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All sourcesNASA NTRSDOE OSTI
NASA NTRS2018

Prediction Skill of the MJO Teleconnection Signals in the NASA GEOS Subseasonal Reforecasts

Tropical-extratropical teleconnections are considered key to advancing subseasonal prediction. The Madden Julian oscillation (MJO), characterized by large scale convective envelopes propagating along the tropical Indo-Pacific sector, is known to modulate midlatitude circulation and associated weather patterns. Although there is a general consensus on the MJO's influence on the midlatitude circulation, which is thought to be due to modulations of the North Atlantic Oscillation (NAO) and the Pacific North America (PNA) pattern, relatively less is known about the predictability of these teleconnection signals in dynamical forecast models. The composite evolution of the midlatitude circulation anomalies and associated wave train structure as the delayed response to tropical heating are reported in many studies that have examined reanalyses and long model simulations. However, it is yet to be determined whether they lend any beneficial subseasonal forecast skill, especially to weekly mean surface temperature and precipitation over North America. Investigating useful predictable signals from the MJO teleconnections is also complicated by the fact that the MJO is a moving heat source with an approximate periodicity of 30-60 days, and that the structure and amplitude of the midlatitude response can be sensitive to the longitudinal positioning of the heating anomaly as well as the propagation speed of the MJO. The objective of this study is to investigate the impact of MJO teleconnections on forecast accuracy at 2-3 week lead over North America, with an emphasis on the above-mentioned lesser known aspects of these teleconnections. To this end, we utilize a suite of subseasonal reforecasts performed with the latest NASA GEOS-5 seasonal-to-subseasonal (S2S) system. These reforecasts were performed as part of the NOAA SubX project, wherein the NASA GEOS-5 atmosphere-ocean coupled model was run at degree horizontal resolution, initialized every 5 days for the period 1999-2016. The GEOS-5 model shows skillful predictions of the MJO, with the correlation coefficient based on the real-time multivariate MJO (RMM) index staying at or above 0.5 up to forecast lead 26-36 days. The system is thus a useful tool for investigating MJO teleconnection processes.

Achuthavarier, Deepthi↗
DOE OSTI2013

How to distinguish between cloudy mini-Neptunes and water/volatile-dominated super-Earths

One of the most profound questions about the newly discovered class of low-density super-Earths is whether these exoplanets are predominately H{sub 2}-dominated mini-Neptunes or volatile-rich worlds with gas envelopes dominated by H{sub 2}O, CO{sub 2}, CO, CH{sub 4}, or N{sub 2}. Transit observations of the super-Earth GJ 1214b rule out cloud-free H{sub 2}-dominated scenarios, but are not able to determine whether the lack of deep spectral features is due to high-altitude clouds or the presence of a high mean molecular mass atmosphere. Here, we demonstrate that one can unambiguously distinguish between cloudy mini-Neptunes and volatile-dominated worlds based on wing steepness and relative depths of absorption features in moderate-resolution near-infrared transmission spectra (R ∼ 100). In a numerical retrieval study, we show for GJ 1214b that an unambiguous distinction between a cloudy H{sub 2}-dominated atmosphere and cloud-free H{sub 2}O atmosphere will be possible if the uncertainties in the spectral transit depth measurements can be reduced by a factor of ∼3 compared to the published Hubble Space Telescope Wide-Field Camera 3 and Very Large Telescope transit observations by Berta et al. and Bean et al. We argue that the required precision for the distinction may be achievable with currently available instrumentation by stacking 10-15 repeated transit observations. We provide a scaling law that scales our quantitative results to other transiting super-Earths and Neptunes such as HD 97658b, 55 Cnc e, GJ 3470b and GJ 436b. The analysis in this work is performed using an improved version of our Bayesian atmospheric retrieval framework. The new framework not only constrains the gas composition and cloud/haze parameters, but also determines our confidence in having detected molecules and cloud/haze species through Bayesian model comparison. Using the Bayesian tool, we demonstrate quantitatively that the subtle transit depth variation in the Berta et al. data is not sufficient to claim the detection of water absorption.

79 ASTRONOMY AND ASTROPHYSICS↗
NASA NTRS2000

Orbiter Capability for Providing Water to the International Space Station according to the Most Probable Flight Attitudes

