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DOE OSTI2022

Scalable Nano-Scaffold SOFC Anode Architecture Enabling Direct Hydrocarbon Utilization

This project is based on WVU’s pending patents, technology and aims to design and modify the internal surfaces of the Ni/YSZ anode from currently commercially viable Solid Oxide Fuel Cells (SOFCs) using the additive manufacturing process of Atomic Layer Deposition (ALD). The surface architecture/scaffold added onto the internal surface of the anode possesses an engineered nanostructure but it features only commonly-used oxide conductors and electro-catalyst materials. The surface layer possesses a minimum thickness of ~2-40 nm and is solely designed to control the surface reforming reactions and to increase catalytic activity. Three-dimensional (3D) nano scaffold architectures with the noble metal nano-catalyst, low-cost bimetallic catalytic alloys, and nano-scale ionic conducting oxide fully compatible with the state-of-the-art Ni/YSZ anode, were applied to the internal surface of the entire porous SOFC anode using ALD. In the present work, the surface scaffold architecture is essentially multi-functional at the nano-scale, facilitated by the multiple heterostructured interfaces. It will significantly enhance the power density and cell durability for direct hydrocarbon utilization by (1) increasing the number of electrochemical reaction sites to enhance the hydrogen/hydrocarbon oxidation reactions; (2) reducing carbon formation; (3) mitigating the coarsening of backbone Ni phase and the oxidation attack of Ni from oxidants (e.g., H2O, CO2); and (4) promoting the internal reforming capabilities, especially for natural gas applications. ALD is employed to generate stable anode surface architectures that are uniform, precisely controllable at the atomic scale, and accurately repeatable for processing. The engineered anode surface nano-scaffold architecture was cataloged and analyzed using High-resolution Transmission Electron Microscopy (TEM), and cell power/durability performance assessed via comprehensive electrochemical performance testing with commercial specimens and relevant environments using hydrocarbon fuels. To the best of our knowledge, this project is the First Report on ALD of Ni/YSZ. The actual achievement of this Project includes (1). Successful demonstration of 7 types of ALD layers on Ni/YSZ anode, including Co, Ni, Mn, Pt, Ru, ZrOx and multi-functional nano-composite. (1). Conformal coating and subsequently spontaneously pinning the discrete nano-catalyst, including the precious metal nano-catalyst and the Ni and Co catalysts, on the YSZ surface upon the electrochemical operation in the reduced atmosphere. Those nano-catalysts on the ionic-conducting YSZ provided excellent sites for promoting internal reforming; (2). Demonstrated ALD coating increased both catalytic activity and conductivity of Ni/YSZ. Conformal coating provided dopants and introduced additional electrical conducting pathways on the YSZ ionic conductor. The doped surface layer of YSZ with mixed conductivity thus further introduces the active triple phase boundaries adjacent to the ALD-coated nano-catalysts such as Pt, Co, and Ni that are pinned on the YSZ surface. The nano-composite ALD coating on Ni/YSZ anode has significantly increased cell durability; and (3). ALD coating of Ni/YSZ anode increased the power density of the entire cell by 300%. For a long time, the SOFC performance, such as the power density, was deemed hindered by the cathode. The sluggish oxygen reduction reaction (ORR) in the cathode was deemed as hindering the power density of the SOFCs. For the anode-supported commercial SOFCs, the cell performance is considered to be limited by the cathode's performance. For the first time in the field of SOFC, this project has demonstrated that (1). the performance of commercial SOFCs can be further increased by the ALD coating on Ni/YSZ anode backbone. (2). ALD coating on Ni/YSZ fuel electrodes results in the enhancement of power density, and increased reliability, robustness, and endurance of SOFCs, for their application using both hydrogen and hydrocarbon fuels over the entire operating temperature range of 650-800ºC for the inherently functional commercial cells. (3). ALD coating provides alternative approaches of exsolutions for introducing the stable catalyst onto the internal surface of the Ni/YSZ electrode. ALD coating could be much more versatile than exsolution in employing the catalysts with various chemistries onto the various backbones. (4). Due to the negligible amount of ALD materials coated onto the internal surface of the porous cathode of the as-fabricated cells, a peak power density increase up to 300 % induced by ALD coating was simultaneously achieved in terms of both power density and specific power. (5). The ALD coating developed through this project was applied to both the SOFC and Solid Oxide Electrolysis Cells (SOEC). SOEC’s face a similar but more demanding need to improve the fuel electrode's performance. It opens further research directions for electrocatalytic surface nanoionics with a wide range of chemistry. It will revolutionize our ability to render the formation of a nanostructured electrode that has been constantly pursued yet barely achieved for practical SOFC/SOEC applications. The research is also immediately transformative since both the preliminary data and the proposed work are on the direct implantation of nanoionics into the state-of-the-art inherently functional SOCs. It represents an immediate impact on the commercial sectors in SOC technology since the applied ALD processing is computer-controlled ALD coating using the commercial ALD systems, and it is scalable to both the single cells and SOC stacks.

