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NASA NTRS1990

Flight control system design factors for applying automated testing techniques

The principal design features and operational experiences of the X-29 forward-swept-wing aircraft and F-18 high alpha research vehicle (HARV) automated test systems are discussed. It is noted that operational experiences in developing and using these automated testing techniques have highlighted the need for incorporating target system features to improve testability. Improved target system testability can be accomplished with the addition of nonreal-time and real-time features. Online access to target system implementation details, unobtrusive real-time access to internal user-selectable variables, and proper software instrumentation are all desirable features of the target system. Also, test system and target system design issues must be addressed during the early stages of the target system development. Processing speeds of up to 20 million instructions/s and the development of high-bandwidth reflective memory systems have improved the ability to integrate the target system and test system for the application of automated testing techniques. It is concluded that new methods of designing testability into the target systems are required.

Sitz, Joel R.↗

DOE OSTI2019

Transitioning CMS to Rucio Data Management [Slides]

Rucio is a good match for CMS data management needs. Transitioning an operating experiment at this scale is a non-trivial process. CMS has tested Rucio near the LHC Run 3 scale needed. We expect significant benefits from shared code base and operational experience with ATLAS and others. The final transition will occur in 2020. We expect to collaborate on future development which enable Rucio to function in the HL-LHC era.

97 MATHEMATICS AND COMPUTING↗

NASA NTRS2009

Integration of Weather Data into Airspace and Traffic Operations Simulation (ATOS) for Trajectory- Based Operations Research

Explicit integration of aviation weather forecasts with the National Airspace System (NAS) structure is needed to improve the development and execution of operationally effective weather impact mitigation plans and has become increasingly important due to NAS congestion and associated increases in delay. This article considers several contemporary weather-air traffic management (ATM) integration applications: the use of probabilistic forecasts of visibility at San Francisco, the Route Availability Planning Tool to facilitate departures from the New York airports during thunderstorms, the estimation of en route capacity in convective weather, and the application of mixed-integer optimization techniques to air traffic management when the en route and terminal capacities are varying with time because of convective weather impacts. Our operational experience at San Francisco and New York coupled with very promising initial results of traffic flow optimizations suggests that weather-ATM integrated systems warrant significant research and development investment. However, they will need to be refined through rapid prototyping at facilities with supportive operational users We have discussed key elements of an emerging aviation weather research area: the explicit integration of aviation weather forecasts with NAS structure to improve the effectiveness and timeliness of weather impact mitigation plans. Our insights are based on operational experiences with Lincoln Laboratory-developed integrated weather sensing and processing systems, and derivative early prototypes of explicit ATM decision support tools such as the RAPT in New York City. The technical components of this effort involve improving meteorological forecast skill, tailoring the forecast outputs to the problem of estimating airspace impacts, developing models to quantify airspace impacts, and prototyping automated tools that assist in the development of objective broad-area ATM strategies, given probabilistic weather forecasts. Lincoln Laboratory studies and prototype demonstrations in this area are helping to define the weather-assimilated decision-making system that is envisioned as a key capability for the multi-agency Next Generation Air Transportation System [1]. The Laboratory's work in this area has involved continuing, operations-based evolution of both weather forecasts and models for weather impacts on the NAS. Our experience has been that the development of usable ATM technologies that address weather impacts must proceed via rapid prototyping at facilities whose users are highly motivated to participate in system evolution.

Peters, Mark↗

DOE OSTI2017

Assessment of Sensor Technologies for Advanced Reactors

This paper provides an assessment of sensor technologies and a determination of measurement needs for advanced reactors (AdvRx). It is a summary of a study performed to provide the technical basis for identifying and prioritizing research targets within the instrumentation and control (I&C) Technology Area under the Department of Energy’s (DOE’s) Advanced Reactor Technology (ART) program. The study covered two broad reactor technology categories: High Temperature Reactors and Fast Reactors. The scope of “High temperature reactors” included Gen IV reactors whose coolant exit temperatures exceed ≈650 °C and are moderated (as opposed to fast reactors). To bound the scope for fast reactors, this report reviewed relevant operating experience from US-operated Sodium Fast Reactor (SFR) and relevant test experience from the Fast Flux Test Facility (FFTF). For high temperature reactors the study showed that in many cases instrumentation have performed reasonably well in research and demonstration reactors. However, even in cases where the technology is “mature” (such as thermocouples), HTGRs can benefit from improved technologies. Current HTGR instrumentation is generally based on decades-old technology and adapting newer technologies could provide significant advantages. For sodium fast reactors, the study found that several key research needs arise around (1) radiation-tolerant sensor design for in-vessel or in-core applications, where possible non-invasive sensing approaches for key parameters that minimize the need to deploy sensors in-vessel, (2) approaches to exfiltrating data from in-vessel sensors while minimizing penetrations, (3) calibration of sensors in-situ, and (4) optimizing sensor placements to maximize the information content while minimizing the number of sensors needed.

