TY - ABST AN - 01465277 TI - Publish the Initial Feasibility Study Report on Whether Low Cost Ground Surveillance Can Operate as a Potential Sensor to Drive the Activation of Runway Status Lights Safety Logic AB - No summary provided. KW - Airport operations KW - Airport runways KW - Airport surface traffic control KW - Aviation safety KW - Runway status lights KW - Surveillance UR - https://trid.trb.org/view/1233510 ER - TY - ABST AN - 01465276 TI - RWSL: Runway Status Lights Enhancement AB - The objective of this project is to test runway status lights enhancement (RWSL) systems that are currently deployed at Dallas-Fort Worth (DFW), San Diego (SAN), Los Angeles (LAX), and Boston (BOS) airports. KW - Airport runways KW - Dallas-Fort Worth International Airport KW - Logan International Airport KW - Los Angeles International Airport KW - Runway incursions KW - Runway status lights KW - San Diego International Airport KW - Tests UR - https://trid.trb.org/view/1233509 ER - TY - ABST AN - 01465275 TI - Define the Patterns and Scenarios of Fatal and Non-fatal General Aviation Accidents AB - No summary provided. KW - Accident patterns KW - Air transportation crashes KW - Aviation safety KW - Civil aviation KW - Fatalities UR - https://trid.trb.org/view/1233508 ER - TY - ABST AN - 01465274 TI - Complete the Simulator Evaluation of Aircraft Navigation System Performance and Functionality for the Radius-to-Fix (RF) Path Terminators used in Public Procedures AB - No summary provided. KW - Aircraft KW - Evaluation and assessment KW - Flight simulators KW - Navigation systems KW - Path radius KW - System performance UR - https://trid.trb.org/view/1233507 ER - TY - ABST AN - 01465273 TI - Publish a Standard Data Format as Part of a General Aviation Flight Data Monitoring (FDM) Demonstration Project that is Useable to Other Participants Wishing to Participate in the Project AB - No summary provided. KW - Civil aviation KW - Data format KW - Demonstration projects KW - Flight data KW - Flight data monitoring KW - Flight recorders UR - https://trid.trb.org/view/1233506 ER - TY - ABST AN - 01465272 TI - Analyze the Operational Landing Distance Performance of Selected Aircraft Make/Model/Series AB - No summary provided. KW - Aircraft KW - Aircraft operations KW - Airport runways KW - Aviation safety KW - Landing UR - https://trid.trb.org/view/1233505 ER - TY - ABST AN - 01465271 TI - Identify New Cockpit Centric Navigation Technologies and Data for the Development of New Procedures to Enhance the Safety and Capacity within the Terminal Area AB - No summary provided. KW - Aircraft pilotage KW - Airport capacity KW - Airport terminals KW - Aviation safety KW - Cockpits KW - Terminal operations UR - https://trid.trb.org/view/1233504 ER - TY - ABST AN - 01465270 TI - Aviation Safety Information Analysis and Sharing (ASIAS) AB - No summary provided. KW - Analysis KW - Aviation safety KW - Information dissemination KW - Information technology KW - Sharing UR - https://trid.trb.org/view/1233503 ER - TY - ABST AN - 01465269 TI - Integrating NAS Facility Services Data into ASIAS for Operational Safety Oversight AB - No summary provided. KW - Aircraft operations KW - Aircraft separation KW - Airspace (Aeronautics) KW - Aviation safety KW - National Airspace System UR - https://trid.trb.org/view/1233502 ER - TY - ABST AN - 01465268 TI - Required Navigation Performance (RNP) TAS-11-01: Required Navigation Performance (RNP) AB - No summary provided. KW - Aircraft KW - Aircraft operations KW - Aviation safety KW - Navigation systems KW - Required navigation performance UR - https://trid.trb.org/view/1233501 ER - TY - ABST AN - 01465267 TI - Develop Models that Enhance the Ability to Use Advanced Flight Simulators for Advanced Maneuvers AB - No summary provided. KW - Advanced automation system (Air traffic control) KW - Aircraft operations KW - Aviation safety KW - Flight simulators KW - Maneuverability UR - https://trid.trb.org/view/1233500 ER - TY - ABST AN - 01465266 TI - Cockpit Procedures with Advanced Systems AB - No summary provided. KW - Advanced cockpit systems KW - Aircraft operations KW - Aviation safety KW - Cockpits KW - Procedures UR - https://trid.trb.org/view/1233499 ER - TY - ABST AN - 01465265 TI - Continue FAA-USAF Joint Flight Tests to Study Onboard DSA Technology AB - No summary provided. KW - Crash avoidance systems KW - Drone aircraft KW - Flight tests KW - Technological innovations KW - U.S. Federal Aviation Administration KW - United States Air Force UR - https://trid.trb.org/view/1233498 ER - TY - ABST AN - 01465264 TI - Continue to Identify Potential Safety Implications of System Performance Impediments to C3 AB - No summary provided. KW - Aircraft operations KW - Aviation safety KW - Drone aircraft KW - Impediments KW - System performance UR - https://trid.trb.org/view/1233497 ER - TY - ABST AN - 01465263 TI - Deliver Draft Technical Report: Regulatory-based Causal Factor Framework to UAS -- "See and Avoid" in IFR Operations AB - No summary provided. KW - Aircraft KW - Drone aircraft KW - Instrument flight rules KW - Regulations KW - Sense-and-avoid systems UR - https://trid.trb.org/view/1233496 ER - TY - ABST AN - 01465262 TI - PCA - UAS Sense and Avoid (SAA) AB - No summary provided. KW - Aircraft KW - Aviation safety KW - Drone aircraft KW - Sense-and-avoid systems UR - https://trid.trb.org/view/1233495 ER - TY - ABST AN - 01465261 TI - PCA - UAS Safety Management System - Risk Modelling AB - No summary provided. KW - Aviation safety KW - Drone aircraft KW - Propulsion KW - Risk management KW - Safety Management Systems UR - https://trid.trb.org/view/1233494 ER - TY - ABST AN - 01465260 TI - PCA - UAS Command and Control (C2) AB - No summary provided. KW - Aircraft KW - Aircraft operations KW - Command and control systems KW - Drone aircraft KW - Propulsion UR - https://trid.trb.org/view/1233493 ER - TY - ABST AN - 01465259 TI - PCA - UAS Contingency Capabilities AB - No summary provided. KW - Aircraft KW - Aircraft operations KW - Contingency planning KW - Drone aircraft KW - Propulsion UR - https://trid.trb.org/view/1233492 ER - TY - ABST AN - 01465258 TI - PCA - UAS Maintenance and Repair Issues AB - No summary provided. KW - Aircraft KW - Civil aviation KW - Drone aircraft KW - Maintenance KW - Propulsion UR - https://trid.trb.org/view/1233491 ER - TY - ABST AN - 01488618 TI - Project 2-Propagation Of Noise From En-Route Aircraft AB - No summary provided. KW - Aircraft noise KW - Sound transmission UR - https://trid.trb.org/view/1257595 ER - TY - ABST AN - 01488609 TI - Sound Transmission Indoors- Study of Whole Houses-Low Frequency Sound Transmission AB - No summary provided. KW - Aircraft noise KW - Dwellings KW - Environmental impacts KW - Low frequency KW - Sound transmission UR - https://trid.trb.org/view/1257586 ER - TY - ABST AN - 01570834 TI - Aerospace Recommended Practice - Reference Gold Standard System Development and Validation Studies AB - Project 37 is focused on well defined research needs associated with sampling non-volatile PM from gas turbine engines. These needs arise from the deliberations of the SAE E31 committee as they pursue the development of a recommended practice. This work is based and builds on preliminary studies conducted under PARTNER Projects 29 and 34. KW - Air quality management KW - Aircraft noise KW - Best practices KW - Noise control KW - Pollutants KW - Recommendations KW - Standards UR - http://partner.mit.edu/projects/non-volatile-particulate-matter---sae-e31-aerospace-recommended-practice-research-issues UR - https://trid.trb.org/view/1363199 ER - TY - RPRT AN - 01531087 AU - Vitagliano, Lauren AU - Gallagher, Donald W AU - Cyrus, Holly AU - Federal Aviation Administration TI - Development of Criteria for Parachute Landing Areas on Airports PY - 2012/05//Final Report SP - 46p AB - Airport sponsors who accept federal funding are obligated to make the aircraft facility available to all aeronautical activities, including parachuting and skydiving. Due to the lack of guidance concerning parachute landing areas (PLA) for airports that are able to accommodate nontraditional aeronautical activities (such as skydiving), research was conducted to determine the recommended size and location of PLAs on airports and provide guidance material. To do this, transition data were collected from airports currently supporting parachute operations, and international and military standards were examined. Site visits were conducted and subject matter experts were consulted. It was determined that the experience of the parachutist and type of parachute used should be considered in developing the size of the PLA. It was also determined that the edge of the PLA should be located no closer than 40 feet from a hazard. In addition, the report includes recommendations for operational procedures and practices. KW - Airport facilities KW - Airport planning KW - Design standards KW - Landing fields KW - Parachutes KW - Safety factors KW - Skydiving UR - http://www.faa.gov/documentLibrary/media/Advisory_Circular/AR11-30PLAAirports.pdf UR - https://trid.trb.org/view/1313497 ER - TY - RPRT AN - 01457560 AU - Patterson, James W AU - Federal Aviation Administration TI - Evaluation of New Obstruction Lighting Techniques to Reduce Avian Fatalities PY - 2012/05//Technical Note SP - 64p AB - Wildlife biologists have conducted extensive research to better understand how migratory birds are negatively affected by obstruction lights, which are used at night to warn pilots that they are approaching an obstruction hazard. The research concluded that migratory birds appear to be attracted to the steady-burning (i.e., nonflashing) obstruction lights on communication towers and, as a result, thousands of birds are killed annually through collisions with these obstructions. Wildlife organizations, the telecommunication industry, and the Federal Communication Commission collectively approached the Federal Aviation Administration (FAA) and requested that the FAA consider redefining their standards for obstruction lighting to either omit or flash the normally steady-burning red lights to reduce their impact on the mortality rates of migratory birds. In the research reported here, the FAA Airport Technology Research and Development Team evaluated the proposal to omit or flash the normally steady-burning red lights. In addition, researchers evaluated the potential benefit of using light-emitting diode obstruction lights instead of conventional incandescent obstruction lights as a way to mitigate their impact on birds, due to their unique color and flash pattern. A series of flight evaluations was conducted to compare the obstruction lighting on several communication towers in the northern Michigan area. A tower that was equipped with a nonstandard lighting configuration in which the steady-burning red lights were programmed to flash in unison with the red flashing lights was also included in the flight evaluation. The results showed that flashing the steady-burning lights was acceptable for small towers (151 to 350 feet in height) and that they could be omitted on taller towers (over 351 feet) so long as the remaining brighter, flashing lights were operational. The optimal flash rate for the brighter lights to flash simultaneously was determined to be between 27 and 33 flashes per minute (fpm). Flashing at slower speeds (under 27 fpm) did not provide the necessary conspicuity for pilots to clearly acquire the obstruction at night without the steady-burning lights, and flashing at faster speeds (over 33 fpm), the lights were not off long enough to be less of an attractant to migratory birds. Based on the results of this research, the FAA proposes to make specific changes to the obstruction lighting standards, including a proposal to omit or flash steady-burning red lights from several obstruction lighting configurations. KW - Aviation safety KW - Birds KW - Environmental protection KW - Fatalities KW - Obstruction lights KW - Towers KW - Visibility UR - http://www.tc.faa.gov/its/worldpac/techrpt/tctn12-9.pdf UR - https://trid.trb.org/view/1222903 ER - TY - RPRT AN - 01454861 AU - Reinhardt, John W AU - Federal Aviation Administration TI - Minimum Performance Standard for Aircraft Cargo Compartment Halon Replacement Fire Suppression Systems (2012 Update) PY - 2012/05//Technical Note SP - 30p AB - This technical note presents the 2012 update to the minimum performance standards that a Halon 1301 replacement or alternate system for aircraft cargo compartment must meet as part of the aircraft certification procedures. This document replaces report number DOT/FAA/AR-TN05/20. This standard considers gaseous and nongaseous fire suppression systems for full-scale fire testing. This report update includes the corrections made to the aerosol can simulator specifications, acceptance criteria section, and the new criteria for the aerosol can explosion test. In addition, some sections were added to the test requirements to clarify some testing procedures. This version corrects and clarifies data from the previous update. KW - Aerosols KW - Aircraft KW - Cargo compartments KW - Explosions KW - Fire extinguishers KW - Fire extinguishing agents KW - Fire suppression systems KW - Flammability tests KW - Vehicle fires UR - http://www.fire.tc.faa.gov/pdf/TC-TN12-11.pdf UR - https://trid.trb.org/view/1223332 ER - TY - RPRT AN - 01446228 AU - Reynolds, H AU - Ishutkina, M AU - Johson, D AU - Jordon, R AU - Kuffner, M AU - Lokhande, K AU - Federal Aviation Administration AU - Massachusetts Institute of Technology TI - Dallas/Fort Worth Field Demonstration No. 2 (DFW)-2 Final Report for Tower Flight Data Manager (TFDM) PY - 2012/05//Final Report SP - 353p AB - The Tower Flight Data Manager (TFDM) is the next generation air traffic control tower (ATCT) information system. It integrates surveillance, flight data, and other sources, enabling advanced decision support tools (DSTs) to improve departure and arrival efficiency and reduce fuel burn at the airport. During a two-week demonstration in the spring of 2011, TFDM was exercised as a prototype installed at the Dallas / Fort Worth International Airport (DFW). MIT Lincoln Laboratory conducted this demonstration (termed DFW-2) for the FAA in coordination with DFW air traffic control (ATC) and the DFW airport