Low-temperature thermochronological evolution of the Menderes and Alanya massifs (Turkey)

The application of two low-temperature thermochronometers [fission-track analysis and (U-Th)/He analyses, both on apatite] to various tectonostratigraphic units of the Menderes and Alanya Massifs of Turkey has provided significant new constraints to the understanding of their structural evolution. The Menderes Massif of western Anatolia is one of the largest metamorphic core complexes on Earth. The integration of the geochronometric dataset presented in this dissertation with preexisting ones from the literature delineates three groups of samples within the Menderes Massif. In the northern and southern region the massif experienced a Late Oligocene-Early Miocene tectonic denudation and surface uplift; whereas data from the central region are younger, with most ages ranging between the Middle-Late Miocene. The results of this study are consistent with the interpretation for a symmetric exhumation of the Menderes Massif. The Alanya Massif of SW Anatolia presents a typical nappe pile consisting of thrust sheets with contrasting metamorphic histories. Petrological and geochronological data clearly indicate that the tectonometamorphic evolution Alanya started from Late Cretaceous with the northward subduction of an ‘Alanya ocean’ under the Tauride plate. As an effect of the closure of the İzmir–Ankara–Erzincan ocean, northward backthrusting during the Paleocene-Early Eocene created the present stacking order. Apatite fission-track ages from this study range from 31.8 to 26.8 Ma (Late Rupelian-Early Chattian) and point to a previously unrecognized mid-Oligocene cooling/exhumation episode. (U-Th)/He analysis on zircon crystals obtained from the island of Cyprus evidentiate that the Late Cretaceous trondhjemites of the Troodos Massif not recorded a significant cooling event. Instead results for the Late Triassic turbiditic sandstones of the Vlambouros Formation show that the Mamonia mélange was never buried enough to reach the closure temperature of the ZHe radiometric system (ca. 200°C), thus retaining the Paleozoic signature of a previous sedimentary cycle.

Understanding block rotation of strike-slip fault zones: Paleomagnetic and structural approach

This thesis is focused on the paleomagnetic rotation pattern inside the deforming zone of strike-slip faults, and the kinematics and geodynamics describing it. The paleomagnetic investigation carried out along both the LOFZ and the fore-arc sliver (38º-42ºS, southern Chile) revealed an asymmetric rotation pattern. East of the LOFZ and adjacent to it, rotations are up to 170° clockwise (CW) and fade out ~10 km east of fault. West of the LOFZ at 42ºS (Chiloé Island) and around 39°S (Villarrica domain) systematic CCW rotations have been observed, while at 40°-41°S (Ranco-Osorno domain) and adjacent to the LOFZ CW rotations reach up to 136° before evolving to CCW rotations at ~30 km from the fault. These data suggest a directed relation with subduction interface plate coupling. Zones of high coupling yield to a wide deforming zone (~30 km) west of the LOFZ characterized by CW rotations. Low coupling implies a weak LOFZ and a fore-arc dominated by CCW rotations related to NW-sinistral fault kinematics. The rotation pattern is consistent with a quasi-continuous crust kinematics. However, it seems unlikely that the lower crust flux can control block rotation in the upper crust, considering the cold and thick fore-arc crust. I suggest that rotations are consequence of forces applied directly on both the block edges and along the main fault, within the upper crust. Farther south, at the Austral Andes (54°S) I measured the anisotropy of magnetic susceptibility (AMS) of 22 Upper Cretaceous to Upper Eocene sites from the Magallanes fold-thrust belt internal domains. The data document continuous compression from the Early Cretaceous until the Late Oligocene. AMS data also show that the tectonic inversion of Jurassic extensional faults during the Late Cretaceous compressive phase may have controlled the Cenozoic kinematic evolution of the Magallanes fold-thrust belt, yielding slip partitioning.