Water to be generated by, delivered to, and processed by the International Space Station (ISS) is a critical Environmental Control and Life Support (ECLS) element, especially for the early ISS missions. A significant portion of the water required by the ISS shall be provided by the Shuttle Transportation System (STS) Orbiter. The balance of water generated by the Orbiter Fuel Cells (FC), minus that water consumed by the Orbiter Flash Evaporator System (FES) and crew, is available for transfer to the ISS. During later missions, crew respired and perspired water, as well as effluent water from the Orbiter LiOH canisters, will be collected as condensate and available for transfer to the ISS. Orbiter radiator performance provides the most variance in determining the amount of net Orbiter water available for transfer to the ISS. As radiator performance decreases, the dependence upon the FES (and FC water) increases for rejecting Orbiter waste heat. Generally, radiator performance decreases as the ISS assembly size increases (especially as solar arrays are added), and also as beta angle increases. ISS solar array deployment necessitates the use of models with articulating solar arrays (for Earth local-vertical attitudes), as array position dramatically affects Orbiter radiator performance. Recent developments in the relaxation of beta angle limitations have also increased the complexity and difficulty of providing water to the ISS. Other factors that may hinder the ability to transfer water are the number of empty Contingency Water Containers (CWCs) available, duration of open-hatch time, crew activity timeline, and full CWC storage capability. A parametric study has been accomplished that provides a quick-reference table for determining expected water generation rates for ISS missions 2A.2 through 7A.1. An hourly Orbiter water generation rate is reported according to a matrix that consists of: (1) (six) significant changes in ISS assembly configuration; (2) (four) beta angles (0 deg. , +37 deg., +53 deg. , and +75 deg.); (3) the (three) most representative ISS attitudes (XPOP-O, XPOP-180 and +XVV); (4) (four) Orbiter radiator configurations (both stowed, starboard deployed, port deployed, and both deployed) and (5) the (two) conditions (radiator inlet temperatures and fuel cell power) most consistent with sleep and wake periods. Those permutations of higher probability of occurrence than others have been identified. Another parametric study has been accomplished that provides a quick-reference table for determining expected water generation rates for ISS assembly complete missions. An hourly Orbiter water generation rate is reported according to a matrix that consists of: (1) (seven) beta angles (-75 deg., -60 deg., -30 deg., 0 deg., +30 deg., +60 deg., and +75 deg.); (2) the (nine) PYR angles that define the corners of the envelope; (3) (four) Orbiter radiator configurations (both stowed, starboard deployed, port deployed, and both deployed) and (4) the (two) conditions (radiator inlet temperatures and fuel cell power) most consistent with sleep and wake periods.

Dunaway, Brian↗
NASA NTRS2017

Structural Design Exploration of an Electric Powered Multi-Propulsor Wing Configuration

Advancements in aircraft electric propulsion may enable an expanded operational envelope for electrically powered vehicles compared to their internal combustion engine counterparts. High aspect ratio wings provide additional lift and drag reduction for a proposed multi-propulsor design, however, the challenge is to reduce the weight of wing structures while maintaining adequate structural and aeroelastic margins. Design exploration using a conventional design-and-build philosophy coupled with a finite element method (FEM)-based design of experiments (DOE) strategy are presented to examine high aspect ratio wing structures that have spanwise distributed electric motors. Multiple leading-edge-mounted engine masses presented a challenge to design a wing within acceptable limits for dynamic and aeroelastic stability. Because the first four primary bending eigenmodes of the proposed wing structure are very sensitive to outboard motor placement, safety-of-flight requirements drove the need for multiple spars, rib attachments, and outboard structural reinforcements in the design. Global aeroelasticity became an increasingly important design constraint during the on-going design process, with outboard motor pod flutter ultimately becoming a primary design constraint. Designers successively generated models to examine stress, dynamics, and aeroelasticity concurrently. This research specifically addressed satisfying multi-disciplinary design criteria to generate fluid-structure interaction solution sets, and produced high aspect ratio primary structure designs for the NASA Scalable Convergent Electric Propulsion Technology and Operations Research (SCEPTOR) project in the Aeronautic Research Mission Directorate at NASA. In this paper, a dynamics-driven, quasi-inverse design methodology is presented to address aerodynamic performance goals and structural challenges encountered for the SCEPTOR demonstrator vehicle. These results are compared with a traditional computer aided design based approach.

Moore, James B.↗
DOE OSTI2026

Thermal Performance of Spandrel Assemblies in Glazed Wall Systems: Laboratory Test Design – Challenges and Test Results

Accurate thermal performance calculation procedures for opaque spandrel areas in curtain wall and window wall systems are essential for rating systems when comparing spandrel systems. However, there is a lack of consensus in thermal modeling needed for accurately characterizing heat transfer through spandrel assemblies due to the complex arrangement of materials and structural components. Several studies indicate that conventional 2D thermal simulations may overestimate R-values by 30% compared to physical testing and 3D simulations. Detailed simulations and well-curated laboratory test data are necessary to build confidence in simulation models, which will later be used to develop correlations to improve widely used conventional 2D thermal simulations. This study aims to experimentally test heat transfer through various spandrel assemblies to validate 3D simulation models. Also, the challenges of conducting a thorough testing design along with the solutions would be documented. The team developed a design for testing spandrel assemblies, making appropriate modifications to the existing heat, air, and moisture (HAM) chamber to accommodate the testing needs. Two moveable baffles were designed and fabricated to guide airflow direction parallel to the test article surface. The data acquisition capabilities in the chamber were upgraded to add more than two hundred sensors to the climate and indoor side of the chamber. The goal is to provide a quality dataset for validating complex 3D modeling simulations, which will be used to develop improved thermal simulation techniques that more accurately represent the thermal behavior of spandrel assemblies and their integration within the building envelope. This paper will summarize the results for the boundary conditions of the testing and the temperature variation across different locations of the spandrel assemblies.