authority. The objective of this TFDM field demonstration was to validate the operational suitability and refine production system requirements of the Tower Information Display System (TIDS) surface surveillance display and Flight Data Manager (FDM) electronic flight data display and to evaluate the first iteration of the Supervisor Display and DSTs. These objectives were met during the two-week field demonstration. Results indicated that the TIDS and FDM exhibited capabilities considered operationally suitable for the tower as an advisory system and as a primary means for control given surface surveillance that is approved for operational use. Human factors data indicated that TIDS and FDM could be beneficial. The prototype Supervisor Display and DSTs met a majority of the technical performance criteria, but fewer than half of the human factors success criteria were met. KW - Advanced automation system (Air traffic control) KW - Air traffic control KW - Aircraft operations KW - Approach control KW - Dallas-Fort Worth International Airport KW - Data displays KW - Decision support systems KW - Demonstration projects KW - Guidance systems (Aircraft) KW - Human factors engineering KW - Next Generation Air Transportation System KW - Prototypes UR - https://trid.trb.org/view/1212472 ER - TY - RPRT AN - 01376085 AU - Federal Aviation Administration TI - General Aviation Airports: A National Asset PY - 2012/05 SP - 34p AB - In cooperation with the greater aviation community, the Federal Aviation Administration (FAA) conducted this 18-month review of 2,952 general aviation airports (for the purpose of this report, these landing facilities include mostly airports, but also some heliports and seaplane bases). The report documents many important aeronautical functions that are economically and effectively supported at these general aviation airports. These range from emergency preparedness and response to the direct transportation of people and freight and commercial applications such as agricultural spraying, aerial surveying, and energy exploration. The authors divided the general aviation airports into four categories based on existing activity measures such as the number and types of based aircraft (i.e., aircraft that are stored at an airport), as well as the volume and types of flights. The four new categories are national, regional, local, and basic. Future development of general aviation airports included in the National Plan of Integrated Airport Systems (NPIAS) will continue to be based on eligible and justified needs and priorities, with these new categories providing a more consistent framework within which to evaluate proposed projects. Future NPIAS reports, starting with the FY 2013-2017 report to be issued later this year, will incorporate the new categories developed in this report. The report also raised some important investment and regulatory questions that require further investigation, including: whether current or amended part 139 regulations (i.e., the FAA airport operating certificates) should be extended to the higher-activity general aviation airports; how facility requirements should vary among airports in the new general aviation categories; how Airport Improvement Program (AIP) funds can be used most effectively; and whether all general aviation airports be held to the same grant assurances as other airports. KW - Airports KW - General aviation airports KW - Types of airports UR - http://www.faa.gov/airports/planning_capacity/ga_study/ UR - http://www.faa.gov/airports/planning_capacity/ga_study/media/2012AssetReport.pdf UR - http://www.faa.gov/airports/planning_capacity/ga_study/media/2012AssetReportAppA.pdf UR - https://trid.trb.org/view/1142354 ER - TY - RPRT AN - 01555377 AU - Federal Aviation Administration TI - NextGen Environmental Management System Framework and Collaboration: Pilot Study Summary Report Denver International Airport (DEN) PY - 2012/04/26 SP - 14p AB - The Next Generation Air Transportation System (NextGen) Environmental Management System (EMS) Framework and Collaboration Pilot Study aims to foster collaboration between the Federal Aviation Administration (FAA) and aviation’s principal stakeholders (e.g., Air Carriers, Airports, Manufacturers, Local Community). It aims to further define their role in NextGen EMS Framework and Collaboration and identify opportunities to address environmental challenges. The objective of this pilot study is to evaluate which environmental issues have the potential to constrain the mobility of the aviation system and the possible effects of future technology and operational changes. Pilot study information is used to develop NextGen EMS Framework and Collaboration approaches and tools that will help stakeholders identify strategic environmental issues, address these issues, and track improvements. The Denver International Airport (DEN) Master Plan Update Studies Phase II Baseline Activity Projections report was used for the operational forecast for this study. For the DEN Pilot Study, 2010 was chosen as the base year. Through a 10-step technical approach, data were collected and analyzed to establish baselines for air quality, climate, energy, and noise. Using forecast data, and assuming no NextGen technologies and operations were incorporated, future scenarios were then calculated for each aspect to identify environmental issues that could constrain NextGen implementation. Next, several new technology and operational concepts were evaluated to determine those that could mitigate the environmental impacts. KW - Air quality KW - Airports KW - Climate KW - Denver International Airport KW - Energy consumption KW - Environmental impacts KW - Environmental Management Systems (EMS) KW - Forecasting KW - Next Generation Air Transportation System KW - Noise KW - Pilot studies UR - http://www.faa.gov/about/office_org/headquarters_offices/apl/research/environmental_policy/media/NextGen_EMS_Denver_Pilot_Study_Report_April%202012_Final.pdf UR - https://trid.trb.org/view/1344283 ER - TY - ABST AN - 01571717 TI - Recommended Practice - Analysis and Interpretation of Data from the SR Technics Campaign AB - Project 37 is focused on well defined research needs associated with sampling non-volatile particulate matter (PM) from gas turbine engines. These needs arise from the deliberations of the SAE E31 committee as they pursue the development of a recommended practice. This work is based and builds on preliminary studies conducted under PARTNER Projects 29 and 34. KW - Aircraft KW - Environmental protection KW - Information processing KW - Particulates KW - Recommendations UR - http://partner.mit.edu/projects/non-volatile-particulate-matter---sae-e31-aerospace-recommended-practice-research-issues UR - https://trid.trb.org/view/1363295 ER - TY - ABST AN - 01489587 TI - Weather Technology in the Cockpit - Pilot Training Requirements AB - No summary provided. KW - Air pilots KW - Cockpits KW - Specialized training KW - Technology KW - Weather UR - https://trid.trb.org/view/1258744 ER - TY - RPRT AN - 01531076 AU - Scheffey, Joseph L AU - Darwin, Robert L AU - Hunt, Sean AU - Hughes Associates, Incorporated AU - Federal Aviation Administration TI - A Technical Review of Methodologies for Calculating Firefighting Agent Quantities Needed to Combat Aircraft Crash Fires PY - 2012/04//Final Report SP - 168p AB - The current method for determining required firefighting agent quantities at an airport is based on the concept of a “critical area” rectangular box defined by the aircraft length and fuselage width. Aircraft size and construction materials have evolved to an extent that the concepts of critical area, which consists of Theoretical Critical Area and Practical Critical Area need to be studied to ensure they are still valid methodologies for determining the firefighting agent requirements for airports. This analysis addressed various factors in assessing current aircraft rescue and firefighting (ARFF) agent requirements. These factors included the historical development of the existing methods and the recent fire-related loss history. The recent loss history includes the effectiveness of the ARFF response and a fire hazard analysis for threats to occupants in an aircraft and those who have escaped the aircraft. The National Fire Protection Association 403 methodology was found to be acceptable and appropriate for establishing agent quantities. KW - Air transportation crashes KW - Aircraft Rescue and Fire Fighting KW - Fire extinguishing agents KW - Fire fighting KW - Hazards and emergency operations KW - National Fire Protection Association KW - Planning methods KW - Vehicle fires KW - Vehicle occupant rescue UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar11-29.pdf UR - https://trid.trb.org/view/1313494 ER - TY - ABST AN - 01489310 TI - Ozone Initiated Chemistry and Its Impact on Cabin Air Quality AB - No summary provided. KW - Air quality KW - Aircraft cabins KW - Chemistry KW - Ozone UR - https://trid.trb.org/view/1258324 ER - TY - ABST AN - 01547843 TI - Synthesis of Information Related to Airport Problems. Topic S02-08. Environmental Assessment of Air and High Speed Rail Corridors AB - The Transportation Research Board's (TRB's) Airport Cooperative Research Program (ACRP) Synthesis 43: Environmental Assessment of Air and High-Speed Rail Corridors explores where additional research can improve the ability to assess the environmental outcomes of these two systems. KW - Air transportation KW - Environmental impacts KW - Evaluation and assessment KW - High speed rail KW - Transportation corridors UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3269 UR - https://trid.trb.org/view/1335465 ER - TY - RPRT AN - 01469916 AU - Reynolds, Tom AU - Alexander, Amy AU - Ishutkina, Mariya AU - Joachim, Dale AU - Jordan, Richard AU - Nakahara, Alex AU - Weaver, Alison AU - Massachusetts Institute of Technology AU - Federal Aviation Administration TI - Tower Flight Data Manager Benefits Assessment: Initial Investment Decision Final Report PY - 2012/03/09/Version 1.1 SP - 116p AB - The Tower Flight Data Manager (TFDM) is an advanced tower automation system being developed to meet the Federal Aviation Administration (FAA) Next Generation Air Transportation System (NextGen) objectives. The TFDM system provides controllers with advanced surveillance and flight data management display systems that will allow them to maintain an integrated picture of the current situation. Controllers and supervisors will also be provided with a suite of Decision Support Tools (DSTs) that provide critical information for assistance in tactical and strategic decision-making. In addition, TFDM will facilitate data exchange between controllers within a tower facility, between Air Traffic Control facilities, and between stakeholders. The capabilities provided by the TFDM system should enable multiple system benefits, such as reduced surface delay, taxi time, and fuel burn (with associated improved operational and environmental performance); better performance during severe weather and other off-nominal conditions; improved usability and situational awareness; and enhanced safety. This document summarizes the analysis efforts undertaken by Massachusetts Institute of Technology Lincoln Laboratory to estimate the benefits from the key TFDM capabilities over the 2015-2035 timeframe in support of the Initial Investment Decision (IID) benefits assessment process. KW - Advanced automation system (Air traffic control) KW - Air traffic control KW - Approach control KW - Aviation safety KW - Benefits KW - Data communications KW - Decision support systems KW - Evaluation and assessment KW - Guidance systems (Aircraft) UR - http://www.ll.mit.edu/mission/aviation/publications/publication-files/atc-reports/Reynolds_2012_ATC-394_WW-25418.pdf UR - https://trid.trb.org/view/1236810 ER - TY - ABST AN - 01489312 TI - Hazard Analysis and Critical Control Points Methods Applied to Disease Transmission on Fomites in Aircraft AB - No summary provided. KW - Aircraft cabins KW - Aviation medicine KW - Communicable diseases KW - Environment KW - Fomites KW - Hazard analysis UR - https://trid.trb.org/view/1258326 ER - TY - RPRT AN - 01531113 AU - Herricks, Edwin E AU - Lazar, Peter AU - Woodworth, Elizabeth AU - Patterson, James AU - University of Illinois, Urbana-Champaign AU - Federal Aviation Administration TI - Performance Assessment of an Electro-Optical-Based Foreign Object Debris Detection System PY - 2012/03//Final Report SP - 41p AB - In 2008, the Federal Aviation Administration (FAA) Airport Technology Research and Development Team conducted a performance assessment of the iFerret™, electro-optical, foreign object debris (FOD) detection system. This assessment included the system’s capability to detect objects of various shapes, sizes, and materials at all locations on the runway surface. The system’s capability to detect FOD during both nighttime and daytime conditions, in periods of sun, rain, mist, fog, and snow was also assessed. A comprehensive performance assessment of the technology was demonstrated at the Chicago O’Hare International Airport (ORD). Installation of iFerret sensors was completed at ORD in late 2008, and extensive data collection was conducted from June 2009 through July 2010. These were supplemented by an assessment of an iFerret installation at Singapore’s Changi International Airport in May 2009. At the conclusion of the data collection process, the FAA had sufficient data to conclude the performance assessment. The iFerret FOD detection system was able to detect objects of various shapes, sizes, and materials on runway surfaces, taxiways, and aprons and was able to perform satisfactorily in nighttime, daytime, sun, rain, mist, fog, and snow conditions, as required by FAA Advisory Circular 150/5220-24, “Airport Foreign Object Debris (FOD) Detection Equipment.” KW - Airport runways KW - Chicago O'Hare International Airport KW - Detection and identification systems KW - Inspection equipment KW - Monitoring KW - Performance KW - Singapore Changi Airport KW - Surveillance KW - Technology assessment UR - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=ebb491b5-4858-45f7-a7eb-3834627ca6c2&f=11-13.pdf UR - http://www.airporttech.tc.faa.gov/Download/Airport-Safety-Papers-Publications-Detail/dt/Detail/ItemID/56/Performance-Assessment-of-an-Electro-Optical-Based-Foreign-Object-Debris-Detection-System UR - https://trid.trb.org/view/1313498 ER - TY - RPRT AN - 01446240 AU - R G W Cherry & Associates Limited AU - Federal Aviation Administration TI - Freighter Airplane Cargo Fire Risk and Benefit Cost Model PY - 2012/03//Final Report SP - 73p AB - The Federal Aviation Administration (FAA), Transport Canada, and the United Kingdom Civil Aviation Authority requested a Risk and Benefit Cost Model be developed to assess the likely number of U.S.