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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 19 records
All sourcesNASA NTRSDOE OSTI
NASA NTRS1976

Acoustic and aerodynamic effects of rotor pitch angle for a variable-pitch, 6-foot diameter fan stage

An externally driven, 1.2 pressure ratio full-scale fan stage with an adjustable pitch rotor was tested in an outdoor facility at the Lewis Research Center. Rotor pitch angles resulting in minimum sideline perceived noise levels are defined as a function of stage thrust. Thrust-corrected fan noise variations are examined for operation at constant thrust, rotor tip speed, and stage work coefficient. At constant stage thrust, reducing the rotor pitch angle below design values increased the fan noise with the greatest change occurring in the blade passing tone level. At constant fan speed the minimum noise occurred at a particular rotor pitch angle, which was not the minimum thrust condition. With constant stage work coefficient, rear quadrant noise increased at above-design speed conditions.

Woodward, R. P.↗
DOE OSTI2025

Tantalum Experiments in Fully-Reflected Water-Moderated Triangular-Pitched U(6.90)O 2 Fuel Rod Lattices (1.02 cm Pitch)

The United States (US) Department of Energy (DOE) Nuclear Energy Research Initiative funded the design and construction of the Seven Percent Critical Experiment (7uPCX) at Sandia National Laboratories (SNL). The start-up of the experiment facility and the execution of the experiments described here were funded by the DOE Nuclear Criticality Safety Program. The 7uPCX is designed to investigate critical systems with fuel for light water reactors in the enrichment range above 5 % 235 U. The 7uPCX assembly is a water moderated and — reflected array of aluminum-clad U(6.90 %)O 2 fuel rods. Other critical experiments performed in the 7uPCX assembly are documented in LEU-COMP-THERM-078, LEU-COMP-THERM-080, LEU-COMP-THERM 096, LEU- COMP-THERM-097, LEU-COMP-THERM-101, LEU-COMP-THERM-102, and LEU-COMP-THERM-111. Applied interests in neutron-absorbing elements at epithermal and intermediate neutron energy ranges at DOE’s Hanford Site and Savannah River Site were identified through DOE Office of Environmental Management (EM) workshops and needs surveys performed in conjunction with the National Nuclear Security Administration/Nuclear Criticality Safety Program. In response, a team lead by Oak Ridge National Laboratory (ORNL) performed a study evaluating the use of 7uPCX for testing the epithermal cross sections of materials at SNL. This marked the inception of the set of experiments described here. The purpose of these experiments was to measure the effects of tantalum in nearly-critical systems. The tantalum was introduced into the fuel arrays as experiment rods within a central test region. The central test region was designed to target the epithermal neutron energy range by providing a dry cylindrical cavity constructed of aluminum and lined with 0.04 in (0.1016 cm) thick cadmium sheet. The central test region has an outer diameter of 3.75 in (9.525 cm) length of 31 in (78.74 cm) and can hold 85 tantalum rods nominally 0.25 in (0.635 cm) outside diameter and 31.25 in (79.375 cm) long. The critical experiments were done using a set of triangular-pitched grid plates fabricated for these experiments. The grid plate set accommodated a fuel array of a total of 2016 fuel rod positions on a pitch of 0.4 in (1.016 cm) in a series of 21 hexagonal rings positioned around the central test region. The fuel used in these experiments was fabricated using unirradiated 6.90 % enriched UO 2 fuel pellets from fuel elements designed to be used in the internal nuclear superheater section of the Pathfinder boiling water reactor operated in South Dakota by the Northern States Power Company in the 1960s. The fuel elements were obtained from The Pennsylvania State University where they had been stored for many years. The fuel pellets in those fuel elements were removed from the original Incoloy cladding and reclad in 3003 aluminum tubes and end caps for use in the experiments reported here. The eight cases in this experiment series were performed in 2024 in the Sandia Critical Experiments (SCX) at the Sandia Pulsed Reactor Facility by varying the number of fuel rods in the critical assembly. The personnel involved in conducting these experiments included David Ames, Elijah Lutz, Beth Hanson, Patrick Ward, Jason Soares, and Augie Chapa from SNL, as well as Mathieu Dupont and B.J. Marshall from ORNL. Case 1 had no tantalum experiment rods. Case 2 had seven tantalum rods in the center of the central test region. Case 3 had 18 tantalum rods in the third hexagonal ring of the central test region. Case 4 had 19 tantalum rods in the center of the central test region. Case 5 had 30 tantalum rods in the outer most positions of the central test region. Case 6 had 37 tantalum rods in the center of the central test region. Case 7 had 61 tantalum rods in the center of the central test region. Case 8 had 85 tantalum rods filling all positions in the central test region. All eight critical experiments are judged to be acceptable as benchmark experiments.