36 MATERIALS SCIENCE↗

NASA NTRS2000

TAILSIM Users Guide

The TAILSIM program uses a 4th order Runge-Kutta method to integrate the standard aircraft equations-of-motion (EOM). The EOM determine three translational and three rotational accelerations about the aircraft's body axis reference system. The forces and moments that drive the EOM are determined from aerodynamic coefficients, dynamic derivatives, and control inputs. Values for these terms are determined from linear interpolation of tables that are a function of parameters such as angle-of-attack and surface deflections. Buildup equations combine these terms and dimensionalize them to generate the driving total forces and moments. Features that make TAILSIM applicable to studies of tailplane stall include modeling of the reversible control System, modeling of the pilot performing a load factor and/or airspeed command task, and modeling of vertical gusts. The reversible control system dynamics can be described as two hinged masses connected by a spring. resulting in a fifth order system. The pilot model is a standard form of lead-lag with a time delay applied to an integrated pitch rate and/or airspeed error feedback. The time delay is implemented by a Pade approximation, while the commanded pitch rate is determined by a commanded load factor. Vertical gust inputs include a single 1-cosine gust and a continuous NASA Dryden gust model. These dynamic models. coupled with the use of a nonlinear database, allow the tailplane stall characteristics, elevator response, and resulting aircraft response, to be modeled. A useful output capability of the TAILSIM program is the ability to display multiple post-run plot pages to allow a quick assessment of the time history response. There are 16 plot pages currently available to the user. Each plot page displays 9 parameters. Each parameter can also be displayed individually. on a one plot-per-page format. For a more refined display of the results the program can also create files of tabulated data. which can then be used by other plotting programs. The TAILSIM program was written straightforwardly assuming the user would want to change the database tables, the buildup equations, the output parameters. and the pilot model parameters. A separate database file and input file are automatically read in by the program. The use of an include file to set up all common blocks facilitates easy changing of parameter names and array sizes.

Hiltner, Dale W.↗

NASA NTRS2012

NASA Integrated Network COOP

Natural disasters, terrorist attacks, civil unrest, and other events have the potential of disrupting mission-essential operations in any space communications network. NASA's Space Communications and Navigation office (SCaN) is in the process of studying options for integrating the three existing NASA network elements, the Deep Space Network, the Near Earth Network, and the Space Network, into a single integrated network with common services and interfaces. The need to maintain Continuity of Operations (COOP) after a disastrous event has a direct impact on the future network design and operations concepts. The SCaN Integrated Network will provide support to a variety of user missions. The missions have diverse requirements and include anything from earth based platforms to planetary missions and rovers. It is presumed that an integrated network, with common interfaces and processes, provides an inherent advantage to COOP in that multiple elements and networks can provide cross-support in a seamless manner. The results of trade studies support this assumption but also show that centralization as a means of achieving integration can result in single points of failure that must be mitigated. The cost to provide this mitigation can be substantial. In support of this effort, the team evaluated the current approaches to COOP, developed multiple potential approaches to COOP in a future integrated network, evaluated the interdependencies of the various approaches to the various network control and operations options, and did a best value assessment of the options. The paper will describe the trade space, the study methods, and results of the study.

