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At least 1,783 records · Page 99

Development and test results of a flight management algorithm for fuel conservative descents in a time-based metered traffic environment

A simple flight management descent algorithm designed to improve the accuracy of delivering an airplane in a fuel-conservative manner to a metering fix at a time designated by air traffic control was developed and flight tested. This algorithm provides a three dimensional path with terminal area time constraints (four dimensional) for an airplane to make an idle thrust, clean configured (landing gear up, flaps zero, and speed brakes retracted) descent to arrive at the metering fix at a predetermined time, altitude, and airspeed. The descent path was calculated for a constant Mach/airspeed schedule from linear approximations of airplane performance with considerations given for gross weight, wind, and nonstandard pressure and temperature effects. The flight management descent algorithm is described. The results of the flight tests flown with the Terminal Configured Vehicle airplane are presented.

Knox, C. E.↗

Designing Cost‐Effective Carbon Payments to Induce Cellulosic Feedstock Production for Sustainable Aviation Fuel

Perennial bioenergy crops, such as miscanthus and switchgrass, and crop residues have the potential to scale up sustainable aviation fuel (SAF) production and mitigate carbon emissions. However, high establishment costs, delayed returns, and risk–return profiles that diverge from those of conventional crops can hinder incentives to adopt bioenergy crops. We develop an economic model that incorporates spatially varying joint yield and price distributions for the multiple crop choices a farmer faces and apply it to examine the incentives for risk-averse, present-biased, and credit-constrained farmers to produce cellulosic feedstocks under various biomass prices. We link this model to a biogeochemical model to quantify the spatially varying carbon mitigation benefits from these feedstocks in the rainfed region of the United States. We also analyze the cost-effectiveness of two carbon payment policies: annual and upfront. We find that risk-averse, present-biased, or credit-constrained farmers prefer to grow the lower-yielding but less risky switchgrass and harvest corn stover instead of the lower carbon, higher-yielding but riskier feedstock miscanthus, resulting in lower SAF production. Upfront carbon payments incentivize higher quantities of less carbon-intensive SAF production by risk-averse, credit-constrained, and present-biased farmers because they offset a part of the establishment costs of miscanthus. We also find that when farmers are credit-constrained, upfront payments are more cost-effective in terms of carbon mitigation per dollar spent. In contrast, annual payments are more cost-effective when farmers can access credit.

09 BIOMASS FUELS↗

High temperature steam oxidation dynamics of U 3 Si 2 with alloying additions: Al, Cr, and Y

Uranium silicides are considered for advanced technology reactor fuels due to their enhanced thermal conductivity and high uranium density (U 3 Si and U 3 Si 2 ) compared to traditional UO 2 . Susceptibility to oxidation and wash out, in the event of a cladding breech, could limit the potential for deployment of silicides as accident tolerant fuels. Mitigating the water reaction for U 3 Si 2 could enable its use as an accident tolerant, high uranium density fuel or as a composite fuel constituent. Reported here is the impact of alloying additions of Al, Cr and Y on the high temperature, steam oxidation response of U 3 Si 2 . In addition to the thermogravimetric response, as melted microstructures, phase compositions and post oxidation analysis are also presented. Here, the investigation shows steam oxidation dynamics are altered, from non-alloyed U 3 Si 2 , under thermally ramped conditions. However, additional alloy development of these fuel forms is necessary for further consideration as candidate accident tolerant fuels in water-cooled reactor designs.

36 MATERIALS SCIENCE↗

Conceptual design of DIII-D experiments to diagnose the lifetime of spin polarized fuel

