Drilling Reveals Fault Rock Architecture in New Zealand’s Central Alpine Fault

            Figure 1: Location map of study by Virginia Toy et al. Image Credit: GSA
Boulder, Colo., USA - Rocks within plate boundary scale fault zones become fragmented and altered over the earthquake cycle. They both record and influence the earthquake process. In this new open-access study published in Lithosphere on 4 Feb., Virginia Toy and colleagues document fault rocks surrounding New Zealand's active Alpine Fault, which has very high probability of generating a magnitude 8 or greater earthquake in the near future.

Descriptions already suggest that the complex fault rock sequence results from slip at varying rates during multiple past earthquakes, and even sometimes during aseismic slip. They also characterize this fault before rupture; Toy and colleagues anticipate that repeat observations after the next event will provide a previously undescribed link between changes in fault rocks and the ground shaking response. They write that in the future this sort of data might allow realistic ground shaking predictions based on observations of other "dormant" faults.

The first phase of the Deep Fault Drilling Project (DFDP-1) yielded a continuous lithological transect through fault rock surrounding the Alpine fault (South Island, New Zealand). This allowed micrometer- to decimeter-scale variations in fault rock lithology and structure to be delineated on either side of two principal slip zones intersected by DFDP-1A and DFDP-1B. Here, we provide a comprehensive analysis of fault rock lithologies within 70 m of the Alpine fault based on analysis of hand specimens and detailed petrographic and petrologic analysis. The sequence of fault rock lithologies is consistent with that inferred previously from outcrop observations, but the continuous section afforded by DFDP-1 permits new insight into the spatial and genetic relationships between different lithologies and structures. We identify principal slip zone gouge, and cataclasite-series rocks, formed by multiple increments of shear deformation at up to coseismic slip rates. A 20−30-m-thick package of these rocks (including the principal slip zone) forms the fault core, which has accommodated most of the brittle shear displacement. 

This deformation has overprinted ultramylonites deformed mostly by grain-size-insensitive dislocation creep. Outside the fault core, ultramylonites contain low-displacement brittle fractures that are part of the fault damage zone. Fault rocks presently found in the hanging wall of the Alpine fault are inferred to have been derived from protoliths on both sides of the present-day principal slip zone, specifically the hanging-wall Alpine Schist and footwall Greenland Group. This implies that, at seismogenic depths, the Alpine fault is either a single zone of focused brittle shear that moves laterally over time, or it consists of multiple strands. Ultramylonites, cataclasites, and fault gouge represent distinct zones into which deformation has localized, but within the brittle regime, particularly, it is not clear whether this localization accompanies reductions in pressure and temperature during exhumation or whether it occurs throughout the seismogenic regime. These two contrasting possibilities should be a focus of future studies of fault zone architecture.

Source:GSA

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Seeking reality in the future of aeronautical simulation

This CFD visualization required a NASA supercomputer to handle the intensive calculations. It shows a mesh adaptation used to simulate a transport aircraft in a high-lift configuration. Credit: NASA / Elizabeth Lee-Rausch, Michael Park

The right tool for the job. It's a platitude that is as true for garage tinkerers as it is for the NASA aeronautical innovators who are helping to design future airliners that will cut fuel consumption, reduce polluting emissions and fly more quietly.

Yet at least in one area -- namely computational fluid dynamics, or CFD -- the design tools that helped give us the modern airliners flying today are not expected to be up to the challenge in the future without some serious upgrades.

This was the finding of a report recently released by NASA called "CFD Vision 2030 Study: A Path to Revolutionary Computational Aerosciences." It came out of a one-year study funded by NASA that included Boeing, Pratt & Whitney, Stanford University, The Massachusetts Institute of Technology, The University of Wyoming and The National Center for Supercomputing Applications.

The dilemma is that today's CFD, which simulates airflow around an airplane and through its jet engines, is largely designed to deal with aircraft with traditional tube and wing configurations that everyone is used to. And even then CFD's full effectiveness through all phases of flight is limited.

But future aircraft designs routinely flying during the 2030's may look very different from today's airliners in order to deliver on the promises of reduced fuel burn, noise and emissions.

Wings may be longer and skinnier and held up, or braced, by trusses. Aircraft hulls may be broader and flatter or have more pointed noses. Jet engines may be mounted on the top of the aircraft. Or the joint between a wing and the body may be blended into a seamless contour.

Understanding the physics behind how all of these new variables will affect airflow during all phases of flight, and then finding a way to model that in a computer simulation and validate the CFD is accurate, are the challenges facing NASA's computer experts right now.

"If we can get more physics into the models we're using with our CFD, we'll have a more general tool that can attack not only off-design conditions of conventional tube and wing aircraft, but it also will do better with the different looking configurations of the future," said Mike Rogers, an aerospace engineer at NASA's Ames Research Center in California.

Data from wind-tunnel testing of these new aircraft designs as they come along will help refine the CFD algorithms. The overarching goal is to improve the entire suite of testing capabilities -simulation, ground and flight test -- to provide a more effective, comprehensive toolbox for designers to use to advance the state of the art more quickly.

"It's an iterative process," Rogers said. "We need to continually assess how well our tools are working so we know whether they are adequate or not."

In the meantime, even as NASA's CFD experts work down a path toward their long-range future goals of 2030 -- advancements made possible only because of vast leaps in computer processing speed and power -- their first step is to meet a set of more immediate technical challenges as soon as 2017.

The first stepping-stone goal is to reduce by 40 percent the error in computing several flow phenomena for which current models fail to make accurate predictions; these flow features are likely to be encountered on some of the new aircraft configurations now being studied.

The report highlighted the need for upgrading not only the CFD algorithms, but also discussed how those new algorithms must be written to take advantage of the ever-increasing speed and complexity of future supercomputers.

Source: nasa

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