Continuity of Operations (COOP)↗

NASA NTRS2020

Wind Tunnel Investigation of the Supersonic Stage Separation Aerodynamics of a Generic 0.0175-Scale Bimese Two-Stage-to-Orbit Reusable Launch Vehicle Configuration

A wind tunnel investigation was conducted of the supersonic stage separation aerodynamics of a generic two-stage-to-orbit bimese wingbody configuration in the NASA Langley Research Center Unitary Plan Wind Tunnel. Proximity and isolated model testing was conducted at Mach numbers of 2.3, 3.0, and 4.5 and a unit Reynolds number of 2.0 million per foot using 0.0175-scale models of the Langley Glide-Back Booster concept designated as the orbiter and booster in belly-to-belly and back-to-belly configurations. Longitudinal forces and moments were obtained on both models and surface static pressure measurements were obtained on the orbiter model at 328 relative proximity locations and at relative angles of attack of 0 degrees and 5 degrees. The test results supported a larger effort to develop and validate experimental and computational tools applicable to the design and simulation of stage separation and abort procedures for reusable launch vehicles composed of multiple bodies, including winged bodies. An initial proof-of-concept experiment featuring low-cost uninstrumented models was conducted to verify an emerging automated model control system and new support system hardware, and to identify potential model and support system blockage and unsteady aerodynamics/model dynamics prior to committing to higher-fidelity instrumented models. This investigation led to upgrades in the facility stage separation hardware, calibration and testing techniques and capabilities, and data analysis and documentation methodologies that have been extended to the more recent NASA Constellation and Space Launch System crew and cargo launch vehicle programs. A virtual diagnostics interface methodology was used to facilitate the design of the stage separation support hardware, to position the models in the test section, and to define the experimental test space. Advances in the facility automated model positioning system established a foundation for the development of a continuous-sweep data acquisition technique that is responsible for significant productivity improvements to the current NASA Space Launch System test program. The automated model positioning capability was leveraged to conduct a companion statistically-designed stage separation experiment requiring randomization of the relative proximity positions of the orbiter and booster models. The respective zones of influence and interference effects of the orbiter and booster were identified from three-dimensional scatter plots, contour and influence maps, and two-dimensional plotting methods. The highly-nonlinear, shock-dominated aerodynamic characteristics of the orbiter and booster in the Unitary Plan Wind Tunnel exhibited good agreement with independent test data obtained in a NASA Marshall Space Flight Center wind tunnel and with computational fluid dynamics predictions using a compressible, three-dimensional flow solver and an inviscid, unstructured Cartesian method.

Erickson, Gary E.↗

DOE OSTI2024

Enhancing Acute Migraine Treatment: Exploring Solid Lipid Nanoparticles and Nanostructured Lipid Carriers for the Nose-to-Brain Route

Migraine has a high prevalence worldwide and is one of the main disabling neurological diseases in individuals under the age of 50. In general, treatment includes the use of oral analgesics or non-steroidal anti-inflammatory drugs (NSAIDs) for mild attacks, and, for moderate or severe attacks, triptans or 5-HT1B/1D receptor agonists. However, the administration of antimigraine drugs in conventional oral pharmaceutical dosage forms is a challenge, since many molecules have difficulty crossing the blood-brain barrier (BBB) to reach the brain, which leads to bioavailability problems. Efforts have been made to find alternative delivery systems and/or routes for antimigraine drugs. In vivo studies have shown that it is possible to administer drugs directly into the brain via the intranasal (IN) or the nose-to-brain route, thus avoiding the need for the molecules to cross the BBB. In this field, the use of lipid nanoparticles, in particular solid lipid nanoparticles (SLN) and nanostructured lipid carriers (NLC), has shown promising results, since they have several advantages for drugs administered via the IN route, including increased absorption and reduced enzymatic degradation, improving bioavailability. Furthermore, SLN and NLC are capable of co-encapsulating drugs, promoting their simultaneous delivery to the site of therapeutic action, which can be a promising approach for the acute migraine treatment. This review highlights the potential of using SLN and NLC to improve the treatment of acute migraine via the nose-to-brain route. First sections describe the pathophysiology and the currently available pharmacological treatment for acute migraine, followed by an outline of the mechanisms underlying the nose-to-brain route. Afterwards, the main features of SLN and NLC and the most recent in vivo studies investigating the use of these nanoparticles for the treatment of acute migraine are presented.