-registered freighter fire accidents, and the benefit/cost ratio associated with seven mitigation strategies identified by the FAA. This report explains the data used by the Model, its algorithms, and the way in which the Model may be used. The Model addresses the potential fire threat from all forms of cargo, including the bulk shipment of lithium batteries (primary and secondary) because they likely contributed to two of the five freighter fire accidents that have occurred on U.S.-registered airplanes. The Model displays the number of accidents through 2020 and costs, benefits, and the benefit/cost ratios through to 2025. The Model prediction of the average number of accidents likely to occur from 2011 to 2020, if no mitigation action is taken, is approximately 6—with a 95-percentile range of approximately 2 to 13. If no mitigation action is taken, accident costs are likely to average approximately $44 million (U.S.) per annum over the period 2011 to 2025. The primary contribution to freighter fire accident costs is the value of the airplane—with values of approximately 90% of the total accident cost for the larger freighter airplanes. However, the Model predictions of accident costs are based on the assumption that the composition of the U.S.-registered freighter fleet will be largely unchanged from 2010 through 2025 in terms of the size and value of airplanes. The costs of implementing the proposed mitigation strategies are currently not known to a sufficient level of accuracy to make accurate determinations of benefit/cost ratios. However, the Model has been constructed to allow user inputs of costs once they become available. KW - Air cargo KW - Benefit cost analysis KW - Cargo aircraft KW - Crash risk forecasting KW - Fire prevention KW - Fires KW - Hazard mitigation KW - Risk management UR - http://www.fire.tc.faa.gov/pdf/AR12-3.pdf UR - https://trid.trb.org/view/1212497 ER - TY - RPRT AN - 01372876 AU - Volpe National Transportation Systems Center AU - Federal Aviation Administration TI - Medium Intensity Approach Lighting System with Runway Alignment Indicator Lights PY - 2012/03 SP - 116p AB - The San Diego International Airport (FAA three-letter identifier code “SAN”) is located in the northwest portion of the downtown area of San Diego, California. The airport is bounded by North Harbor Drive and San Diego Bay to the south, the Navy water channel and Liberty Station to the west, the Marine Corps Recruit Depot to the north, and Pacific Highway and Interstate 5 to the east. The airport is operated by the San Diego County Regional Airport Authority (SDCRAA). At 661 acres, SAN is one of the smallest major airport sites in the U.S. The airport has a single 9,401-foot-long, 200-foot-wide runway running east-west, and is the busiest single runway commercial airport in the nation. A visual guidance lighting system is an important safety feature at many airports. The term “visual guidance lighting system” is used to identify, as a type of facility, those configurations of lights located on and in the vicinity of an airfield providing pilots with a visual reference for guidance purposes while operating an aircraft during an approach for landing. These facilities are vital visual aids to the pilot and may be used with or without electronic landing aids, such as an Instrument Landing System (ILS). An approach lighting system (ALS) is a configuration of signal lights disposed symmetrically about the extended runway centerline, starting at the landing threshold and extending outward into the approach zone. This system provides pilots with visual information regarding runway alignment, height perception, roll guidance and horizon references. The ALS at SAN is a Medium Intensity Approach Lighting System with Runway Alignment Indicator Lights (MALSR). This report describes the lighting system at SAN. KW - Airport runways KW - Alignment KW - Landing aids KW - Lighting systems KW - San Diego International Airport KW - Visual aids UR - http://ntl.bts.gov/lib/44000/44600/44608/Medium_Intensity_Approach_Lighting.pdf UR - https://trid.trb.org/view/1140728 ER - TY - RPRT AN - 01367387 AU - Williams, Kevin W AU - Federal Aviation Administration AU - Federal Aviation Administration TI - An Investigation of Sensory Information, Levels of Automation, and Piloting Experience on Unmanned Aircraft Pilot Performance PY - 2012/03//Final Report SP - 24p AB - The current experiment was intended to examine the effect of sensory information on pilot reactions to system failures within a UAS control station simulation. This research also investigated the level of automation used in controlling the aircraft and the level of manned flight experience of the participants, since these also have been shown to influence pilot effectiveness. While the presence of sound did improve responses to engine failures, it did not improve responses to failures in heading control. The prediction that higher levels of automation would lead to complacency or vigilance decrements was not supported. The finding that pilots, in the manual conditions, flew significantly closer to the flight path than non-pilots was unexpected. The results suggest differences between those with manned aircraft experience and those without, but it is unclear whether these differences are due to manned aircraft training and flight experience or whether other factors, such as personality, may be evident. KW - Air pilots KW - Automation KW - Drone aircraft KW - Flight simulators KW - Personnel performance KW - Pilot experience KW - System failure UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201204.pdf UR - https://trid.trb.org/view/1136121 ER - TY - ABST AN - 01547917 TI - Legal Aspects of Airport Programs. Topic 04-05. Compilation of DOT and FAA Airport Legal Determinations and Opinion Letters, through December 2011 AB - Virtually all U.S. airports with commercial airline service have accepted federal grants under the Airport Improvement Program (AIP) (Title 49, U.S.C., Chapter 471). In exchange for these grants, airports agree to comply with numerous federal assurances, ranging from requirements that their rates be reasonable to implementation of disadvantaged business enterprise programs. The Federal Aviation Administration (FAA) adjudicates complaints, brought by FAA or raised by third parties, relating to alleged failures by airports to comply with the AIP grant assurances. Prior to 1996 the FAA's procedures for processing and making determination regarding complaints against federally-funded airports were set forth in 14 CFR Part 13, a set of regulations applicable to a variety of adversarial proceedings within FAA's jurisdiction. In 1996, the FAA promulgated Part 16, regulations relating to processing complaints against airports specifically. Part 16 includes several stages of FAA review, and therefore multiple decisions may be issued by the FAA in a particular Part 16 proceeding. It is very difficult for attorneys representing airports to find either the older Part 13 decisions relating to airports, or the more recent Part 16 decisions. In addition, airport attorneys are rarely aware of Department of Transportation (DOT) general counsel opinions or FAA chief counsel opinions on airport legal issues. This project would make these materials available. The subcommittee is aware that the LEXIS™ service contains a library of Part 13 and Part 16 decisions. Many airport attorneys, however, use a different online legal research service and do not have access to LEXIS. In addition, the LEXIS library contains numerous Part 13 decisions that do not relate to airports, and that library, as best as the study can tell, does not include any DOT general counsel decisions or FAA chief counsel decisions. Furthermore, LEXIS does not include a case summary to accompany the text of Part 13 and Part 16 decisions. WESTLAW service contains a similar library, subject to comparable limitations on its usefulness. Part 16 decisions are also maintained on the FAA website. As with other online resources, there is no case summary and no digesting or indexing. Decisions are only searchable by names of party or docket number. Also, DOT general counsel and FAA chief counsel opinions are not available through this on-line source. Airport Cooperative Research Program (ACRP) 11-01, "Legal Aspects of Airport Program" previously published ACRP Legal Research Digest (LRD) 4, Compilation of DOT and FAA Airport Legal Determinations and Opinion Letters Through December 31, 2007, by Spiegel & McDiarmid, August, 2008. That report consists of a bound volume of indexes and a CD-ROM with the same indexes, digested determinations and opinions, and close to 2000 pages of determinations and opinions. The determinations and opinions are numbered in the indexes by document numbers and linked. The objective of this study topic was to supplement and update ACRP LRD 4. KW - Airport operations KW - Civil aviation KW - Databases KW - Government funding KW - Legal factors UR - http://144.171.11.40/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2882 UR - https://trid.trb.org/view/1335565 ER - TY - ABST AN - 01489588 TI - RADAR, ADS-B, ASD-X, and DDM Analysis AB - No summary provided. KW - Air traffic control KW - Aircraft separation KW - Automatic dependent surveillance-broadcast KW - Flight data monitoring KW - Radar KW - Radar air traffic control UR - https://trid.trb.org/view/1258745 ER - TY - ABST AN - 01547844 TI - Synthesis of Information Related to Airport Problems. Topic S01-06. How Airports Measure Customer Service Performance AB - The Transportation Research Board's (TRB's) Airport Cooperative Research Program (ACRP) Synthesis 48: How Airports Measure Customer Service Performance examines the strategic importance of customer service and how airports are measuring the quality of customer service. KW - Airports KW - Customer service KW - Performance measurement KW - Quality of service KW - Strategic planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3291 UR - https://trid.trb.org/view/1335466 ER - TY - RPRT AN - 01444820 AU - Federal Aviation Administration TI - Options to the Use of Halons for Aircraft Fire Suppression Systems -- 2012 Update. PY - 2012/02//Final Report SP - 102p AB - This report reflects the many changes that have occurred in the aircraft fire suppression arena since the last update was published in 2002. Changes have occurred in regulatory restrictions, commercialized halocarbon replacements, halocarbon replacements in development, alternative technologies, and the evaluation of fire fighting effectiveness for the four primary aircraft onboard applications: (1) engine nacelles, (2) hand-held extinguishers, (3) cargo compartments, and (4) lavatory protection. Test-based fire suppression halon equivalency guidance is provided for these applications. KW - Aircraft KW - Airplanes KW - Chemical agents KW - Environmental impacts KW - Fire extinguishers KW - Fire extinguishing agents KW - Fire fighting KW - Fires KW - Hazardous chemicals KW - Vehicle fires UR - http://www.fire.tc.faa.gov/pdf/11-31.pdf UR - https://trid.trb.org/view/1212132 ER - TY - RPRT AN - 01370139 AU - Skaggs, Valerie AU - Norris, Ann AU - Johnson, Robert AU - Federal Aviation Administration AU - Federal Aviation Administration TI - 2010 Aerospace Medical Certification Statistical Handbook PY - 2012/02//Final Report SP - 50p AB - The annual Aerospace Medical Certification Statistical Handbook reports descriptive characteristics of all active U.S. civil aviation airmen and the aviation medical examiners (AMEs) that perform the required medical examinations. This information has not been published since 1998, so in response to recent need, the U.S. Federal Aviation Administration (FAA) reinstated the annual report. The 2010 annual handbook documents the most recent and most widely relevant data on active civil aviation airmen and AMEs. Medical certification records from 2006-2010 were selected from the Document Imaging Workflow System (DIWS) which is the FAA medical certification database. All medical data were abstracted from the most recent medical examinations with the exception of medical conditions which were historical and current. Only those with a non-expired medical certificate remained in the dataset. AME records were selected from the Aviation Medical Examiner Information System (AMEIS). The current status of each AME was determined for each year of the study period from 2008-2010, retaining only those with an active status. Airman variables include age, issued and effective medical classes, height, weight, BMI, gender, select medical conditions, special issuances, and FAA region of residence. AME variables include AME type, age, gender, medical specialty, pilot license status, senior examiner status, and region. As of December 31, 2010, there were 598,642 medically certified airmen age 16 and older, and 30.9%, 22.1%, and 47.0% were issued a Class 1, Class 2, and Class 3 medical certificate, respectively. Across all medical classes, the average age was 44 years and 93.5% of the airmen were male. The mean BMI for both females and males was 24.2 and 27.3 respectively. Six percent of issued certificates required a special issuance. The most commonly reported medical condition was hypertension with medication, at 11%. Of the 3,651 active AMEs, 93% were civilian, 2.4% federal, and 4.6% military. Nearly 50% reported their medical specialty as family practice. Their average age was 59.4 years; the majority (52%) did not hold a pilot license, and 82% were male. In summary, this report contains widely requested data on the active U.S. civil airmen population that has not been readily accessible since 1998. This report will be updated annually and will be used by the aerospace community, including