73 NUCLEAR PHYSICS AND RADIATION PHYSICS↗
NASA NTRSDate not supplied

Blunt Body Pitch Damping Measurements from Multiple Subsonic Free-to-Pitch Magnetic Suspension Trials

The yaw damping coefficients of two blunt entry vehicle models, measured from free-to-oscillate tests in the ODU/NASA subsonic magnetic suspension wind tunnel are presented. Multiple repeat trials were conducted for both models. Two separate data reduction methods were used to extract damping coefficients and yaw moment slope. Both methods identified similar damping and stability values, with differences being consistent with their known limitations.

magnetic suspension↗
NASA NTRS2020

Evolution of Pitch Angle Distributions of Relativistic Electrons During Geomagnetic Storms: Van Allen Probes Observations

We present a study analyzing relativistic and ultra relativistic electron energization and the evolution of pitch angle distributions using data from the Van Allen Probes. We study the connection between energization and isotropization to determine if there18is a coherence across storms and across energies. Pitch angle distributions are fit with a J(sub 0) sin(sup n)θ function, and the variable ’n’ is characterized as the pitch angle index and tracked over time. Our results show that, consistently across all storms with ultra relativistic electron energization, electron distributions are most anisotropic within around a day of Dst(sub min) and become more isotropic in the following week. Also, each consecutively higher energy channel is associated with higher anisotropy after storm main phase. Changes in the pitch angle index are reflected in each energy channel; when 1.8 MeV electron pitch angle distributions increase (or decrease) in pitch angle index, so do the other energy channels. We show that the peak anisotropies differ between CME- and CIR- driven storms and measure the relaxation rate as the anisotropy falls after the storm. The isotropization rate in pitch angle index for CME-driven storms is -0.15±0.02 day(sup −1) at 1.8 MeV, -0.30±0.01 day(sup −1) at 3.4 MeV, and -0.39±0.02 day(sup −1) at 5.2 MeV. For CIR-driven storms, the isotropization rates are -0.10±0.01 day(sup −1) for 1.8 MeV, -0.13±0.02 day(sup −1) for 3.4 MeV, and -0.11±0.0231 day(sup −1) for 5.2 MeV. This study shows that there is a global coherence across energies and that storm type may play a role in the evolution of electron pitch angle distributions. Plain Language Summary Using Van Allen Probes data, we measure pitch angle distributions of relativistic and ultra relativistic electrons. Anisotropic pitch angle distributions are sharply peaked around 90 degrees. More evenly distributed pitch angles are isotropic. Our results show that, consistently across all storms with ultra relativistic electron enhancements, electrons are most anistropic within around a day of storm onset and slowly isotropize in the following week. In addition, each consecutively higher energy channel is also associated with higher anisotropy after the main phase of geomagnetic storms, a characteristic which holds through the storm and recovery. Changes in the pitch angle index are reflected in each energy channel; when 1.8 MeV electrons increase (or decrease) in pitch angle index, so do all the other energy channels. In a superposed epoch study, we show that the peak anisotropies differ between different storm drivers (namely, coronal mass ejections and corotating interaction regions) and measure the isotropization rate as the anisotropy falls after the storm. This study shows that there is a global coherence across energies and that storm type may play a role in the evolution of electron pitch angle distributions.

pitch angle distributions↗
NASA NTRSDate not supplied

Comparison of Pre- and Post-Flight Estimations of Pitch Damping Coefficients for Unguided Entry Vehicles