Korsah, Kofi↗

DOE OSTI2017

Assessment of sensor technologies for advanced reactors - 250

This paper provides an assessment of sensor technologies and a determination of measurement needs for advanced reactors (AdvRx). It is a summary of a study performed to provide the technical basis for identifying and prioritizing research targets within the instrumentation and control (I and C) Technology Area under the Department of Energy's (DoE's) Advanced Reactor Technology (ART) program. The study covered two broad reactor technology categories: High Temperature Reactors and Fast Reactors. The scope of 'High temperature reactors' included Gen IV reactors whose coolant exit temperatures exceed about {approx}650 deg. C and are moderated (as opposed to fast reactors). To bound the scope for fast reactors, this report reviewed relevant operating experience from US-operated Sodium Fast Reactor (SFR) and relevant test experience from the Fast Flux Test Facility (FFTF). For high temperature reactors the study showed that in many cases instrumentation have performed reasonably well in research and demonstration reactors. However, even in cases where the technology is 'mature' (such as thermocouples), HTGRs can benefit from improved technologies. Current HTGR instrumentation is generally based on decades-old technology and adapting newer technologies could provide significant advantages. For sodium fast reactors, the study found that several key research needs arise around (1) radiation-tolerant sensor design for in-vessel or in-core applications, where possible non-invasive sensing approaches for key parameters that minimize the need to deploy sensors in-vessel, (2) approaches to exfiltrating data from in-vessel sensors while minimizing penetrations, (3) calibration of sensors in-situ, and (4) optimizing sensor placements to maximize the information content while minimizing the number of sensors needed. (authors)

21 SPECIFIC NUCLEAR REACTORS AND ASSOCIATED PLANTS↗

NASA NTRSDate not supplied

A Concept of Operations (ConOps) of an In-time Aviation Safety Management System (IASMS) for Advanced Air Mobility (AAM)

The growth of new emerging operations involving Advanced Air Mobility (AAM) necessitates developing a perspective for an In-time Aviation Safety Management System (IASMS). This perspective advances from the National Academies report on IASMS and its recommendation for developing a Concept of Operations (ConOps) for IASMS. A ConOps has been developed for In-time System-Wide Safety Assurance (ISSA) from which the IASMS ConOps pivots to provide a robust scope commensurate with the broad vision defined by the National Academies. The IASMS ConOps focuses on emerging operations and spans innovations in Unmanned Aircraft System (UAS) and an increasingly complex ecosystem comprised of a widening mix of vehicles and technologies, Urban Air Mobility (UAM) with industry-federated services, traditional operations, as well as new supersonic aircraft and space launch systems.The challenge for the IASMS ConOps is to be broad to encompass innovations in the coming years and decades while agile to ensure levels of safety compatible with operational and certification requirements of the National Airspace System (NAS). The IASMS ConOps interweaves increasing complexity of operational safety capabilities and unlocking UAS Maturity Levels (UMLs). The relationships between increased complexity of automation and automated systems, fewer operators who are not as traditionally higher skilled, more complex operational environments, and aviation operations management with mixed aircraft and equipage pose a multi-dimensional space for IASMS capabilities essential for safety assurance and risk management. Instantiating IASMS capabilities and how they would be integral to AAM operations and increasing maturity of UAM could be accomplished through a series of Safety Demonstrators. These Safety Demonstrators could provide increased understanding and insight into use of controls for risk mitigation, means of compliance for certification, and operational experience with safety services such as in relation to contingency management. The IASMS capabilities can be viewed as initially residing with the vehicle, airspace, and Supplemental Data Service Provider (SDSP). For example, vehicle capabilities include communications including the command and control link, Remote Identification (ID), conflict advisory/alerting, and UAS system monitoring. These capabilities monitor and assess data such as battery health, aircraft state, and human performance. Complexity of ISAMS capabilities depends on a number of factors. These factors are intendedonly as a notional categorization with the purpose being to reflect the complexity of the AAM ecosystem that would drive up the complexity of ISSA capabilities including systems, sensors, models, standards, and controls. Factors could include the Vehicle Flight Management, Environment, Airspace, and Contingency Management. Each of these factors can be comprised of multiple sub-factors that contribute to increasing complexity. For example, Airspace at a lower level of complexity could be dedicated to UTM operations that are unmonitored, and at a higher level of complexity could involve mixed UTM and ATM operations. The IASMS concept includes safety services that provide data and information to different participants in AAM. The roles and responsibilities of participants can be defined using the Responsible-Accountable-Consulted-Informed (RACI) analysis. For example, for the safety service involving the Remote ID, the Operator would be accountable for providing the data, the Vehicle would be responsible for transmitting it, and the USS, SDSP, Vertiports, FIMS (FAA), and Public Entities such as safety services would be informed by receiving the data. The IASMS ConOps identifies the capabilities needed for risk mitigation and safety assurance in the increasingly complex national airspace. The ConOps serves as a pathway for engaging with industry to gain operational experience including through the Safety Demonstrator series, the RACI analysis, and operational complexity factors. The ConOps serves to integrate these different perspectives to build a cohesive and cogent approach to an AAM safety management system.

