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Baking Rexolite removes gases trapped on the surface and in the bulk material, reduces outgassing, and reduces gas load inside the vacuum system. Outgassing performance degrades over time for samples exposed to ambient air and dry nitrogen. Longer vacuum storage leads to lower outgassing rates in the observed time frame.
The Engineered Barrier System (EBS) plays an important role in ensuring the long-term safety and containment of high-level waste (HLW) and spent nuclear fuel (SNF) in deep geological repositories in salt formation. As part of a multi-barrier system, the EBS works alongside the natural barrier, which is the salt formation itself and the technical barrier comprising the disposal casks. The primary function of the EBS is to maintain containment during a defined period until the backfill used in the repository made of crushed salt, develops its sealing capacity through compaction. Over the time, the backfill eventually compacts to a state of low porosity and permeability, acting as a long-term seal. However, until this process is complete, the EBS must retain its structural and functional integrity. Regulatory guidelines in Germany currently require the EBS to remain effective for up to next ice age, that is expected in 50,000 years. The significant hydro-geological and topographic changes expected during an ice age could make it impossible to accurately predict the hydro-chemical conditions within the repository system at that time. In response to these challenges, BGE TECHNOLOGY GmbH (BGE TEC) and Sandia National Laboratories (SNL) have jointly developed a comprehensive methodology for the design and safety assessment of engineered barrier systems within the scope of the RANGERS project. This methodology is tailored for repositories in salt formations. The developed methodology provides a structured approach for designing and assessing the performance of the EBS in salt-based repositories. It begins with defining a sealing concept based on the geological characteristics of the selected site and the overall repository design. The entire repository system, comprising the geological site, repository infrastructure, and EBS, is then subjected to a Features, Events, and Processes (FEP) analysis, focusing solely on those FEPs that affect the EBS. The derived FEPs help identify the loads and stresses acting on the EBS, which serve as the foundation for conducting an integrity assessment. This analysis helps predict the EBS’s evolution and performance over the regulatory time frame, feeding into integrated performance assessment simulations.
Plug and process loads (PPLs) account for 33% of U.S. commercial building electricity consumption (McKenney et al. 2010). (See Figure 1.) Minimizing these loads is a significant challenge in the design and operation of an energy-efficient building. Lobato et al. (2011) and Lobato et al. (2012) define PPLs as energy loads that are not related to general lighting, heating, ventilation, cooling, and water heating, and that typically do not provide comfort to the occupants. The percentage of total building energy use from PPLs is increasing. According to the U.S. Department of Energy (DOE), by 2030, commercial building energy consumption is expected to increase by 24%; PPL energy consumption is anticipated to increase by 49% in the same time frame (DOE 2010). These trends illustrate the importance of PPL energy reduction to achieve an overall goal of reducing whole-building energy consumption.
This work presents the design of a transportation frame system for 650~MHz superconducting radio frequency cavities with high power couplers. Modal analysis identified the coupler antenna as the critical component with a 38~Hz natural frequency, leading to a dual-frame design with wire rope isolators that achieves 82\% vibration attenuation at the critical frequency. The system meets all transportation requirements, fits within standard shipping crates, and maintains structural integrity under 12g shock loads.
This work presents the design of a transportation frame system for 650~MHz superconducting radio frequency cavities with high power couplers. Modal analysis identified the coupler antenna as the critical component with a 38~Hz natural frequency, leading to a dual-frame design with wire rope isolators that achieves 82\% vibration attenuation at the critical frequency. The system meets all transportation requirements, fits within standard shipping crates, and maintains structural integrity under 12g shock loads.
Plug and process loads (PPLs) account for 33% of U.S. commercial building electricity consumption (McKenney et al. 2010). (See Figure 1.) Minimizing these loads is a significant challenge in the design and operation of an energy-efficient building. Lobato et al. (2011) and Lobato et al. (2012) define PPLs as energy loads that are not related to general lighting, heating, ventilation, cooling, and water heating, and that typically do not provide comfort to the occupants. The percentage of total building energy use from PPLs is increasing. According to the U.S. Department of Energy (DOE), by 2030, commercial building energy consumption is expected to increase by 24%; PPL energy consumption is anticipated to increase by 49% in the same time frame (DOE 2010). These trends illustrate the importance of PPL energy reduction to achieve an overall goal of reducing whole-building energy consumption.