Kunwar, Niraj [ORNL] (ORCID:0000000263457652)↗
NASA NTRS2018

Design and Development of a Laboratory-Scale Ice Adhesion Testing Device

When an aircraft traverses through clouds containing supercooled water droplets, in-flight icing can occur that negatively affects vehicle performance by increasing weight and drag leading to loss of lift. Super-cooled water droplets present in clouds that impact vehicle surfaces can lead to inflight icing any time during the year.1 Most events occur at temperatures ranging from 0 to -20degC. Ice generated on the aircraft can vary between clear/glaze, rime, and mixed (Fig. 1) depending on air temperature (-5 to -20degC), liquid water content (0.3-0.6 g/m3), and droplet size (median volumetric diameter of 15-40 μm). Current strategies to remove ice are based on active technologies such as pneumatic boots, heated surfaces, and deicing agents (i.e., ethylene- and propylene-based glycols). The latter have potential environmental concerns. A passive approach to mitigate accreting ice that is actively being investigated are protective coatings. An ice mitigating coating could potentially be used as a stand-alone material, but more likely in combination with an active approach. In the latter scenario, potential reduction in power consumption by the active approach may be realized. To determine the ice adhesion strength of impact ice that is representative of the aircraft environment is not a trivial matter. Test methods utilizing slowly formed ice (i.e., freezer ice) do not accurately simulate this environment. Likewise, some testing methodologies involve sample relocation from the icing environment to the test chamber that can result in thermal shock to the sample, thus affecting the results. The Adverse Environment Rotor Test Stand (AERTS) located at Pennsylvania State University (PSU) has been demonstrated to simulate impact icing conditions within the icing envelope for the determination of ice adhesion shear strength (IASS) without removal/relocation of the sample.2 Due to the confidence in results obtained from AERTS, this instrument is in high demand and requires a significant amount of lead time and capital investment to obtain IASS results. As a solution for quickly and economically screening coatings in a controlled manner under impact icing conditions, a laboratory-scale ice adhesion test and dead blades were then removed from the rotor/blade assembly to obtain the final mass. The IASS of the live blade was determined from the difference in mass (before and after testing) of the live and dead blades, the ice shed area, and the rpm of the shed event. The same live blade sample was tested in triplicate at all three test temperatures. Surface roughness was determined using a Bruker Dektak XT Stylus Profilometer. Measurements were conducted using a 12.5 μm tip at a vertical range of 65.5 μm with an applied force of 3 mg. Data were collected over a 1.0 mm length at a resolution of 0.056 μm/point. Five single line scans at different locations were collected and processed using a two-point leveling subtraction. The resultant Ra (arithmetic roughness) and Rq (root mean square roughness) average values were calculated.

Smith, Joseph G., Jr.↗
DOE OSTI2015

Progress of the enhanced Hanford single shell tank (SST) integrity project - 15497

To improve understanding of the single-shell tanks (SSTs) integrity, Washington River Protection Solutions, LLC (WRPS), the US DOE Hanford Site tank contractor, developed an enhanced Single-Shell Tank Integrity Project (SSTIP) in 2009. An expert panel on SST integrity, consisting of various subject matter experts in industry and academia, was created to provide recommendations supporting the development of the project. This panel developed 33 recommendations in four main areas of interest: structural integrity, liner degradation, leak integrity and prevention, and mitigation of contamination migration. In late 2010, seventeen of these recommendations were used to develop the basis for the M-45-10-1 Change Package for the Hanford Federal Agreement and Compliance Order, which is also known as the Tri-Party Agreement. The change package identified two phases of work for SST integrity. The initial phase was focused on efforts to envelope the integrity of the tanks. The initial phase was divided into two primary areas of investigation: structural integrity and leak integrity. If necessary, based on the outcome from the initial work, second phase would be focused on further definition of the integrity of the tanks and liners. Combined these two phases are designed to support the formal integrity assessment of the Hanford SSTs in 2018 by an Independent Qualified Registered Engineer. As the initial phase of this work completes in early 2015, this paper summarizes the project formation and status the work of the past few years associated the implementation of the Phase one recommendations. Work in the initial phase to further define the DOE's understanding of the structural integrity SSTs involved preparing a modern Analysis of Record (AOR) using finite element analysis. Structural analyses of the SSTs have been conducted since 1957, but these analyses used analog calculations, less rigorous models, or focused on individual structures. As such, an integrated understanding of all of the SSTs has not been developed to modern expectations. In support of this effort, other activities addressed the visual inspection of tank internal conditions and the collection of concrete core samples from the tanks, including a full height tank sidewall core, for analysis of current mechanics properties. The work on the liner leak integrity has examined leaks from 25 tanks with known liner failures. Individual leak assessments were developed for each tank to identify the leak cause and location and estimate historic leak rates. A common cause/failure analysis study was performed to take data from individual tanks to look for trends in the causes of failure. A separate activity is being conducted to examine the propensity for corrosion in select SSTs with aggressive waste layers. (authors)

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗
DOE OSTI2016

WIPP Certification of the Retrieval Box Assay System at the Advanced Mixed Waste Treatment Plant, Idaho - 16241