In-Time Aviation Safety Management System↗

DOE OSTI2020

ASNF Engineering Scale Drying Experiment System Operability Functional Requirements

This checklist specifies the functional requirements for the drying system installed at Holtec International under the scope of INL Contract # 215725, in collaboration with University of South Carolina under INL Contract Number 207046, consistent with the parameters described in INL/EXT-19-56017, Aluminum-clad Spent Nuclear Fuel Engineering Scale Drying Experiment Design. Completion of the ASNF Engineering Scale Drying Experiment Acceptance Criteria for Fabricated Items, INL/MIS-20-58551, is a prerequisite.

36 MATERIALS SCIENCE↗

DOE OSTI1992

Nuclear Safety [Vol. 33, No. 4, October-December 1992]

Nuclear Safety is a review journal that covers significant developments in the field of nuclear safety. Its scope includes the analysis and control of hazards associated with nuclear energy, operations involving fissionable materials, and the products of nuclear fission and their effects on the environment. Primary emphasis is on safety in reactor design, construction, and operation; however, the safety aspects of the entire fuel cycle, including fuel fabrication, spent-fuel processing, nuclear waste disposal, handling of radioisotopes, and environmental effects of these operations, are also treated. Table of Contents for this issue follows. GENERAL SAFETY CONSIDERATIONS: 499 Technical Note: Nuclear Regulatory Commission’s Examination Question Bank System, C. L Jensen and N. L. Skinner; 506 Report on the Specialists’ Meeting on Passive and Active Safety Features of Liquid-Metal Fast Breeder Reactors Organized by the International Atomic Energy Agency at Oarai Engineering Centre of Power Reactor and Nuclear Development Corporation, Japan, November 5-7,1991, S. R. Paranjpe; ACCIDENT ANALYSIS: 514 A Review of Hydrogen Production During Melt/Water Interaction in LWRs, D. F. Fletcher, B. D. Turland, and S. P. A. Lawrence; 535 A Review of the U 3 0 8 -Al Reaction as a Potential Heat Source in Research and Test Reactor Accidents, J. L. Snelgrove; CONTROL AND INSTRUMENTATION: 543 Multilevel Interfaces for Power Plant Control Rooms II: A Preliminary Design Space, K. J. Vicente; DESIGN FEATURES: 549 Twenty-Second DOE/NRC Nuclear Air Cleaning and Treatment Conference, R. R. Bellamy, D. W. Moeller, and M. W. First; 562 Book Review: Safety Assessment of Unit 5 (WWER-440/W-213) of the Greifswald Nuclear Power Station, M. H. Fontana; WASTE AND SPENT FUEL MANAGEMENT: 576 Activities Related to Waste and Spent Fuel Management, M. D. Muhlheim and E. G. Silver; OPERATING EXPERIENCES: 586 Analysis of Corrective Actions Applied to Nuclear Power Plant Operations, A. E. Cross; 593 Reactor Shutdown Experience, Compiled by J. W. Cletcher; 596 Operating U.S. Power Reactors, Compiled by M. D. Muhlheim and E. G. Silver; 609 Non-Commercial Power Operating Experience; 614 World Nuclear Performance, Compiled by M. D. Muhlheim; RECENT DEVELOPMENTS: 623 General Administrative Activities, Compiled by M. D. Muhlheim and E. G. Silver; 635 Reports, Standards, and Safety Guides, D. S. Queener; 639 Proposed Rule Changes as of June 30, 1992; ANNOUNCEMENTS: 513 Fourth International Conference on Nuclear Fuel Reprocessing and Waste Management RECOD '94; 585 International Topical Meeting on Advanced Reactors Safety; 622 International Workshop on Implementation of ALARA at Nuclear Power Plants; 648 Short Course on Nuclear Criticality Safety; 648 8th Topical Meeting on Problems in Reactor Physics MEPhi-VOLGA-93; 643 The Authors; 646 Reviewers of Nuclear Safety, Vol. 33