During two weeks of Field Testing at the Idaho National Laboratory INTEC Cask Farm in July and August 2024, the LLNL Dry Storage Cask Scanner Array was lifted on top of an MC-10 dry storage fuel cask and operated to acquire neutron and gamma-ray data from the 24 fuel bundle positions. Neutron and gamma-ray data acquisition scans across the top of the cask of varying dwell times were performed July 15-18, 2024 and August 19-22, 2024 to evaluate the ability of the scanner data to reveal asymmetries in the fuel positions that reflect asymmetries in the MC-10 cask fuel bundle loading. The MC-10 cask 24 position fuel bundle loading at the INTEC Cask Farm is well documented, including the locations of six empty fuel bundle positions. This loading presents an opportunity to test the ability of the scanner system to detect diversion of spent fuel bundles as well as to validate the MC-10 cask MCNP modeling. The cask scanner array consists of six Stilbene crystal scintillator detectors and a linear actuator frame that moves the six detectors across the MC-10 dry storage cask to obtain data above each of the 24 fuel bundle positions. The detectors are connected to a pulse-shape discrimination data acquisition system capable of generating separate neutron and gamma-ray spectra for each detector and for each scan position. From the prior single detector Field Test in 2021 and iteration with MCNP modeling, the neutron and gamma-ray data were analyzed in multiple energy regions to identify an analysis method that would provide the strongest and most consistent signature of the asymmetric MC-10 cask fuel loading1 . From both the 2021 Field Test and the current Field Test results, the neutron capture gamma-ray count rate around 2.2 MeV provides the strongest signature of the asymmetric MC-10 cask fuel loading and has qualitative agreement with MCNP calculations. Counting all gamma-rays produces a similar signature. Neutrons emerging from the cask top are moderated and captured by the hydrogen in the polyethylene moderator and scintillator detector, producing a 2.2 MeV gamma ray which is seen in the scintillator gamma-ray spectrum. The count rate in the 2.2 MeV gamma-ray region is ~50 c/s, which is ~1000x higher than the ~0.05 n/s rate in the > 4MeV neutron region, and ~50x greater than the ~1 n/s rate in the neutrons > 500 keV region. Analysis of the 2.2 MeV neutron-capture Compton-scattered gamma-rays produces a statistically significant signature of the INTEC Cask Farm MC-10 asymmetric fuel loading. MCNP simulations indicate that the average neutron energy spectrum offers the potential to detect a large asymmetry from several missing bundles as well as individual missing fuel bundles. Testing this feature will require measurements on a cask with single missing elements.
With the growing demand for enhanced automotive fuel efficiency and environmental sustainability, there is a need for lightweighting automotive components through innovative design and manufacturing processes. Here, this study leverages a combination of numerical iterative design optimization and hybrid additive manufacturing–compression molding (AM-CM) technique for metal polymer composites to lightweight an automotive seatback. The AM-CM process enables robust mechanical interlocking between metals and composites, boasting high stiffness and strength with low overall density. Replacing metallic components with such metal polymer composites allows for comparable mechanical performance while significantly reducing the overall weight. First, the automotive seatback design space is reduced to critical load carrying regions using topology optimization and high stress concentration areas are identified using finite element analysis. Next, a lightweight metal polymer subcomponent is designed for a high stress concentration region. The full seatback frame with spatially heterogeneous material-specific design is then iteratively optimized to enable enhanced stiffness with minimal weight. Overall, the automotive seatback frame designed with location-specific metal, polymer, and metal polymer composite materials weighs 20% less than the metal-only design while exhibiting similar stiffness.
Magnetic field aligned filaments such as blobs and edge localized mode filaments carry significant amounts of heat and particles to the plasma facing components and they decrease their lifetime. The dynamics of these filaments determine at least a part of the heat and particle loads. These dynamics can be characterized by their translation and rotation. In this paper, we present an analysis method novel for fusion plasmas, which can estimate the angular velocity of the filaments on frame-by-frame time resolution. After pre-processing, the frames are two-dimensional (2D) Fourier-transformed, then the resulting 2D Fourier magnitude spectra are transformed to log-polar coordinates, and finally the 2D cross-correlation coefficient function (CCCF) is calculated between the consecutive frames. The displacement of the CCCF’s peak along the angular coordinate estimates the angle of rotation of the most intense structure in the frame. Further, the proposed angular velocity estimation method is tested and validated for its accuracy and robustness by applying it to rotating Gaussian-structures. The method is also applied to gas-puff imaging measurements of filaments in National Spherical Torus Experiment plasmas.
