NASA/CR2008-215234

Intelligent Engine Systems

HPT Clearance Control
General Electric Aviation Cincinnati, Ohio

June 2008

NASA STI Program . . . in Prole

Since its founding, NASA has been dedicated to the advancement of aeronautics and space science. The NASA Scientic and Technical Information (STI) program plays a key part in helping NASA maintain this important role. The NASA STI Program operates under the auspices of the Agency Chief Information Ofcer. It collects, organizes, provides for archiving, and disseminates NASAs STI. The NASA STI program provides access to the NASA Aeronautics and Space Database and its public interface, the NASA Technical Reports Server, thus providing one of the largest collections of aeronautical and space science STI in the world. Results are published in both non-NASA channels and by NASA in the NASA STI Report Series, which includes the following report types: TECHNICAL PUBLICATION. Reports of completed research or a major signicant phase of research that present the results of NASA programs and include extensive data or theoretical analysis. Includes compilations of signicant scientic and technical data and information deemed to be of continuing reference value. NASA counterpart of peer-reviewed formal professional papers but has less stringent limitations on manuscript length and extent of graphic presentations. TECHNICAL MEMORANDUM. Scientic and technical ndings that are preliminary or of specialized interest, e.g., quick release reports, working papers, and bibliographies that contain minimal annotation. Does not contain extensive analysis. CONTRACTOR REPORT. Scientic and technical ndings by NASA-sponsored contractors and grantees. CONFERENCE PUBLICATION. Collected

papers from scientic and technical conferences, symposia, seminars, or other meetings sponsored or cosponsored by NASA. SPECIAL PUBLICATION. Scientic, technical, or historical information from NASA programs, projects, and missions, often concerned with subjects having substantial public interest. TECHNICAL TRANSLATION. Englishlanguage translations of foreign scientic and technical material pertinent to NASAs mission.

Specialized services also include creating custom thesauri, building customized databases, organizing and publishing research results. For more information about the NASA STI program, see the following: Access the NASA STI program home page at http://www.sti.nasa.gov E-mail your question via the Internet to help@ sti.nasa.gov Fax your question to the NASA STI Help Desk at 3016210134 Telephone the NASA STI Help Desk at 3016210390 Write to: NASA Center for AeroSpace Information (CASI) 7115 Standard Drive Hanover, MD 210761320

NASA/CR2008-215234

Intelligent Engine Systems

HPT Clearance Control
General Electric Aviation Cincinnati, Ohio

Prepared under Contract NAS301135, Work element 4.1, Task order 37

National Aeronautics and Space Administration Glenn Research Center Cleveland, Ohio 44135

June 2008

Acknowledgments

Prepared by Advanced Mechanical Design.

Trade names and trademarks are used in this report for identication only. Their usage does not constitute an ofcial endorsement, either expressed or implied, by the National Aeronautics and Space Administration.

This work was sponsored by the Fundamental Aeronautics Program at the NASA Glenn Research Center.

Level of Review: This material has been technically reviewed by NASA technical management.

Available from NASA Center for Aerospace Information 7115 Standard Drive Hanover, MD 210761320 National Technical Information Service 5285 Port Royal Road Springeld, VA 22161

Available electronically at http://gltrs.grc.nasa.gov

Intelligent Engine Systems

HPT Clearance Control General Electric Aviation Cincinnati, Ohio 45215

Objectives
NASA seeks to develop technologies that will enable commercial gas turbine engines to produce fewer emissions and less noise while increasing reliability. Technologies sought lie in the categories of: - Turbine Engine Prognostics - Active Controls for Emissions and Noise reduction - Active Structural Control - Modeling, Analysis and System Studies

1. Technical Progress
Sub Task 4.1.1 After the early clearance probe design and test completion key design and implementation issues were identified for a probe in the extreme HPT environment. This task is to continue the effort to achieve a manufacturable and reliable clearance measurement system.

Sub Task 4.1.2 NASA has been working on a mechanically actuated clearance rig in the Mechanical Components Branch at Glenn Research Center (Bruce Steinetz and Shawn Taylor). This years plan is to demonstrate SS thermal response including control system capability, positional accuracy, seal leakage and component wear. GE will act in a consulting role for this effort offering guidance in the areas of accuracy requirements, seal/wear issues, and environmental conditions to simulate.