Introduction: Pre-flight predictions of pitch damping coefficient (𝐶!!+𝐶!"̇)curves are used in entry simulations to determine flight readiness and if any dynamic remediation strategies are required. Accurate characterization of these pitch damping coefficient curves is crucial for mission success. Historically, pre-flight estimations of these curves are derived experimentally either via ballistic range testing or with 1-degree-of-freedom (DOF) free-or forced-oscillation wind tunnel testing. Methodology:With post-flight best-estimated trajectories, a fitting procedure as described in Karlgaard, et. al. [1] is used to compare pre-and post-flight pitch damping coefficients. This technique relies on an assumed analytical form of the trajectory, a limited 3-DOF representation described in Schoenenbergerand Queen [2], which results in anEuler-Cauchy solution form.This solution assumes constant density,thus limited amplitude multi-peak windows of the trajectory are considered to populate the pitch damping-amplitudes pace. Fig. 1 shows preliminary estimations of the pitch damping coefficients estimated using the post-flight best estimated trajectoryfor MER B, using a3-amplitude-peak window. Important to note is that the Euler-Cauchy solution also assumes planar motion, thus coning or 𝛽contribution is not included. Further,the estimated post-flight pitch damping approximations and the pre-flight predictions shown are effective representations of pitch damping, or the integrated effect of the pitch damping coefficient over one pitch cycle at the corresponding cycle’s peak amplitude. Effective pitch damping coefficient curves provide more intuitive insights about where the vehicle is stable and permits readily processed comparisons between data-sets. It is important to note that most pitch damping curves, such as those reported in aerodatabases and utilized in flight mechanics trajectory simulations, are represented in instantaneous angle-of-attack space distinct from what is presented in Fig 1. The extracted post-flight pitch damping coefficient points show a wide range of values across a narrow band of amplitudes (Fig.1a), albeit centered on the published pre-flight approximation. This also applies to the prediction as a function of Mach in Fig1b, where the post-flight scatter points are centered around the pre-flight predictions, but the pre-flight predictions notably lack data aboveMach 5.Further tuning of the technique, such as changing the number of peaks considered in each stencil, resolving density in higher resolution, and employing more accurate fitting procedures (beyond scipy.curve_fit()), will be performed. PosterFocus:This study will apply this reconstruction method to the as-flown trajectories for the following unguided entry vehicles: MER A, MER B, IRVE3, Phoenix, Insight, Pathfinder, and SIAD. The pitch damping coefficient will be derived from these trajectories and compared with the pre-flight predictions. Comparing across different missions, entry environments, and vehicle geometries can inform where our pre-flight testing methodologies accurately capture the flight dynamics. Results will provide valuable insight into the accuracy of pre-flight predicted pitch damping curves. Beyond that, this method can shed light on how accurate these curves need to be, which can inform uncertainty ranges applied to pre-flight curves for other missions.

pitch damping coefficient↗
NASA NTRS2000

Why do pitched horizontal lines have such a small effect on visually perceived eye level?

In two experiments, visually perceived eye level (VPEL) was measured while subjects viewed two-dimensional displays that were either upright or pitched 20 degrees top-toward or 20 degrees top-away from them. In Experiment 1, it was demonstrated that binocular exposure to a pair of pitched vertical lines or to a pitched random dot pattern caused a substantial upward VPEL shift for the top-toward pitched array and a similarly large downward shift for the top-away array. On the other hand, the same pitches of a pair of horizontal lines (viewed binocularly or monocularly) produced much smaller VPEL shifts. Because the perceived pitch of the pitched horizontal line display was nearly the same as the perceived pitch of the pitched vertical line and dot array, the relatively small influence of pitched horizontal lines on VPEL cannot be attributed simply to an underestimation of their pitch. In Experiment 2, the effects of pitched vertical lines, dots, and horizontal lines on VPEL were again measured, together with their effects on resting gaze direction (in the vertical dimension). As in Experiment 1, vertical lines and dots caused much larger VPEL shifts than did horizontal lines. The effects of the displays on resting gaze direction were highly similar to their effects on VPEL. These results are consistent with the hypothesis that VPEL shifts caused by pitched visual arrays are due to the direct influence of these arrays on the oculomotor system and are not mediated by perceived pitch.