This report summarizes the work performed at Idaho National Laboratory under the “Creep, fatigue and creep-fatigue crack growth tests” task of the “Long-Term VHTR Material Qualification – INL” work package. Work was performed this year to validate the crack growth monitoring setup used with the test frames against both continuous crack length monitoring using an optical camera, as well as post-mortem analysis of marker bands on the fracture surface. Delays prevented the use of a gauge to measure load-line displacement for early tests, and so the creep-fatigue crack growth setup was evaluated using the actuator displacement for a load-line displacement setup. While not ideal, this allowed examination of the shortcomings with the current software setup that was originally designed for performing stress corrosion crack growth rate studies. The method for data collection was modified to link the crack growth monitoring software with Instron’s Wave Matrix software. Once the load-line displacement gauge arrived, the crack growth equipment was successfully modified to permit continuous monitoring of both load-line displacement and crack length. This is critical for creep-fatigue and creep crack growth rate studies for ductile material, as it permits the C* and Ct analyses. Test results are shown for Alloy 617 fatigue and creep-fatigue (without the gauge for load-line displacement measurements), as well as creep-fatigue of Alloy 709, which was performed with the completed test setup, allowing for crack length and load-line displacement monitoring.
Miscellaneous electric loads (MELs) research dates back over thirty years, with the earliest publications on MELs originating in the late 1980s. As the number and types of MELs grew over the subsequent decades, so did the body of minimum energy performance standards (MEPS) and regulations put in place to control what is now an ever-growing source of energy consumption in the residential and commercial sectors. In particular, these MEPS are designed to control off-mode, standby, and connected standby power consumption to prevent energy waste. Research on MELs focuses a great deal on analyzing the characteristics of MELs, approaches for measuring their consumption, and at a higher level what constitutes a MEL. Despite these advances, there has yet to be a comparison of different approaches across regulatory bodies of MELs – both between and within countries – to identify similarities, gaps, and opportunities for crafting common language and testing procedures. This study provides an international analysis of MELs-related voluntary and mandatory MEPS across 12 economies to address this gap. The analysis demonstrates that even while economies may participate in shared commitments to regulated MELs energy consumption, there remains no common language for framing MELs, nor is there a shared understanding of updating aging test procedures used globally for verifying MELs-related MEPS.
This report documents the study of the Radioisotope Thermoelectric Generator Transport System (RTGTS) chillers capability to transport a Radioisotope Power System (RPS) with low heat loads in the cask. Tests of the RTGTS chillers included setting the glycol/water (coolant) temperature to a control set point of 40° and 60°F while applying heat loads ranging from 2500 to 0 W heat load. The tests performed showed that the chiller systems could handle the entire range of heat loads. However, a noise/vibration started to occur when the set point was 60°F with low heat loads. Three recommended changes to the RTGTS chillers are recommended with varying implementation windows. The first is an operational change that can be implemented immediately. The RTGTS chillers should have a set point of 40°F when transporting an RPS less than 1500 W. The second is a short-term change (within the next two years) augmenting RPS heat by utilizing one RTGTS onboard heater (2500 W) while transporting an RPS with less than 1500 W which will also require a change to the Instrument and Data Acquisition System (IDAS) to allow monitoring and possible control of power to the onboard heaters. However, if the heater does fail during transport, no emergency actions or immediate repairs will be required due to the chillers’ ability to handle low heat loads. Running a 2500 W heater when transporting low heat loads aids in prolonging the life of the chillers. The remaining recommended long-term change is to replace the current chillers with a new portable or permanently installed chiller system in the next five to ten years. This time frame takes advantage of the proven reliability and durability of the current chillers while the new chillers are phased in and proven to the RPS program.