Abstract In magnetic fusion experiments, the cross sections for the D-T and D- 3 He fusion reactions are increased by as much as 50% if the fuel remains spin polarized parallel to the magnetic field. The goal of this study is to assess the feasibility of lifetime measurements of spin polarization, in magnetic fusion relevant conditions, on the DIII-D tokamak using relative changes in charged fusion product (CFP) loss measurements that depend upon the differential fusion cross section d σ /dΩ. Relative measurements that capture changes in the escaping CFP pitch, poloidal, and energy distributions are studied in two realistic TRANSP calculated plasma scenarios: (a) vector-polarized 3 He and D pellets are injected into a hot hydrogen plasma to produce thermonuclear reactions, and (b) a tensor-polarized deuterium pellet is injected into an L-mode hydrogen background plasma that includes unpolarized 3 He neutral beam injection. Ideal CFP signals in both scenarios show substantial pitch sensitivity to polarization for 14.7 MeV proton detection at a poloidal angle of − 56 ∘ (on the outer wall in the ion ∇ B direction), and strong sensitivity to polarization for 3.6 MeV alpha flux detection by an array of poloidal detectors. Energy-resolved measurements of 14.7 MeV protons are also sensitive to the degree of polarization for the − 56 ∘ port in the beam-plasma scenario. A realistic assessment of CFP signals in the thermonuclear scenario show count rates in the range of 2 × 10 4 cps for pitch-resolved proton detection and 2 × 10 5 cps for alpha flux measurements. Reduced chi-squared χ r 2 calculations show polarization lifetime measurements are feasible for either proton or alpha detection of both enhanced or suppressed polarization for the thermonuclear scenario. Measurements of gamma rays produced in the weak D + 3 He → γ + 5 Li branch complement the CFP measurements.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

Design and evaluation of high performance rocket engine injectors for use with hydrocarbon fuels

The feasibility of using a heavy hydrocarbon fuel as a rocket propellant is examined. A method of predicting performance of a heavy hydrocarbon in terms of vaporization effectiveness is described and compared to other fuels and to experimental test results. Experiments were done at a chamber pressure of 4137 KN/sq M (600 psia) with RP-1, JP-10, and liquefied natural gas as fuels, and liquid oxygen as the oxidizer. Combustion length effects were explored over a range of 21.6 cm (8 1/2 in) to 55.9 cm (22 in). Four injector types were tested, each over a range of mixture ratios. Further configuration modifications were obtained by reaming each injector several times to provide test data over a range of injector pressure drop.

Pavli, A. J.↗

Design and evaluation of high performance rocket engine injectors for use with hydrocarbon fuels

An experimental program to determine the feasibility of using a heavy hydrocarbon fuel as a rocket propellant is reported herein. A method of predicting performance of a heavy hydrocarbon in terms of vaporization effectiveness is described and compared to other fuels and to experimental test results. The work was done at a chamber pressure of 4137 KN/sq M (600 psia) with RP-1, JP-10, and liquefied natural gas as fuels, and liquid oxygen as the oxidizer. Combustion length effects were explored over a range of 21.6 cm (8 1/2 in.) to 55.9 cm (22 in.). Four injector types were tested, each over a range of mixture ratios. Further configuration modifications were obtained by 'reaming' each injector several times to provide test data over a range of injector pressure drop.

Pavli, A. J.↗

Off-design analysis of a gas turbine powerplant augmented by steam injection using various fuels

Results are compared using coal derived low and intermediate heating valve fuel gases and a conventional distillate. The results indicate that steam injection provides substantial increases in both power and efficiency within the available compressor surge margin. The results also indicate that these performance gains are relatively insensitive as to the type of fuel. Also, in a cogeneration application, steam injection could provide some degree of flexibility by varying the split between power and process steam.

Stochl, R. J.↗

Optical Detection Of Flameout In A Combustor

Fuel supply shut down in time to prevent explosion. Optical flameout detector designed to signal control system of facility to cut off supply of fuel into combustion chamber if flame goes out. Combustor which optical flameout detector designed burns methane in air to provide hot gases for 8-ft high-temperature test chamber. Acoustical flameout detector for same combustor described in "Acoustical Detection of Flameout in Combustor" (LAR-14900). Fiber optic probes mounted to fuel-spray bar upstream of flame. No focusing optics used, and probes aimed across flow of gases at spot on combustion chamber wall downstream from spray bar. Arrangement enables flameout detection system to respond quickly to potential loss of flame since it detects movement of flame front away from spray bar face. Overall response time of detection system under 10 milliseconds.