NASA Center ARC↗
DOE OSTI2025

Scale up production of carbon fibers from petroleum mesophase pitch

This work investigates the scale-up of pitch precursors for the carbon fiber market using mesophase pitch formulated and produced by Advanced Carbon Products Technologies’ (ACPT’s) patented mesophase pitch processing technology. Through use of its patented process, ACPT developed strategic materials by converting petroleum-based pitch into a high-value, low-cost, carbon-rich feedstock for carbon fiber and other materials critical to our national security. The team successfully developed processing criteria for the tailored mesophase pitch material that can be processed further into precursor and carbon fiber. Processability of the mesophase pitch into precursor and carbon fiber was demonstrated at scale. The resulting materials sequester the carbon that would otherwise be burned and released into the atmosphere, making this an environmentally friendly way to produce these materials in the United States.Pitch-based carbon fibers offer a promising pathway toward cost-effective, high-performance materials for structural and high-modulus composite applications; however, adoption has been limited by challenges in precursor processability and scale-up. In this work, tailored isotropic and mesophase petroleum-derived pitch materials were developed and evaluated for precursor and carbon fiber production through a collaborative effort between Oak Ridge National Laboratory (ORNL) and ACPT. Processing conditions were established at ORNL’s Carbon Fiber Technology Facility to enable stable melt-blowing of pitch-based precursors under continuous operation. Mesophase pitch precursor fibers were produced following oxidation and carbonization, corresponding to a diameter shrinkage of approximately 12%–13% and an estimated mass yield of about 75%–80%. Continuous melt-blowing steady-state operation was demonstrated over time, indicating robust process stability. Melt-blowing was achieved at throughput rates of approximately 20 lb/h⁻¹, validating the commercial viability of petroleum-derived pitch feedstocks for fiber production. Further studies are required to tailor carbon fiber microstructure and properties for specific composite applications.

99 GENERAL AND MISCELLANEOUS↗
NASA NTRSDate not supplied

Progress on Inverse Estimation Technique of Non-Linear Pitch Damping Coefficient Curves Using Free-Flight CFD Generated Trajectories

Characterization of entry vehicle pitch damping coefficient curves is crucial to ensure appropriate re-entry and overall mission success. The pitch damping coefficient (C_(m_q )+C_(m_α ̇ )) is used to encapsulate the oscillatory growth or decay of a body during a trajectory. The inverse estimation technique utilizes an existing Free-Flight CFD (FF-CFD) dataset and wraps a reconstruction algorithm in an optimizer. The reconstruction integrates the planar equations of motion derived by Schoenenberger, Queen [1] using Python’s scipy.integrate.solve_ivp. The optimizer’s objective function is the normalized 𝐿2 residual of the angle of attack peaks between the reconstructed trajectory and the original data produced with FF-CFD. Inclusion of the peak times in this residual calculation allows for simultaneous optimization of the pitch moment coefficient, C_(m_α ). This residual equation is shown below in Eq. 1. The optimizer scipy.optimize.minimize was used with the gradient-based Powell method for the analysis presented, however the differential evolution method was investigated as means of comparison, and was found to produce marginally lower residual values with prohibitively longer run times. Further, the pitch damping curve is found by fitting a cubic interpolation function to a set of (α, (C_(m_q )+C_(m_α ̇ ))) control points, where the α points are held constant and the (C_(m_q )+C_(m_α ̇ )) values are the optimized parameters. The pitch moment curve uses a linear interpolation between the minimum and maximum α in the dataset. FF-CFD generated trajectories using the Dragonfly capsule geometry with the Genesis ballistic range model parameters were simulated and used for this analysis. These FF-CFD trajectories simulate planar motion, as restricted by the reconstructing the equations of motion, of three different cases: 1-DoF (free-to-pitch), 2-DoF (free-to-pitch and heave), and 3-DoF (free-to-pitch, heave, and decelerate). Pitch damping coefficient curves generated using this inverse estimation curve technique with FF-CFD 1-DoF Dragonfly data are found in Fig. 1. Preliminary results reconstructing ballistic range shots using these FF-CFD derived predictions of the pitch damping curve (Fig. 1) are shown in Fig. 2. It should be noted that the ballistic range shot used a Genesis model whereas the FF-CFD data used a Dragonfly geometry, however these geometries are similar.

entry↗
NASA NTRSDate not supplied

Comparison of Pre- and Post-Flight Estimations of Pitch Damping Coefficients for Unguided Entry Vehicles

