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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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All sourcesNASA NTRSDOE OSTI
NASA NTRS2010

Estimating the Reliability of a Soyuz Spacecraft Mission

Once the US Space Shuttle retires in 2010, the Russian Soyuz Launcher and Soyuz Spacecraft will comprise the only means for crew transportation to and from the International Space Station (ISS). The U.S. Government and NASA have contracted for crew transportation services to the ISS with Russia. The resulting implications for the US space program including issues such as astronaut safety must be carefully considered. Are the astronauts and cosmonauts safer on the Soyuz than the Space Shuttle system? Is the Soyuz launch system more robust than the Space Shuttle? Is it safer to continue to fly the 30 year old Shuttle fleet for crew transportation and cargo resupply than the Soyuz? Should we extend the life of the Shuttle Program? How does the development of the Orion/Ares crew transportation system affect these decisions? The Soyuz launcher has been in operation for over 40 years. There have been only two loss of life incidents and two loss of mission incidents. Given that the most recent incident took place in 1983, how do we determine current reliability of the system? Do failures of unmanned Soyuz rockets impact the reliability of the currently operational man-rated launcher? Does the Soyuz exhibit characteristics that demonstrate reliability growth and how would that be reflected in future estimates of success? NASA s next manned rocket and spacecraft development project is currently underway. Though the projects ultimate goal is to return to the Moon and then to Mars, the launch vehicle and spacecraft s first mission will be for crew transportation to and from the ISS. The reliability targets are currently several times higher than the Shuttle and possibly even the Soyuz. Can these targets be compared to the reliability of the Soyuz to determine whether they are realistic and achievable? To help answer these questions this paper will explore how to estimate the reliability of the Soyuz Launcher/Spacecraft system, compare it to the Space Shuttle, and its potential impacts for the future of manned spaceflight. Specifically it will look at estimating the Loss of Mission (LOM) probability using historical data, reliability growth, and Probabilistic Risk Assessment techniques

Lutomski, Michael G.↗
NASA NTRS2014

Optimizing Integrated Terminal Airspace Operations Under Uncertainty

In the terminal airspace, integrated departures and arrivals have the potential to increase operations efficiency. Recent research has developed geneticalgorithm- based schedulers for integrated arrival and departure operations under uncertainty. This paper presents an alternate method using a machine jobshop scheduling formulation to model the integrated airspace operations. A multistage stochastic programming approach is chosen to formulate the problem and candidate solutions are obtained by solving sample average approximation problems with finite sample size. Because approximate solutions are computed, the proposed algorithm incorporates the computation of statistical bounds to estimate the optimality of the candidate solutions. A proof-ofconcept study is conducted on a baseline implementation of a simple problem considering a fleet mix of 14 aircraft evolving in a model of the Los Angeles terminal airspace. A more thorough statistical analysis is also performed to evaluate the impact of the number of scenarios considered in the sampled problem. To handle extensive sampling computations, a multithreading technique is introduced.

air traffic optimization↗
DOE OSTI2025

Optimization of a Mixed Fleet of Aerial Drones for Medical Supplies: A Case Study of Blood Delivery Logistics

Aerial drones have emerged as an innovative solution for faster transportation of time-sensitive items (e.g., emergency medical supplies), potentially reducing the transmission of contagious diseases and enhancing healthcare availability through contactless autonomous delivery. We study fleet sizing and efficient scheduling of a mixed fleet of drones for delivering time-sensitive medical items having distinct release and due times to minimize the required fleet size and fleet composition, the required number of additional batteries, and the total energy consumption. We continuously track the remaining battery energy of drones to determine the optimal timing for battery replacement, rather than replacing the battery at each node. Using actual drone flight test data, we employed a machine learning (ML) method to estimate the energy consumption of different drone types during flight segments for different operating parameters. We present a novel mixed-integer programming model to efficiently formulate the problem that integrates the estimated energy consumption functions from ML. We propose a new greedy heuristic (GH) algorithm and a customized genetic algorithm (GA) for solving large-scale instances of this problem faster. Results demonstrate that the GH algorithm is substantially faster than the accelerated CPLEX and the GA, while sacrificing the solution quality by a small amount. Results based on an actual blood sample delivery case study from Pendleton, Oregon, United States, show that using a mixed fleet of drones reduces the total cost and total energy consumption up to 18.18% and 28.7%, respectively, compared to using a homogeneous fleet.