This data was collected between October 12 and December 15 of 2021 at the University of New Hampshire (UNH) and Atlantic Marine Energy Center (AMEC) turbine deployment platform (TDP). This data set includes over 29 days of grid connected turbine operation during this 65 day time frame. The priority for this measurement campaign was to collect data while the turbine was electrically connected to the grid by means of a rectifier and inverter. The Fall_2021_UNH_Measurement_Timeline.png highlights when each instrument was functioning and the Fall_2021_UNH_Test_Log.jpg indicates the four main regions for analysis available from this measurement campaign. The TDP is a floating structure moored on the Portsmouth facing side of Memorial Bridge pier #2, which spans the Piscataqua River between Portsmouth, NH and Kittery, ME. The Piscataqua River connects the Great Bay Estuary to the Gulf of Maine and the river currents are dominated by tidal forcing with water velocities exceeding 2.5 m/s during spring ebb tides at this site which were previously characterized by Kaelin Chancey (Assessment Of The Localized Flow And Tidal Energy Conversion System At An Estuarine Bridge - UNH MS Thesis 2019). The turbine under test was a modified New Energy Corporation (Calgary, CA) model EVG-025 4-blade H-Darrius type vertical axis cross flow turbine that rotates in the clockwise direction with a rotor diameter of 3.2m and blade length of 1.7m. The hydro-foil profile was a NACA 0021 with a 10 inch chord length and a blade preset pitch angle of +4deg with a positive angle corresponding with the toe in direction. The standard EVG-025 has a rotor diameter of 3.4m and its rated power output is 25kW at 3 m/s. The rotor diameter was reduced to accommodate the size of the existing TDP moon-pool. This project was pursued to quantify device performance for cross flow turbines operating in a marine environment. Accurate physical models, to characterize cross flow turbine performance, require real operational data sets due to the complexity of blade fluid interactions. This data can help support model development which will help predict turbine performance when analyzing perspective project locations in the future. Instrumentation was deployed to measure; water speed/direction, electrical power output, turbine shaft speed, turbine thrust force, and platform motion. Concurrent measurements of these parameters allow for correlations (cause and affect) to be inferred, allowing for characterization of device performance over a range of operating conditions. Water currents were measured using Acoustic Doppler Current Profilers (ADCP's) and Acoustic Doppler Velocimeters (ADV's) directly upstream and downstream of the turbine for inflow, wake and turbulence measurements. Electrical power output was measured using the Voltsys rectifier and the Shark power meter. Shaft speed was calculated based on the Voltsys measurements of the permanent magnet three phase generator AC generation frequency, coupled directly to the cross flow turbine under test (i.e., no gear box). Platform motions were captured using a Yost IMU (inertial measurement unit). Turbine thrust loading was measured using a reaction arm about the turbine deployment platform spanning beam, where two bi-directional load cells were connected to the system via a pinned connection. This submission includes zipped folders for each instrument containing quality controlled (QC'd) data in daily .csv files for the relevant duration specific to each instrument, along with separate .csv file that contains the units for each variable. Some instrument daily files are quite large and can pose a challenge for a visual spreadsheet editor to open. A processing software like MATLAB or Python is recommended. Note the degree of QC varied between each instrument due to time constraints. Particular time and attention was given to perform quality control tests on the acoustic based instruments that are particularly suscep...
The Federal Emergency Management Agency (FEMA) stages manufactured housing units (MHUs) at key locations to be used during disasters when other housing accommodations cannot be arranged for individuals or families. Due to the unpredictability of natural disasters and the limitations of the manufactured housing industry to produce large numbers of MHUs in very short periods of time, it is necessary for FEMA to store a large number of units for many months or years. With these long storage periods come degradation issues with frames, tires, bearing, and braking systems. These types of issues are also of interest to the U.S. Department of Transportation (DOT) Federal Motor Carrier Safety Administration (FMCSA) because regulated carriers normally transport these units and 49 CFR 393.75 Tires specifies tire loading restrictions for manufactured homes. To compare the running gear (tires, brakes, drums, bearings, axles, springs, and spring mounting hardware) currently specified in the 2014 Rugged Based Performance Requirements (RBPR) and the newly recommended running gear specified in the upcoming revision to the RBPR, the Oak Ridge National Laboratory (ORNL) outlined a Longevity Test Plan, which focused on the assessment of component longevity (failure rates by component type). The Test Plan also studied the forces imparted to the MHU from the running gear from interaction with the roadway for both the running gear in the 2014 RBPR and the running gear specified in the upcoming RBPR revision. Since the assessment of component longevity and failures are also issues of concern for FMCSA, both agencies collaborated to support the research presented in this report. The tests and data collection were conducted at the Navistar Proving Grounds (NPG) in New Carlisle (near South Bend), Indiana, during