Sub Task 4.1.3 To design and analyze advanced thermally activated systems. The goal of such a system would be to tackle the problems associated with current clearance control designs: transient response time, out-of-roundness due to uneven temperature distribution, greater closure capability (clearance muscle) and the ability to regenerate new engine clearances in deteriorating engines between overhauls. Also, to continue with the previous effort of compiling data for a scorecard to . compare the currently installed systems
NASA/CR2008-215234 1

4.1.3b The Advanced Thermally Actuated Clearance Control System underwent several studies. Improved flow path isolation quantified what can be gained by making the HPT case nearly adiabatic. The best method of heat transfer was established, and finally two different borrowed air cooling circuits were evaluated to be used for the HPT Active Clearance Control System. Improved flow-path isolation An area of study in the advanced thermally controlled systems field is the following work exploring improvement in thermal isolation of the casing from the hot gas flow. A study by Phil Dong and Amid Ansari examines the current design with a case of ideal insulation. A current CF34-10 thermally controlled system utilizes sheet metal ducting carrying 4th and 9th stage compressor bleed air to Active Clearance Control (ACC) rings. Figure 4.1.3b.1 below shows this system. The ducting is perforated in the area close to the base of the ACC rings, for impinging the ACC air on the ring base.

Impingement ducting

HPT case
Figure 4.1.3b.1 CF34-10 HPT case and ACC system

Using the combination of 4th and 9th stage bleed air the rings are cooled in order to close the clearance between the shrouds and High Pressure Turbine blades. The current configuration of shielding the hot gas flows underneath the casing was analyzed as the base line for the study. As is shown in Fig. 4.1.3b.4, three heat shields are installed on the inside of the case, FWD, MID, and AFT heat shields.

NASA/CR2008-215234

FWD Heat Shield

MID Heat Shield A

3 Heat Shields on Both CFM and CF34-10

Figure 4.1.3b.4 P/thermal model representing the heat shields and the surrounding flows

The forward heat shield consists of a sheet metal cover containing a honeycomb structure between it and the casing. The other two are sheet metal partitions, which prevent the compressor discharge-temperature to flow and directly heat the case. To study possible improvements of thermal isolation, a nearly ideally thermally isolated case was studied and compared to the baseline current set-up. A very low heat transfer coefficient of 2 Btu / hr ft2 F was used for the analysis on case inboard surfaces. The results of the study are best summarized as an increase in clearance muscle, or the ability of the system to close clearances. Cruise is traditionally the part of the mission when tightest clearances are maintained. The improved isolation would allow closing the clearance at cruise by approximately 0.002.

NASA/CR2008-215234

Perforated Ring Studies The goal of the ACC design is, when desirable, to maximize the amount of heat extracted from the Clearance Control Rings (or pseudo-flanges), while minimizing pressure loss through the system and ensuring good controllability. Current state of art systems concentrate on cruise as its the most stable part of a mission. The ideal system would allow to dial in necessary clearance at all portions of the mission idle, take off, climb, cruise and descent. Current slow thermal systems try to match the behavior of the disk to that of the case. The ACC systems are focused on maintaining the case round and closing cruise clearance to raise HPT efficiency. The limit for how far the HPT clearance can be set is in part set by the protection against a rub for a burst from cruise to max power. This clearance protection is eliminated or reduced, in theory, with a fast thermal system. The fast acting system allows tighter clearances over the entire flight and including descent, where the schedule has been significantly more open due to protection against rubs during a reburst to max power. Fuel savings due to higher HPT efficiency could be achieved in climb, cruise and descent. Significant improvements could be seen in short flights where climb and descent make up the majority of the mission. Three different ACC designs were evaluated. First is a system similar to current impingement schemes. As experience shows the most effective current systems utilize impingement on lower part of the ring, hence such a system is included (4.1.3b.6). The other two systems have been studied, but never used in production. These methods employ an array of holes in the Clearance Control rings. The ACC air is routed through these holes maximizing convective heat transfer on the surface of these holes into the ACC rings. Two variations of this system are in the air flowpath route. One scheme introduces the ACC air into a cavity between FWD ring and combustor casing flange (4.1.3b.7). The air is then routed through holes in both rings in series and extracted from a cavity created between the AFT ring and another wall. The second layout introduces the ACC air into the cavity between the two rings and splits the flow between the rings. The air moves through the holes in the two rings in parallel and to the cavities on either side of the ring where it would leave the ACC system (4.1.3b.8).