29 - ENERGY PLANNING, POLICY AND ECONOMY↗
DOE OSTI2026

Analysis of PV Fleet Performance in Western United States During August 2020 Extreme Heat Wave

Starting in June 2020 through the end of that year, the western and central United States experienced a widespread heat wave and drought, which resulted in US$5.44 billion (CPI-adjusted) worth of damages. The ongoing heat and drought produced record large wildfires across the region, responsible for an additional US$19.9 billion in damage. These natural disasters directly impacted the energy system in the western US, leading to power blackouts in August 2020. In this work, we analyze the NLR PV Fleets data set, focusing on the geographic area covered by the Western Coordinating Council (WECC). We find that over the 10-day period from August 14 through 24, the median PV system produced 12% lower energy than expected, with some locations experiencing total losses of around 30%. Analyzing the spatial-temporal structure of the data and supplementing with limited operational current and voltage data where available, we find that system underperformance was more strongly impacted by irradiance reduction from wildfire smoke rather than by the high heat itself.

14 SOLAR ENERGY↗
DOE OSTI2022

Duke Energy Carbon-Free Resource Integration Study

Duke Energy has partnered with the National Renewable Energy Laboratory (NREL) to evaluate pathways to achieving their carbon-free targets and to assess the operational impacts of the resulting system. This report details findings from Phase II of the Duke Low Carbon Resource Integration study, which consisted of three separate but interrelated analyses: (1) a resource assessment exploring the technical and economic potential and characteristics of wind and solar resources in the Carolinas; (2) capacity expansion modeling identifying the least-cost investment pathways for achieving 70% CO 2 emissions reductions in North Carolina by 2030 and a net-zero electricity system by 2050; and (3) detailed production cost modeling of power system operations at the higher shares of low- and zero-carbon emitting generation sources, informed by the capacity expansion modeling portion of the analysis. The analysis finds that Duke Energy can approach the 2030 and 2050 emissions target in North Carolina through investment in a combination of solar, wind, and storage along with maintaining its existing nuclear fleet. The average cost of CO 2 abatement in the Carolinas through 2021-2050 is on the order of $\$27-33$ per metric ton (range of $\$9-34$ per metric ton across key sensitivities).Duke Energy can expected increased interchange with neighbors to help balance higher levels of solar, although the ability to do this will depend on whether neighboring regions also move to integrate more carbon-free resources. As Duke Energy moves toward both the 2030 and 2050 targets, addressing energy needs during the winter peak period becomes particularly important, and the system relies on the availability of resources such as renewable or hydrogen combustion turbines, seasonal storage, or other similar technologies that are dispatchable but able to operate at low capacity factors.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2020

Managing Solar Photovoltaic Integration in the Western United States: Power System Flexibility Requirements and Supply

As penetrations of variable renewable energy generation technologies such as wind and solar photovoltaics (PV) continue to increase across the United States, greater uncertainty and variability in the net load often lead to a concern about how power systems may adapt. Managing the system net load (i.e., load minus contribution from variable generation technologies) may become more challenging with increasing variable generation, as the magnitude and frequency of net ramps increase. However, there is inherent flexibility in power systems through the conventional generator fleet (under least-cost unit commitment and economic dispatch), less-conventional generation sources (e.g., storage, demand response, concentrating solar power with thermal energy storage), and imports and exports with neighbors. In this analysis, we create an open-source tool to analyze the flexibility of the results of a specific commercial unit commitment and economic dispatch tool (PLEXOS), but the code can be applied generically as well. The tool assesses the flexibility requirements (or demand) of a system through a net load analysis. The constraints and limitations of each generator are then considered to determine the availability (or supply) of flexibility. Then, the supply and demand of flexibility are compared to gain a more complete picture of potential flexibility concerns. We apply this open-source tool to high-penetration PV scenarios constructed for three focus regions in the western United States defined using the Resource Planning Model (RPM) capacity expansion modeling tool: RPM-OR, RPM-CO, and RPM-AZ. Generally, we find few flexibility concerns, as the western United States represents a large and interconnected power system with significant inherent flexibility. In addition, the PV scenarios we analyzed are overbuilt on capacity, leaving plenty of ramping ability on the system. We do find that for each focus region, the impact of imports on meeting ramping needs is essential. This means the PV integration in each focus region impacts the entire rest of the system. Each system has different dominant sources of flexibility. The conventional generator fleet (especially coal and gas combined-cycle technologies) as well as less-conventional sources such as storage are all shown to be important sources of flexibility. The scenarios evaluated here were designed to study the planning and operations impact of high solar penetration in each of three focus regions. However, none of the three focus regions likely will deploy PV in isolation, meaning the ability of imports and exports to provide flexibility may be considerably different in scenarios with strong PV deployment in every region. Overall, we intend that the framework we present here will be useful in future analysis of other system evolutions to identify whether and how flexibility may constrain the successful deployment of variable generation technologies.