the May-November 2018 period. Four alternatives for the suspension system of a typical three-bedroom MHU were considered in this test. Alternative 0 was the MHU that was selected from the FEMA staging area in Selma, Alabama. Empirical data had shown that, on average, this alternative experiences one tire failure every 150 miles (or 0.0067 tire failures per mile traveled). Before testing, Alternative 0 was equipped with similar running gear hardware, although in new condition and installed following the manufacturer’s specifications. This became the Baseline Unit, or Alternative 1. Another unit, also selected from the FEMA staging area in Selma, Alabama, was equipped with better axles (i.e., axles that were rated for 7,000lbs as opposed to 6,000lbs for the Baseline Unit) and better tires. This became the Upgrade Unit, or Alternative 2. At the end of the Longevity Test, the Upgrade Unit was mounted with radial tires. This became Alternative 3.Alternative 1 (Baseline Unit) had, on average, one tire failure every 251 miles (or 0.0040 tire failures per mile traveled). So, by simply following the correct manufacturer’s specifications for the assembly of the transportation system, a reduction of 41% in the per mile tire failure was achieved. In the same test, Alternative 2 (Upgrade Unit) showed, on average, one tire failure every 728 miles traveled (or 0.0014 tire failure s per mile traveled). When the Upgrade Unit was mounted with radial tires in the last part of the test, no tire failures were observed for the 2,400 miles tested. That is, in the case of the radial tires (Alternative 3) the tire failure was less than one per 2,400 miles traveled (or less than 0.0004 tire failures per mile traveled). The data collected for the Longevity Test showed that the maximum accelerations were registered in all cases at the center of the MHU in the vertical direction. The overall maximum was registered by the Baseline Unit, Alternative 1. If that value is normalized to 100%, then the Upgrade Unit (Alternative 2) showed, on average, 81% at the same location, and Alternative 3 (radial-tire test) 59%. That is, the upgraded transportation system showed a reduction of 19% and 41% in the vertical accelerations transmitted to MHU at its center when regular and radial tires, respectively, were used. As part of the Test Protocol, NPG conducted a visual inspection of the MHUs and transportation system at the end of each test day. ORNL reviewed all the inspection reports in an attempt to determine if there was any difference in the damage that the Baseline and Upgrade MHUs showed during the test. The Upgrade Unit always showed lower accelerations transmitted to the MHU than the Baseline Unit. In most cases, these differences were statistically significant. The FEMA inspection report, conducted by a FEMA certified inspector at the end of the tests, included a shorter list of damaged items for the Baseline Unit than for the Upgrade Unit, although similar type of damages was described for both units. This may be an indication that, although lower than those of the Baseline Unit, the accelerations transmitted by the Upgrade Unit were above the threshold at which MHU elements start to fail.
This report describes new experimental results obtained during in situ mechanical tests with neutron-irradiated (10.7 dpa) austenitic 304L steel specimens. The in situ tensile tests inside a scanning electron microscope (SEM) were accompanied by modern high-resolution electron backscatter diffraction (HR-EBSD) analysis. The HR-EBSD approach allowed for investigating and quantifying internal stresses and dislocation structures in nondeformed and deformed steels, materials used in light water reactor internal components. The literature regarding the HR-EBSD analysis of metals and alloys is very limited, and practically no publications on the HR-EBSD analysis coupled with in situ tests are available. Experimental work, performed at Oak Ridge National Laboratory’s Low Activation Materials Development and Analysis facility, is detailed in this report. Section 1 briefly describes strain and stress localization processes and underlines their importance and role in irradiated materials, materials used in nuclear power plants. The section demonstrates that very limited quantitative data exist regarding localized stresses and strains in the irradiated materials at the meso-level (i.e., inside the grain, for a group of interacting grains, or for channel–grain boundary [GB] interaction) whereas local stresses at GBs are key contributors to the stress corrosion crack initiation.Section 2 documents the key methods used to conduct the experimental work: the SEM/EBSD system, miniature tensile frame, and irradiated material. Irradiated specimen manufacturing is described, as this option may be of special interest for other projects. Section 3 provides details of the HR-EBSD in situ tests (e.g., tensile curves, geometry, dimensions of regions of interest, load, and deformation steps). Section 4 discusses the results related to the evolution of geometrically necessary dislocations (GNDs) and their density, spatial, and statistical distributions.Section 5 focuses on the HR-EBSD analysis with respect to a channel–GB interaction. Two aspects are discussed in detail: mapping and analyzing the GND fields before and after loading, and the possibility of investigating local stresses and elastic strains at the channel–GB interaction. The present work results are beneficial for understanding strain and stress localization processes leading to crack initiation, for analyzing the material after long-term in-service life, and for developing predictive models. Section 6 summarizes the work performed and discusses future activities within this research direction.