Torres, Joana (ORCID:0000000327276229)↗

NASA NTRS1992

Results of wind tunnel tests of an ASRM configured 0.03 scale Space Shuttle integrated vehicle model (47-OTS) in the AEDC 16-foot transonic wind tunnel, volume 2

An experimental Aerodynamic and Aero-Acoustic loads data base was obtained at transonic Mach numbers for the Space Shuttle Launch Vehicle configured with the ASRM Solid Rocket Boosters as an increment to the current flight configuration (RSRB). These data were obtained during transonic wind tunnel tests (IA 613A) conducted in the Arnold Engineering Development Center 16-Foot transonic propulsion wind tunnel from March 27, 1991 through April 12, 1991. This test is the first of a series of two tests covering the Mach range from 0.6 to 3.5. Steady state surface static and fluctuating pressure distributions over the Orbiter, External Tank and Solid Rocket Boosters of the Shuttle Integrated Vehicle were measured. Total Orbiter forces, Wing forces and Elevon hinge moments were directly measured as well from force balances. Two configurations of Solid Rocket Boosters were tested, the Redesigned Solid Rocket Booster (RSRB) and the Advanced Solid Rocket Motor (ASRM). The effects of the position (i.e., top, bottom, top and bottom) of the Integrated Electronics Assembly (IEA) box, mounted on the SRB attach ring, were obtained on the ASRM configured model. These data were obtained with and without Solid Plume Simulators which, when used, matched as close as possible the flight derived pressures on the Orbiter and External Tank base. Data were obtained at Mach numbers ranging from 0.6 to 1.55 at a Unit Reynolds Number of 2.5 million per foot through model angles of attack from -8 to +4 degrees at sideslip angles of 0, +4 and -4 degrees.

Marroquin, J.↗

NASA NTRS1992

Results of wind tunnel tests of an ASRM configured 0.03 scale Space Shuttle integrated vehicle model (47-OTS) in the AEDC 16-foot Transonic wind tunnel (IA613A), volume 1

An experimental Aerodynamic and Aero-Acoustic loads data base was obtained at transonic Mach numbers for the Space Shuttle Launch Vehicle configured with the ASRM Solid Rocket Boosters as an increment to the current flight configuration (RSRB). These data were obtained during transonic wind tunnel tests (IA 613A) conducted in the Arnold Engineering Development Center 16-Foot transonic propulsion wind tunnel from March 27, 1991 through April 12, 1991. This test is the first of a series of two tests covering the Mach range from 0.6 to 3.5. Steady state surface static and fluctuating pressure distributions over the Orbiter, External Tank and Solid Rocket Boosters of the Shuttle Integrated Vehicle were measured. Total Orbiter forces, Wing forces and Elevon hinge moments were directly measured as well from force balances. Two configurations of Solid Rocket Boosters were tested, the Redesigned Solid Rocket Booster (RSRB) and the Advanced Solid Rocket Motor (ASRM). The effects of the position (i.e. top, bottom, top and bottom) of the Integrated Electronics Assembly (IEA) box, mounted on the SRB attach ring, were obtained on the ASRM configured model. These data were obtained with and without Solid Plume Simulators which, when used, matched as close as possible the flight derived pressures on the Orbiter and External Tank base. Data were obtained at Mach numbers ranging from 0.6 to 1.55 at a Unit Reynolds Number of 2.5 million per foot through model angles of attack from -8 to +4 degrees at sideslip angles of 0, +4 and -4 degrees.

Marroquin, J.↗

NASA NTRS1994

Analysis of the longitudinal handling qualities and pilot-induced-oscillation tendencies of the High-Angle-of-Attack Research Vehicle (HARV)