14 SOLAR ENERGY↗
DOE OSTI2023

Transition Core Modeling for Extended Enrichment & Accident-Tolerant Fuels Using Polaris/PARCS

Commercial light water reactor (LWR) operators and fuel vendors are currently interested in increasing the low-enriched uranium (LEU) fuel enrichments from the current limit of 5.0 $^w/_o$ $^{235}U$ up to 10 $^ w/_o$ $^{235}U$ (referred to as "LEU+") in their current fleets; they are also interested in using accident-tolerant fuel (ATF) with both LEU and LEU+ fuel. This report aims to identify modeling challenges and accuracy concerns in transition core analysis using the SCALE Polaris lattice physics code and U.S. Nuclear Regulatory Commission core simulator PARCS. At the time this study was started, no publicly available LEU+ core designs existed for boiling water reactor (BWR) or pressurized water reactor (PWR) systems. Therefore, fuel lattices were shuffled within a multi-assembly model to mimic neutronically challenging lattice combinations seen in transition cores, such as a fresh LEU+ lattice next to depleted LEU lattices. In addition to multi-assembly models, whole-core BWR transition core calculations were performed for ATF and LEU+ fuel using an existing Hatch-1 Cycle 3 core model. A whole-core BWR model was chosen due to the more heterogeneous core designs compared to those for a PWR core. Since the original core is an old checkerboard core design and no core or fuel design optimization was performed for the modeled fuel types, these core calculations were intended only to provide: (1) Comparisons of core characteristics of interest, such as the pin power distributions and peaking factors, Doppler temperature coefficients (DTCs), and control blade worths (CBWs) under challenging core designs, (2) Identification of reactor physics challenges in modeling LEU+ and ATF cores, and (3) A stress test for the Polaris/PARCS two-step modeling approach, including characterization of the relative accuracy for predicting characteristics of interest such as pin power distributions.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2024

Initial Assessment of CTF for Time-at-Temperature Applications

The US nuclear industry is interested in improving the economics of their fleet of light-water reactors (LWRs) by uprating US plants. One option being considered is to regain lost margin from overly conservative fuel safety limits. The current limit requires avoidance of critical heat flux (CHF) and prevents further operation of fuel that experiences a dry-out in boiling water reactors (BWRs) or departure from nucleate boiling (DNB) in pressurized water reactors (PWRs); however, it has been shown that temporary, mild dry-out of the fuel does not necessarily increase the risk of fuel failure during its normal anticipated operating life. Such mild dry-out or DNB events may occur during a plant anticipated operational occurrence (AOO), such as a locked rotor in a PWR or a pump trip in a BWR. The time-at-temperature (TAT) approach to regulating fuel operation aims to demonstrate that the fuel rod’s integrity is not challenged during such a mild transient that leads to CHF in which the fuel operates at an elevated temperature for a brief period of time. However, implementing this approach will require extensive fuel material experimental data, as well as supporting modeling and simulation (M&S) predictions, to ensure that the predicted fuel response during AOOs, with all applicable uncertainty considered, will not threaten the safety of the fuel during the transient or the remainder of its anticipated lifecycle. To address this need, a comprehensive effort is being proposed that includes generating cladding material data under TAT conditions, assessment of available code capabilities for TAT conditions, development of new mechanistic models, and demonstration of the M&S capabilities for AOOs of interest. This will require a joint effort between the Nuclear Energy Advanced Modeling and Simulation (NEAMS) and Advanced Fuels Campaign (AFC) programs, as well as close collaboration with nuclear industry stakeholders. The outcome of this collaboration will result in development and assessment of capabilities that can be used by the nuclear industry to support qualification of a TAT-based fuel failure criteria safety limit. This report focuses on the thermal hydraulics (T/H) modeling capabilities and summarizes currently available data for validating the T/H subchannel code CTF for TAT conditions, as well as preliminary assessment results of the code. The initial assessment also resulted in implementation of an alternative post-CHF heat transfer package, which has been shown to significantly improve accuracy. This report is not a final assessment and does not consider all available validation data; it is intended that a future assessment will more fully validate the code for this application.