The Electron Ion Collider (EIC) requires crab cavities to correct for crossing angle effects. These cavities produce a time varying horizontal kick that makes the collision head on in the center of mass frame of the bunches. This results in a luminosity that is very close to the the luminosity obtained without a crossing angle. Producing the kick requires a transverse RF field. This field requires a superconducting resonator and reasonable power levels require loaded quality factors of order a million. This results is a very large transverse impedance for the crabbing mode. The horizontal beta function is large and this, coupled with the large transverse impedance of the resonator can lead to strong instabilities. In the first section of the paper a simple model is used to describe the situation without feedback. There are large ranges of tune leading to strong instabilities in both the electron and hadron storage rings of the EIC. These estimates are confirmed with simulations. In the second section, RF feedback is used to reduce the apparent impedance of the crabbing mode. Simulating the actual feedback would require both a significant rewrite of the tracking code and a significant reduction in computational speed. Instead, the apparent impedance is fitted using one pole filters, which allows use of the existing simulation code. In the third section a transverse damping system is outlined.
Sequences 8 and 9: Downwind Sonics (F,P) and Downwind Sonics Parked (P) This test sequence used an upwind, rigid turbine with a 0° cone angle. The wind speed ranged from 5 m/s to 25 m/s. Yaw angles of 0° to 60° were achieved. The blade tip pitch was 3°. The rotor rotated at 72 RPM during Sequence 8, but it was parked during Sequence 9. Blade pressure measurements were collected. The five-hole probes were removed and the plugs were installed. Plastic tape 0.03-mm-thick was used to smooth the interface between the plugs and the blade. The teeter dampers were replaced with rigid links, and these two channels were flagged as not applicable by setting the measured values in the data file to –99999.99 Nm. The teeter link load cell was pre-tensioned to 40,000 N. During post-processing, the probe channels were set to read -99999.99. Sonic anemometers were mounted on a strut downwind of the turbine. The strut was mounted to the T-frame, which was rotated to align the anemometers aft of the 9% and 49% radius locations at hub height. Because of this configuration, the tunnel balance data are considered invalid. Sequence 9 was designed to compare the downwind sonic anemometer readings with the upwind sonic anemometers without interference from the turbine. The rotor was parked with the instrumented blade at 0° azimuth. All pressure measurements obtained in Sequence 9 are invalid because sufficient time for temperature stabilization did not occur, thus all associated data values were flagged as not applicable by setting the measured values in the data file to 0.0000 Pa. This test is further described in Appendix G.
Sequences 8 and 9: Downwind Sonics (F,P) and Downwind Sonics Parked (P) This test sequence used an upwind, rigid turbine with a 0° cone angle. The wind speed ranged from 5 m/s to 25 m/s. Yaw angles of 0° to 60° were achieved. The blade tip pitch was 3°. The rotor rotated at 72 RPM during Sequence 8, but it was parked during Sequence 9. Blade pressure measurements were collected. The five-hole probes were removed and the plugs were installed. Plastic tape 0.03-mm-thick was used to smooth the interface between the plugs and the blade. The teeter dampers were replaced with rigid links, and these two channels were flagged as not applicable by setting the measured values in the data file to –99999.99 Nm. The teeter link load cell was pre-tensioned to 40,000 N. During post-processing, the probe channels were set to read -99999.99. Sonic anemometers were mounted on a strut downwind of the turbine. The strut was mounted to the T-frame, which was rotated to align the anemometers aft of the 9% and 49% radius locations at hub height. Because of this configuration, the tunnel balance data are considered invalid. Sequence 9 was designed to compare the downwind sonic anemometer readings with the upwind sonic anemometers without interference from the turbine. The rotor was parked with the instrumented blade at 0° azimuth. All pressure measurements obtained in Sequence 9 are invalid because sufficient time for temperature stabilization did not occur, thus all associated data values were flagged as not applicable by setting the measured values in the data file to 0.0000 Pa. This test is further described in Appendix G.