Pre-flight predictions of pitch damping coefficient (C M q + C m ȧ ) curves are used in entry simulations to determine flight readiness and if any dynamic remediation strategies are required. Accurate characterization of these pitch damping coefficient curves is crucial for mission success. Historically, pre-flight estimations of these curves are derived experimentally either via ballistic range testing or with 1-degree-of-freedom (DOF) free-or forced-oscillation wind tunnel testing. With post-flight best-estimated trajectories, a fitting procedure as described in Karlgaard, et. al. is used to compare pre-and post-flight pitch damping coefficients. This technique relies on an assumed analytical form of the trajectory, a limited 3-DOF representation described in Schoenenberger and Queen, which results in an Euler-Cauchy solution form. This solution assumes constant density, thus limited amplitude multi-peak windows of the trajectory are considered to populate the pitch damping-amplitudes pace. The estimated post-flight pitch damping approximations and the pre-flight predictions shown are effective representations of pitch damping, or the integrated effect of the pitch damping coefficient over one pitch cycle at the corresponding cycle’s peak amplitude. Effective pitch damping coefficient curves provide more intuitive insights about where the vehicle is stable and permits readily processed comparisons between data-sets. It is important to note that most pitch damping curves, such as those reported in aero databases and utilized in flight mechanics trajectory simulations, are represented in instantaneous angle-of-attack space distinct from what is presented in the paper.

pitch damping coefficient↗
DOE OSTI2025

Conceptual study on using Doppler backscattering to measure magnetic pitch angle in tokamak plasmas

We introduce a new approach to measure the magnetic pitch angle profile in tokamak plasmas with Doppler backscattering (DBS), a technique traditionally used for measuring flows and density fluctuations. The DBS signal is maximised when its probe beam's wavevector is perpendicular to the magnetic field at the cutoff location, independent of the density fluctuations [Hillesheim \emph{et al} 2022 \emph{Nucl. Fusion} \textbf{55} 073024]. Hence, if one could isolate this effect, DBS would then yield information about the magnetic pitch angle. By varying the toroidal launch angle, the DBS beam reaches cutoff with different angles with respect to the magnetic field, but with other properties remaining similar. Hence, the toroidal launch angle which gives maximum backscattered power is thus that which is matched to the pitch angle at the cutoff location, enabling inference of the magnetic pitch angle. We performed systematic scans of the DBS toroidal launch angle for repeated DIII-D tokamak discharges. Experimental DBS data from this scan were analysed and combined with Gaussian beam-tracing simulations using the Scotty code [Hall-Chen \emph{et al} 2022 \emph{Plasma Phys. Control. Fusion} \textbf{64} 095002]. The pitch-angle inferred from DBS is consistent with that from magnetics-only and motional-Stark-effect-constrained (MSE) equilibrium reconstruction in the edge. In the core, the pitch angles from DBS and magnetics-only reconstructions differ by one to two degrees, while simultaneous MSE measurements were not available. The uncertainty in these measurements was under a degree; we show that this uncertainty is primarily due to the error in toroidal steering, the number of toroidally separated measurements, and shot-to-shot repeatability. We find that the error of pitch-angle measurements can be reduced by optimising the poloidal launch angle and initial beam properties. Since DBS has high spatial and temporal resolutions, is non-perturbative, does not require neutral beams, and is likely robust to neutron damage of and debris on the first mirrors, using DBS to measure the pitch angle in future fusion energy systems is especially appealing.

beam tracing↗
DOE OSTI2026

Pitch Bearing Rating and Service Life Analysis

Pitch bearings are an essential component in wind turbines used to connect the blade root to the hub. They support the resulting simultaneous radial, axial, and overturning moment loads while allowing relative rotation of the blade to the hub. The most recent evidence indicates the replacement rate for pitch bearings on 3+ MW turbines can be several percent per year, reaching 10% by year 5. This is a far higher replacement rate than both older 1.5 to 2 MW turbines and 2 to 3 MW turbines, which only reach a 10% replacement rate by 14 to 24 years compared to the expected design life of at least 20 years. Typical pitch bearing replacements require the use of a large, expensive crane and removal of the blade(s) or rotor, with a significant amount of downtime. Given the most recent developments in pitch bearing reliability and the publication of the updated NREL and Fraunhofer IWES pitch bearing design guide, the purpose of this report is to update the performance and rating analysis of the example 1.9-meter diameter pitch bearing representative of that installed on a 1.5 MW wind turbine, compare the rating life to the observed service life of similar pitch bearings, and validate the service life modification factor with this large population of bearings. The report will also summarize the pitch bearing contact conditions, thereby serving as a guide for planned bench-level fretting wear tests at Argonne National Laboratory.

17 WIND ENERGY↗