NASA/CR2008-215234

Figure 4.1.3b.6 CFM56 impingement system

Figure 4.1.3b.8 Parallel flow perforated rings system

Figure 4.1.3b.9 Perforated rings - air pumped into middle cavity

The convection schemes were evaluated and the best system was selected and further optimized. The study conducted for the selection of the system used accepted calculations derived from empirical data match of convective heat transfer. The Nusselt Number and the heat transfer coefficient (htc), which are dependent on the type of flow, were calculated using the below presented equations. The locations of each of the flow assumptions are presented further.
h= Nu * k Dh

Where: Nu Nusselt number h heat transfer coefficient Re Reynolds number Pr Prendtl number k thermal conductivity Dh hydraulic diameter Xn distance between holes Xent entrance corrective factor length

A) Flat plate Nu = 0.037* (Re* 2 .8 - Re*1.8 )* (Pr .333 )

NASA/CR2008-215234

B) Impingement (array - Kerchner) Nu = 2.0* (Re m )* (( Xn/Dh) - 2.0 )* (Pr .33 ) C) Backwash Nu = 0.6 * 2.0* (Re m )* (( Xn/Dh) - 2.0 )* (Pr .33 ) D) Ductflow Nu = 0.023* (Re 0.88 )* (Pr .33 )* (1 + 1.2*Dh/Xent )

The three systems evaluated were: current impingement ACC system using 0.02 and 0.03 diameter holes, and four variations of the perforated rings set-up. The perforated rings were assessed in 2 diameter sizes - 0.03 and 0.04. The two drilling configurations studied, using both sizes, were parallel with the axis, as well as using a 60 angle of inclination. The angle provides twice the length and surface area inside of the holes, as well as introduces partially circumferential flow in the exit cavity increasing velocities on ring walls and case. A manufacturing specialist estimated the angle of 60 as maximum achievable in the thickness of the ACC rings. The hole size was also limited to 0.03 diameter due to material thickness. To evaluate the merit of each system the comparison variable used was htc*area (hA). Assumed were 2% W25 flow and an equal pressure drop across every system. The specific areas used to calculate the heat transfer into the rings and case, are presented below in figures 4.1.3b.10 4.1.3b.12.

A D

B D

Figure 4.1.3b.10 In-series flow through rings calculation of heat flow

NASA/CR2008-215234

C D

A D

Figure 4.1.3b.11 Parallel flow through rings calculation of heat flow

A A

Figure 4.1.3b.12 Current impingement calculation of heat flow into rings

The results of this study are presented on the plots presented in fig 4.1.3b.13 and 4.1.3b.14. There are two bars provided for each in-series result because the convection mechanisms arent symmetric like in the parallel setup.

NASA/CR2008-215234

0.03 impingement manifold 0.02 impingement manifold (todays system) 0.04 perpendicularly perforated ring parallel flow through rings 0.03 perpendicularly perforated ring parallel flow through rings 0.04 perpendicularly perforated ring series flow through rings 0.03 perpendicularly perforated ring series flow through rings
1000 900 htc 800 *A (Bt u / 700 hr F) 600 500 400 300 200 100 0

Figure 4.1.3b.13 h*A results: impingement and perforated rings with perpendicular holes

0.03 impingement manifold 0.02 impingement manifold (todays system) 0.04 60 perforated ring parallel flow through rings 0.03 60 perforated ring parallel flow through rings 0.04 60 perforated ring series flow through rings 0.03 60 perforated ring series flow through rings
1000 900 800 700 (Btu / hr F) htc * A 600 500 400 300 200 100 0

Figure 4.1.3b.14 h*A results: impingement and perforated ring with 60 deg inclined holes

NASA/CR2008-215234

The system that provides the best ability to absorb heat from the ACC air is on fig. 4.1.3b.14 represented by green bars. The h*A value studied is nearly 70% (both rings averaged) larger than todays system would deliver at the same flow. Hence the in-series, perforated at 60, 0.03 diameter hole design was chosen as the new HPT case configuration. Several hole patterns were tested to find the most efficient one that fits the envelope allocated on the ACC ring. A 2-D FEA axisymmetric model was constructed and used in the study. The different arrangements were represented as orthotropic material properties. The two patterns showing greatest difference are presented below in Figures 4.1.3b.16 and 17. As it can be seen the difference is minor at less than 0.002 at 5 seconds into the maneuver, concluding that within the same perforated area the differences in the pattern are minor.

