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All sourcesNASA NTRSDOE OSTI
DOE OSTI2021

FY2021 Progress Report on BISON Metallic Fuel Model Development and V&V Using EBR-II Legacy Data

In this report, the activities and achievements made by Argonne National Laboratory for the Nuclear Energy Advanced Modeling and Simulation (NEAMS) BISON code metallic fuel validation and verification project in FY2021 are summarized. The cladding degradation model based on the FCCI/CCCI wastage calculations has been developed and implemented into BISON. A comprehensive evaluation of the cladding degradation model was performed based on FIPD data of the IFR experiment X447. BISON objects were also developed to enable direct use of time-varying cladding outer surface temperature profile as temperature boundary conditions, which proved to provide more accurate temperature predictions for the metallic fuel pins irradiated in EBR-II. Additionally, a new BISON object was implemented to enable direct comparison between BISON predicted data and FIPD-based post-irradiation examination (PIE) results, which would significantly facilitate BISON metallic fuel verification and validation (V&V) activities. These new BISON-FIPD integration features were used in the establishment of a low-burnup fuel swelling evaluation framework as demonstration. The framework was successfully used to evaluate current fuel swelling models based on the IFR experiment X423.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2023

Implementation of low-burnup swelling focused assessment case and enhancement of FIPD-BISON integration framework

This report summarizes the activities and achievements made by Argonne National Laboratory for the Nuclear Energy Advanced Modeling and Simulation (NEAMS) BISON code metallic fuel validation and verification (V&V) project in FY2023, with a focus on the capability development and assessment case development for steady state irradiation experiments. The X423 IFR experiment assessment case, which is focused on the evaluation of low burnup swelling behavior of both binary and ternary metallic fuel, has been developed. It covers 58 fuel pins with various fuel compositions and 158 sets of post-irradiation examination (PIE) data with burnup ranging from ~0.5 at.% to ~5.0 at.%, providing a powerful tool within BISON for the calibration, evaluation, verification and validation of both existing and future metallic fuel swelling models at low burnup. Meanwhile, the X447 IFR experiment assessment case established in FY2022 was enhanced to utilize the latest advanced features in BISON, such as automatic differentiation and Mortar contact models. With such enhancements, especially the Mortar mechanical contact model with friction, BISON is now capable of predicting axial fuel growth that is consistent with experimental measurements. Additionally, during the development, gaps and potential scopes were identified and explorative efforts were made, providing insight for future works.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2024

Specification of EBR-II Fabricated Fuel Diameter Data

All IFR EBR-II fuel pins were fabricated at one of the related fuel fabrication facilities at Argonne National Laboratory-West, at the EBR-II site [1]. U-Pu-Zr experimental pins were fabricated at the Experimental Fuels Laboratory (EFL), which was established in April of 1984 after the positive acceptance of the IFR concept, while the U-Zr experimental pins were fabricated at the Fuel Manufacturing Facility (FMF), along with the driver fuel pins [2]. The injection-casting fabrication process is described in detail in ref [1]. All the fuel pins that were loaded into EBR-II were examined after fabrication to ensure that they met the design dimensional requirements and tolerances prior to assembly. Fuel slug diameter was measured with either a laser profilometer (at FMF) or a hand micrometer (at EFL), at a minimum of 1-inch intervals over the length of the fuel slug, as shown in Figure 1 [2]. In all cases the average fuel diameter is reported, in some cases with additional summary statistics (e.g., minimum, maximum), and in rare cases the complete record of axially-varying fuel diameters is available. It should be noted that in cases where axial varying data is available, in general the orientation of the slug was not recorded or carried over to loading of the pin, so a diameter measurement at the bottom of the fabricated slug does not necessarily correspond to the bottom of the loaded slug, as it may have been loaded in either orientation.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2024