2D and 3D numerical modelling of multilayer detachment folding and salt tectonics

Numerical modelling was performed to study the dynamics of multilayer detachment folding and salt tectonics. In the case of multilayer detachment folding, analytically derived diagrams show several folding modes, half of which are applicable to crustal scale folding. 3D numerical simulations are in agreement with 2D predictions, yet fold interactions result in complex fold patterns. Pre-existing salt diapirs change folding patterns as they localize the initial deformation. If diapir spacing is much smaller than the dominant folding wavelength, diapirs appear in fold synclines or limbs.rnNumerical models of 3D down-building diapirism show that sedimentation rate controls whether diapirs will form and influences the overall patterns of diapirism. Numerical codes were used to retrodeform modelled salt diapirs. Reverse modelling can retrieve the initial geometries of a 2D Rayleigh-Taylor instability with non-linear rheologies. Although intermediate geometries of down-built diapirs are retrieved, forward and reverse modelling solutions deviate. rnFinally, the dynamics of fold-and-thrusts belts formed over a tilted viscous detachment is studied and it is demonstrated that mechanical stratigraphy has an impact on the deformation style, switching from thrust- to folding-dominated. The basal angle of the detachment controls the deformation sequence of the fold-and-thrust belt and results are consistent with critical wedge theory.rn

Rilevamento geologico-strutturale lungo la Linea di Belluno nella zona di Monte Piad (Provincia di Belluno)

Il prodotto principale del lavoro è la Carta Geologica alla scala 1:5.000 che ha portato un avanzamento delle conoscenze nella zona in esame. Dal punto di vista stratigrafico il Gruppo dei Calcari Grigi è stato suddiviso nelle formazioni già distinte nei Fogli CARG Tione, Malè, Trento e Asiago: la Formazione di Monte Zugna, Fm. Di Loppio, Fm. Di Rotzo, Fm. Di Grigno. È stato possibile anche rilevare e cartografare l’Oolite di S. Vigilio, anche detta Encrinite di Monte Agaro, con uno spessore di circa 5 m sino alla zona di Sass de Falares, cioè più ad est di quanto noto in letteratura. E’ stato osservato che la Linea di Belluno non è un piano unico, ma comprende altre due faglie: la Linea di Monte Piad che consiste in una faglia inversa che taglia in cerniera l’Anticlinale del Monte Coppolo, e poco a sud la Linea di Sasso Falares che rappresenta la faglia che ha generato la piega per propagazione di faglia del Coppolo, e proseguendo poi verso l’alto ha tagliato tutta la piega emergendo in superficie. In tal modo si forma il duplex di Sasso Falares, arrangiato in una blanda coppia anticinale-sinclinale tipica della geometria di queste strutture, che risulta delimitato a nord dalla linea omonima e a sud dalla L. di Belluno s.s. che si incontrano a quota circa 700 m. Si è potuta anche ricostruire la cinematica del piano principale del thrust di Belluno studiando l’affioramento eccezionale messo a nudo di recente. Gli assi degli sforzi, agenti in compressione, ricostruiti tramite l’analisi meso-strutturale, testimoniano una compressione orientata NNW-SSE, correlabile con l’Evento Valsuganese del Serravalliano-Tortoniano, legato ad un asse compressivo N340 che rappresenta l’evento principale nella regione sudalpina. Anche l’Evento compressivo del Cattiano-Burdigalliano con asse N30 ed una compressione orientata circa E-W correlabile con l’Evento Scledense del Messiniano-Pliocene risultano dall’analisi strutturale.

Rilevamento geologico – strutturale lungo la Linea di Belluno nella zona di Sass de Falares (Provincia di Belluno)