The NASA High-Angle-of Attack Research Vehicle (HARV), a modified F-18 aircraft, experienced handling qualities problems in recent flight tests at NASA Dryden Research Center. Foremost in these problems was the tendency of the pilot-aircraft system to exhibit a potentially dangerous phenomenon known as a pilot-induced oscillation (PIO). When they occur, PIO's can severely restrict performance, sharply dimish mission capabilities, and can even result in aircraft loss. A pilot/vehicle analysis was undertaken with the goal of reducing these PIO tendencies and improving the overall vehicle handling qualities with as few changes as possible to the existing feedback/feedforward flight control laws. Utilizing a pair of analytical pilot models developed by the author, a pilot/vehicle analysis of the existing longitudinal flight control system was undertaken. The analysis included prediction of overall handling qualities levels and PIO susceptability. The analysis indicated that improvement in the flight control system was warranted and led to the formulation of a simple control stick command shaping filter. Analysis of the pilot/vehicle system with the shaping filter indicated significant improvements in handling qualities and PIO tendencies could be achieved. A non-real time simulation of the modified control system was undertaken with a realistic, nonlinear model of the current HARV. Special emphasis was placed upon those details of the command filter implementation which could effect safety of flight. The modified system is currently awaiting evaluation in the real-time, pilot-in-the-loop, Dual-Maneuvering-Simulator (DMS) facility at Langley.

Hess, Ronald A.↗

DOE OSTI2022

Optimizing power system restoration with damaged communications

Utility procedures for power system blackstart and restoration typically assume that energization decisions can be reliably communicated across the grid. In reality, the communications and control network would likely also be affected in power outages, such as those caused by extreme weather events or cyber-attacks. This paper studies the effect of damage to the power system communications and control infrastructure on restoration operations following a blackout. We model the communications infrastructure as a graph, overlaying the power grid, and imposing the requirement that every energized element in the power grid be observable from a control center. We expand on a specialized branch-and-bound algorithm from the literature to optimize the restoration process and devise an initialization heuristic and a rounding heuristic to improve solution speed. We perform numerical experiments on synthetic systems for Illinois and Texas with outages based on a solar flare or hurricane. We compare the results of our specialized branch-and-bound algorithm to the results from (i) the initialization heuristic alone, (ii) a variation of this heuristic that we use as a baseline, and (iii) the restoration optimization for the power system without communications constraints. Here, we find that damage to the communications infrastructure significantly increases the time required to re-energize the grid. Moreover, by simultaneously optimizing communications repairs and grid energization decisions, we are able to re-energize the grid significantly faster than if communications repairs and energization decisions were made independently or with partial coordination, motivating improvements to current industry practice.

97 MATHEMATICS AND COMPUTING↗

DOE OSTI2018

Differential Mobility Spectrometry-Mass Spectrometry (DMS-MS) in Radiation Biodosimetry: Rapid and High-Throughput Quantitation of Multiple Radiation Biomarkers in Nonhuman Primate Urine

High-throughput methods to assess radiation exposure are a priority due to concerns that include nuclear power accidents, the spread of nuclear weapon capability, and the risk of terrorist attacks. Metabolomics, the assessment of small molecules in an easily accessible sample, is the most recent method to be applied for the identification of biomarkers of the biological radiation response with a useful dose-response profile. Profiling for biomarker identification is frequently done using an LC-MS platform which has limited throughput due to the time-consuming nature of chromatography. We present here a chromatography-free simplified method for quantitative analysis of seven metabolites in urine with radiation dose-response using urine samples provided from the Pannkuk et al. (2015) study of long-term (7-day) radiation response in nonhuman primates (NHP). The stable isotope dilution (SID) analytical method consists of sample preparation by strong cation exchange-solid phase extraction (SCX-SPE) to remove interferences and concentrate the metabolites of interest, followed by differential mobility spectrometry (DMS) ion filtration to select the ion of interest and reduce chemical background, followed by mass spectrometry (overall SID-SPE-DMS-MS). Since no chromatography is used, calibration curves were prepared rapidly, in under 2 h (including SPE) for six simultaneously analyzed radiation biomarkers. The seventh, creatinine, was measured separately after 2500× dilution. Creatinine plays a dual role, measuring kidney glomerular filtration rate (GFR), and indicating kidney damage at high doses. The current quantitative method using SID-SPE-DMS-MS provides throughput which is 7.5 to 30 times higher than that of LC-MS and provides a path to pre-clinical radiation dose estimation. .