Specification of FIPD Fission Gas Chemistry Data

The current FIPD library contains two main sets of fission gas chemistry data. The first set is data collected during the Integral Fast Reactor (IFR) program from 1984 to 1994, using a gas mass spectrometry system located in the Analytical Laboratory (AL) at Argonne National Laboratory-West (Argonne-West). Throughout this period, numerous fission gas release and chemistry datasets were gathered from a variety of metallic fuel pins. The fission gas was sampled by the Gas Assay, Sample and Recharge (GASR) System in the Hot Fuel Examination Facility (HFEF) and transferred to the AL to perform gas composition and isotopic abundance analysis. The second set is data collected after the IFR program. The fission gas samples were also collected by the GASR system at the HFEF, but analyzed using a similar gas mass spectrometer located in Pacific Northwest National Laboratory (PNNL). Many fuel pins irradiated in Experimental Breeder Reactor II (EBR-II) and the Fast Flux Test Facility (FFTF) were measured, including the fuel pins for the MFF series of experiments, designed to qualify metal fuel for use as driver fuel in the FFTF and X496 experiment. For either set of data, fission gas was sampled with the gas sampling line in GASR using sample bottles after the capsule/element volume has been determined and the system is still full of radioactive gas. The sample bottles were then transferred to the sample packaging cylinder or an approved storage location pending transfer to the AL or prepared for shipment to another laboratory (such as PNNL) for analysis of the collected gas as directed on the GASR data form, other approved form. The receiving laboratories (AL or PNNL) required their Analytical Service Request form to be completed prior to sample transfer. Typical sample transfer processes were initiated at HFEF by the principal or process engineer. The laboratories performing the analyses (AL or PNNL) use the sample bottle numbers as well as a sample number produced by the respective laboratory. HFEF and the responsible experimenter tracked the sample using the analysis number, the gas bottle number, and the fuel pin number.

38 RADIATION CHEMISTRY, RADIOCHEMISTRY, AND NUCLEA↗
DOE OSTI2026

ZPRD Database: ZPPR-15 Monte Carlo Results

The ZPPR-15 experiments [1] were mockups of a 330 MWe Integral Fast Reactor (IFR). The ZPPR-15 assembly consisted of a clean, two zone, approximately circular core surrounded by a thin depleted uranium (DU) blanket with sodium (Na) cooling and a thick stainless steel reflector. The ZPPR-15 program was conducted in four phases: A, B, C, and D. Each phase was marked by a particular composition of the reference assembly, with the last three being representative of the three stages of the IFR fuel cycle. This report documents all MCNP [2] runs of the ZPPR-15 loadings that were included in the ZPRD database on GitLab. In the present work, eigenvalues and associated standard deviations were computed for each ZPPR-15 loading with the use of the three data libraries (ENDF/B-VII.0 [3], ENDF/B-VII.1 [4] and ENDF/B-VIII.0 [5]). Relevant results from the obtained outputs are also discussed in this report with two main objectives: a) provide and evaluate updated calculated values with respect to previous reports, notably Refs. [6] and [7] that were based on the use of the ENDF/B-VII.0 library. b) address any change in the observed reactivity effects relevant to the analysis of the experimental data when a different data library is used (previously reported results were mostly based on the use of ENDF/B-VII.0 data only).

Aliberti, Gerardo↗
NASA NTRS1972

An experimental investigation of STOL longitudinal flying qualities in the landing approach using the variable stability X-22A aircraft.

The first in-flight flying qualities experiment using the variable stability X-22A aircraft investigated longitudinal flying qualities requirements for STOL aircraft in terminal area operations. Emphasis was placed on defining minimum requirements for the short-term response in VFR and IFR landing approaches at representative steep STOL approach conditions of 65 and 80 knots. Evaluation flights were conducted in negligible and moderate turbulence for a wide range of short-term frequencies and dampings. The results were compared with the short-term requirements of MIL-F-83300. The specified Level 1 and 2 VFR boundaries were found to be approximately valid in moderate turbulence for both VFR and IFR flight conditions. In negligible turbulence, the specified VFR Level 2 boundary was also approximately valid but the Level 1 boundary was found to be too stringent. Pilot rating gradients with damping were more apparent than with frequency for the range investigated.