The Retrieval Box Assay System (RBAS) at the Advanced Mixed Waste Treatment Plant (AMWTP) is an Imaging Passive Active Neutron system supplemented with a High Purity Germanium (HPGe) gamma system for the quantification of Pu-239 Fissile Gram Equivalent (FGE) and transuranic (TRU) alpha activity of waste containers of various sizes up to 249 cm x 149 cm x 198 cm (Length x Width x Height). The system was originally calibrated in 2002 (with a range of surrogate matrices and radioactive sources in a 213 cm x 122 cm x 122 cm FRP box) and has been operational for over a decade. As of August 2015, the RBAS has measured approximately 18,000 boxes (50,000 m3 of waste) which has subsequently been fed into the facility's treatment process. Its success, and the wide envelope of waste that it can characterize, has led AMWTP to extend the RBAS mission to include WIPP certification. As part of this new project, the instrument must be capable of meeting WIPP's Waste Acceptance Criteria (WAC) which include reporting activities and masses of the 10 WIPP-tracked radionuclides. The system will be required to assay sludge and debris waste streams, shredded waste and large metal items. The container size includes Standard Waste Box (SWBs), Fiberglass Reinforced Plywood (FRPs) and large Shredder Boxes. Sludge matrices will be loaded into 210-liter (55-gallon) drums and placed inside an SWB. After assay, boxes will be over-packed into SLB-II's for shipment to WIPP. The target waste streams will contain mixtures of Weapons Grade plutonium, Heat Source plutonium (high in Pu-238 content) and Mixed Oxide (MOX). The activity of the waste is expected to encompass a wide dynamic range of activity from low-level waste (LLW) to TRU with up to several hundred grams of plutonium. Some packages will have high gamma activity associated with fission and activation products such as Cs-137 and Co-60. The existing RBAS hardware (detectors, electronics, assay chamber etc.) was retained for this project. Two lead filters were provided and installed on the existing filter wheels to attenuate the gamma ray flux from the highest activity boxes to avoid overload of the HPGe detectors. The new software suite includes PC-FRAM (Version 5), which is used for the isotopic analysis of the gamma spectra. Integration of FRAM and neutron results is performed using a software package known as RBAS WIPP Analysis Reporting Software (RWARS). This package also performs matrix dependent background adjustments. Other upgrades provided include automated tests that identify when assay parameters fall outside a predetermined range and a new Quality Checking (QC) application. Minimum Detectable Activity (MDA) values were determined for the active and passive neutron modes as a function of measured matrix correction indices. The resulting Minimum Detectable Concentration (MDC) has been demonstrated to be less than 3700 Bq/g alpha activity (100 nCi/g). Modifications were performed to update the system TMU parameters to accommodate assay of non-standard size boxes and a wider range of matrix materials. A series of calibration confirmation, measurements were performed on site in 2014 using a representative range of surrogate boxes and radioactive sources including Pu. The WIPP WAC performance criteria were successfully demonstrated up to 157 g Pu and the system passed its first Performance Demonstration Program (PDP) cycle in the Spring of 2015. (authors)

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗
DOE OSTI2013

Cleanup under Airlock of an Old Uranium Foundry - 13273

Since 2004, AREVA's subsidiary SICN has been conducting the cleanup and dismantling of an old uranium foundry located in the town of Annecy (France). The first operations consisted in the removal of the foundry's production equipment, producing more than 300 metric tons (MT) of waste. The second step consisted in performing the radiological characterization of the 1,600 m{sup 2} (17,200 ft{sup 2}) building, including underground trenches and galleries. The building was precisely inventoried, based on operations records and direct measurements. All sub-surfaces, which needed to be cleaned up were characterized, and a determination of the contamination migration was established, in particular with trenches and galleries. The wall thicknesses to be treated were empirically justified, knowing that the maximal migration depth inside concrete is 5 mm for a liquid transfer vector. All singularities such as cracks, anchoring points, etc. were spotted for a complete and systematic treatment. Building structures not laying directly on the soil, such as floor slabs, were not cleaned up but directly deconstructed and disposed of as waste. The facility was located within the town of Annecy. Therefore, in order to avoid the risk of dusts dispersion and public exposure during the building deconstruction and the soil treatment, a third of the building's surface was confined in a sliding airlock built from a metal structure capable of resisting to wind and snow, which are frequent in this area. This particular structure provided a static confinement over the half of the building which was covered and a dynamic confinement using a ventilation and high efficiency air filtration system, sized to provide 2.5 air changes per hour. The enclosure and its metallic structure is 33 m long (108 feet), 25 m wide (82 feet), and 13 m high (42 feet), for a volume of 10,000 m{sup 3} (353,000 ft{sup 3}). It was made up of a double skin envelope, allowing the recycling of its structure and outside envelope. After cleaning up and dismantling the first portion of the building, the enclosure was repositioned on the second and the last third of the building, by sliding it on support pads. Almost 7,000 m{sup 2} of concrete surface has been treated with no dust dispersion outside the enclosure. After treatment, all the remaining surfaces were controlled by an independent entity to verify their acceptability with regards to residual contamination (less than 0.4 Bq/cm{sup 2} (24 DPM) for alpha contamination and less than 1 Bq/g of total uranium). Approximately 1,900 MT of equipment and waste were generated in batches of 1m{sup 3}, in order to be staged on site, and then characterized and packaged in 20 foot containers for shipment to the final ANDRA repository. The package certification included the verification of the physical and chemical characteristics and the radiological characteristics (mass activity, dose rate, and residual outside surface contamination). Finally, after cleanup and dismantling of the foundry, a concrete slab was poured on the free surface as a clean base for implementation of new activities. (authors)