22 GENERAL STUDIES OF NUCLEAR REACTORS↗
DOE OSTI2026

Performance Characterization of InCharge™ ICE-66 V2X Bidirectional DC Fast Charger

Vehicle-to-grid (V2G) technology extends the role of Plug-in Hybrid Vehicle’s (PHEV) and Battery Electric Vehicle’s (BEV) batteries beyond transportation by enabling bidirectional power transfer between the vehicle's onboard energy storage and the utility grid. Modern battery-powered vehicles are equipped with high-capacity battery packs that remain stationary and underutilized for the majority of their operational life. A vehicle used for daily commuting may be parked and connected to charging infrastructure for 18–20 hours per day, representing a significant untapped energy resource. When considered at scale, the aggregated storage capacity of a modest fleet of 10–15 vehicles within a single parking facility can reach the MWh range, sufficient to partially offset peak demand for a mid-size commercial building or contribute meaningful ancillary services to the local grid. The ability to charge during off-peak periods when electricity prices are low and discharge during peak demand when prices are high positions EV batteries as distributed energy arbitrage assets, with the potential to offset vehicle ownership and charging costs. Beyond energy arbitrage, V2G-capable assets can provide ancillary grid services through active and reactive power injections. Active power supports grid frequency regulation, while reactive power supports local voltage regulation. Together, these capabilities establish V2G as a technically promising and economically relevant pathway toward greater integration of battery-powered vehicles into the broader energy system.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2022

Multi-modal Energy-optimal Trip Scheduling in Real-time (METS-R) for Transportation Hubs (Final Report)

This report summarizes the work performed under the award number EE0008524. The project develops the Multi-modal Energy-optimal Trip Scheduling in Real-time (METS-R) platform as the next-generation transportation solution based on autonomous electric vehicles (AEV) serving passenger trips from and to urban transportation hubs, to substantially reduce transportation energy consumption. Extensive data collection and analyses were first conducted to understand the demand patterns and energy consumption of hub-based on-road trips. Then, a data-driven framework that consists of an analytical module and a simulation module was proposed. For the analytical module, five planning + operation tools were developed to support the planning and energy-efficient operations of urban AEV services: the charging station planning that robotically allocates charging supplies based on the stationary charging demand distribution; the transit planning and demand adaptive scheduling model that efficiently generates\ candidate transit routes from hubs to other places and dynamically adjusts the transit time table to fit the current demand; the online energy-efficient routing that learns the energy-optimal paths from observations of link-level energy consumption in real-time; the hub-based ridesharing that matches trip requests together with account for the uncertainty of future trip demand and vehicle supply; and finally, the integrated demand prediction and anomaly detection pipeline that leverages the flight/train time table and support other planning/operation tools. To demonstrate the performance of these tools, a scalable high-performance agent-based simulator was built. We divided the urban space into multiple service zones where each zone was considered as an agent for passenger generation and vehicle charging. Two types of AEV agents were coded to model two types of mobility services: AEV taxi and AEV transit. For the AEV taxi, the team implemented the functions of pickup/drop-off passengers, energy-efficient routing, ridesharing, fleet rebalancing, and recharging. For the AEV bus, the team implemented the functions of demand-adaptive route scheduling, passenger boarding, and recharging. A high-performance computing framework was introduced to receive various profiling information (such as link energy updates, vehicle speed) from the simulator instances and communicate the operational commands back to the instances. The numerical experiments show that each of the proposed operational algorithms can reduce energy consumption and improve system efficiency. Furthermore, there exists the need to collectively consider multiple planning + operational strategies as multiple strategies can influence each other in terms of performance impacts. Recommendations for future work related to AEV planning and simulation are discussed.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2025