46 INSTRUMENTATION RELATED TO NUCLEAR SCIENCE AND ↗

NASA NTRS2020

Pterodactyl: Control Architectures Development for Integrated Control Design of a Mechanically Deployed Entry Vehicle

The need to return high mass payloads is driving the development of a new class of vehicles, Deployable Entry Vehicles (DEV) for which feasible and optimized control architectures have not been developed. The Pterodactyl project, seeks to advance the current state-of-the-art for entry vehicles by developing a design, test, and build capability for DEVs that can be applied to various entry vehicle configurations. This paper details the efforts on the NASA-funded Pterodactyl project to investigate multiple control techniques for the Lifting Nano-ADEPT (LNA) DEV. We design and implement multiple control architectures on the LNA and evaluate their performance in achieving varying guidance commands during entry.First we present an overview of DEVs and the Lifting Nano-ADEPT (LNA), along with the physical LNA configuration that influences the different control designs. Existing state-of-the-art for entry vehicle control is primarily propulsive as reaction control systems (RCS) are widely employed. In this work, we analyze the feasibility of using both propulsive control systems such as RCS to generate moments, and non-propulsive control systems such as aerodynamic control surfaces and internal moving mass actuations to shift the LNA center of gravity and generate moments. For these diverse control systems, we design different multi-input multi-output (MIMO) state-feedback integral controllers based on linear quadratic regulator (LQR) optimal control methods. The control variables calculated by the controllers vary, depending on the control system being utilized and the outputs to track for the controller are either the (i) bank angle or the (ii) angle of attack and sideslip angle as determined by the desired guidance trajectory. The LQR control design technique allows the relative allocation of the control variables through the choice of the weighting matrices in the cost index. Thus, it is easy to (i) specify which and how much of a control variable to use, and (ii) utilize one control design for different control architectures by simply modifying the choice of the weighting matrices.By providing a comparative analysis of multiple control systems, configurations, and performance, this paper and the Pterodactyl project as a whole will help entry vehicle system designers and control systems engineers determine suitable control architectures for integration with DEVs and other entry vehicle types.

Okolo, Wendy A.↗

NASA NTRS2005

Unsteady Flowfield Around Tandem Cylinders as Prototype for Component Interaction in Airframe Noise

Synergistic application of experiments and numerical simulations is crucial to understanding the underlying physics of airframe noise sources. The current effort is aimed at characterizing the details of the flow interaction between two cylinders in a tandem configuration. This setup is viewed to be representative of several component-level flow interactions that occur when air flows over the main landing gear of large civil transports. Interactions of this type are likely to have a significant impact on the noise radiation associated with the aircraft undercarriage. The paper is focused on two-dimensional, time-accurate flow simulations for the tandem cylinder configuration. Results of the unsteady Reynolds Averaged Navier-Stokes (URANS) computations with a two-equation turbulence model, at a Reynolds number of 0.166 million and a Mach number of 0.166, are presented. The experimental measurements of the same flow field are discussed in a separate paper by Jenkins, Khorrami, Choudhari, and McGinley (2005). Two distinct flow regimes of interest, associated with short and intermediate separation distances between the two cylinders, are considered. Emphasis is placed on understanding both time averaged and unsteady flow features between the two cylinders and in the wake of the rear cylinder. Predicted mean flow quantities and vortex shedding frequencies show reasonable agreement with the measured data for both cylinder spacings. Computations for short separation distance indicate decay of flow unsteadiness with time, which is not unphysical; however, the predicted sensitivity of mean lift coefficient to small angles of attack explains the asymmetric flowfield observed during the experiments.

Khorrami, Meldi R.↗

DOE OSTI2021

Distribution of blackouts in the power grid and the Motter and Lai model

Carreras, Dobson, and colleagues have studied empirical data on the sizes of the blackouts in real grids and modeled them with computer simulations using the direct current approximation. They have found that the resulting blackout sizes are distributed as a power law and suggested that this is because the grids are driven to the self-organized critical state. In contrast, more recent studies found that the distribution of cascades is bimodal resulting in either a very small blackout or a very large blackout, engulfing a finite fraction of the system. Here we reconcile the two approaches and investigate how the distribution of the blackouts changes with model parameters, including the tolerance criteria and the dynamic rules of failure of the overloaded lines during the cascade. Finally, we study the same problem for the Motter and Lai model and find similar results, suggesting that the physical laws of flow on the network are not as important as network topology, overload conditions, and dynamic rules of failure.