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗

DOE OSTI2013

British Petroleum's Deepwater Horizon Accident and the Thinking, Engaged Workforce - 13265

On April 20, 2010, hydrocarbons escaped from the Macondo well into Transocean's Deepwater Horizon, resulting in fire and multiple explosions. 11 people on the rig died. The billion dollar Deepwater Horizon sank. 4.9 M gallons of product flowed from the well for 87 days creating an environmental nightmare for communities bordering on the Gulf of Mexico. BP established a $20 B reserve to pay for damages. Investigations and legal culpability continue to this day. In September 2010, the Institute for Nuclear Power Operators (INPO) issued Significant Operating Experience Report (SOER) 10-2, Engaged, Thinking Organizations. The industry had experienced 11 events, 9 in US commercial nuclear utilities, and 2 international, that had disturbing trends. The underlying causes highlighted by INPO were inadequate recognition of risk, weaknesses in application of significant operating experience, tolerance of equipment and personnel problems, and a significant drift in standards. While the noted INPO problems and the Deepwater Horizon event appear to have nothing in common, they do exhibit similarities in a drift away from expected behavior on the part of front line workers and their supervisors. At the same time, hidden hazards are accumulating in the environment leading to error intolerant conditions. Without a good understanding of this concept, many organizations tend to focus on the person who 'touched it last', while missing the deeper organizational factors that led that individual to think that what they were doing was correct. An understanding of this failure model is important in reconstruction of events and crafting effective corrective actions. It is much more important, however, for leaders in high hazard industries to recognize when they are approaching error intolerant conditions and take steps immediately to add safety margin. (authors)

02 PETROLEUM↗

NASA NTRS2018

Phase 1 Study for the Phobos L1 Operational Tether Experiment (PHLOTE)

NASA's Innovative Advanced Concepts (NIAC) program selected the PHLOTE mission proposal for a 2017 Phase 1 study. This PHLOTE study provides a credible example of an innovative mission architecture that can be used to enable many future missions throughout the solar system.One of the key Phase 1 deliverables identified in the PHLOTE proposal is this Study Report which is derived from the PHLOTE Concept of Operations (ConOps) Document developed during the study. The PHLOTE ConOps describes the PHLOTE mission and also provides a key systems engineering document to support future mission development.Since this report was produced as part of a NIAC feasibility study, it is intended to be publicly released at the completion of the NIAC study. Significant support was provided through the collaboration of NASA and PHLOTE team members from Space Technology And Research (STAR) Inc. and from the Clouds Architecture Office (Clouds AO). The NASA team was supported by summer and fall interns from five separate universities.