Schuler, J. M.↗
NASA NTRS1978

Flight management research utilizing an oculometer

This paper presents an overview of the flight management work being conducted using NASA Langley's oculometer system. Tests have been conducted in a Boeing 737 simulator to investigate pilot scan behavior during approach and landing for simulated IFR, VFR, motion versus no motion, standard versus advanced displays, and as a function of various runway patterns and symbology. Results of each of these studies are discussed. For example, results indicate that for the IFR approaches a difference in pilot scan strategy was noted for the manual versus coupled (autopilot) conditions. Also, during the final part of the approach when the pilot looks out-of-the-window he fixates on his aim or impact point on the runway and holds this point until flare initiation.

Spady, A. A., Jr.↗
NASA NTRS1982

A ground-simulation investigation of helicopter decelerating instrument approaches

In connection with the expansion of civil helicopter operations in the current era, the effect of helicopter flight and control characteristics on the flying qualities for instrument flight rules (IFR) flight have become a factor of concern, and a research program has been initiated to investigate IFR certification criteria. A description is presented of an experiment which is the sixth in a series of ground- and flight-simulation investigations. This piloted-simulator experiment was conducted to examine the influence of stability-control augmentation, display information format, and approach-task effects on helicopter flying qualities for terminal-area operations incorporating a deceleration in instrument meteorological conditions. Simulated test configurations were evaluated for precision approaches with an instrument deceleration from 60 to about 15 knots in both calm air and simulated moderate turbulence and wind shear.

Lebacqz, J. V.↗
NASA NTRS1984

Application of speech recognition and synthesis in the general aviation cockpit

Interactive speech recognition/synthesis technology is assessed as a method for the aleviation of single-pilot IFR flight workloads. Attention was given during this series of evaluations to the conditions typical of general aviation twin-engine aircrft cockpits, covering several commonly encountered IFR flight condition scenarios. The most beneficial speech command tasks are noted to be in the data retrieval domain, which would allow the pilot access to uplinked data, checklists, and performance charts. Data entry tasks also appear to benefit from this technology.

North, R. A.↗
NASA NTRS1984

Systems concept for speech technology application in general aviation

The application potential of voice recognition and synthesis circuits for general aviation, single-pilot IFR (SPIFR) situations is examined. The viewpoint of the pilot was central to workload analyses and assessment of the effectiveness of the voice systems. A twin-engine, high performance general aviation aircraft on a cross-country fixed route was employed as the study model. No actual control movements were considered and other possible functions were scored by three IFR-rated instructors. The SPIFR was concluded helpful in alleviating visual and manual workloads during take-off, approach and landing, particularly for data retrieval and entry tasks. Voice synthesis was an aid in alerting a pilot to in-flight problems. It is expected that usable systems will be available within 5 yr.

North, R. A.↗
NASA NTRS1988

Nuclear propulsion: A vital technology for the exploration of Mars and the planets beyond

The physics and technology issues and performance potential of various direct thrust fission and fusion propulsion concepts are examined. Next to chemical propulsion the solid core fission thermal rocket (SCR) is the olny other concept to be experimentally tested at the power (approx 1.5 to 5.0 GW) and thrust levels (approx 0.33 to 1.11 MN) required for manned Mars missions. With a specific impulse of approx 850 s, the SCR can perform various near-Earth, cislunar and interplanetary missions with lower mass and cost requirements than its chemical counterpart. The gas core fission thermal rocket, with a specific power and impulse of approx 50 kW/kg and 5000 s offers the potential for quick courier trips to Mars (of about 80 days) or longer duration exploration cargo missions (lasting about 280 days) with starting masses of about 1000 m tons. Convenient transportation to the outer Solar System will require the development of magnetic and inertial fusion rockets (IFRs). Possessing specific powers and impulses of approx 100 kW/kg and 200-300 kilosecs, IFRs will usher in the era of the true Solar System class speceship. Even Pluto will be accessible with roundtrip times of less than 2 years and starting masses of about 1500 m tons.