Il lavoro si propone di definire l’assetto geologico strutturale dell’area compresa tra la Valle del Torrente Cismon ed il Sass de Falares, a nord di Lamon (BL). Le novità che si sono potute aggiungere alla cartografia esistente, dal punto di vista stratigrafico sono: 1) La suddivisione del gruppo dei Calcari Grigi in quattro formazioni presenti più a occidente, quali la formazione di Monte Zugna, la formazione di Loppio, la formazione di Rotzo e la formazione del Grigno che in queste zone non erano ancora state evidenziate. La presenza di diffusi noduli di selce grigio-giallastra presenti nella parte medio-alta della formazione di Monte Zugna che testimoniano la persistenza di un ambiente subtidale nel Lias al passaggio tra Alto di Trento e Bacino Bellunese. 2) La presenza dell’Encrinite di Monte Agaro (Oolite di S.Vigilio) con uno spessore esiguo di 5 m sul Monte Coppolo ed anche in cresta a Sass de Falares. In ambito tettonico: 1) Si è accertato che l’anticlinale del Monte Coppolo è tagliata dalla faglia inversa del M.Piad con direzione circa E – O e immergente a N con un’inclinazione di circa 70° spezzando la piega quasi in cerniera; la si può riconoscere sul versante S ed E del M. Coppolo dove disloca la Fm. di M. Zugna e la Dolomia Principale. 2) Si è ricostruito l’assetto tettonico del Sass de Falares, che risulta essere una scaglia tettonica (duplex) compresa tra la Linea di Sass de Falares e la Linea di Belluno. 3) L’Anticlinale del M. Coppolo si è generata per propagazione di una faglia che corrisponde alla Linea di Sass de Falares che in seguito ha tagliato l’anticlinale con meccanismi di fault bend folding. Infine per ultima si è formata la Linea di Belluno s.s. a basso angolo con un raccorciamento maggiore di 2 km. Il sovrascorrimento di Belluno pertanto non è una struttura unica ma si sfrangia in 3 strutture tettoniche separate: Linea di M.Piad, Linea di Sass de Falares e Linea di Belluno s.s. 4) In Val della Selva è stato invece fatta la scoperta più importante di questo lavoro, visto che si è potuto osservare direttamente il piano principale della Linea di Belluno affiorante sulla strada forestale che porta verso la località Pugnai e quindi studiarlo e tracciarlo con precisione sulla carta. Esso ha direzione N68 ed un inclinazione di 30° verso NNW; mette a contatto la Fm. di M. Zugna con la Maiolica. Nell’affioramento si è potuta definire l’anatomia della zona di taglio con associazioni di piani R, R’, P e tettoniti S-C. 5) La ricostruzione della sezione geologica ci ha permesso di riconoscere l’organizzazione degli strati coinvolti nella deformazione. Attraverso programmi appositi quali Georient e Software Carey sono stati ricostruiti gli assi di massima compressione tramite l’analisi meso-strutturale: essi testimoniano una compressione orientata NNW-SSE, in accordo con l’Evento Valsuganese del Serravalliano-Tortoniano, legato ad un asse compressivo N340 che rappresenta l’evento principale nella regione sudalpina, ma sono stati riconosciuti anche assi di compressione orientati NE-SW e circa E-W correlabili con l’Evento Insubrico del Miocene inf. e con l’Evento Scledense del Messiniano - Pliocene.

Immagine sismica del margine della piattaforma adriatica nell'offshore croato: implicazioni per la ricerca di idrocarburi

La zona della piattaforma Adriatica, visibile in sismica a sud della costa croato – montenegrina, è stata oggetto di ricerche petrolifere in passato. Nuovi dati sismici hanno permesso la visualizzazione di alcune caratteristiche che saranno esaminate ed interpretate nel presente lavoro. In particolare ci si concentrerà sulla caratterizzazione e sulla differenziazione dei margini incontrati durante il lavoro di interpretazione. In questa fase, sono emerse delle caratteristiche che hanno permesso una revisione del margine della piattaforma Adriatica e del bacino di Budva noti nella letteratura pregressa. Il problema della differenziazione dei margini della piattaforma è stato affrontato sia in chiave tettonica (influenza della subsidenza, inversione di margini ad opera di un Thrust, tettonica ialina, buckling) che in chiave paleoambientale (influenza di venti dominanti) ricoprendo un arco temporale che spazia tra il Triassico superiore ed il Miocene superiore. Grazie alle interpretazioni effettuate e al confronto con la letteratura, saranno proposte, in una seconda fase, alcune situazioni favorevoli all’accumulo di idrocarburi nella zona di studio. Verrà, infine, affrontato il confronto con casi di letteratura inerenti i margini della vicina piattaforma Apula, considerati come margini coniugati della piattaforma Adriatica.