24 POWER TRANSMISSION AND DISTRIBUTION↗

NASA NTRS2016

Ice-Accretion Test Results for Three Large-Scale Swept-Wing Models in the NASA Icing Research Tunnel

Icing simulation tools and computational fluid dynamics codes are reaching levels of maturity such that they are being proposed by manufacturers for use in certification of aircraft for flight in icing conditions with increasingly less reliance on natural-icing flight testing and icing-wind-tunnel testing. Sufficient high-quality data to evaluate the performance of these tools is not currently available. The objective of this work was to generate a database of ice-accretion geometry that can be used for development and validation of icing simulation tools as well as for aerodynamic testing. Three large-scale swept wing models were built and tested at the NASA Glenn Icing Research Tunnel (IRT). The models represented the Inboard (20 percent semispan), Midspan (64 percent semispan) and Outboard stations (83 percent semispan) of a wing based upon a 65 percent scale version of the Common Research Model (CRM). The IRT models utilized a hybrid design that maintained the full-scale leading-edge geometry with a truncated afterbody and flap. The models were instrumented with surface pressure taps in order to acquire sufficient aerodynamic data to verify the hybrid model design capability to simulate the full-scale wing section. A series of ice-accretion tests were conducted over a range of total temperatures from -23.8 to -1.4 C with all other conditions held constant. The results showed the changing ice-accretion morphology from rime ice at the colder temperatures to highly 3-D scallop ice in the range of -11.2 to -6.3 C. Warmer temperatures generated highly 3-D ice accretion with glaze ice characteristics. The results indicated that the general scallop ice morphology was similar for all three models. Icing results were documented for limited parametric variations in angle of attack, drop size and cloud liquid-water content (LWC). The effect of velocity on ice accretion was documented for the Midspan and Outboard models for a limited number of test cases. The data suggest that there are morphological characteristics of glaze and scallop ice accretion on these swept-wing models that are dependent upon the velocity. This work has resulted in a large database of ice-accretion geometry on large-scale, swept-wing models.

Wing Aerodynamics↗

NASA NTRS2000

Vehicle Dynamics due to Magnetic Launch Propulsion

The field of Magnetic Levitation Lind Propulsion (MagLev) has been around for over 30 years, primarily in high-speed rail service. In recent years, however, NASA has been looking closely at MagLev as a possible first stage propulsion system for spacecraft. This approach creates a variety of new problems that don't currently exist with the present MagLev trains around the world. NASA requires that a spacecraft of approximately 120,000 lbs be accelerated at two times the acceleration of gravity (2g's). This produces a greater demand on power over the normal MagLev trains that accelerate at around 0.1g. To be able to store and distribute up to 3,000 Mega Joules of energy in less than 10 seconds is a technical challenge. Another problem never addressed by the train industry and, peculiar only to NASA, is the control of a lifting body through the acceleration of and separation from the MagLev track. Very little is understood about how a lifting body will react with external forces, Such as wind gusts and ground effects, while being propelled along on soft springs such as magnetic levitators. Much study needs to be done to determine spacecraft control requirements as well as what control mechanisms and aero-surfaces should be placed on the carrier. Once the spacecraft has been propelled down the track another significant event takes place, the separation of the spacecraft from the carrier. The dynamics involved for both the carrier and the spacecraft are complex and coupled. Analysis of the reaction of the carrier after losing, a majority of its mass must be performed to insure control of the carrier is maintained and a safe separation of the spacecraft is achieved. The spacecraft angle of attack required for lift and how it will affect the carriage just prior to separation, along with the impacts of around effect and aerodynamic forces at ground level must be modeled and analyzed to define requirements on the launch vehicle design. Mechanisms, which can withstand the expected forces and allow the spacecraft to separate at the desired time must be developed. Modeling and analysis of the full-scale system must be developed to derive the requirements for design of the separation mechanisms. A description of several MagLev demonstrators will be presented and the testing and analysis to model the demonstrators will be included.