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2024

Hydrodynamical Simulations of Proton Ingestion Flashes in Type I X-Ray Bursts

We perform the first multidimensional fluid simulations of thermonuclear helium ignition underneath a hydrogen-rich shell. This situation is relevant to Type I X-ray bursts on neutron stars that accrete from a hydrogen-rich companion. Using the low-Mach number fluid code MAESTROeX, we investigate the growth of the convection zone due to nuclear burning, and the evolution of the chemical abundances in the atmosphere of the star. We also examine the convective boundary mixing processes that cause the evolution to differ significantly from previous one-dimensional simulations that rely on mixing-length theory. We find that the convection zone grows outward as penetrating fluid elements cool the overlying radiative layer, rather than directly from the increasing entropy of the convection zone itself. Simultaneously, these flows efficiently mix composition, carrying carbon out of and protons into the convection zone even before contact with the hydrogen shell. We discuss the implications of these effects for future modeling of these events and observations.

astrophysical fluid dynamics↗
NASA NTRS2018

Computational Component Build-Up for the X-57 Distributed Electric Propulsion Aircraft

A computational study of the wing for the distributed electric propulsion X-57 Maxwell airplane configuration at cruise and takeoff/landing conditions was completed. Three unstructured-mesh, Navier-Stokes computational fluid dynamics methods, FUN3D, USM3D and Kestrel, were used to predict the performance buildup of components to the full X-57 configuration. The goal of the X-57 wing and distributed electric propulsion system design was to meet or exceed the required lift coefficient of 3.95 for a stall speed of 58 knots. The X-57 Maxwell airplane was designed with a small, high aspect ratio cruise wing that was designed for a high cruise lift coefficient of 0.75 at a cruise speed of 150 knots and altitude of 8,000 ft, with an angle of attack of approximately 0deg. The computational data indicates that the X-57 full aircraft drag would meet the cruise drag goal with a 25 count drag margin. The cruise configuration maximum lift coefficient is 2.07 and without including the stabilator is 1.86 at an angle of attack of 14 deg, predicted with the USM3D flow solver using the Spalart-Allmaras turbulence model. The maximum lift coefficient for the high-lift wing (with the 30deg flap deflection) without the stabilator contribution is 2.60 at an angle of attack of 13 deg. For high-lift blowing conditions with 13.7 hp/prop, the maximum lift coefficient excluding the stabilator is 4.426 at (alpha) = 13 deg. Therefore, the lift augmentation from the high-lift propellers is 1.7 and the total lift augmentation from the high-lift system (30 deg flap deflection and the high-lift blowing) is 2.38. The drag for the high-lift wing with 30 deg flap deflection is much higher than the cruise wing configuration, but the high-lift system is used only during a small portion of the flight envelope. The pitching moment is relatively constant for both blown and unblown conditions when the stabilator is excluded. Modeling the full geometry has indicated some adverse effects from the fuselage on the wing and stabilator. At high angles of attack, the solutions with the USM3D flow solver using the Spalart-Allmaras turbulence model indicates large flow separation on the wing upper surface between the two high-lift nacelles near the fuselage, and also a reduction in sectional lift on the stabilator in the first 50 percent of the stabilator semispan. However, the large flow separation near the fuselage is mostly eliminated in the solutions predicted with two codes, USM3D and Kestrel, using Hybrid Reynolds-averaged Navier Stokes/Large Eddy Simulation turbulence models.

Deere, Karen A.↗
DOE OSTI2016

Evaluation of the U.S. Department of Energy Challenge Home Program Certification of Production Builders - Chicago, IL and Devens, MA