Synthesis Roadmap for Actinide Chloride Salts

Molten salt reactors (MSRs) are among the main advanced nuclear reactor types at the forefront of development by industry, with the support of the US government, for the next fleet of nuclear reactors to support the demand for energy in the coming decades. MSRs are highly unique because they are cooled and typically also fueled by molten salt. This quality brings about safety benefits such as low-pressure operation and self-stabilization of the neutron flux, operational benefits such as high-temperature operation and the ability for online refueling, and fuel and waste management benefits thanks to the flexibility of post-processing of molten salts and reprocessing options that involve removal of fission products and actinide separation. In fact, domestic deployment of molten salt (or molten salt–cooled) reactors is an approaching reality: a handful of molten salt reactor developers are planning to operate demonstration-scale reactors, as a step toward commercial-scale power reactors, within the decade. For example, Natura Resources received a construction permit in September 2024 for the deployment of MSR-1, which is a graphite-moderated thermal spectrum reactor, at Abilene Christian University. Also, TerraPower, in a collaborative effort with Southern Company and Idaho National Laboratory (INL), received approval from DOE in 2023 to proceed with the construction of the Molten Chloride Reactor Experiment (MCRE), a homogeneous chloride fast reactor at INL, and has begun assembly of system components. There are several other examples of developers at different stages of development of their own unique MSR designs (Jenet et al., 2025). As developers are in the process of obtaining approvals for their designs, deploying demonstration-scale reactors, and planning for their commercial-scale power reactors, there is a critical supply chain need for the synthesis of fuel for these reactors that must be addressed. The challenge generally is three-fold: (1) the quantity of fueled salt needed for these reactors is extraordinarily high (>100s of kilograms), but demonstrations of scaled-up techniques for fueled salt synthesis are significantly more limited than demonstrations of lab-scale syntheses; (2) each developer has a unique reactor design, which means different actinide halide elements in different carrier salts must be synthesized; and (3) there is a need for particularly high-purity salt so as to ensure the long-term operability of these reactors with minimal degradation to salt-wetted components, which necessitates synthesis techniques with high levels of quality control, repeatability, and well-characterized precursor and reactant materials. It is crucial that this supply chain challenge be addressed by demonstrating synthesis techniques that are scalable, de-risked, and well-documented so that these technologies may be adopted and utilized by industry to support the fueling needs of MSRs that are to come online within the next 10 years. With this supply chain challenge clearly defined for the developing MSR industry, it is important to consider that addressing such a challenge is oftentimes complex and context-dependent. There is not necessarily a single synthesis technique that can be scaled up and adopted to address the needs of all MSR developers; the synthesis approach that may be viable for producing a desired fuel salt will be entirely dependent on the exact salt composition needed, the quantity needed, purity needed, the refueling and waste plans, and the availability of a carrier salt for the fuel. Therefore, it is important to consider more broadly what synthesis techniques are available and have been demonstrated to understand the benefits, challenges, and general nuances that should be considered when evaluating a particular route for efficient production of high-purity fuel salts at scale.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
NASA NTRS1977

The 737 graphite composite flight spoiler flight service evaluation

The flight service experience of 110 graphite epoxy spoilers on 737 transport aircraft was reviewed as well as ground based environmental exposure of graphite epoxy material specimens for the period from April 1976 through April 1977. Several spoilers were installed on each of 27 aircraft representing seven major airlines operating throughout the world. A flight service evaluation program of at least 5 years is under way. As of April 30, 1977, a total of 766,938 spoiler flight hours and 1,168,090 spoiler landings were accumulated by the fleet. Based on visual ultrasonic, and destructive testing, there was no evidence of moisture migration into the honeycomb core and no core corrosion. Tests of removed spoilers and of ground based exposure specimens after the third year of service continue to indicate modest changes in composite strength properties.

Stoecklin, R. L.↗
NASA NTRS1985

The 737 graphite composite flight spoiler flight service evaluation

The flight service experience of 111 graphite-epoxy spoilers on 737 transport aircraft and related ground based environmental exposure of graphite-epoxy material specimens is covered. Spoilers have been installed on 28 aircraft representing seven major airlines operating throughout the world. An extended flight service evaluation program of 15 years is presently underway. As of December 1984, a total of 2,092, 155 spoiler flight hours and 2,954,814 spoiler landings had been accumulated by this fleet.

Coggeshall, R. L.↗
DOE OSTI2024

Well‐to‐wheels analysis of greenhouse gas emissions for passenger vehicles in Middle East and North Africa