Borg, Stephen E.↗

Alloy 709 Advanced Austenitic Stainless Steel

Provide material solutions to enabling design, construction, licensing and operation of advanced reactors Including Fast Reactors, Gas-cooled Reactors and Molten Salt Reactors (solid or liquid fuel) Could be of modular or micro designs, and from hundreds of MWe to kWe Provide technical bases needed for design and licensing of advanced reactor components Develop & validate improved high temperature design methodology Provide qualification data (to NQA-1 or equivalent) on structural materials Utilize consensus standards when appropriate (e.g., ASME, ASTM, etc.) Target resolution of issues needed for near to mid-term deployment of advanced reactors

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗

First Principle based Thermal Conductivity Modeling of Metal Alloys with Applications on Uranium Alloys

Thermal conductivity is an important materials property related to heat transport, which is essential to many applications, ranging from thermoelectrics to nuclear reactor materials. High- quality thermal conductivity data is critical to these materials and their associated technologies, including the nuclear fuel materials like traditional oxide fuels and metallic uranium (U) fuels, e.g. U-Zr and U-Mo alloys. And thermal conductivity modeling is widely used to interpolate or extrapolate experimental data, to obtain high-quality thermal conductivity data over wide temperature and composition range, and to understand the impacts of different factors including defects and microstructures. However, a general thermal conductivity model for metal alloys which can work regrading different phase components is still missing. Also, for U alloys, a thermal conductivity model working with different phases is needed. Therefore, in this work, we developed thermal conductivity models for metal alloys, based on ab-initio calculations, semi-classical physics rules, and limited experimental data. The goals of these models are to help obtain high- quality thermal conductivity data within a little experimental input as possible, have models that are extendable to varying microstructures, including different types of irradiation effects, and provide mechanistic understanding of heat transfer in the modeled alloys. In this work, our model solves several challenges in the development. The DFT-BTE approach is applied to decrease the reliance on experimental data and make the model extendable to composition changes and defects. A practical and efficient way to combine the DFT inputs with physics rules is pointed out in this work too. A staged approach, which starts from simple cases of elemental metals, then extends to solid solutions, different compound phases, and multi-phase mixtures, is presented to work with the metal alloys in different phase components. Our models are demonstrated respectively on aU for elemental metal model, on U-Zr and U-Mo alloys in aU temperature range for multi-phase mixture model, on high-temperature U-Zr, U-Nb, and U-Mo alloys in the body-centered cubic phase for concentrated solid solution model, and on irradiated U-Mo alloys for irradiated metal alloy model. All models show great agreement with experimental data. In these demonstrations, our model shows its advantages compared to previous empirical fitting model. Our model requires fewer experimental data, due to the inputs from DFT. The quantitative insights into the different physical factors are provided in our model, as it incorporates the electron and phonon scattering mechanisms. Our model also can be extended to incorporate the contributions of point defects, grain boundaries, and noble gas bubbles, to integrate their effects on heat transfer. This model can serve as both a foundation for understanding the more complex thermal conductivity of realistic U alloy fuels and a useful tool to guide further modeling of thermal conductivity to aid materials and device design.

11 - NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗

Full core LOCA safety analysis for a PWR containing high burnup fuel

For economic reasons, the US nuclear industry is renewing efforts to build a technical basis to extend peak rod average burnup limits above the current regulatory burnup limit of 62 GWd/MTU. The primary driver of these efforts is to economically increase pressurized water reactor (PWR) cycle lengths to 24 months, reduce the number of fresh fuel assemblies, increase time online, thereby reducing number of outages and their associated cost, higher fuel utilization, and possibly reduce core design constraints. In order for US nuclear utilities to leverage these economic efficiencies, the US Nuclear Regulatory Commission (NRC) will likely require nuclear power plants (NPPs) to analyze a number of potential operational occurrences and their potential consequences with each new core design prior to resuming normal operation. Potential operational occurrences can be divided into three primary regimes: (1) normal operation, (2) anticipated operation occurrences (AOOs), and (3) design basis accidents (DBAs). Normal plant operation is an operating regime in which the plant operates within specified operational limits until the end of the cycle, whereas AOOs are events that result in the NPP deviating outside the normal operating regime. A key attribute of an AOO is that the occurrence should be expected. However, by definition, the occurrence of an AOO does not result in significant impact to critical safety functions. The last potential operational occurrence is a DBA. From the fuel performance point-of-view, DBAs can be subdivided into two bounding categories: (1) loss of coolant accidents (LOCAs), and (2) reactivity insertion accidents (RIAs). Unlike AOOs, DBAs may result in fuel rod failure. The NRC imposes fundamental acceptance criteria to minimize radiological consequences to the public and onsite staff. Furthermore, safety criteria are typically linked to the fulfillment of other acceptance criteria related to reactor safety equipment designed to mitigate DBAs.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗

Exploration for fossil and nuclear fuels from orbital altitudes

Results from the ERTS program pertinent to exploration for oil, gas, and uranium are discussed. A review of achievements in relevant geological studies from ERTS, and a survey of accomplishments oriented towards exploration for energy sources are presented along with an evaluation of the prospects and limitations of the space platform approach to fuel exploration, and an examination of continuing programs designed to prove out the use of ERTS and other space system in exploring for fuel resources.

Short, N. M.↗

Energy consumption characteristics of transports using the prop-fan concept

The fuel saving and economic potentials of the prop-fan high-speed propeller concept were evaluated for twin-engine commercial transport airplanes designed for 3333.6 km range, 180 passengers, and Mach 0.8 cruise. A fuel saving of 9.7% at the design range was estimated for a prop-fan airplane having wing-mounted engines, while a 5.8% saving was estimated for a design having the engines mounted on the aft body. The fuel savings and cost were found to be sensitive to the propeller noise level and to aerodynamic drag effects due to wing-slipstream interaction. Uncertainties in these effects could change the fuel savings as much as + or - 50%. A modest improvement in direct operating cost (DOC) was estimated for the wing-mounted prop-fan at current fuel prices. This improvement could become substantial in the event of further relative increases in the price of oil. The improvement in DOC requires the achievement of the nominal fuel saving and reductions in propeller and gearbox maintenance costs relative to current experience.

Source record↗

Transonic airfoil design code

Program aids in design of shockless airfoils, assists development of fuel-conserving, supercritical wings. Algorithm calculates approximate airfoil shape given prescribed pressure distribution. This allows design of families of transonic airfoils for use in aircraft wings or turbine and compressor blades. Program is written in FORTRAN IV for batch execution on CDC-6000.

Bauer, F.↗

Fuel cell power plant economic and operational considerations

Fuel cell power plants intended for electric utility and cogeneration applications are now in the design and construction stage. This paper describes economic and operational considerations being used in the development and design of plants utilizing air cooled phosphoric acid fuel cells. Fuel cell power plants have some unique characteristics relative to other types of power plants. As a result it was necessary to develop specific definitions of the fuel cell power plant characteristics in order to perform cost of electricity calculations. This paper describes these characteristics and describes the economic analyses used in the Westinghouse fuel cell power plant program.

Lance, J. R.↗

Energy and economic trade offs for advanced technology subsonic aircraft

Changes in future aircraft technology which conserve energy are studied, along with the effect of these changes on economic performance. Among the new technologies considered are laminar-flow control, composite materials with and without laminar-flow control, and advanced airfoils. Aircraft design features studied include high-aspect-ratio wings, thickness ratio, and range. Engine technology is held constant at the JT9D level. It is concluded that wing aspect ratios of future aircraft are likely to significantly increase as a result of new technology and the push of higher fuel prices. Whereas current airplanes have been designed for AR = 7, supercritical technology and much higher fuel prices will drive aspect ratio to the AR = 9-10 range. Composite materials may raise aspect ratio to about 11-12 and practical laminar flow-control systems may further increase aspect ratio to 14 or more. Advanced technology provides significant reductions in aircraft take-off gross weight, energy consumption, and direct operating cost.

Maddalon, D. V.↗