TO4 Task 3.1 - K Hovnanian Chicago, IL DOE Challenge Home Program Certified Home Constructed and Verified Specifications DOE Challenge Home Building envelope Ceiling R-49 blown fiberglass, Grade I Walls 2x4 framing @ 16 o.c. with R-13 fiberglass batts, Grade I and 1"" R-5 extruded polystyrene (XPS) insulating sheathing Frame Floors R-38 blown fiberglass, Grade I Basement Walls R-19 fiberglass batts draped full height, Grade I Basement Slab uninsulated Windows Above Grade: ENERGY STAR certified, U=0.29, SHGC=0.28 Basement: Non ENERGY STAR certified, U=0.29, SHGC=0.24 Infiltration 2 ACH 50 Mechanical systems Heat 95% AFUE sealed combustion natural gas furnace in conditioned space Goodman GMH950703BXAF Cooling 13 SEER split system Goodman GSX130301BC DHW AO Smith Vertex 100 0.96 EF natural gas tank water heater in 2nd floor utility closet Hot Water Distribution Redesigned trunk and branch Compliant with EPA WaterSense Efficient Distribution Requirements Ducts Located 100% in conditioned space via floor joists leak free to outside (5% or less) Ventilation Central Fan Integrated Supply (CFIS) ventilation with 6"" insulated outside air duct Fan Controller: Air Cycler FRV, with 6"" motorized damper 50 CFM outside air flow, 33% duty cycle (10 minutes on, 20 minutes off); ASHRAE 62.2-2010 compliance via an exhaust fan - Panasonic FV-08VQ5 WhisperCeiling Rerturn Pathways Active Return at Master Bedroom Transfer Grilles in Secondary Bedrooms Appliances, Lighting, MELs Lights 80% ENERGY STAR certified CFL Appliances ENERGY STAR certified refrigerator, dishwasher, and clothes washer; Natural gas range/oven and clothes dryer" STRUCTURE - Test House Lot 145 - 2013 DOE Challenge Test House Task 3.1 Bolingbrook, IL 60490 House is constructed and is DOE Challenge Verified by Don Nelson, a local rater. The purpose of this project was to evaluate integrated packages of advanced measures in individual test homes to assess their performance with respect to Building America Program goals, specifically compliance with the DOE Challenge Home Program. To that end, Building Science Corporation (BSC) consulted on the construction of five test houses by three cold climate production builders in three separate U.S. cities. (1) K. Hovnanian Homes, Chicago, Illinois (2) David Weekley Homes, Denver, Colorado (3) Transformations, Inc., Devens, Massachusetts. Overall, the builders have concluded that the energy related upgrades (either through the prescriptive or performance path) represent reasonable upgrades. The builders commented that while not every improvement in specification was cost effective (as in a reasonable payback period), many were improvements that could improve the marketability of the homes and serve to attract more energy efficiency discerning prospective homeowners. However, the builders did express reservations about the associated checklists and added certifications. An increase in administrative time was observed with all builders. The checklists and certifications also inherently increase cost due to: (1) Adding services to the scope of work for various trades, such as HERS Rater and heating, ventilation, and air conditioning contractor. (2) Increased material costs related to the checklists, especially the U.S. Environmental Protection Agency Indoor airPLUS and WaterSense Efficient Hot Water Distribution requirement. Ceiling - 18" cellulose Walls - 12" open cell spray foam in double stud walls Foundation - R-10 under slab, 3 1/2" closed-cell spray foam at walls Windows - Harvey U=0.20, SHGC=0.22 Infiltration - 1.0 sq in per 100 sq ft Heating - Mini split heat pump, 10.6 HSPF, 23 SEER Cooling - Mini split heat pump, 10.6 HSPF, 23 SEER DHW - 0.97 EF instantaneous propane water heater Ventilation - bathroom exhaust fans as basic option, HRV upgrade option Adams Circle Devens MA 01434 Cavite Street Devens, MA 01434

Array↗
DOE OSTI2014

SiO AND H{sub 2}O MASER SURVEY TOWARD POST-ASYMPTOTIC GIANT BRANCH AND ASYMPTOTIC GIANT BRANCH STARS

We performed simultaneous observations of SiO v = 1, 2, {sup 29}SiO v = 0, J = 1-0 and H{sub 2}O 6{sub 16}-5{sub 23} maser lines toward 143 AGB and 164 post-asymptotic giant branch (AGB) stars in order to investigate how evolutionary characteristics from AGB to post-AGB stars appear in both SiO and H{sub 2}O maser emissions. The observations were carried out from 2011 February to 2012 March using the Korean VLBI Network single-dish telescopes. We have detected SiO and/or H{sub 2}O maser emission from 21 sources out of 164 post-AGB stars including 12 new detections. Of 143 AGB stars, we detected SiO and/or H{sub 2}O maser emission from 44 stars including 24 new detections. SiO v = 2, J = 1-0 maser emission without a SiO v = 1 maser was detected from 7 sources among 14 SiO-detected post-AGB stars, and the intensity of the SiO v = 2, J = 1-0 maser tends to be much stronger than that of SiO v = 1, which is different from those of AGB stars. This may be related to the development of hot dust shells according to the evolutionary processes of post-AGB stars. We also found that both SiO and H{sub 2}O masers were detected in the blue group (LI, or Left of IRAS), while only the H{sub 2}O maser was detected in the red group (RI, or Right of IRAS) for post-AGB stars. These different detection rates between SiO and H{sub 2}O masers may originate from the different abundances of masing molecules in the circumstellar envelope according to the different mass and expansion velocity between LI and RI regions together with their evolutionary stages.