Kempton, Kevin↗

NASA NTRS1983

Applications of Doppler radar to aviation operations - JAWS experiences

The field phase of the Joint Airport Weather Studies (JAWS) Project was conducted in the vicinity of Denver's Stapleton International Airport from 15 May to 13 August 1982. The primary collection systems were three Doppler radars, a 27-station, closely spaced (4 km) network of surface stations, and five research aircraft. The program was specifically planned to observe wind shear phenomena with high time and space resolution that would be dangerous to aircraft operations. The program was successful in observing a large number of such events. Preliminary conclusions are presented on the effectiveness of several wind shear detection systems to warn of wind shear events critical to aviation safety.

Mccarthy, J.↗

DOE OSTI2014

Assessment of performing an MST strike in Tank 21H

Previous Savannah River National Laboratory (SRNL) tank mixing studies performed for the Small Column Ion Exchange (SCIX) project have shown that 3 Submersible Mixer Pumps (SMPs) installed in Tank 41 are sufficient to support actinide removal by MST sorption as well as subsequent resuspension and removal of settled solids. Savannah River Remediation (SRR) is pursuing MST addition into Tank 21 as part of the Large Tank Strike (LTS) project. The preliminary scope for LTS involves the use of three standard slurry pumps (installed in N, SE, and SW risers) in a Type IV tank. Due to the differences in tank size, internal interferences, and pump design, a separate mixing evaluation is required to determine if the proposed configuration will allow for MST suspension and strontium and actinide sorption. The author performed the analysis by reviewing drawings for Tank 21 [W231023] and determining the required cleaning radius or zone of influence for the pumps. This requirement was compared with previous pilot-scale MST suspension data collected for SCIX that determined the cleaning radius, or zone of influence, as a function of pump operating parameters. The author also reviewed a previous Tank 50 mixing analysis that examined the ability of standard slurry pumps to suspend sludge particles. Based on a review of the pilot-scale SCIX mixing tests and Tank 50 pump operating experience, three standard slurry pumps should be able to suspend sludge and MST to effectively sorb strontium and actinides onto the MST. Using the SCIX data requires an assumption about the impact of cooling coils on slurry pump mixing. The basis for this assumption is described in this report. Using the Tank 50 operating experience shows three standard slurry pumps should be able to suspend solids if the shear strength of the settled solids is less than 160 Pa. Because Tank 21 does not contain cooling coils, the shear strength could be larger.

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗

NASA NTRS1998

Learning from Automation Surprises and "Going Sour" Accidents: Progress on Human-Centered Automation

Advances in technology and new levels of automation on commercial jet transports has had many effects. There have been positive effects from both an economic and a safety point of view. The technology changes on the flight deck also have had reverberating effects on many other aspects of the aviation system and different aspects of human performance. Operational experience, research investigations, incidents, and occasionally accidents have shown that new and sometimes surprising problems have arisen as well. What are these problems with cockpit automation, and what should we learn from them? Do they represent over-automation or human error? Or instead perhaps there is a third possibility - they represent coordination breakdowns between operators and the automation? Are the problems just a series of small independent glitches revealed by specific accidents or near misses? Do these glitches represent a few small areas where there are cracks to be patched in what is otherwise a record of outstanding designs and systems? Or do these problems provide us with evidence about deeper factors that we need to address if we are to maintain and improve aviation safety in a changing world? How do the reverberations of technology change on the flight deck provide insight into generic issues about developing human-centered technologies and systems (Winograd and Woods, 1997)? Based on a series of investigations of pilot interaction with cockpit automation (Sarter and Woods, 1992; 1994; 1995; 1997a, 1997 b), supplemented by surveys, operational experience and incident data from other studies (e.g., Degani et al., 1995; Eldredge et al., 1991; Tenney et al., 1995; Wiener, 1989), we too have found that the problems that surround crew interaction with automation are more than a series of individual glitches. These difficulties are symptoms that indicate deeper patterns and phenomena concerning human-machine cooperation and paths towards disaster. In addition, we find the same kinds of patterns behind results from studies of physician interaction with computer-based systems in critical care medicine (e.g., Moll van Charante et al., 1993; Obradovich and Woods, 1996; Cook and Woods, 1996). Many of the results and implications of this kind of research are synthesized and discussed in two comprehensive volumes, Billings (1996) and Woods et al. (1994). This paper summarizes the pattern that has emerged from our research, related research, incident reports, and accident investigations. It uses this new understanding of why problems arise to point to new investment strategies that can help us deal with the perceived "human error" problem, make automation more of a team player, and maintain and improve safety.