FAA leadership, aerospace researchers, advocacy groups, legislative staff, and the general public. KW - Air pilots KW - Aviation medicine KW - Certification KW - Demographics KW - Medical personnel KW - Physicians KW - Statistics UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201203.pdf UR - https://trid.trb.org/view/1138422 ER - TY - RPRT AN - 01370133 AU - Bailey, Larry AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Analysis of En Route Operational Errors: Probability of Resolution and Time-On-Position PY - 2012/02//Final Report SP - 24p AB - The Federation Administration’s Air Traffic Control Organization Safety Management System (SMS) is designed to prevent the introduction of unacceptable safety risk into the National Airspace System. One of the most important safety metrics used in the Air Traffic Organization’s SMS is the rate and severity of air traffic control operational errors (OEs). While OE rates tell us about the frequency of occurrence, the rates in and of themselves do not provide a direct assessment of safety risk. Two additional metrics are proposed for inclusion in the Air Traffic Organization’s SMS. These include the probability of resolution (POR) index and the time-on-position probability (TOPP) index. Whereas the POR is a measure of OE containment (i.e., resolving a loss of separation before the situation worsens), the TOPP is a measure of the occupational risk of an OE occurring due to traffic exposure. In this report, each metric is mathematically developed and empirically evaluated using archival en route data. In Study 1, the utility of the POR is evaluated based on 1293 OEs extracted from an en route OE research database for the period May 1, 2001 to May 31, 2003. In Study 2, the utility of the TOPP is evaluated based on 1,397,206 time-on-position entries from six en route centers for the 2006 calendar year. The results of both studies are discussed within a SMS framework. KW - Air traffic control KW - Aviation safety KW - Human error KW - Mathematical analysis KW - Measurement KW - Operational errors KW - Risk management KW - Safety Management Systems UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201202.pdf UR - https://trid.trb.org/view/1138418 ER - TY - ABST AN - 01571796 TI - Radar, ADS-B, ASDE-X, and FDM Analysis AB - No summary provided. KW - Air traffic control KW - Aircraft separation KW - Automatic dependent surveillance-broadcast KW - Flight data monitoring KW - Radar KW - Radar air traffic control UR - https://trid.trb.org/view/1363405 ER - TY - RPRT AN - 01368817 AU - Federal Aviation Administration TI - Status Report: Assessment of Compatibility of Planned LightSquared Ancillary Terrestrial Component Transmissions in the 1526-1536 MHZ Band with Certified Aviation GPS Receivers PY - 2012/01/25 SP - 157p AB - The Federal Aviation Administration (FAA) has worked with LightSquared since August 2011 to evaluate the compatibility of certified aviation receivers with the planned LightSquared ancillary terrestrial component (ATCt) network using a signal broadcast in the 1526-1536 MHz band. The assessment in this report is based on FAA performance standards. Unlike most other global positioning system (GPS) devices, certified aviation GPS receivers have interference rejection requirements specified by the FAA and harmonized internationally. Aircraft antenna characteristics are also specified. The use of these specifications precludes the need to individually test every aviation device, and allows the assessment to be accomplished through analysis which estimates the LightSquared interference present at the aircraft GPS receiver, and then compares that level to the specified rejection limits. To predict the interference at the aircraft, the FAA has developed a set of propagation models that build upon testing conducted by the mobile satellite services and cellular communications industries for terrestrial applications. Unfortunately, aircraft operate at altitudes where no significant research on propagation has been conducted. Addressing this gap has been the primary focus of the FAA and LightSquared activities though several technical issues remain unresolved, which would require additional resources. While variations in the FAA and LightSquared models affect the scope of impact, they do not affect our fundamental conclusions. Two conclusions can be drawn from the analysis work done to date: (1) The proposed ATCt network is not compatible with FAA requirements for operations dependent on GPS receivers at low altitudes in the vicinity of the ATCt transmitters; and (2) The variations in local propagation environments preclude adoption of any readily-implementable mitigation for this inference. KW - Aircraft KW - Antennas KW - Global Positioning System KW - Interference KW - Radio transmitters KW - Terrestrial laser scanning KW - Transceivers UR - http://ntl.bts.gov/lib/44000/44300/44302/06_NTIA_Letter_Enclosure_4_-_2012_Jan_25_-_StatusReportAssessOfPlanned_LSQ_ATC_TransIn1526to1536MHz_-_FAA.pdf UR - https://trid.trb.org/view/1137362 ER - TY - ABST AN - 01489485 TI - Fly by Wire and Fly by Light Control Systems for Rotorcraft AB - No summary provided. KW - Aircraft pilotage KW - Control systems KW - Fly by wire KW - General aviation aircraft KW - Helicopters KW - Rotorcraft KW - Rotors UR - https://trid.trb.org/view/1258534 ER - TY - RPRT AN - 01370119 AU - Department of Transportation AU - Federal Aviation Administration TI - Enhanced Oversight of Staffing and Training at FAA's Critical Facilities is Needed to Maintain Continuity of Operations PY - 2012/01/12 SP - 21p AB - Ensuring that the Federal Aviation Administration's (FAA) most critical facilities are fully staffed with qualified air traffic controllers is vital to maintain the safety of the National Airspace System (NAS). Since fiscal year (FY) 2005, FAA has begun hiring and training over 12,000 new controllers to offset the impending retirements of those hired after the 1981 controller strike. With so many veteran controllers leaving, FAA faces the risk of not having enough certified professional controllers (CPC) to operate its busiest and most complex air traffic control facilities. These include locations such as Southern California, Atlanta, Chicago, and New York, many of which now have newly hired controllers. The Department of Transportation Office of Inspector General (OIG) was asked to review controller training and staffing at FAA's most critical air traffic control facilities to determine if FAA is positioned to ensure the continuity of facility operations. Briefly, it was found that enhanced oversight of staffing and training at FAA's critical facilities is needed to maintain continuity of air traffic operations. Critical facilities face a potential shortage of CPCs as they have higher rates of retirement eligibility, controllers-in-training, and training attrition than the national average. For example, 15 of the 21 critical facilities that OIG reviewed had a higher percentage of their controllers in training than the national average of 25%. Between FY 2008 and FY 2010, critical facilities also lost 40% of their trainees to attrition, compared to the national average of 24%. A contributing factor is that the complexity of the locations makes it more difficult for inexperienced new hires to certify. Yet, FAA's national training program has not provided critical facilities with the training resources they need to help slow staffing shortfalls. As a result, some facility managers have developed their own training programs to supplement lab and classroom training. However, as FAA begins deploying Next Generation Air Transportation System (NextGen) technologies, critical facilities will require even more training resources for both veteran and new controllers. Without a consistent, national approach to address critical facilities' staffing and training needs now, it will be difficult in the short term for FAA to ensure continuity of their operations and, in the long term, effectively transition them to NextGen. KW - Air traffic controllers KW - Hiring policies KW - Needs assessment KW - Novices KW - Oversight KW - Retirement KW - Selection and appointment KW - Training KW - U.S. Federal Aviation Administration UR - http://www.oig.dot.gov/sites/dot/files/DOT%20OIG%20Report%20on%20FAA%20ATC%20Staffing%20and%20Training%20at%20Critical%20Facilities.PDF UR - https://trid.trb.org/view/1136998 ER - TY - RPRT AN - 01503969 AU - Federal Aviation Administration TI - Airport Technology Research Plan...for the NextGen Decade: 2012-2021, A $250M Investment in Airport Safety PY - 2012/01 SP - 64p AB - This booklet describes the serious contemporary issues facing airport technology and outlines an essential Federal Aviation Administration (FAA) research and development plan to deal with these issues. With the implementation of new procedures from the NextGen research, the role of airports will be to accommodate the increased traffic safely. This is especially critical during aircraft operations in inclement weather. This will require development of technologies to heat airport pavements, reliable methods to assess the braking performance of aircraft, development of lighting and marking materials providing higher visibility, development of new lighting technologies, such as, holograms, developing methods to mitigate wildlife at or near the airport, and developing new and efficient techniques for aircraft rescue and fire fighting. KW - Aircraft KW - Airport runways KW - Airports KW - Aviation safety KW - Braking performance KW - Fire fighting KW - Lighting KW - Research KW - Technological innovations KW - Wildlife UR - http://www.airtech.tc.faa.gov/10YearPlan/Airport%20Technology%20Research%20Plan.pdf UR - https://trid.trb.org/view/1286168 ER - TY - RPRT AN - 01446054 AU - Tan, Tein-Min AU - Awerbuch, Jonathan AU - Lau, Alan C W AU - Byar, Alan D AU - Drexel University AU - Federal Aviation Administration TI - Development of Computational Models for Simulating Full-Scale Crash Tests of Aircraft Fuselage and Components PY - 2012/01//Final Report SP - 174p AB - In November 2000, a vertical drop test of a Boeing 737 airplane fuselage section was conducted at the Federal Aviation Administration (FAA) William J. Hughes Technical Center, Atlantic City International Airport, New Jersey. The intent was to determine the impact response of a narrow-body airplane fuselage section, including the response of the airframe structure and cabin items of mass. The purpose of this study was to develop a finite element model to simulate the vertical drop test of that fuselage section. The 10-foot-long test section included 18 seats occupied by dummy passengers, luggage stowed in the cargo compartment beneath the floor, and two different FAA-certified overhead stowage bins. The test article was dropped from a 14-foot height, resulting in a vertical impact velocity of 30 ft/sec. The primary goal of this drop test was to characterize the behavior of the two overhead bins under a severe, but survivable, impact condition. KW - Aircraft cabins KW - Airplanes KW - Aviation safety KW - Boeing 737 aircraft KW - Computer models KW - Crashworthiness KW - Fuselages KW - Impact tests KW - Simulation UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar10-34.pdf UR - https://trid.trb.org/view/1212694 ER - TY - RPRT AN - 01446032 AU - Lau, Michael AU - Senzig, David AU - Bevillard, Paul AU - Boeker, Eric R AU - Roof, Christopher J AU - Samiljan, Robert AU - Tyndall, Charles AU - Scarpone, Christopher AU - Kim, Michael AU - Lee, Cynthia AU - Federal Aviation Administration AU - Federal Aviation Administration AU - Research and Innovative Technology Administration TI - Floatplane Source Noise Measurements: Summary of Measurements, Data and Analyses for the Cessna 182S Skylane and De Havilland Canada DHC-2 Beaver PY - 2012/01//Final Report SP - 100p AB - In September 2010, the Volpe Center measured source noise for two floatplane aircraft that have been identified as participating in commercial air tour operations over National Parks: Cessna 182S and De Havilland Canada DHC-2. This document describes the planning and execution of the noise study, overviews the data reduction procedures, and presents final data adjusted to standard conditions. KW - Air tours KW - Aircraft KW - Aircraft noise KW - Cessna 182 aircraft KW - De Havilland aircraft KW - Floatplanes KW - National parks KW - Noise UR - http://ntl.bts.gov/lib/44000/44300/44330/DOT-VNTSC-FAA-11-11.pdf UR - https://trid.trb.org/view/1212599 ER - TY - RPRT AN - 01367250 AU - Lowe, Shelley E AU - Pfleiderer, Elaine M AU - Chidester, Thomas R AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Perceptions and Efficacy of Flight Operational Quality Assurance (FOQA) Programs Among Small-scale Operators PY - 2012/01//Final Report SP - 28p AB - Despite safety and economic advantages, as well as endorsements by the International Civil Aviation Organization, the FAA, the National Transportation Safety Board, and Congress, voluntary Flight Operational Quality Assurance (FOQA) participation has not been fully implemented in the United States (GAO, 2010), particularly among small operators. Pilots’ concern about data misuse continues to be one of the primary factors preventing participation in voluntary safety programs. Considered in conjunction with pilots’ attitudes and pressure from pilot unions, airlines might find it difficult to justify the cost of implementing and maintaining a FOQA program if they are dubious about its benefits or concerned about its risks. Increased FOQA participation among small-scale air carriers may depend on demonstrating that significant safety benefits can be gained and positive perceptions of the program sustained, with minimal cost to the operator. The current study evaluates both attitudinal and operational aspects of a FOQA program maintained by a small-scale government aircraft operator. The Perceptions of Flight Operations Quality Assurance (PFOQA) questionnaire was used to systematically collect information about pilots’ attitudes regarding FOQA. Questionnaire items were based on concerns and recommendations proposed by the Flight Safety Foundation FOQA task force created to identify issues that might hinder or prevent the implementation of FOQA. Survey participants were