Galaboff, Zachary J.↗

NASA NTRS2016

Ice-Accretion Test Results for Three Large-Scale Swept-Wing Models in the NASA Icing Research Tunnel

Icing simulation tools and computational fluid dynamics codes are reaching levels of maturity such that they are being proposed by manufacturers for use in certification of aircraft for flight in icing conditions with increasingly less reliance on natural-icing flight testing and icing-wind-tunnel testing. Sufficient high-quality data to evaluate the performance of these tools is not currently available. The objective of this work was to generate a database of ice-accretion geometry that can be used for development and validation of icing simulation tools as well as for aerodynamic testing. Three large-scale swept wing models were built and tested at the NASA Glenn Icing Research Tunnel (IRT). The models represented the Inboard (20% semispan), Midspan (64% semispan) and Outboard stations (83% semispan) of a wing based upon a 65% scale version of the Common Research Model (CRM). The IRT models utilized a hybrid design that maintained the full-scale leading-edge geometry with a truncated afterbody and flap. The models were instrumented with surface pressure taps in order to acquire sufficient aerodynamic data to verify the hybrid model design capability to simulate the full-scale wing section. A series of ice-accretion tests were conducted over a range of total temperatures from -23.8 deg C to -1.4 deg C with all other conditions held constant. The results showed the changing ice-accretion morphology from rime ice at the colder temperatures to highly 3-D scallop ice in the range of -11.2 deg C to -6.3 deg C. Warmer temperatures generated highly 3-D ice accretion with glaze ice characteristics. The results indicated that the general scallop ice morphology was similar for all three models. Icing results were documented for limited parametric variations in angle of attack, drop size and cloud liquid-water content (LWC). The effect of velocity on ice accretion was documented for the Midspan and Outboard models for a limited number of test cases. The data suggest that there are morphological characteristics of glaze and scallop ice accretion on these swept-wing models that are dependent upon the velocity. This work has resulted in a large database of ice-accretion geometry on large-scale, swept-wing models.

Wind-Tunnel Tests↗

DOE OSTI2025

Secure Route: Roadway Risk Mapping for Transportation Planners

The secure transport of sensitive materials across U.S. road networks pose unique challenges for local, state, and federal agencies. Threats range from random events (e.g., accidents, medical emergencies, mechanical failures) to opportunistic or organized tactical assaults. Although the probability of such attacks is very low, the consequences of material loss to foreign states or terrorists can be catastrophic, qualifying these scenarios as “grey swan” events—low-probability, high-impact occurrences that are predictable but difficult to quantify. Traditional risk assessments struggle in these contexts, necessitating a shift toward subjective risk perception to inform planning. Risk perception in transport planning is shaped by various factors, including knowledge of adversarial capabilities, vehicle defenses, manifest details, and geographic features along the route. Geographic features such as bridges, tunnels, roadside elevation, and gaps in cellular coverage introduce vulnerabilities, while mitigative features include safe havens, police stations, and medical services. Temporal variables such as congestion, accidents, and weather further complicate route planning. Despite their importance, existing routing tools like Google Maps and commercial software do not explicitly account for geographic risk features, requiring planners to rely on personal familiarity with routes—a time-intensive, non-scalable approach. This work addresses these gaps by: (1) developing datasets that catalog geographic risk features along U.S. roadways, (2) eliciting risk perceptions from experienced transportation security experts, and (3) linking these perceptions to roadway conditions and geographic data. We implement these capabilities within Secure Route a novel mapping tool for classifying route segment risks associated with roadway conditions. This system provides transportation planners with an intuitive interface to assess and contextualize risk along potential routes, improving decision-making for secure transport. We present current progress in this effort and identify next steps.

Stewart, Robert [ORNL] (ORCID:0000000281867559)↗

DOE OSTI2026

Securing The Future: 2026 Manufacturing & Critical Infrastructure Threat Landscape

This report outlines the current state of manufacturing weaknesses introduced by the complexities of modern environments, including cloud services and Internet of Things (IoT) devices, with particular attention paid to the unique vulnerabilities encountered by SMMs. It also highlights CyManII’s strategic initiatives and collaborative solutions to mitigate these risks and strengthen the cybersecurity posture of the manufacturing ecosystem. Utilizing data from 2025 to inform forward-looking mitigation strategies, this report provides manufacturers with a clear understanding of both current and emerging cybersecurity threats, as well as practical opportunities to strengthen their cyber ecosystems. The following sections detail key vulnerabilities and threat vectors, along with actionable mitigation strategies, many of which have been developed or piloted through CyManII-led efforts. A thorough understanding of these risks and mitigation strategies is essential for manufacturers seeking to strengthen the security and resilience of their manufacturing operations.

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