perforated region

Figure 4.1.3b.15 ANSYS model used in hole arrangement study

NASA/CR2008-215234

0.1100 0.1050 0.1000 0.0950 0.0900 0.0850 0.0800 0.0750 0.0700 0.0650 0.0600 500

400 X 15 spacing

505

510

515

520

525

530

Figure 4.1.3b.16 400 columns in 15 rows transient case response at the hooks
0.1100 0.1050 0.1000 0.0950 0.0900 0.0850 0.0800 0.0750 0.0700 0.0650 0.0600 500

750 X 8 spacing

505

510

515

520

525

530

Figure 4.1.3b.17 750 columns in 8 rows transient case response at the hooks

NASA/CR2008-215234

10

Cooled Cooling Air and HPT Active Clearance Control In the area of advanced thermal systems a combined system of Cooled Compressor Discharge Active Clearance Control and HPT Blade Cooling Air concept was designed and analyzed. The general idea is to use a fan air cooled compressor discharge air in Clearance Control and High Pressure Turbine (HPT) blade cooling. Such an ACC system would provide a significantly faster thermal response of the HPT casing due to the quality of the air used. This concept was founded on two previous studies conducted at GE. One quantified the ACC ring thermal response versus the pressure and temperature of air used. Another studied the air flow savings that could be realized by decreasing temperature of HPT blade cooling air. To provide an overview of such a system a schematic (4.1.3b.18) is used. Compressor discharge (CD) air is extracted through ports, similar to customer bleed (1). Depending on the schedule of ACC, the air is routed to either Active Clearance Control (ACC) (2) or through a heat exchanger located in fan airflow path (3). The heat exchanger bypass (2) is needed for the T3 air to act in ACC during pinch points in the mission. The other route, through the heat exchanger (3), provides air approximately 350F cooler than compressor discharge (T3 350F). From the heat exchanger (4) the air travels through valves to either the ACC section of the system (6) or is bypassed into the HPT cooling application (5). In the ACC the air acts on rings located on the casing over the HPT. These rings either heated (CD air no cooling (2)) or cooled (heat exchanger (4)) provide a means of setting a desired HPT clearance.
4 5

3 2

7 1

Figure 4.1.3b.18 CD ACC and CA schematic

NASA/CR2008-215234

11

The spent clearance control air (7) is combined with ACC bypass air and mixed in a cavity under the combustor inner liner then routed through the inducer to provide HPT blade cooling. Another part of the system necessary to bring the study to completion was the heat exchanger design. An air-to-air heat exchanger was designed to be placed in a scoop protruding radially inward from the fan air flowpath. The single pass exchanger carries compressor discharge (cooled) air in tubes and fan air passing outside tubes. A continuous bypass is provided to mix heat exchanger cooled air with bypass air to provide desirable output temperature as not to overcool the cooling air. The 200 tube exchanger was designed to be made of Inconel-625 and weigh 5.7 lbs. As it can be seen from fig. 4.1.3b.21 the heat exchanger compressor discharge air produces a drop of approximately 270F during climb and cruise. These are the parts of the mission where the most benefit from the muscle derived from the difference in temperatures can be realized.

Bypass Air

Compressor Discharge Air

Cooled Cooling Air

Fan Air

Fan Air

Figure 4.1.3b.19 Air to air heat exchanger design overview

NASA/CR2008-215234

12

0.2625

P15 Pc P15, T15

Fan Air 3.15" 10 tube rows

T15 + Tc
0.315

0.210

5.25" 20 tube columns

View A
Fan Air 12.0" 20 tubes per row

3.15"

View A

Hx Cross-Section Presented to Fan Air

10 tubes per column

View A Expanded
T Taylor, timothy.w.taylor@ae.ge.com, (513) 243-6946

Figure 4.1.3b.20 Air to air heat exchanger design details

Temperature Changes
0 -50 -100 -150

Change (F)

Th
-200 -250 -300 0 1000 2000 3000 4000 5000

Tm

Time (sec)
Figure 4.1.3b.21 Heat exchanger output presented as change in compressor discharge temperature during the studied mission.