Mesozoic fold structure of the Otago and Alpine Schist Belt and its implications on the tectonic evolution of South Island, New Zealand

Erneute Untersuchungen der mesozoischen Faltenstruktur des Otago Schiefergürtels, Südinsel, Neuseeland, zeigen, dass diese aus zwei aufeinander folgenden, ähnlichen, asymmetrischen, offenen bis mäßig engen Großfaltengenerationen im km- Größenbereich besteht anstatt aus den vorher angenommenen Decken- oder Halbfalten. Hauptproblem der Großfaltenstruktur sind Zonen von durchgreifender Boudinage, die in der Nähe der Großfaltenscharniere entstanden sind. Vorherige Bearbeiter deuteten diese Zonen als 'starke Verformungszonen' oder Überschiebungszonen. Diese Arbeit zeigt, dass in diesen Zonen nur durch die asymmetrische Faltung die unteren liegenden Schenkel der Großfalten boudiniert und somit häufig die ansonsten typischen Faltenstrukturen des liegenden Schenkels einer symmetrischen Faltung überprägt wurden. Ein weiteres Problem dieser mesozoischen Großfaltenstruktur ist die Überprägung einer Faltengeneration auf eine frühere. Weil die Verkürzungsrichtung der überprägenden Faltengeneration nicht subparallel zur älteren Faltenachse ist, sondern einen Winkel von rund 30 Grad einschließt, ist ein Wechsel von orthogonalen zu koaxialen Interferenzmustern der Kleinfalten beobachtbar. Folglich ist die Orientierung der Scheitellinie einer überprägenden und überprägten Kleinfalte nicht unbedingt subparallel zur Orientierung der Faltenachse der Großfalte trotz zylindrischer Faltung. Im letzten Teil dieser Arbeit wird die Überprägung der mesozoischen Großfaltenstruktur durch das känozoisch entstandene, transpressionale Alpine Störungssystem, das einen zweiseitigen Falten- und Überschiebungsgürtel im Otago und im Nordwesten anschließenden Alpinen Schiefergürtel bildet, beschrieben.

Integrated Geophysical Investigation of the St. James Fault Complex: A Case Study

We noninvasively detected the characteristics and location of a regional fault in an area of poor bedrock exposure complicated by karst weathering features in the subsurface. Because this regional fault is associated with sinkhole formation, its location is important for hazard avoidance. The bedrock lithologies on either side of the fault trace are similar; hence, we chose an approach that capitalized on the complementary strengths of very low frequency (VLF) electromagnetic, resistivity, and gravity methods. VLF proved most useful as a first-order reconnaissance tool, allowing us to define a narrow target area for further geophysical exploration. Fault-related epikarst was delineated using resistivity. Ultimately, a high-resolution gravity survey and subsequent inverse modeling using the results of the resistivity survey helped to further constrain the location and approximate orientation of the fault. The combined results indicated that the location of the fault trace needed to be adjusted 53 m south of the current published location and was consistent with a north-dipping thrust fault. Additionally, a gravity low south of the fault trace agreed with the location of conductive material from the resistivity and VLF surveys. We interpreted these anomalies to represent enhanced epikarst in the fault footwall. We clearly found that a staged approach involving a progression of methods beginning with a reconnaissance VLF survey, followed by high-resolution gravity and electrical resistivity surveys, can be used to characterize a fault and fault-related karst in an area of poor bedrock surface exposure.

Measurement of charged-particle event shape variables in inclusive √(s)=7 TeV proton-proton interactions with the ATLAS detector

The measurement of charged-particle event shape variables is presented in inclusive inelastic pp collisions at a center-of-mass energy of 7 TeV using the ATLAS detector at the LHC. The observables studied are the transverse thrust, thrust minor, and transverse sphericity, each defined using the final-state charged particles' momentum components perpendicular to the beam direction. Events with at least six charged particles are selected by a minimum-bias trigger. In addition to the differential distributions, the evolution of each event shape variable as a function of the leading charged-particle transverse momentum, charged-particle multiplicity, and summed transverse momentum is presented. Predictions from several Monte Carlo models show significant deviations from data.