Woods, David D.↗

DOE OSTI2023

Reliability modeling in a predictive maintenance context: A margin-based approach

Current system reliability methods (typically based on fault trees or reliability block diagrams) can effectively propagate reliability data from the asset to the system level in order to identify system critical points. However, employed asset reliability data are an approximated integral representation of the past industrywide operational experience, and they neglect the present asset health status (available, for example, from online monitoring data and diagnostic assessments) and forecasted health projection (when available from prognostic models). Asset health should be informed solely by that specific asset’s current and historical performance data and should not be an approximated integral representation of the past industrywide operational experience (as currently performed by system reliability models through Bayesian updating processes). Sensor data, diagnostic assessments, and prognostic assessments are in fact not considered in plant reliability models used to inform system engineers on the most critical assets. In addition, the propagation of quantitative health data from the asset to the system level is a challenge given the diverse nature and structure of health data elements (e.g., vibration spectra, temperature readings, expected failure time). Ideally, in a predictive maintenance context, system reliability models should support decision making by propagating available health information from the asset to the system level in order to provide a quantitative snapshot of system health and identify the most critical assets. Here, this paper is directly addressing these two goals by proposing a different approach for reliability modeling that relies on asset diagnostic and prognostic assessments, along with monitoring data to measure asset health. The propagation of health data from the asset to the system level is performed through fault tree models not in probability terms, but in terms of margin where margin is the “distance” between the present status and an undesired event (e.g., failure or unacceptable performance). Through a cause-effect lens, while classical reliability models target the effect associated with asset performance, a margin-based approach focuses on the cause of an undesired asset performance (i.e., its health). Hence, thinking of reliability in terms of margins implies decision-making based on causal reasoning. We will show how fault tree models can be solved using a margin language and how this process can effectively assist system engineers to identify the most critical assets.

97 - MATHEMATICS AND COMPUTING↗

DOE OSTI2022

Alternative Technologies Adopters Outreach Survey Report

Brookhaven National Laboratory (BNL), in collaboration with Ioanna Iliopulos and Christopher Boyd (independent contractors), conducted quantitative and qualitative surveys to document views and opinions of scientists and researchers with firsthand experience operating x-ray devices for a wide range of research applications. The goal of the study was to fill critical information gaps and identify misconceptions widely held among the research community regarding the transition from Cesium-137 irradiators to x-ray devices. The survey instrument focused on three distinct yet interrelated areas that impact users' experience: operational impacts, including infrastructure needs, workflow, personnel management, and training, and regulatory compliance; research design and investigation impacts, including calibration, dosimetry, continuity of previous studies, development of new research agendas, and the outcomes for both; and funding impacts, specifically how grant sources and opportunities have responded to the transition.