Borowski, Stanley K.↗
NASA NTRS1989

Nuclear propulsion - A vital technology for the exploration of Mars and the planets beyond

The physics and technology issues and performance potential of various direct thrust fission and fusion propulsion concepts are examined. Next to chemical propulsion the solid core fission thermal rocket (SCR) is the only other concept to be experimentally tested at the power (approx 1.5 to 5.0 GW) and thrust levels (approx 0.33 to 1.11 MN) required for manned Mars missions. With a specific impulse of approx 850 s, the SCR can perform various near-earth, cislunar and interplanetary missions with lower mass and cost requirements than its chemical counterpart. The gas core fission thermal rocket, with a specific power and impulse of approx 50 kW/kg and 5000 s offers the potential for quick courier trips to Mars (of about 80 days) or longer duration exploration cargo missions (lasting about 280 days) with starting masses of about 1000 m tons. Convenient transportation to the outer Solar System will require the development of magnetic and inertial fusion rockets (IFRs). Possessing specific powers and impulses of approx 100 kW/kg and 200-300 kilosecs, IFRs will usher in the era of the true Solar System class spaceship. Even Pluto will be accessible with roundtrip times of less than 2 years and starting masses of about 1500 m tons.

Borowski, Stanley K.↗
NASA NTRS1993

A perspective on the FAA approval process: Integrating rotorcraft displays, controls and workload

The FAA is responsible for making the determination that a helicopter is safe for IFR operations in the National Airspace System (NAS). This involves objective and subjective evaluations of cockpit displays, flying qualities, procedures and human factors as they affect performance and workload. After all of the objective evaluations are completed, and all Federal Regulations have been met, FAA pilots make the final subjective judgement as to suitability for use by civil pilots in the NAS. The paper uses the flying qualities and pilot workload characteristics of a small helicopter to help examine the FAA pilot's involvement in this process. The result highlights the strengths of the process and its importance to the approval of new aircraft and equipments for civil IFR helicopter applications. The paper also identifies opportunities for improvement.

Green, David L.↗
NASA NTRS1993

Attentional limitations with Head-Up Displays

Recent models of visual information processing suggest that visual attention can be focussed on either Head-Up Displays (HUD) or on the world beyond them, but not on both simultaneously. This hypothesis was tested in a part-task simulation in which subjects viewed a simulated approach to a runway with a HUD superimposed. An alphanumeric cue ('IFR' or 'VFR') appeared on either the HUD or the runway and was followed by two sets of three geometric forms; one set on the HUD and one set on the runway. Each set contained one potential target, either a stop sign or a diamond. If the cue spelled 'IFR', subjects made a speeded response based on the identity of the HUD target; if the cue spelled 'VFR', subjects made a speeded response based on the identity of the runway target. Regardless of cue location (HUD or Runway), responses were faster when the cue and the relevant target were part of the same perceptual group (i.e., both on the HUD or both on the runway) than when they were part of different perceptual groups. These results, as well as others, suggest that attentional constraints place severe limits on the ability of pilots to process HUD-referenced information and world-referenced information simultaneously. In addition, they provide direct evidence that transitioning from processing HUD information to processing world information requires an attention shift. Implications for HUD design are considered.

Mccann, Robert S.↗
NASA NTRS1980

What's Cookin' With Helicopter Microwave Landing Systems?

This article describes a joint effort of the FAA, NASA and the Helicopter Industry to establish a data base for (Microwave Landing Systems) MLS approaches, and to aid the FAA in developing the MLS Terminal Instrument Procedures (TERPS) criteria for rotary-wing IFR operations. The latter is of particular importance for it appears to signal sincere official interest in filling in the blanks in Chapter 11 of TERPS -- that portion set aside for helicopter IFR operations and recognition of the unique capabilities of the helicopter in the instrument environment. One of the program objectives is to find out what a sample of pilots can do with the MLS in a minimum machine.