Electron transport in E x B devices

A Hall thruster, an E × B device used for in-space propulsion, utilizes an axial electric field to electrostatically accelerate plasma propellant from the spacecraft. The axial electric field is created by positively biasing the anode so that the positivelycharged ions may be accelerated (repelled) from the thruster, which produces thrust. However, plasma electrons are much smaller than ions and may be accelerated much more quickly toward the anode; if electrons were not impeded, a "short circuit" due to the electron flow would eliminate the thrust mechanism. Therefore, a magnetic field serves to "magnetize" plasma electrons internal to the thruster and confines them in gyro-orbits within the discharge channel. Without outside factors electrons would be confined indefinitely; however, electron-neutral collisions provide a mechanism to free electrons from their orbits allowing electrons to cross the magnetic field toward the anode, where this process is described by classical transport theory. To make matters worse, cross-field electron transport has been observed to be 100-1000 times that predicted by classical collisional theory, providing an efficiency loss mechanism and an obstacle for modeling and simulations in Hall thrusters. The main difficulty in studying electron transport in Hall thrusters is the coupling that exists between the plasma and the fields, where the plasma creates and yet is influenced by the electric field. A device has been constructed at MTU’s Isp Lab, the Hall Electron Mobility Gage, which was designed specifically to study electron transport in E × B devices, where the coupling between the plasma and electric field was virtually eliminated. In this device the two most cited contributors to electron transport in Hall thrusters, fluctuation-induced transport, and wall effects, were absent. Removing the dielectric walls and plasma fluctuations, while maintaining the field environment in vacuum, has allowed the study of electron dynamics in Hall thruster fields where the electrons behave as test particles in prescribed fields, greatly simplifying the environment. Therefore, it was possible to observe any effects on transport not linked to the cited mechanisms, and it was possible to observe trends of the enhanced mobility with control parameters of electric and magnetic fields and neutral density– parameters that are not independently variable in a Hall thruster. The result of the investigation was the observation of electron transport that was ~ 20-100 times the classical prediction. The cross-field electron transport in the Mobility Gage was generally lower than that found in a Hall thruster so these findings do not negate the possibility of fluctuations and/or wall collisions contributing to transport in a Hall thruster. However, this research led to the observation of enhanced cross-field transport that had not been previously isolated in Hall thruster fields, which is not reliant on momentum-transfer collisions, wall collisions or fluctuations.

Aerothermodynamic cycle analysis of a dual-spool, separate-exhaust turbofan engine with an interstage turbine burner

This study focuses on a specific engine, i.e., a dual-spool, separate-flow turbofan engine with an Interstage Turbine Burner (ITB). This conventional turbofan engine has been modified to include a secondary isobaric burner, i.e., ITB, in a transition duct between the high-pressure turbine and the low-pressure turbine. The preliminary design phase for this modified engine starts with the aerothermodynamics cycle analysis is consisting of parametric (i.e., on-design) and performance (i.e., off-design) cycle analyses. In parametric analysis, the modified engine performance parameters are evaluated and compared with baseline engine in terms of design limitation (maximum turbine inlet temperature), flight conditions (such as flight Mach condition, ambient temperature and pressure), and design choices (such as compressor pressure ratio, fan pressure ratio, fan bypass ratio etc.). A turbine cooling model is also included to account for the effect of cooling air on engine performance. The results from the on-design analysis confirmed the advantage of using ITB, i.e., higher specific thrust with small increases in thrust specific fuel consumption, less cooling air, and less NOx production, provided that the main burner exit temperature and ITB exit temperature are properly specified. It is also important to identify the critical ITB temperature, beyond which the ITB is turned off and has no advantage at all. With the encouraging results from parametric cycle analysis, a detailed performance cycle analysis of the identical engine is also conducted for steady-stateengine performance prediction. The results from off-design cycle analysis show that the ITB engine at full throttle setting has enhanced performance over baseline engine. Furthermore, ITB engine operating at partial throttle settings will exhibit higher thrust at lower specific fuel consumption and improved thermal efficiency over the baseline engine. A mission analysis is also presented to predict the fuel consumptions in certain mission phases. Excel macrocode, Visual Basic for Application, and Excel neuron cells are combined to facilitate Excel software to perform these cycle analyses. These user-friendly programs compute and plot the data sequentially without forcing users to open other types of post-processing programs.