79 ASTRONOMY AND ASTROPHYSICS↗
DOE OSTI2016

Impact Study of Metal Fasteners in Roofing Assemblies using Three-Dimensional Heat Transfer Analysis

Heat transfer analysis was performed on typical roofing assemblies using HEAT3, a three-dimensional heat transfer analysis software. The difference in heat transferred through the roofing assemblies considered is compared between two cases - without any steel fasteners and with steel fasteners. In the latter case, the metal roofing fasteners were arranged as per Factor Mutual Global (FMG) approvals, in the field, perimeter, and corner zones of the roof. The temperature conditions used for the analysis represented summer and winter conditions for three separate Climate Zones (CZ) namely Climate Zone 2 or CZ2 represented by Orlando, FL; CZ3 represented by Atlanta, GA; and CZ6 zone represented by St. Paul, MN. In all the climatic conditions, higher energy transfer was observed with increase in the number of metal fasteners attributed to high thermal conductivity of metals as compared to the insulation and other materials used in the roofing assembly. This difference in heat loss was also quantified in the form of percentage change in the overall or effective insulation of the roofing assembly for better understanding of the practical aspects. Besides, a comparison of 2D heat transfer analysis (using THERM software) and 3D analysis using HEAT3 is also discussed.

3D modeling↗
DOE OSTI2015

Modeling of the Reactor Core Isolation Cooling Response to Beyond Design Basis Operations - Interim Report

Efforts are being pursued to develop and qualify a system-level model of a reactor core isolation (RCIC) steam-turbine-driven pump. The model is being developed with the intent of employing it to inform the design of experimental configurations for full-scale RCIC testing. The model is expected to be especially valuable in sizing equipment needed in the testing. An additional intent is to use the model in understanding more fully how RCIC apparently managed to operate far removed from its design envelope in the Fukushima Daiichi Unit 2 accident. RCIC modeling is proceeding along two avenues that are expected to complement each other well. The first avenue is the continued development of the system-level RCIC model that will serve in simulating a full reactor system or full experimental configuration of which a RCIC system is part. The model reasonably represents a RCIC system today, especially given design operating conditions, but lacks specifics that are likely important in representing the off-design conditions a RCIC system might experience in an emergency situation such as a loss of all electrical power. A known specific lacking in the system model, for example, is the efficiency at which a flashing slug of water (as opposed to a concentrated jet of steam) could propel the rotating drive wheel of a RCIC turbine. To address this specific, the second avenue is being pursued wherein computational fluid dynamics (CFD) analyses of such a jet are being carried out. The results of the CFD analyses will thus complement and inform the system modeling. The system modeling will, in turn, complement the CFD analysis by providing the system information needed to impose appropriate boundary conditions on the CFD simulations. The system model will be used to inform the selection of configurations and equipment best suitable of supporting planned RCIC experimental testing. Preliminary investigations with the RCIC model indicate that liquid water ingestion by the turbine decreases the developed turbine torque; the RCIC speed then slows, and thus the pump flow rate to the RPV decreases. Subsequently, RPV water level decreases due to continued boiling and the liquid fraction flowing to the RCIC decreases, thereby accelerating the RCIC and refilling the RPV. The feedback cycle then repeats itself and/or reaches a quasi-steady equilibrium condition. In other words, the water carry-over is limited by cyclic RCIC performance degradation, and hence the system becomes self-regulating. The indications achieved to date with the system model are more qualitative than quantitative. The avenues being pursued to increase the fidelity of the model are expected to add quantitative realism. The end product will be generic in the sense that the RCIC model will be incorporable within the larger reactor coolant system model of any nuclear power plant or experimental configuration.

21 SPECIFIC NUCLEAR REACTORS AND ASSOCIATED PLANTS↗
NASA NTRS2010

Toward Right-Fidelity Rotorcraft Conceptual Design

The aviation Advanced Design Office (ADO) of the US Army Aeroflightdynamics Directorate (AMRDEC) performs conceptual design of advanced Vertical Takeoff and Landing (VTOL) concepts in support of the Army's development and acquisition of new aviation systems. In particular, ADO engages in system synthesis to assess the impact of new technologies and their application to satisfy emerging warfighter needs and requirements. Fundamental to ADO being successful in accomplishing its role; is the ability to evaluate a wide array of proposed air vehicle concepts, and independently synthesize new concepts to inform Army and DoD decision makers about the tradespace in which decisions will be made (Figure 1). ADO utilizes a conceptual design (CD) process in the execution of its role. Benefiting from colocation with NASA rotorcraft researchers at the Ames Research Center, ADO and NASA have engaged in a survey of the current rotorcraft PD practices and begun the process of improving those capabilities to enable effective design and development of the next generation of VTOL systems. A unique aspect of CD in ADO is the fact that actual designs developed in-house are not intended to move forward in the development process. Rather, they are used as reference points in discussions about requirements development and technology impact. The ultimate products of ADO CD efforts are technology impact assessments and specifications which guide industry design activity. The fact that both the requirement and design are variables in the tradespace adds to the complexity of the CD process. A frequent need is ability to assess the relative "cost" of variations in requirement for a diverse set of VTOL configurations. Each of these configurations may have fundamentally different response characteristics to this requirement variation, and such insight into how different requirements drive different designs is a critical insight ADO attempts to provide decision makers. The processes and tools utilized are driven by the timeline in which questions must be answered. This can range from quick "back-of-the-envelope" assessments of a configuration made in an afternoon, to more detailed tradespace explorations that can take upwards of a year to complete. A variety of spreadsheet based tools and conceptual design codes are currently in use. The in-house developed conceptual sizing code RC (Rotorcraft) has been the preferred tool of choice for CD activity for a number of years. Figure 2 illustrates the long standing coupling between RC and solid modeling tools for layout, as well as a number of ad-hoc interfaces with external analyses. RC contains a sizing routine that is built around the use of momentum theory for rotors, classic finite wing theory, a referred parameter engine model, and semi-emperical weight estimation techniques. These methods lend themselves to rapid solutions, measured in seconds and minutes. The successful use of RC, however requires careful consideration of model input parameters and judicious comparison with existing aircraft to avoid unjustified extrapolation of results. RC is in fact a legacy of a series of codes whose development started in the early 1970s, and is best suited to the study of conventional helicopters and XV-15 style tiltrotors. Other concepts have been analyzed with RC, but typically it became necessary to modify the source code and methods for each unique configuration. Recent activity has lead to the development of a new code, NASA Design and Analysis of Rotorcraft (NDARC). NDARC uses a similar level of analytical fidelity as RC, but is built on a new framework intended to improve modularity and ability to rapidly model a wider array of concepts. Critical to achieving this capability is the decomposition of the aircraft system into a series of fundamental components which can then be assembled to form a wide-array of configurations. The paper will provide an overview of NDARC and its capabilities.