NASA/CR2008-215234

13

The system studied was evaluated using the CFM56-5 ACC system as a comparative base. One of the goals of this system was to eliminate rub protection added to todays cruise clearance by speeding up the reaction time during a step climb engine speed change. This was realized as the case was deflected (using an FEA model) about 0.010 at the end of the maneuver, exceeding the blade tip expansion of 0.005 0.007 (depending on engine. The system also gained about 0.007 of range, or muscle, as shown in plot 4.1.3b.23. This muscle can be used to close down HPT clearance as the engine deteriorates. From investigation, it was found that the extra muscle is not enough to maintain new engine HPT clearance throughout engine life.

Another benefit of this system is its behavior during a take-off transient. The takeoff pinch point (HPT clearance closes down to a minimum value) occurs as the engine increases in speed and flow path in temperature. Next, there is a period where the clearance opens as the slower reacting case absorbs heat. Finally, the disk, with its slowest thermal time constant, closes the clearance aided by the ACC system. Contrasting to that is what happens during this period to a fast acting case. Very little peak and valley can be seen during the take-off pinch point period. As air to ACC is increased, during the subsequent opening, HPT clearance is being actively managed. This system requires blade cooling air to be delivered to the blade externally via the heat exchanger and ACC system. Depending on application returning this flow to a cavity from which the blade cooling air can be drawn may be an obstacle. Another impracticality, less definable in hard numbers, is the added density and complexity of piping, valves and system controls typically referred to as clutter (see Figure 4.1.3b.26). The goal, on the clearance side, was to design a system that has a much greater range and speed of actuation through a wide range source air temperatures. On the blade cooling side of the system, the goal was to reduce the amount of cooling air without introducing more thermal stress into the blade. During the study it was found that these are competing needs. The temperature difference needed to optimize the ACC system (~350F) is too great for the blade cooling side of the system. The heat exchanger was sized to deliver the right temperature cooling air to the blade (-)270F. While this scheme surpasses the current state of art systems in both speed and range, it falls short of the previously set goal of 0.010 of extra cruise muscle.

NASA/CR2008-215234

14

HX 3 1

ACC (cool) control HX (hot) to ACC ACC bypass

ACC

HPT ACC and CCA

LPT cooling designate

Compressor discharge HPT blade cooling pseudo strut

Figure 4.1.3b.26 System piping

LPT cooling air based ACC system

As the Cooled Cooling Air and HPT Active Clearance Control system failed to meet all expectations, and the piping diagram looked impractical, work moved to a less complex system. As a second variation of the fast thermal system the currently employed CFM56 Low Power Turbine cooling air and ACC circuit was considered. Downselected earlier, the heat transfer method of the perforated ring is applied unchanged to this variant to minimize the systems time constant. Using the LPT cooling circuit presented its own challenges. Limitations are placed on the pressure drop across the system as the sink pressure of this circuit is proportional to the source pressure. Increasing the hole count to maintain a margin became necessary. To act as a fast system this system needed a flow in the order of 2%W25, as well as a significant temperature difference between air sources. The circuit considered offered about 50 F of temperature difference more than the Cooled Cooling Air circuit. In order to meet all the requirements of the entire cooling circuit including the downstream destination had to be analyzed.

NASA/CR2008-215234

15

This system was modeled using 1-D fluid software to ensure the entire range of flows meets the needs of the rest of the system, based on Figure 4.1.3b.14. The modes of operation designed into the system were: no ACC flow all flow through bypass and LPT designated modulated mid-compressor bleed flow to ACC other flow balanced to maintain circuit flow level through ACC bypass and designated max mid-compressor bleed through ACC balance through LPT designated max compressor discharge through ACC balance through LPT designated In particular the ACC flow was scrutinized during the cruise to climb step change in engine speed (last mode above). The disk and blades stretch mechanically and the blades grow rapidly thermally during this maneuver. The ACC system would switch from one of the first three normal modes to the fourth to compensate for the blade tip growth. This mode uses compressor discharge which, after throttling, is 2-3% higher in pressure than the rest of the system. This allows to flow more cooling air through the ACC system and maintain same flow into the downstream cooling circuit. This hot air is initially at cruise power compressor discharge temperature and as the engine gains speed, it changes to climb power compressor discharge temperature.
ACC bypass 7/8 mid comp bleed designated cooling ACC mid to ACC Val. Tot. cooling