Hall-effect thruster-cathode coupling : the effect of cathode position and magnetic field topology

Hall-effect thruster (HET) cathodes are responsible for the generation of the free electrons necessary to initiate and sustain the main plasma discharge and to neutralize the ion beam. The position of the cathode relative to the thruster strongly affects the efficiency of thrust generation. However, the mechanisms by which the position affects the efficiency are not well understood. This dissertation explores the effect of cathode position on HET efficiency. Magnetic field topology is shown to play an important role in the coupling between the cathode plasma and the main discharge plasma. The position of the cathode within the magnetic field affects the ion beam and the plasma properties of the near-field plume, which explains the changes in efficiency of the thruster. Several experiments were conducted which explored the changes of efficiency arising from changes in cathode coupling. In each experiment, the thrust, discharge current, and cathode coupling voltage were monitored while changes in the independent variables of cathode position, cathode mass flow and magnetic field topology were made. From the telemetry data, the efficiency of the HET thrust generation was calculated. Furthermore, several ion beam and plasma properties were measured including ion energy distribution, beam current density profile, near-field plasma potential, electron temperature, and electron density. The ion beam data show how the independent variables affected the quality of ion beam and therefore the efficiency of thrust generation. The measurements of near-field plasma properties partially explain how the changes in ion beam quality arise. The results of the experiments show that cathode position, mass flow, and field topology affect several aspects of the HET operation, especially beam divergence and voltage utilization efficiencies. Furthermore, the experiments show that magnetic field topology is important in the cathode coupling process. In particular, the magnetic field separatrix plays a critical role in impeding the coupling between cathode and HET. Suggested changes to HET thruster designs are provided including ways to improve the position of the separatrix to accommodate the cathode.

Effect of segmented anodes on the performance and plume of a hall thruster

Development of alternative propellants for Hall thruster operation is an active area of research. Xenon is the current propellant of choice for Hall thrusters, but can be costly in large thrusters and for extended test periods. Condensible propellants may offer an alternative to xenon, as they will not require costly active pumping to remove from a test facility, and may be less expensive to purchase. A method has been developed which uses segmented electrodes in the discharge channel of a Hall thruster to divert discharge current to and from the main anode and thus control the anode temperature. By placing a propellant reservoir in the anode, the evaporation rate, and hence, mass flow of propellant can be controlled. Segmented electrodes for thermal control of a Hall thruster represent a unique strategy of thruster design, and thus the performance of the thruster must be measured to determine the effect the electrodes have on the thruster. Furthermore, the source of any changes in thruster performance due to the adjustment of discharge current between the shims and the main anode must be characterized. A Hall thruster was designed and constructed with segmented electrodes. It was then tested at anode voltages between 300 and 400 V and mass flows between 4 and 6 mg/s, as well as 100%, 75%, 50%, 25%, and <5% of the discharge current on the shim electrodes. The level of current on the shims was adjusted by changing the shim voltage. At each operating point, the thruster performance, plume divergence, ion energy, and multiply charged ion fraction were measured performance exhibited a small change with the level of discharge current on the shim electrodes. Thrust and specific impulse increased by as much as 6% and 7.7%, respectively, as discharge current was shifted from the main anode to the shims at constant anode voltage. Thruster efficiency did not change. Plume divergence was reduced by approximately 4 degrees of half-angle at high levels of current on the shims and at all combinations of mass flow and anode voltage. The fraction of singly charged xenon in the thruster plume varied between approximately 80% and 95% as the anode voltage and mass flow were changed, but did not show a significant change with shim current. Doubly and triply charged xenon made up the remainder of the ions detected. Ion energy exhibited a mixed behavior. The highest voltage present in the thruster largely dictated the most probable energy; either shim or anode voltage, depending on which was higher. The overall change in most probable ion energy was 20-30 eV, the majority of which took place while the shim voltage was higher than the anode voltage. The thrust, specific impulse, plume divergence, and ion energy all indicate that the thruster is capable of a higher performance output at high levels of discharge current on the shims. The lack of a change in efficiency and fraction of multiply charged ions indicate that the thruster can be operated at any level of current on the shims without detrimental effect, and thus a condensible propellant thruster can control the anode temperature without a decrease in efficiency or a change in the multiply charged ion fraction.