Sinsay, Jeffrey D.↗
DOE OSTI2017

Simultaneous Observations of H{sub 2}O and SiO Masers toward OH/IR Stars

We performed simultaneous observations of SiO v = 1, 2, {sup 29}SiO v = 0, J = 1–0, and H{sub 2}O 6{sub 12}→5{sub 23} maser lines toward 252 OH/IR stars using the individual 21 m telescopes of the Korean VLBI Network (KVN). The observations for studying SiO and H{sub 2}O maser properties associated with the different evolutionary stages of OH/IR stars were carried out from 2011 November to 2012 July. Both H{sub 2}O and SiO masers were detected from 50 sources with a detection rate of 20% in one epoch of observation. One-sided SiO maser emissions without H{sub 2}O were detected from 108 sources and H{sub 2}O maser emission was detected from 11 sources, of which the detection rates were 43% and 4%, respectively. The overall detection rate of the SiO maser was 63%, and that of the H{sub 2}O maser was 24%. There were 65 new detections in the SiO maser lines, 22 new detections in the H{sub 2}O maser line, and 4 new detections in the {sup 29}SiO maser line. For the H{sub 2}O and/or SiO maser- detected sources, mutual relations between SiO and H{sub 2}O maser properties (including peak and integrated antenna temperatures, and full widths at zero power, etc.) are investigated based on a statistical analysis. We also investigate these maser properties on an IRAS two-color diagram related to stellar evolutionary sequences. In particular, a large number of SiO v = 2-only detected sources appear among the SiO-only detected sources compared to those of both H{sub 2}O and SiO maser detected sources and also appear in the later evolutionary stages of asymptotic giant branch AGB stars in the IRAS two-color diagram. These results may be associated with the development of a hot and thick dust envelope at later stages of AGB evolution and the different excitation conditions of SiO v = 1 and v = 2 masers. Our observational results will be useful for statistical studies of circumstellar envelopes of OH/IR stars related to their late evolution and future very long baseline interferometry (VLBI) observations.

79 ASTRONOMY AND ASTROPHYSICS↗
NASA NTRS1995

Evaluation of F/A-18A HARV inlet flow analysis with flight data

The F/A-18A aircraft has experienced engine stalls at high angles-of-attack and yaw flight conditions which were outside of its flight envelope. Future aircraft may be designed to operate routinely in this flight regime. Therefore, it is essential that an understanding of the inlet flow field at these flight conditions be obtained. Due to the complex interactions of the fuselage and inlet flow fields, a study of the flow within the inlet must also include external effects. Full Navier-Stokes (FNS) calculations on the F/A-18A High Alpha Research Vehicle (HARV) inlet for several angles-of-attack with sideslip and free stream Mach numbers have been obtained. The predicted forebody/fuselage surface static pressures agreed well with flight data. The surface static pressures along the inlet lip are in good agreement with the numerical predictions. The major departure in agreement is along the bottom of the lip at 30 deg and 60 deg angle-of-attack where a possible streamwise flow separation is not being predicted by the code. The circumferential pressure distributions at the engine face are in very good agreement with the numerical results. The variation in surface static pressure in the circumferential direction is very small with the exception of 60 angle-of-attack. Although the simulation does not include the effect of the engine, it appears that this omission has a second order effect on the circumferential pressure distribution. An examination of the unsteady flight test data base has shown that the secondary vortex migrates a significant distance with time. In fact, the extent of this migration increases with angle-of-attack with increasing levels of distortion. The effects of the engine on this vortex movement is unknown. This implies that the level of flow unsteadiness increases with increasing distortion. Since the computational results represent an asymptotic solution driven by steady boundary conditions, these numerical results may represent an arbitrary point in time. A comparison of the predicted total pressure contours with flight data indicates that the numerical results are within the excursion range of the unsteady data which is the best the calculations can attain unless an unsteady simulation is performed.

Smith, C. Frederic↗