Battery electric vehicles (BEVs) are widely considered a pathway to achieve low carbon mobility. BEVs emit zero emissions from the tailpipe, but their life cycle carbon reduction compared to gasoline vehicles varies based on primary energy sources, electricity generation, and use efficiency. The Middle East and North Africa (MENA) region is an area rich in fossil fuels, meriting a detailed comparison between the emissions from BEV and other powertrains. We developed a MENA‐specific life cycle model that estimates well‐to‐wheel (WTW) greenhouse gas (GHG) emissions from passenger transport with internal combustion engine vehicles (ICEVs), hybrid electric vehicles (HEVs), plug‐in hybrid electric vehicles, and BEVs. MENA's average WTW GHG emissions for all supply chain steps including combustion emissions from vehicle operation are 767 g/kWh and 84 g CO 2 eq/MJ for electricity and gasoline, respectively, but are highly variable due to heterogeneity in upstream supply chains. The use of hybrid gasoline ICEVs provides the largest emission reduction opportunity for existing vehicle fleets in 9 of the 16 MENA countries. For these nine countries, replacing gasoline ICEVs with HEVs could, on average, reduce country‐level life cycle GHG emissions by 47%. There is a similar emission reduction opportunity for 14 of the 16 MENA countries when normalizing vehicle efficiencies irrespective of the powertrain shares and other trends in existing vehicle fleets. Future scenario analysis shows that BEVs would have the lowest WTW GHG emissions among all powertrains in most MENA countries only if significantly reduced electricity transmission losses and cleaner grid mix are realized, although a high cost of infrastructure developments is expected.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2021

FY 2021 Site Sustainability Plan

The U.S. Department of Energy's (DOE's) National Renewable Energy Laboratory (NREL) Fiscal Year 2021 Site Sustainability Plan details the laboratory's current performance status relative federal mandates and goals pertaining to water, waste, fleet, and energy management; clean and renewable energy; green buildings; acquisition and procurement; measures, funding, and training; electronic stewardship; and organizational resilience. It also provides a road map for future site planning and development that support NREL's commitment to business operations that 1) demonstrate the incorporation of clean energy practices and 2) promote the development of a sustainable and resilient campus while growing greater technological capabilities to advance the national renewable energy marketplace.

ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2025

Mitigation for roof alterations to building 06-cp-65 at the area 6 control point, nevada national security site, nye county, nevada

Building 06-CP-65 has been determined to be a contributing element to the Area 6 Control Point Historic District (O’Neill et al. 2021; Reed 2022). It contributes to the significance of the historic district under Criterion A as one of the principal buildings that supported timing and firing operations for nuclear testing on the NNSS from 1966 to 1992. As such, the building served as a major warehouse with office space within the district. It was used by both REECo, a long-time general contractor at the NNSS, as well as EG&G, which provided technical support to the national laboratories and the DOD. The building served as an important staging area and electrical power supply point for the NNSS diagnostic trailer fleet and its unique location immediately along Mercury Highway allowed easy accessibility to the forward areas of the NNSS. The building also contributes to the historic district under Criterion C as it is one of the large, unadorned, precast concrete buildings at the Control Point. These types of buildings were the prominent elements of the compound that convey the district’s overall utilitarian, military-industrial character. Building 06-CP-65 retains all aspects of integrity to a high degree and easily conveys its significance as a warehouse that supported Control Point operations. Building 06-CP-65 is not recommended eligible for listing in the NRHP as an individual resource. While it served an important support function as part of the Control Point Historic District, an archival and literature review did not reveal information linking it to any specific test, series of tests, programs, or for any specific role on the NNSS other than as a warehouse (Criterion A). It has no direct association with any important individual (Criterion B). It also is not architecturally significant in its own right beyond reflecting the overall aesthetic of the Control Point Historic District (Criterion C), and it does not have potential to yield information important to the history of nuclear testing beyond what can be learned from historic texts, drawings, and other documents (Criterion D).

54 ENVIRONMENTAL SCIENCES↗
NASA NTRS1987

The 737 graphite composite flight spoiler flight service evaluation

The ninth flight service report was prepared in compliance with the requirements of Contract NAS1-11668. It covers the flight service experience of 111 graphite-epoxy spoilers on 737 transport aircraft and related ground-based environmental exposure of graphite epoxy material specimens for the period 1 Jan. 1985 through 31 Dec. 1986. Spoilers have been installed on 28 aircraft representing seven major airlines operating throughout the world. An extended flight service evaluation program of 15 years is presently underway. As of 31 Dec. 1986, a total of 3,339,608 spoiler flight-hours and 3,320,952 spoiler landings had been accumulated by this fleet.

Coggeshall, Randy L.↗
NASA NTRS2002

A view of the future of NASA's Deep Space Network and associated systems

The current architecture of the Deep Space Network reflects its heritage of supporting past, and ongoing NASA missions. In the future, the size and character of the Agency's deep space mission fleet will significantly change. Consequently, the DSN must evolve to accomodate anticipated needs.

Deep Space Network operations↗