2 2
1 CD 7/8

2 2

2 2

7/8 2

orific

7/8

Figure 4.1.3b.27 System piping

After designing the circuit its capability was tested using a 2-D axisymmetric FEA model (Figure 4.1.3b.15). The most important transient maneuver was tested the cruise to climb speed change. This is when the fast response is necessary. The piping, as well as the air temperature and pressure were given lags based on engine data, as the cycle changes. This model was further optimized by using different hole arrangements and the results are presented in Figures 4.1.3b.16 and

NASA/CR2008-215234

16

17. The two extremes of hole placement produced very similar results of 0.016 at the end of the maneuver. As only 0.005-0.008 (depending on engine) are needed to compensate for the speed change it is sufficient to satisfy this requirement. The second requirement of increasing the ACC system range to account for future deterioration is more difficult to achieve. Taller ACC rings have been designed to provide more muscle and compensate for the necessary removal of ring material during drilling. The results of these changes fall short of the initially set goals of 0.010 of extra range, by adding 0.002. This, however, may be improved by exploring further the fast acting system through optimizing the ACC flow schedule and cold built clearance.

NASA/CR2008-215234

17

REPORT DOCUMENTATION PAGE

Form Approved OMB No. 0704-0188

The public reporting burden for this collection of information is estimated to average 1 hour per response, including the time for reviewing instructions, searching existing data sources, gathering and maintaining the data needed, and completing and reviewing the collection of information. Send comments regarding this burden estimate or any other aspect of this collection of information, including suggestions for reducing this burden, to Department of Defense, Washington Headquarters Services, Directorate for Information Operations and Reports (0704-0188), 1215 Jefferson Davis Highway, Suite 1204, Arlington, VA 22202-4302. Respondents should be aware that notwithstanding any other provision of law, no person shall be subject to any penalty for failing to comply with a collection of information if it does not display a currently valid OMB control number. PLEASE DO NOT RETURN YOUR FORM TO THE ABOVE ADDRESS.

1. REPORT DATE (DD-MM-YYYY)

01-06-2008

2. REPORT TYPE

Final Contractor Report

3. DATES COVERED (From - To)

April 2005-June 2006 NAS3-01135

4. TITLE AND SUBTITLE HPT Clearance Control

5a. CONTRACT NUMBER 5b. GRANT NUMBER 5c. PROGRAM ELEMENT NUMBER

Intelligent Engine Systems

4.1
6. AUTHOR(S)

Aviation, General Electric

5d. PROJECT NUMBER 5e. TASK NUMBER

37

5f. WORK UNIT NUMBER 7. PERFORMING ORGANIZATION NAME(S) AND ADDRESS(ES)

WBS 984754.02.07.03.11.03 General Electric Aircraft Engines One Neumann Way Cincinnati, Ohio 45215
8. PERFORMING ORGANIZATION REPORT NUMBER

E-16493

9. SPONSORING/MONITORING AGENCY NAME(S) AND ADDRESS(ES)

National Aeronautics and Space Administration Washington, DC 20546-0001

10. SPONSORING/MONITORS ACRONYM(S)

NASA

11. SPONSORING/MONITORING REPORT NUMBER

NASA/CR-2008-215234
12. DISTRIBUTION/AVAILABILITY STATEMENT

Unclassified-Unlimited Subject Category: 07 Available electronically at http://gltrs.grc.nasa.gov

This publication is available from the NASA Center for AeroSpace Information, 301-621-0390 13. SUPPLEMENTARY NOTES

The Advanced Thermally Actuated Clearance Control System underwent several studies. Improved flow path isolation quantified what can be gained by making the HPT case nearly adiabatic. The best method of heat transfer was established, and finally two different borrowed air cooling circuits were evaluated to be used for the HPT Active Clearance Control System.
15. SUBJECT TERMS

14. ABSTRACT

Gas turbine engines; Turbines; Actuators for aircraft

16. SECURITY CLASSIFICATION OF: a. REPORT 17. LIMITATION OF ABSTRACT c. THIS PAGE 18. NUMBER OF PAGES 19a. NAME OF RESPONSIBLE PERSON

STI Help Desk (email:help@sti.nasa.gov)

19b. TELEPHONE NUMBER (include area code)

b. ABSTRACT

UU

23

301-621-0390

Standard Form 298 (Rev. 8-98) Prescribed by ANSI Std. Z39-18