Quantification of relativistic perturbation forces on spacecraft trajectories

The intent of the work presented in this thesis is to show that relativistic perturbations should be considered in the same manner as well known perturbations currently taken into account in planet-satellite systems. It is also the aim of this research to show that relativistic perturbations are comparable to standard perturbations in speciffc force magnitude and effects. This work would have been regarded as little more then a curiosity to most engineers until recent advancements in space propulsion methods { e.g. the creation of a artiffcial neutron stars, light sails, and continuous propulsion techniques. These cutting-edge technologies have the potential to thrust the human race into interstellar, and hopefully intergalactic, travel in the not so distant future. The relativistic perturbations were simulated on two orbit cases: (1) a general orbit and (2) a Molniya type orbit. The simulations were completed using Matlab's ODE45 integration scheme. The methods used to organize, execute, and analyze these simulations are explained in detail. The results of the simulations are presented in graphical and statistical form. The simulation data reveals that the speciffc forces that arise from the relativistic perturbations do manifest as variations in the classical orbital elements. It is also apparent from the simulated data that the speciffc forces do exhibit similar magnitudes and effects that materialize from commonly considered perturbations that are used in trajectory design, optimization, and maintenance. Due to the similarities in behavior of relativistic versus non-relativistic perturbations, a case is made for the development of a fully relativistic formulation for the trajectory design and trajectory optimization problems. This new framework would afford the possibility of illuminating new more optimal solutions to the aforementioned problems that do not arise in current formulations. This type of reformulation has already showed promise when the previously unknown Space Superhighways arose as a optimal solution when classical astrodynamics was reformulated using geometric mechanics.

EVALUATION OF MAGNESIUM AS A HALL THRUSTER PROPELLANT

In this study, the use of magnesium as a Hall thruster propellant was evaluated. A xenon Hall thruster was modified such that magnesium propellant could be loaded into the anode and use waste heat from the thruster discharge to drive the propellant vaporization. A control scheme was developed, which allowed for precise control of the mass flow rate while still using plasma heating as the main mechanism for evaporation. The thruster anode, which also served as the propellant reservoir, was designed such that the open area was too low for sufficient vapor flow at normal operating temperatures (i.e. plasma heating alone). The remaining heat needed to achieve enough vapor flow to sustain thruster discharge came from a counter-wound resistive heater located behind the anode. The control system has the ability to arrest thermal runaway in a direct evaporation feed system and stabilize the discharge current during voltage-limited operation. A proportional-integral-derivative control algorithm was implemented to enable automated operation of the mass flow control system using the discharge current as the measured variable and the anode heater current as the controlled parameter. Steady-state operation at constant voltage with discharge current excursions less than 0.35 A was demonstrated for 70 min. Using this long-duration method, stable operation was achieved with heater powers as low as 6% of the total discharge power. Using the thermal mass flow control system the thruster operated stably enough and long enough that performance measurements could be obtained and compared to the performance of the thruster using xenon propellant. It was found that when operated with magnesium, the thruster has thrust ranging from 34 mN at 200 V to 39 mN at 300 V with 1.7 mg/s of propellant. It was found to have 27 mN of thrust at 300 V using 1.0 mg/s of propellant. The thrust-to-power ratio ranged from 24 mN/kW at 200 V to 18 mN/kW at 300 volts. The specific impulse was 2000 s at 200 V and upwards of 2700 s at 300 V. The anode efficiency was found to be ~23% using magnesium, which is substantially lower than the 40% anode efficiency of xenon at approximately equivalent molar flow rates. Measurements in the plasma plume of the thruster—operated using magnesium and xenon propellants—were obtained using a Faraday probe to measure off-axis current distribution, a retarding potential analyzer to measure ion energy, and a double Langmuir probe to measure plasma density, electron temperature, and plasma potential. Additionally, the off axis current distributions and ion energy distributions were compared to measurements made in krypton and bismuth plasmas obtained in previous studies of the same thruster. Comparisons showed that magnesium had the largest beam divergence of the four propellants while the others had similar divergence. The comparisons also showed that magnesium and krypton both had very low voltage utilization compared to xenon and bismuth. It is likely that the differences in plume structure are due to the atomic differences between the propellants; the ionization mean free path goes down with increasing atomic mass. Magnesium and krypton have long ionization mean free paths and therefore require physically larger thruster dimensions for efficient thruster operation and would benefit from magnetic shielding.