersonic airplanes

A leading edge flap (16) for supersonic transport airplanes is disclosed. In its stowed position, the leading edge flap forms the lower surface of the wing leading edge up to the horizontal center of the leading edge radius. For low speed operation, the vortex leading edge flap moves forward and rotates down. The upward curve of the flap leading edge triggers flow separation on the flap and rotational flow on the upper surface of the flap (vortex). The rounded shape of the upper fixed leading edge provides the conditions for a controlled reattachment of the flow on the upper wing surface and therefore a stable vortex. The vortex generates lift and a nose-up pitching moment. This improves maximum lift at low speed, reduces attitude for a given lift coefficient and improves lift to drag ratio. The mechanism (27) to move the vortex flap consists of two spanwise supports (24) with two diverging straight tracks (64 and 68) each and a screw drive mechanism (62) in the center of the flap panel (29). The flap motion is essentially normal to the airloads and therefore requires only low actuation forces

Critical Fluctuation of Wind Reversals in Convective Turbulence

The irregular reversals of wind direction in convective turbulence are found to have fluctuating intervals that can be related to critical behavior. It is shown that the net magnetization of a 2D Ising lattice of finite size fluctuates in the same way. Detrended fluctuation analysis of the wind reversal time series results in a scaling behavior that agrees with that of the Ising problem. The properties found suggest that the wind reversal phenomenon exhibits signs of self-organized criticality.Comment: 4 RevTeX pages + 3 figures in ep

High-Lift Systems on Commercial Subsonic Airliners

The early breed of slow commercial airliners did not require high-lift systems because their wing loadings were low and their speed ratios between cruise and low speed (takeoff and landing) were about 2:1. However, even in those days the benefit of high-lift devices was recognized. Simple trailing-edge flaps were in use, not so much to reduce landing speeds, but to provide better glide-slope control without sideslipping the airplane and to improve pilot vision over the nose by reducing attitude during low-speed flight. As commercial-airplane cruise speeds increased with the development of more powerful engines, wing loadings increased and a real need for high-lift devices emerged to keep takeoff and landing speeds within reasonable limits. The high-lift devices of that era were generally trailing-edge flaps. When jet engines matured sufficiently in military service and were introduced commercially, airplane speed capability had to be increased to best take advantage of jet engine characteristics. This speed increase was accomplished by introducing the wing sweep and by further increasing wing loading. Whereas increased wing loading called for higher lift coefficients at low speeds, wing sweep actually decreased wing lift at low speeds. Takeoff and landing speeds increased on early jet airplanes, and, as a consequence, runways worldwide had to be lengthened. There are economical limits to the length of runways; there are safety limits to takeoff and landing speeds; and there are speed limits for tires. So, in order to hold takeoff and landing speeds within reasonable limits, more powerful high-lift devices were required. Wing trailing-edge devices evolved from plain flaps to Fowler flaps with single, double, and even triple slots. Wing leading edges evolved from fixed leading edges to a simple Krueger flap, and from fixed, slotted leading edges to two- and three-position slats and variable-camber (VC) Krueger flaps. The complexity of high-lift systems probably peaked on the Boeing 747, which has a VC Krueger flap and triple-slotted, inboard and outboard trailing-edge flaps. Since then, the tendency in high-lift system development has been to achieve high levels of lift with simpler devices in order to reduce fleet acquisition and maintenance costs. The intent of this paper is to: (1) review available high-lift devices, their functions, and design criteria; (2) appraise high-lift systems presently in service on commercial air liners; (3) present personal study results on high-lift systems; (4) develop a weight and cost model for high-lift systems; and (5) discuss the development tendencies of future high-lift systems