Taylor, Richard L.↗
NASA NTRS2005

Joint NASA Ames/Langley Experimental Evaluation of Integrated Air/Ground Operations for En Route Free Maneuvering

In order to meet the anticipated future demand for air travel, the National Aeronautics and Space Administration (NASA) is investigating a new concept of operations known as Distributed Air-Ground Traffic Management (DAG-TM). Under the En Route Free Maneuvering component of DAG-TM, appropriately equipped autonomous aircraft self separate from other autonomous aircraft and from managed aircraft that continue to fly under today s Instrument Flight Rules (IFR). Controllers provide separation services between IFR aircraft and assign traffic flow management constraints to all aircraft. To address concept feasibility issues pertaining to integrated air/ground operations at various traffic levels, NASA Ames and Langley Research Centers conducted a joint human-in-the-loop experiment. Professional airline pilots and air traffic controllers flew a total of 16 scenarios under four conditions: mixed autonomous/managed operations at three traffic levels and a baseline all-managed condition at the lowest traffic level. These scenarios included en route flights and descents to a terminal area meter fix in airspace modeled after the Dallas Ft. Worth area. Pilots of autonomous aircraft met controller assigned meter fix constraints with high success. Separation violations by subject pilots did not appear to vary with traffic level and were mainly attributable to software errors and procedural lapses. Controller workload was lower for mixed flight conditions, even at higher traffic levels. Pilot workload was deemed acceptable under all conditions. Controllers raised several safety concerns, most of which pertained to the occurrence of near-term conflicts between autonomous and managed aircraft. These issues are being addressed through better compatibility between air and ground systems and refinements to air and ground procedures.

Barhydt, Richard↗
NASA NTRS2011

For Spacious Skies: Self-Separation with "Autonomous Flight Rules" in US Domestic Airspace

Autonomous Flight Rules (AFR) are proposed as a new set of operating regulations in which aircraft navigate on tracks of their choice while self-separating from traffic and weather. AFR would exist alongside Instrument and Visual Flight Rules (IFR and VFR) as one of three available flight options for any appropriately trained and qualified operator with the necessary certified equipment. Historically, ground-based separation services evolved by necessity as aircraft began operating in the clouds and were unable to see each other. Today, technologies for global precision navigation, emerging airborne surveillance, and onboard computing enable traffic conflict management to be fully integrated with navigation procedures onboard the aircraft. By self-separating, aircraft can operate with more flexibility and fewer flight restrictions than are required when using ground-based separation. The AFR concept proposes a practical means in which self-separating aircraft could share the same airspace as IFR and VFR aircraft without disrupting the ongoing processes of Air Traffic Control. The paper discusses the context and motivation for implementing self-separation in US domestic airspace. It presents a historical perspective on separation, the proposed way forward in AFR, the rationale behind mixed operations, and the expected benefits of AFR for the airspace user community.

Wing, David J.↗
NASA NTRS2011

Autonomous Flight Rules - A Concept for Self-Separation in U.S. Domestic Airspace

Autonomous Flight Rules (AFR) are proposed as a new set of operating regulations in which aircraft navigate on tracks of their choice while self-separating from traffic and weather. AFR would exist alongside Instrument and Visual Flight Rules (IFR and VFR) as one of three available flight options for any appropriately trained and qualified operator with the necessary certified equipment. Historically, ground-based separation services evolved by necessity as aircraft began operating in the clouds and were unable to see each other. Today, technologies for global navigation, airborne surveillance, and onboard computing enable the functions of traffic conflict management to be fully integrated with navigation procedures onboard the aircraft. By self-separating, aircraft can operate with more flexibility and fewer restrictions than are required when using ground-based separation. The AFR concept is described in detail and provides practical means by which self-separating aircraft could share the same airspace as IFR and VFR aircraft without disrupting the ongoing processes of Air Traffic Control.

Wing, David J.↗