46 INSTRUMENTATION RELATED TO NUCLEAR SCIENCE AND ↗

DOE OSTI2015

Gas retention and release from Hanford Site sludge waste tanks - 15491

Radioactive wastes from nuclear fuel processing are stored in large underground storage tanks at the Hanford Site. Solid wastes can be divided into salt-cake (mostly precipitated soluble sodium nitrate and nitrite salts with some interstitial liquid consisting of concentrated salt solutions) and sludge (mostly low solubility aluminum and iron compounds with relatively dilute interstitial liquid). Waste generates hydrogen through the radiolysis of water and organic compounds, radio-thermolytic decomposition of organic compounds, and corrosion of a tank's carbon steel walls. Nonflammable gases, such as nitrous oxide and nitrogen, are also produced. Additional flammable gases (e.g., ammonia and methane) are generated by chemical reactions between various degradation products of organic chemicals present in the tanks. Six double-shell tanks (DSTs) containing salt-cake wastes began showing signs of gas accumulation and buoyant instability in the form of periodic waste level drops in the 1980's. Studies in the 1990's indicated that gas would accumulate in the settled solids layer until its bulk density was lower than the supernatant liquid. The resultant gas release caused by this instability was termed a Buoyant Displacement Gas Release Event (BDGRE). Criteria were developed to prevent forming additional waste tanks that exhibited BDGREs. Significant gas accumulation and BDGREs were never observed in tanks containing predominantly sludge wastes. Literature reviews, data from Hanford Site waste tanks, and experiments with waste simulants have led to new conclusions on gas retention and release in sludge waste. The data show similar overall behavior where initially the settled solids volume increases as gas bubbles form. Gas fraction in the settled solids increases to a peak concentration after which additional generated gas escapes through connected cracks and there is a balance between gas generation and gas release with little change in gas fraction. Experiments showed that this behavior does not change as sludge waste depth increases. Sufficient data now exist to differentiate between gas retention and release behavior in Hanford Site sludge waste tanks and salt-cake waste tanks. The salt-cake criteria do not need to be applied to sludge waste tanks that exhibit certain gas retention and release behavior. Criteria for waste characteristics and process behavior have been defined that identify specific wastes and tanks that, based on previous operating experience, will have low gas retention and will not exhibit large, spontaneous releases. The first criterion defines what waste is considered sludge and what waste is considered salt-cake. If the mass ratio of soluble to insoluble constituents is below 2.5, then the waste is sludge. The second criterion is a density difference criterion that prevents tanks being operated in a region where sludge buoyancy might occur. For large gas releases to occur, the settled solids must accumulate sufficient gas to become less dense than the overlying supernatant (i.e., the settled solids would become buoyant). Based on previous operating experience, the ratio of liquid density to degassed settled solids bulk density (ρl/ρB) should be maintained at ≤ 0.84. This ensures that retained gas content in the sludge would need to exceed 16% by volume for the settled solids to become buoyant in the overlying supernatant. Tank waste that satisfies the mass ratio criterion, the liquid to bulk solids density criterion, and has process data supporting typical Hanford waste sludge behavior does not pose a significant risk for a large spontaneous gas release event. (authors)

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗

NASA NTRS1996

Summary Report of Mission Acceleration Measurements for STS-75, Launched February 22, 1996

Two accelerometers provided acceleration data during the STS-75 mission in support of the third United States Microgravity Payload (USMP-3) experiments. The Orbital Acceleration Research Experiment (OARE) and the Space Acceleration Measurement System (SAMS) provided a measure of the microgravity environment of the Space Shuttle Columbia. The OARE provided investigators with quasi-steady acceleration measurements after about a six hour time lag dictated by downlink constraints. SAMS data were downlinked in near-real-time and recorded on-board for post-mission analysis. An overview of the mission is provided as are brief discussions of these two accelerometer systems. Data analysis techniques used to process SAMS and OARE data are discussed Using a combination of these techniques, the microgravity environment related to several different Orbiter, crew, and experiment operations is presented and interpreted. The microgravity environment represented by SAMS and OARE data is comparable to the environments measured by the instruments on earlier microgravity science missions. The OARE data compared well with predictions of the quasi-steady environment. The SAMS data show the influence of thruster firings and crew motion (transient events) and of crew exercise, Orbiter systems, and experiment operations (oscillatory events). Thruster activity on this mission appears to be somewhat more frequent than on other microgravity missions with the combined firings of the F5L and F5R jets producing significant acceleration transients. The specific crew activities performed in the middeck and flight deck, the SPREE table rotations, the waste collection system compaction, and the fuel cell purge had negligible effects on the microgravity environment of the USMP-3 carriers. The Ku band antenna repositioning activity resulted in a brief interruption of the ubiquitous 17 Hz signal in the SAMS data. In addition, the auxiliary power unit operations during the Flight Control System checkout appeared to have a significant impact on the microgravity environment.

Rogers, Melissa J. B.↗

NASA NTRS1985

Recent Shuttle EVA operations and experience

This paper describes the hardware used and the experience gained during the Space Shuttle extravehicular activities (EVAs) or 'spacewalks' of 1984. Seven EVAs on four missions were conducted with objectives including hardware verification, satellite repair, hydrazine transfer, and satellite retrieval. The hardware used on these flights fall into two categories - general EVA hardware (e.g. the Manned Maneuvering Unit) and mission-unique hardware (e.g. apogee kick motor capture device, used to retrieve the WESTAR VI and PALAPA B-2 satellites). The successful completion of the mission objectives resulted in an increased knowledge of EVA operations and a broader base of Space Shuttle capabilities which are applicable to future operations.

Rogers, L. J. A.↗