a sample of 83 government pilots drawn from a population of approximately 180 Office of Aviation System Standards (AJW) pilots. A time series analysis of FOQA event rates was used to determine whether quarterly reports providing feedback to pilots (a cost-effective intervention method) can produce significant safety benefits. FOQA exceedances used in the time series analyses were de-identified monthly summary data for the Learjet 60 fleet recorded between July 2006 and November 2010. The overlap between the distributions of the Positive and Negative Perceptions scales of the PFOQA suggests that the pilot group demonstrated a certain amount of ambivalence toward FOQA, recognizing both the value and risks of the program. The results of the time series analyses indicated that feedback provided to pilots in quarterly reports produced significant reductions in exceedance rates. A trend in the time series data was the pervasive reduction in these exceedances over the course of the program. This was encouraging for the AJW operation and should motivate other small operators to pursue FOQA. KW - Airline pilots KW - Airlines KW - Attitudes KW - Aviation safety KW - Benefits KW - Flight Operational Quality Assurance Program KW - Questionnaires KW - Surveys KW - Time series analysis UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201201.pdf UR - https://trid.trb.org/view/1136101 ER - TY - CONF AN - 01542152 AU - Powell, R B AU - CRC Press TI - A History of Modern Accelerated Performance Testing of Pavement Structures SN - 9780415621380 PY - 2012 SP - pp 3-12 AB - The type of research conducted at the National Center for Asphalt Technology’s (NCAT) Pavement Test Track is known as full-scale Accelerated Performance Testing (APT). APT is the controlled application of a prototype wheel loading, at or above the appropriate legal load limit, to a layered pavement system to determine pavement response and document performance as damage accumulates in a compressed time period. A great variety of APT experiments have been executed over the last hundred years. This document is the result of a literature review on the history and evolution ofAPT that was foundational to the success of the first research cycle at the NCAT Pavement Test Track. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Accelerated tests KW - History KW - Pavement performance KW - Pavements UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-3 UR - https://trid.trb.org/view/1216941 ER - TY - SER AN - 01523313 JO - Tech Notes PB - Massachusetts Institute of Technology AU - Federal Aviation Administration TI - Route Availability Planning Tool PY - 2012 SP - 3p AB - The Federal Aviation Administration (FAA) estimates that 70% of air traffic delays result from inclement weather. To address the problem of costly delays triggered by thunderstorms, Massachusetts Institute of Technology (MIT) Lincoln Laboratory developed a decision support tool that helps air traffic managers determine when to close and reopen departure routes during periods of convective weather. The Route Availability Planning Tool (RAPT) provides current, reliable route-availability information in a user-friendly format. Automated route conditions displayed on a data-rich interface help relieve the decision-making burden typically faced by air traffic managers—gathering weather information, mentally envisioning the repercussions of the weather data, rechecking for rapidly changing weather, and then deciding to allow aircraft to depart. KW - Air traffic control KW - Arrivals and departures KW - Decision support systems KW - Thunderstorms KW - Weather conditions KW - Weather routing UR - http://www.dtic.mil/cgi-bin/GetTRDoc?Location=U2&doc=GetTRDoc.pdf&AD=ADA594042 UR - https://trid.trb.org/view/1306847 ER - TY - RPRT AN - 01518942 AU - Federal Aviation Administration AU - Volpe National Transportation Systems Center TI - Long Island North Shore Helicopter Route Environmental Study PY - 2012 SP - 7p AB - This report presents the results of the noise and emissions analysis of helicopter operations along the North Shore Helicopter Route of Long Island, New York performed by the Federal Aviation Administration, with the assistance of the Volpe Center’s Environmental Measurement and Modeling group. KW - Environmental impacts KW - Helicopter transportation KW - Helicopters KW - Long Island (New York) KW - Noise KW - Pollutants UR - http://ntl.bts.gov/lib/51000/51000/51023/U_S_DOT_FAA_-_NY_N_Shore_Noise_Emissions_Evaluation_3-21-12.pdf UR - https://trid.trb.org/view/1302156 ER - TY - RPRT AN - 01510014 AU - United States Federal Aviation Administration TI - Draft environmental impact statement : runway safety area improvements, Kodiak Airport, Kodiak, Alaska PY - 2012///25 online resources. KW - Environmental impact statements UR - https://trid.trb.org/view/1294338 ER - TY - RPRT AN - 01508897 AU - United States Federal Aviation Administration TI - Taos Regional Airport, airport layout plan improvements : environmental impact statement PY - 2012///Volumes held: Draft(3v), F(6v) KW - Environmental impact statements KW - New Mexico UR - https://trid.trb.org/view/1293221 ER - TY - CONF AN - 01474871 AU - Greene, J AU - Choubane, B AU - Upshaw, P AU - CRC Press TI - Evaluation of a Heavy Polymer Modified Asphalt Binder Using Accelerated Pavement Testing SN - 9780415621380 PY - 2012 SP - pp 209-214 AB - As part of its Accelerated Pavement Testing (APT) program, the Florida Department of Transportation (FDOT) initiated, in 2001, an experiment to evaluate the effects of polymer modifiers on the rutting performance of Superpave mixes using a Heavy Vehicle Simulator (HVS). That study led to the use of PG 76-22 asphalt binder on the final structural course for traffic level D roadways (10 to >30 million ESALs) and the top two structural courses for traffic level E roadways (≥ 30 million ESALs). As a follow up, a study was conducted to evaluate the performance of stiffer polymer-modified binders meeting PG 82-22 requirements for focused use on intersections and other low speed facilities with concentrated heavy loads. This paper describes the research approach and findings. It is anticipated that the localized use of a PG 82-22 asphalt binder will significantly improve pavement performance at locations with historically excessive rut depths. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Accelerated tests KW - Axle loads KW - Bituminous binders KW - Polymers KW - Rutting KW - Superpave UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-30 UR - https://trid.trb.org/view/1245200 ER - TY - CONF AN - 01474868 AU - Bortz, Brandon Stallone AU - Hossain, M AU - Halami, Izhar AU - Gisi, A AU - CRC Press TI - Accelerated Pavement Testing of Low-Volume Paved Roads with Geocell Reinforcement SN - 9780415621380 PY - 2012 SP - pp 215-223 AB - Four lanes of pavement test sections were constructed at the Infrastructure System Laboratory (CISL) of Kansas State University. Three of the four lanes had 75-mm geocell-reinforced bases and 25-mm cover of three different in-fill materials; crushed limestone, AB-3; quarry by-products; and Recycled Asphalt Pavement (RAP).The fourth test lanewas the control section consisting of 300-mm crushed stone (AB-3) base.The sections were paved with a 50-mm Superpave Hot-Mix Asphalt (HMA) layer. All sections were instrumented to measure the strains at the bottom of the HMA layer and stresses on top of the subgrade. The sections were loaded with 50,000 and 70,000 repetitions of an 80-kN single axle load of the Accelerated Pavement Testing (APT) machine. The failure rut depth was 12.5 mm. All sections except the control section had this rut depth by 10,000 repetitions. The calculated and measured responses show that on three test sections, stresses on top of the subgrade exceeded the unconfined compressive strength of the soil. The test sections were redesigned and reconstructed. The redesigned sections consisted of 100-mm geocell- reinforced bases, 50-mm cover, and an HMA layer of 100 mm. The same infill materials were used in the test sections. The control lane had a depth of 200 mm. These sections were also instrumented. All sections carried 1,200,000 repetitions of the 80-kN single axle loads with rut depths not exceeding 10 mm. Based on these results, a mechanistic-empirical design methodology for low-volume paved roads with geocell-reinforced bases is being developed. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Accelerated tests KW - Geocells KW - Geosynthetics KW - Granular materials KW - Hot mix asphalt KW - Mechanistic-empirical design KW - Pavement design KW - Rutting KW - Subgrade (Pavements) UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-31 UR - https://trid.trb.org/view/1245196 ER - TY - CONF AN - 01474855 AU - Ritter, J AU - Rabe, R AU - Wolf, A AU - CRC Press TI - Accelerated Pavement Testing of Two Flexible Road Pavements to Assess Long-term Structural Performance SN - 9780415621380 PY - 2012 SP - pp 225-236 AB - This paper presents the results of an accelerated pavement testing project conducted by Germany’s Federal Highway Research Institute (BASt). The main objective of the project was to evaluate the long-term structural performance of flexible road pavements under simulated heavy vehicle traffic. For this purpose two test sections of different strengths were subjected to dynamic impulse generator loading to simulate heavy vehicle loading. During loading, the condition of the pavement was monitored by periodic deflection measurements with a Falling Weight Deflectometer (FWD) and measurements of the transverse profile. Embedded sensors provided information on the dynamic mechanical response of the pavement under loading. The results showed a significant increase in the elastic strain at the bottom of the asphalt base course and a decrease in the bearing capacity. Furthermore structural bottom-up cracking in the asphalt base course was detected.A first approach to estimate the vertical propagation of cracks in asphalt pavement layers on the basis of the measured FWD surface deflections is presented. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Accelerated tests KW - Base course (Pavements) KW - Falling weight deflectometers KW - Flexible pavements KW - Load tests KW - Pavement cracking KW - Pavement performance KW - Strain (Mechanics) UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-32 UR - https://trid.trb.org/view/1245198 ER - TY - RPRT AN - 01473635 AU - Patterson, James W AU - Federal Aviation Administration TI - Evaluation of Trapezoidal-Shaped Runway Grooves PY - 2012///Technical Note SP - 66p AB - The Federal Aviation Administration (FAA) Airport Technology Research and Development Branch initiated research to evaluate a new trapezoidal-shaped pavement groove configuration. The purpose of this evaluation was to determine if the new trapezoidal-shaped pavement groove configuration offered any benefits over the current FAA standard groove configuration, specifically in the areas of water evacuation, rubber contamination, integrity, longevity, and friction values. The new trapezoidal-shaped groove is 1/4 in. deep, 1/2 in. wide at the top, 1/4 in. wide at the bottom, and spaced 2 1/4 in. apart. The current FAA standard groove is 1/4 in. deep, 1/4 in. wide, and spaced 1 1/2 in. apart. Test sections of the new trapezoidal-shaped pavement grooves, along with sections of FAA standard grooves, were installed at the FAA National Airport Pavement Test Facility, the Atlantic City International Airport, Marine Corps Air Facility Quantico, and Chicago O’Hare International Airport. Researchers conducted water evacuation measurements, analysis of rubber contamination, width measurements, and surface friction tests on the trapezoidal-shaped pavement groove test sections under a variety of conditions and compared the results directly to those of the current FAA standard grooves. The results showed that the trapezoidal-shaped pavement groove configuration offered several benefits over the current FAA standard grooves, including improved water evacuation capability, greater resistance to rubber contamination, better integrity, and improved longevity. The friction values for the trapezoidal grooves were comparable to the FAA standard grooves. Analysis of the data collected during this evaluation indicates that the new trapezoidal-shaped pavement groove should be considered an acceptable alternative for pavement grooving on airports. KW - Airport runways KW - Field tests KW - Geometric configurations and shapes KW - Pavement grooving UR - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=1a678eb3-444a-486b-8406-62811e096d87&f=TC-TN12-7.pdf UR - https://trid.trb.org/view/1222902 ER - TY - CONF AN - 01473526 AU - Powell, R B AU - CRC Press TI - Accelerated Performance of a Failed Pavement on a Soft Clay Subgrade after Rehabilitation with High Polymer Mix at the NCAT Pavement Test Track SN - 9780415621380 PY - 2012 SP - pp 203-207 AB - The Pavement Test Track is a full-scale, accelerated performance test facility for flexible pavements managed by the National Center for Asphalt Technology (NCAT) at Auburn University. Forty-six unique 60-m test sections are installed around a 2.7-km oval and subjected to accelerated damage via a fleet of tractors pulling heavy triple trailers. Methods and materials that produce better performance for research sponsors are identified so that future pavements can be constructed based on objective life cycle comparisons. In this study, a 250-mm thick, full depth asphalt pavement that failed near the end of the previous research cycle was first rehabilitated using conventional methods. When the section failed a second time after less than half the traffic that produced the original failure, it was decided to rehabilitate the section again using the same high polymer mix that had performed well in another test section. Traffic applied to the high polymer rehabilitation has now surpassed the level needed to completely fail the original conventional rehabilitation, with no indication that another failure is pending. An overview of the original construction and subsequent rehabilitation of the failed pavement on a soft clay subgrade are included in this paper, with a focus on comparing the performance of the conventional rehabilitation with the high polymer content asphalt inlay. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Accelerated tests KW - Geotextiles KW - Pavement performance KW - Polymer asphalt KW - Rehabilitation (Maintenance) KW - Rutting KW - Soft clays KW - Subgrade (Pavements) UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-29 UR - https://trid.trb.org/view/1218599 ER - TY - CONF AN - 01471899 AU - Saevarsdottir, Th AU - Erlingsson, S AU - CRC Press TI - Evaluation of a Flexible Pavement Structure in an Accelerated Pavement Test SN - 9780415621380 PY - 2012 SP - pp 237-247 AB - A flexible test road structure was built and tested in an Accelerated Pavement Test (APT) using a Heavy Vehicle Simulator (HVS) to investigate the performance behavior for validation in a echanistic performance design. The structure was instrumented to measure the responses at different locations due to different wheel loadings and various tire pressures, with single and dual tires. The permanent deformation manifested on the surface as rutting was measured. The responses gained from various tire loads and pressures were analyzed using three approaches; all layers linear-elastic, the base nonlinear and base and subbase nonlinear. The measurements taken after 100,000 load repetitions were compared with the measurements taken in the beginning of the test. Some softening effect was noticed in the asphalt layers and was taken into account in the analysis. The observed accumulation of permanent deformation of the unbound layers was modeled using a three parameter model. Generally good agreement was established between the measured and calculated values. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Accelerated tests KW - Deformation curve KW - Flexible pavements KW - Mathematical models KW - Mechanistic-empirical design KW - Pavement design UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-33 UR - https://trid.trb.org/view/1225099 ER - TY - CONF AN - 01470817 AU - Qi, X AU - Li, Xiaopeng AU - Gibson, N H AU - Clark, T AU - McGhee, K AU - CRC Press TI - Exploratory Evaluation of Cracking Performance of a 4.75 mm NMAS Overlay Using Full-Scale Accelerated Loading SN - 9780415621380 PY - 2012 SP - pp 257-263 AB - State transportation agencies have begun to develop and implement specifications for 4.75mm Nominal Maximum Aggregate Size (NMAS) Superpave mixes with some specifications based on recommendations from a study conducted by the National Center for Asphalt Technology. These mixes restore surface texture and ride quality but also have advantages such as optimal use of available aggregates, accommodation of Reclaimed Asphalt Pavement (RAP), and application as an impermeable, thin preservation treatment. A trial 4.75mm NMAS from Virginia DOT was placed as a thin treatment on existing accelerated pavement test sections. The objectives of this study were to conduct full-scale load testing to gain confidence in a new mix design and to explore the ability of this thin treatment to curtail top down cracking. Several sub-sections, which were reserved and left unloaded from a preceding study, received a 25mmthick mill-and-fill with the 4.75mmNMAS mix. The construction produced a test section where half of the loaded wheel path was paved with the 4.75mm NMAS mix allowing a direct comparison of cracking performance with and without the thin treatment. Full scale accelerated aging was utilized to compare the fatigue cracking performance for four combinations; with and without 4.75mm NMAS treatment each with and without aging. Crack maps illustrated that the unaged 4.75mm mixture’s cracking performance exceeded the life of the sections without the treatment. Estimates of the increase in life provided by this thin treatment exceed 8 years. Forensic coring has shown top-down cracking to be the predominant distress. When aged, however, the 4.75mm treatment provided no additional life, but performed as well as an aged section without the treatment. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Accelerated tests KW - Aging (Materials) KW - Asphalt concrete KW - Bituminous overlays KW - Fatigue cracking KW - Overlays (Pavements) KW - Pavement design KW - Rutting UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-35 UR - https://trid.trb.org/view/1225101 ER - TY - CONF AN - 01470816 AU - Wu, J AU - Ye, F AU - Ling, J AU - Qian, J AU - Li, S E AU - CRC Press TI - Rutting Resistance of Asphalt Pavements with Fine Sand Subgrade under Full-Scale Trafficking at High and Ambient Air Temperature SN - 9780415621380 PY - 2012 SP - pp 265-276 AB - The rutting performance of an asphalt pavement structure with a fine sand subgrade and a high groundwater table was evaluated with full-scale trafficking tests with the Mobile Load Simulator 66 (MLS66) on Chong-ming Island, Shanghai.The purpose was to establish the reliability of the design with fine sand.There were two test sections with the same asphalt pavement structure but different subgrade depths. Track I was designed with a shallow 1.5m fine sand subgrade and Track II was designed with a medium 3.0m fine sand subgrade. The two tracks were constructed using traditional procedures on the natural clay subgrade covered with a layer of graded macadam. The asphalt pavements consisted of three asphalt layers (total 200 mm) and two cement-treated aggregate layers (total 540 mm, with 5% cement). The top 600mm to 800mm of the subgrade was treated with 3 to 4% cement. Track I was subjected to 1 million load applications at elevated temperature for 15 days and 1.1 million load applications were applied onTrack II at ambient air temperature for 17 days. Profile and temperature data were collected. Pavement profiles and diagnostic excavation indicated that pavement deformation originated from compression and shear flow of the asphalt materials. No fatigue cracking was observed. The influence of the fine sand subgrade and its depth on pavement rutting was negligible. Cores and pit surveys showed that the top asphalt layer of 120mm thickness was significantly affected by trafficked loading and temperature. The rate of rutting and total deformation volume of asphalt at high temperature was 1.5 times that of the test at ambient air ttemperature during early trafficking, about three times more thereafter. The rate of deformation on Track I was almost twice as fast as that ofTrack II. It is concluded that thick asphalt pavement with cement- treated-aggregate base will have good rutting resistance and can be expected to be a perpetual structure. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Accelerated tests KW - Asphalt pavements KW - Axle loads KW - Cement KW - China KW - Rutting KW - Sand KW - Subgrade (Pavements) UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-36 UR - https://trid.trb.org/view/1225102 ER - TY - CONF AN - 01468759 AU - Levenberg, E AU - McDaniel, R S AU - Nantung, T E AU - CRC Press TI - How Low Is Too Low? Assessing the Risk of Low Air Voids Using Accelerated Pavement Testing SN - 9780415621380 PY - 2012 SP - pp 249-255 AB - Various forms of asphalt pavement distress can be attributed, in many cases, to low air voids in mixtures during production and placement.When lowair voids are encountered during production, the specifying agency must decide whether to require the material that has already been placed to be removed and replaced or whether it can be left in place. This study was conducted, in part, in the INDOT/Purdue Accelerated Pavement Testing (APT) Facility to develop a decision-support tool for dealing with such events that is based on projected rutting performance of the pavement system. The responses to repetitive APT wheel passes of test pavements with low air voids in either the surface or intermediate course were measured using a laser based system. The permanent deformation of the top pavement layers is used, in conjunction with simplified mechanistic analysis and engineering judgment, to formulate the desired decision-support tool. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Accelerated tests KW - Air voids KW - Asphalt pavements KW - Decision support systems KW - Pavement performance KW - Rutting UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-34 UR - https://trid.trb.org/view/1225100 ER - TY - CONF AN - 01468743 AU - Arraigada, M AU - Partl, M N AU - Pugliessi, A AU - CRC Press TI - Initial Test Results from the MLS10 Mobile Load Simulator in Switzerland SN - 9780415621380 PY - 2012 SP - pp 277-285 AB - The Mobile Load Simulator (MLS10) is a new type of Accelerated Pavement Testing (APT) equipment recently purchased by Empa, Swiss Federal Laboratories for Materials Science and Technology. This paper summarizes the results of the first calibration tests of the MLS10 in Switzerland. The objective was to evaluate the performance of the machine for testing pavements constructed with local materials under local guidelines. The focus of the study was the structure of the A4 motorway near Zürich. Three pavements were constructed and trafficked with a total of 1.6 million 65 kN load passes over a period of approximately seven months. To access the structural response throughout the loading history, the pavements were instrumented with different sensors. Transverse profiles of the surface were periodically taken. FallingWeight Deflectometer (FWD) and static deflection bowl measurements were taken before, during, and after trafficking to evaluate the structural condition. Finally, pavement samples were obtained from the section and tested in the laboratory. The pavement response was analyzed and validated with a model using the Finite Element Method (FEM). At the end of the tests almost no sign of distress was observed, showing the durability of the pavement. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Accelerated tests KW - Axle loads KW - Calibration KW - Finite element method KW - Load tests KW - Mobile load simulator KW - Pavement performance KW - Simulation KW - Switzerland UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-37 UR - https://trid.trb.org/view/1225103 ER - TY - CONF AN - 01468742 AU - Moffatt, M A AU - Jameson, G W AU - Oliver, John W H AU - CRC Press TI - Validating Permanent Deformation Tests Using Accelerated Pavement Testing SN - 9780415621380 PY - 2012 SP - pp 411-423 AB - Using two case studies, this paper demonstrates the role that controlled accelerated pavement tests can play in the development of performance based laboratory testing procedures. Firstly, the results of an evaluation of the rut-resistant properties of asphalt mixes under accelerated loading using the Accelerated Loading Facility (ALF) conducted between November 1993 and May 1995 are summarized. The performance ranking of the asphalt mixtures is compared to the ranking determined using a dynamic creep laboratory test. The relative rankings of the mixes were different. The laboratory creep test results suggested that the minimum creep slope could rank the relative performance under ALF loading of mixes having the same composition but different binder type but not the relative performance of mixes having different gradings and compositions. The results of the ALF testing correlated better with the results of laboratory wheel-tracking testing. Secondly, a similar deformation trial was conducted on four different spayed seal surfaced, unbound granular pavements between July 2007 and June 2008. The work was undertaken as a means of validating a Repeated Load Triaxial (RLT) test procedure. The RLT test results brought into question the usefulness of the axial permanent strains measured in the test method as these strains did not identify one of the four test materials as being unsuitable for base course due to its low resistance to lateral shoving. By contrast a wheel tracking test, similar to that adopted after the 1990s asphalt work, correlated reasonably well with the ALF results. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Accelerated tests KW - Aggregates KW - Asphalt mixtures KW - Creep tests KW - Elastic deformation KW - Laboratory tests KW - Load tests KW - Pavement performance KW - Performance based specifications KW - Test procedures KW - Validation UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-52 UR - https://trid.trb.org/view/1225116 ER - TY - CONF AN - 01468741 AU - Burnham, T R AU - Izevbekhai, B I AU - CRC Press TI - Performance of Thin Jointed Concrete Pavements Subjected to Accelerated Traffic Loading at the MnROAD Facility SN - 9780415621380 PY - 2012 SP - pp 289-297 AB - With the growing trend in shrinking budgets, as well as increased concern for sustainable engineering, there is strong interest in determining how thin jointed concrete pavements can be constructed and still provide predictable long term performance. In 2008, five thin concrete test sections were constructed at the MnROAD pavement test facility toward addressing that question. Design slab thicknesses ranged from 130 to 165mm (5 to 6.5 in.). The sections were constructed on the MnROAD mainline roadway, thus exposing them to accelerated loading in the form of live, high volume interstate traffic. Other than some variations in panel length and dowel type for the thinnest sections, all other design variables were kept constant. This paper summarizes the performance of the test sections after more than two years of traffic and environmental exposure. Several pavement performance parameters were analyzed, including visual distress, joint faulting and load transfer efficiency, panel deflections, and ride quality. Observed performance was also compared to performance predicted by the current Minnesota Department ofTransportation pavement design procedure.Transverse and longitudinal cracking occurred on the thinner sections. Causes for each type of cracking are discussed. While the sections with slabs less than 150mm (6 in.) thick in this study withstood over 1.5 million CESALS before cracking, it is clear the thicker sections have much greater capacity. The data and observations gathered from these cells will benefit the continuing development of mechanistic–empirical design procedures for thin concrete pavements. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Concrete KW - Cracking KW - Minnesota Department of Transportation KW - Pavement design KW - Pavement performance KW - Test sections KW - Thickness KW - Traffic loads UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-39 UR - https://trid.trb.org/view/1225104 ER - TY - CONF AN - 01468740 AU - Clyne, T R AU - CRC Press TI - Use of Accelerated Pavement Testing to Validate Ride Quality Index Data SN - 9780415621380 PY - 2012 SP - pp 387-394 AB - Ride Quality Index (RQI) is the measure used by many state agencies to characterize pavement roughness for construction quality control or in their pavement management systems.The Minnesota Department of Transportation (MnDOT) uses RQI as a basis for determining what the driving public considers acceptable ride quality. To validate this concept, RQI measurements were analyzed for the 22 original asphalt test sections at MnROAD. These pavement test sections were built on the Mainline and Low Volume Road to study their performance under accelerated loading conditions. RQI data was collected twice per year on each section with a Pathways video inspection vehicle, similar to the data collected every year on 12,000 miles of the state highway network in Minnesota. Preventive maintenance treatments were applied at various times to various test sections to repair minor distresses and restore ride quality. This paper discusses the time required for each test section to reach a terminal serviceability level and compares it to the original three, five, or ten-year design life. The paper also considers the ride quality when microsurfacing was applied and the extension in life realized by the maintenance treatment. Finally, the paper examines the distress history within each cell to determine which surface distresses are most responsible for the deterioration in ride quality. The research shows how accelerated pavement testing can be used to validate ride quality concepts used in state pavement management programs. Although no statewide network data is presented in this paper, the MnDOT pavement management program does track the condition of highways over time and is able to quantify the benefits of extended life and reduced costs by applying preventive maintenance treatments. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Accelerated tests KW - Minnesota Department of Transportation KW - Pavement performance KW - Ride quality UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-49 UR - https://trid.trb.org/view/1225114 ER - TY - CONF AN - 01468739 AU - Yeo, R E Y AU - Young, W AU - CRC Press TI - Towards Improved Characterization of Cemented Pavement Materials SN - 9780415621380 PY - 2012 SP - pp 397-409 AB - Increasing use of high productivity road freight vehicles combined with more sophisticated approaches to pavement analysis has led to the need for improved knowledge of the performance of pavement materials. This paper describes the development of laboratory tests intended for routine assessment of strength, modulus and fatigue properties of cemented pavement materials. The laboratory tests involved a four-point bending flexural beam test. Methods for preparation of beam specimens in the laboratory and from field-placed cemented material are described. In order to provide materials performance data needed to verify the improved laboratory tests, the Australian Accelerated Loading Facility (ALF) was used to assess the fatigue performance of two cemented materials. A comparison of laboratory characterization results and full-scale ALF trial results was favorable providing confidence in the use of the laboratory techniques. Two cases involving implementation of the laboratory strength and modulus tests with practical outcomes are presented. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Bending stress KW - Case studies KW - Cement additives KW - Laboratory tests KW - Specifications UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-51 UR - https://trid.trb.org/view/1225115 ER - TY - CONF AN - 01468738 AU - Kwon, J AU - Wayne, M H AU - Norwood, Gregory J AU - Tingle, J S AU - CRC Press TI - The Implementation of Findings from Accelerated Pavement Testing in Pavement Design and Construction Practice SN - 9780415621380 PY - 2012 SP - pp 425-431 AB - A series of laboratory and full scale Accelerated Pavement Tests (APT) were performed to quantify the effectiveness of geogrid stabilized flexible pavements. The measured responses at critical locations helped to improve understanding of the behavior and benefits associated with incorporation of a geosynthetic within unbound aggregate to form a Mechanically Stabilized Layer (MSL). The information obtained from APT combined with numerical modeling research helped to identify the key features that affect long-term performance of flexible pavements. Further, interpretation of the results generated from this combined approach was used to model the benefits of geogrids in pavement design. This paper presents a general approach to implement APT results in pavement design. This paper will also discuss other types of testing and research that can be used to reliably predict performance prior to establishing a full-scale APT program. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Accelerated tests KW - Flexible pavements KW - Geogrids KW - Laboratory tests KW - Load tests KW - Mechanically stabilized earth KW - Pavement performance KW - Performance measurement UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-53 UR - https://trid.trb.org/view/1225117 ER - TY - CONF AN - 01468737 AU - Gibson, N AU - Qi, X AU - Andriescu, A AU - Copeland, A AU - CRC Press TI - Recommended Asphalt Binder Fatigue Performance Specification from Full-Scale Accelerated Pavement Tests Considering Aging Effects SN - 9780415621380 PY - 2012 SP - pp 433-441 AB - FHWA has completed a full-scale, accelerated loading experiment to identify an improved performance-based binder purchase specification for fatigue cracking in response to the shortcomings of |G*|sin(δ) in the current Superpave Performance Grading (PG) system. Nine candidate asphalt binder tests relating to fatigue cracking were evaluated and the statistical based selection procedure is described that identified the strongest candidate. A composite score calculated from multiple statistical parameters was utilized to select a test that provides a calculated critical Crack Tip Opening Displacement (CTOD) which evaluates a binder’s strain tolerance in the presence of a crack. This paper summarizes the experimental results and recommendations from the original, principal experiment plus newer data collected from the test sections using full scale accelerated pavement aging. The test sections received an in-situ accelerated aging process, after being in place for more than five years of natural exposure, which heated the test sections to 74 C for eight weeks. The fatigue cracking performance of the aged test sections was measurably decreased when compared to the younger, less aged test sections with little effect on the ranking between material types. The accelerated-aged sections exhibited more top-down cracking than the younger, less aged sections at the same amount of passes. Extracted binder was recovered from the asphalt layers to quantify the variation of aging with depth for modified and unmodified asphalts from both natural aging conditions and the addition of accelerated aging. The relationships between in-situ CTOD in the younger, less aged sections and accelerated aged sections was much stronger than |G*|sin(δ) confirming the original recommendation from the principal experiment. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Accelerated tests KW - Aging (Materials) KW - Bituminous binders KW - Fatigue cracking KW - Pavement performance KW - Specifications UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-54 UR - https://trid.trb.org/view/1225118 ER - TY - CONF AN - 01468565 AU - Mishra, D AU - Tutumluer, E AU - CRC Press TI - Performance Evaluation of Unsurfaced Pavements Using the UIUC Accelerated Transportation Loading Assembly SN - 9780415621380 PY - 2012 SP - pp 375-385 AB - Over 1.6 million miles of roads in the United States (US) are unpaved. In under-developed and developing countries, unpaved roads or unsurfaced pavements account for an even larger share in the total number of road miles. The absence of bound surface layers in these pavements results in direct application of traffic loads to the aggregate layer. Most methods used for thickness design of unsurfaced pavements are based on subgrade strength as the primary design consideration without giving much consideration to aggregate material quality. This paper presents findings from a recently completed research study at the University of Illinois aimed at investigating the effects of aggregate type and quality on unsurfaced pavement performance. Five full-scale unsurfaced pavement test sections were constructed at different combinations of aggregate quality and subgrade strength, and were tested to failure using the University of Illinois AcceleratedTransportation Loading Assembly (ATLAS). Pavement performance was monitored through surface profile measurements as well as transverse scanning using Ground Penetrating Radar (GPR). The use of different field modulus measurement techniques was also pursued for identifying anomalies in construction conditions, and for justifying observed trends in test section performance. The performance of two different test “cells” constructed using uncrushed gravel with high fines and crushed limestone with low fines, respectively, were quite different. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Accelerated tests KW - Aggregates KW - Gravel KW - Pavement performance KW - Subgrade materials KW - Unpaved roads UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-48 UR - https://trid.trb.org/view/1225113 ER - TY - CONF AN - 01468564 AU - Mateos, A AU - Ayuso, J P AU - Cadavid, B AU - Marron, J O AU - CRC Press TI - Lessons Learned from the Application of the CalME Asphalt Fatigue Model to Experimental Data from the CEDEX Test Track SN - 9780415621380 PY - 2012 SP - pp 483-492 AB - Predicting asphalt fatigue evolution in the field is difficult. Very few models are effective for this complex process, and even less where actual damage levels, determined from structural evaluations, can be efficiently incorporated to improve previous performance predictions. One model evaluated, CalME (California Mechanistic-Empirical Software for Structural Design of Flexible Pavements), incorporates an incremental-recursive procedure based on mechanistic-empirical principles and was used to study and reproduce the deterioration process at the CEDEX Test Track. Experimental data for this evaluation came from four full-depth pavements tested over 28 months at the track, during which bearing capacity and surface cracking data was collected. This provided detailed information regarding asphalt layer deterioration under changing environmental conditions. Special attention was paid to the accumulation of damage as a function of loads and temperature and how this damage, together with aging and post-compaction under traffic, determine the stiffness of the asphalt layer. This paper presents experimental evidence that supports the ability of the CalME model to reproduce the main aspects of asphalt performance in flexible pavements and to predict future asphalt mixture performance, after recalibration from field data. The model was initially calibrated from laboratory fatigue tests and later recalibrated based on FWD tests conducted at an early stage of the deterioration process. After this early recalibration, the model was able to predict future asphalt layer deterioration until an ultimate damage level was reached. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - California KW - Deflection tests KW - Fatigue (Mechanics) KW - Flexible pavements KW - Mathematical models KW - Mechanistic design KW - Pavement performance KW - Temperature UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-60 UR - https://trid.trb.org/view/1225124 ER - TY - CONF AN - 01468563 AU - Nguyen, M I AU - Balay, J M AU - Sauzeat, C AU - Di Benedetto, H AU - Bilodeau, K AU - Olard, F AU - Ficheroulle, B AU - CRC Press TI - Accelerated Pavement Testing Experiment of a Pavement Made of Fiber-Reinforced Roller-Compacted Concrete SN - 9780415621380 PY - 2012 SP - pp 299-311 AB - Within the framework of the French National Research Agency (ANR), the project “Recyroute” aims to investigate the use of Fiber-reinforced Roller-Compacted Concrete (FRCC®) mixed with Reclaimed Asphalt Pavement (RAP) for heavy traffic road pavements. It comprises an accelerated pavement test conducted by means of the Accelerated Pavement Testing (APT) facility at IFSTTAR. Eight different structures were tested, including a reference section constructed with bituminous material, one structure constructed with ERTALH® gravel (RAP aggregate treated with hydraulic binder), and six other structures constructed with FRCC® materials. An associated laboratory test program was carried out to determine the mechanical properties of ERTALH® and FRCC® materials with respect to pavement design applications. This paper presents the main features and results of this APT experiment and the associated laboratory tests, leading to propose practical parameters for the thickness design of these innovative pavement structures, according to the French rational pavement design method. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Accelerated tests KW - Fiber reinforced concrete KW - France KW - Pavement design KW - Reclaimed asphalt pavements KW - Roller compacted concrete pavements KW - Thickness UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-40 UR - https://trid.trb.org/view/1225105 ER - TY - CONF AN - 01468562 AU - Harvey, J T AU - Jones, D AU - Lea, J D AU - Wu, R Z AU - Ullidtz, P AU - Tsai, B AU - CRC Press TI - Use of Mechanistic-Empirical Performance Simulations to Adjust and Compare Results from Accelerated Pavement Testing SN - 9780415621380 PY - 2012 SP - pp 461-469 AB - This paper presents a discussion of the use of Mechanistic-Empirical (ME) analysis to simulate Accelerated Pavement Testing (APT) results in order to overcome problems with using APT data, such as differences in underlying conditions, construction quality, loading, and environmental control.This is particularly important when APT results are used for comparison studies between different pavement alternatives. In the process presented, APT results are first use to calibrate ME models so that the results from simulation of APT under actual conditions match the results predicted by the models. The APT results are then simulated with ME, this time assuming uniform conditions in the APT, to produce a ranking of the alternatives tested without the bias of differences between APT sections. Extrapolation of APT results to field conditions using ME analysis is also discussed. The paper presents a demonstration of this process from an experiment to compare different asphalt overlay treatments for reflective cracking and rutting performance. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Accelerated tests KW - Mathematical models KW - Mechanistic-empirical design KW - Methodology KW - Overlays (Pavements) KW - Pavement performance KW - Reflection cracking KW - Simulation UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-58 UR - https://trid.trb.org/view/1225121 ER - TY - CONF AN - 01468561 AU - Kerzreho, J P AU - Hornych, P AU - Chabot, A AU - Trichet, S AU - Gouy, T AU - Coirier, G AU - Deloffre, Lydie AU - CRC Press TI - Evaluation of the Aggressiveness of Different Multi-Axle Loads Using Accelerated Pavement Tests SN - 9780415621380 PY - 2012 SP - pp 505-517 AB - This paper presents results of a full scale accelerated test performed on the IFSTTAR pavement fatigue carrousel, to study the effect of various multiple axle combinations on bituminous pavements. The tested combinations correspond to the permissible maximum loads in France for the following axle systems: tridem axle (255 kN), tandem axle with dual wheels (210 kN), tandem axle with single wheels (170 kN) and single axle with dual wheels (130 kN). Recently, however, the French road carriers’ federation was authorized to change the vehicle load from 400 kN to 440 kN. The consequences of this increase are also discussed. The test was performed on two thick bituminous pavement sections consisting of a 16-cm granular subbase and a 26-cm thick bituminous layer. Both pavements were instrumented with strain gages, vertical displacement and temperature sensors. The objective of this research is to compare the strain signals and the maximum strain levels obtained for different axle combinations and temperature conditions and then, to compare the results with classical pavement design calculations to assess the relative aggressiveness of the different axle systems. The fatigue life of the two pavements, however, was not studied because, owing to their thickness, too many load cycles would have been required to complete a full fatigue test. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Accelerated tests KW - Asphalt pavements KW - Axle loads KW - France KW - Gross vehicle weight KW - Heavy vehicles KW - Load tests KW - Size and weight regulations UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-62 UR - https://trid.trb.org/view/1225126 ER - TY - CONF AN - 01468560 AU - Truter, L AU - Jones, D AU - Anochie-Boateng, Joseph K AU - Fisher, C AU - Steyn, W J AU - CRC Press TI - Calibrating Full-Scale Accelerated Pavement Testing Data Using Long-Term Pavement Performance Data SN - 9780415621380 PY - 2012 SP - pp 445-451 AB - Accelerated Pavement Testing (APT) has always been conducted with the objective of improving the understanding of real pavements under real traffic and environmental conditions. While APT provides an accelerated view of some of the major structural behavior to be expected from tested pavements, and while various environmental conditions can typically be simulated during APT, it is important to link the results obtained to real world pavement behavior to enable outputs from APT to be calibrated for use in general pavement design and analysis. One way of conducting this type of calibration is to conduct Long-Term Pavement Performance (LTPP) evaluations on similar pavements to those tested under accelerated conditions and to relate this information to the APT data to calibrate the them for general use (inclusive of normal traffic and environmental conditions). This paper evaluates six years of APT and LTPP data from two road sections in South Africa. The results of the APT tests are compared to the LTPP data and the pavement behavior models obtained from the APT calibrated to real-world outputs. Various concepts required to conduct these calibrations are discussed and the general procedure is reported. It is recommended that more LTPP sections be assessed in conjunction with APT, which should result in more realistic application of the APT data in that the effects of more real-time environmental and traffic applications will be incorporated into calibrated models. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Accelerated tests KW - Analysis KW - Calibration KW - Deflection KW - Pavement performance KW - Rutting KW - Traffic data UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-56 UR - https://trid.trb.org/view/1225119 ER - TY - CONF AN - 01468559 AU - du Plessis, L AU - Nokes, W A AU - Mahdavi, M AU - Burmas, N I AU - Holland, T J AU - Harvey, J T AU - CRC Press TI - Results of a Case Study Determining Economic Benefits of Accelerated Pavement Testing Research in California SN - 9780415621380 PY - 2012 SP - pp 541-555 AB - This paper highlights findings of a case study using cost-benefit analysis to determine economic benefits resulting from Accelerated Pavement Testing (APT) with a Heavy Vehicle Simulator (HVS) in California. The University of California Pavement Research Center (at UC Davis and UC Berkeley) and its research partners started APT in 1994 on behalf of the California Department of Transportation and is now in its 17th year of existence. The results presented in this paper follow a pilot study intended to define a method suitable for measuring the direct economic benefits from APT. The method used was initially developed and applied in Australia and later enhanced in South Africa for the respective APT programs. Enhancements to the Australian/South African methods and application to California APT program are discussed. The case study evaluated benefits (in terms of agency and road user cost savings) from HVS tests performed to validate innovative pavement mixes and designs. The method was successfully applied and showed benefit-cost ratios ranging from about 2:1 to 17:1 (depending on discount rate), which is in the range of previous studies in Australia and South Africa. Due to the uncertainties and subjective nature of this technique, sensitivity analysis is recommended to determine a range of savings instead of a single benefit-cost ratio. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Accelerated tests KW - Benefit cost analysis KW - Case studies KW - Economic benefits KW - Heavy vehicle simulators KW - Pavements KW - Performance measurement UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-66 UR - https://trid.trb.org/view/1225129 ER - TY - CONF AN - 01468558 AU - Coleri, Erdem AU - Wu, R Z AU - Harvey, J T AU - Signore, J AU - CRC Press TI - Calibration of Incremental-Recursive Rutting Prediction Models in CalME Using Heavy Vehicle Simulator Experiments SN - 9780415621380 PY - 2012 SP - pp 471-481 AB - The main objective of this study is to calibrate CalME, a Mechanistic Empirical (ME) analysis and design program for new flexible pavements and rehabilitation, rutting prediction models using the results of Heavy Vehicle Simulator (HVS) experiments. The methodology followed a shear-based Incremental-Recursive (IR) procedure using rutting model coefficients determined from laboratory shear testing. Calculated calibration coefficients for different HVS test sections were compared to evaluate the effects of asphalt mixture and structure type on predicted rutting performance. HVS rutting experiments were performed on four sections making up a full factorial of mix type PG64-28PM [polymer modified dense-graded] and RHMA-G [rubberized gap graded]) and thickness (65mm and 115mm [2.5 and 4.5 in.]). HVS test results and early failure of RHMA-G mixes were also investigated to determine the changes in asphalt concrete micro structure with HVS trafficking using X-ray Computed Tomography (CT) images taken before and after HVS rutting tests.Three-dimensional images of deformed and un-deformed specimens were compared to determine the changes in air void content distributions for the PG64-28PM and RHMA-G mixes. Results of the analyses showed that shear related deformation controls the long term rutting performance of the test sections while densification was only an initial contributor at the very earlier stages of the trafficking. Laboratory shear testing was also determined to be an effective experiment for rutting performance evaluation. CalME was able to predict the early failure of the test sections constructed with the RHMA-G mix. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Air voids KW - Calibration KW - CalME KW - Heavy vehicle simulators KW - Mathematical models KW - Mechanistic design KW - Rutting KW - Structural models UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-59 UR - https://trid.trb.org/view/1225123 ER - TY - CONF AN - 01468557 AU - Steyn, W J AU - CRC Press TI - Accelerated Pavement Testing-Based Pavement Design Catalogue SN - 9780415621380 PY - 2012 SP - pp 519-526 AB - Full-scale Accelerated Pavement Testing (APT) is conducted by a number of international facilities with APT devices and who have funding to conduct this type of testing. There are a host of countries who cannot afford such programs and miss the opportunity of obtaining potential APT benefits. Although the objectives of each APT program differ, the results of different APT programs can often be complimentary when viewed holistically and not on a program by program or client by client basis.A compilation of the outputs from APT programs linked to the Heavy Vehicle Simulator International Alliance (HVSIA) has been used in this paper to generate an empirical pavement design catalogue for preliminary pavement thickness design. Surface rut was used as the failure condition for the catalogue. The paper focuses on the process followed and the outcomes of the study. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Accelerated tests KW - Heavy vehicle simulators KW - Pavement design KW - Pavement performance KW - Ruts (Pavements) KW - Thickness UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-63 UR - https://trid.trb.org/view/1225127 ER - TY - CONF AN - 01468556 AU - Ahmed, A W AU - Erlingsson, S AU - CRC Press TI - Modeling of Flexible Pavement Structure Behavior -- Comparisons with Heavy Vehicle Simulator Measurements SN - 9780415621380 PY - 2012 SP - pp 493-503 AB - A response model to be employed in a mechanistic-empirical pavement performance prediction model based on multilayer elastic theory has been developed. An iterative approach using a method of successive over-relaxation of a stress dependency model is used to account for the nonlinear behavior of unbound materials. Asphalt and subgrade materials are assumed to be linear elastic. The response model was verified against two series of Heavy Vehicle Simulator (HVS) response measurements made under a variety of wheel load configurations and at different pavement temperatures. A comparison with Falling Weight Deflectometer (FWD) data was also carried out. The model was subsequently used to predict permanent deformation from the HVS testing using simple work hardening models. A time hardening approach has been adopted to combine permanent deformation contributions from stress levels of different magnitude. The response model outputs and the predicted permanent deformations were generally in good agreement with the measurements. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Accelerated tests KW - Axle loads KW - Deformation KW - Granular materials KW - Heavy vehicle simulators KW - Mathematical models KW - Pavement performance KW - Temperature UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-61 UR - https://trid.trb.org/view/1225125 ER - TY - CONF AN - 01468555 AU - Nokes, W A AU - Mahdavi, M AU - Burmas, N I AU - Holland, T J AU - du Plessis, L AU - Harvey, J T AU - CRC Press TI - Developments in Evaluating the Benefits of Implemented Accelerated Pavement Testing Results in California SN - 9780415621380 PY - 2012 SP - pp 529-540 AB - This paper describes and discusses methods, measures, and indicators—drawn from within and outside transportation research and from international sources—that may be suitable for evaluating benefits from Accelerated Pavement Testing (APT). The authors’ intent is to aid in translating technical pavement benefits well known to APT experts into quantitative measures and qualitative indicators so the public, decision-makers, and others who lack pavement expertise (but who may have interests such as funding and staffing APT activities) can understand and appreciate the benefits from their investments in APT research. APT researchers and owners/operators both individually as well as the broader APT research community comprise the intended audience for this paper. The paper (1) reviews and compares qualitative and quantitative techniques including direct economic benefits assessments, (2) describes challenges to the evaluation process, (3) highlights trends that make evaluating benefits of APT an emerging priority, and (4) outlines new directions and potential actions for individual APT owners/operators and for the broader APT community. This paper aims to stimulate dialogue and investigations to advance the use and development of approaches that better identify, evaluate, and communicate the benefits of APT. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Accelerated tests KW - Benefit cost analysis KW - California KW - Economic analysis KW - Pavements KW - Qualitative analysis KW - Quantitative analysis UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-65 UR - https://trid.trb.org/view/1225128 ER - TY - CONF AN - 01468554 AU - Lea, J D AU - CRC Press TI - Using Point Level Accelerated Pavement Testing Data for Calibration of Performance Models SN - 9780415621380 PY - 2012 SP - pp 453-459 AB - Accelerated Pavement Testing (APT) data is generally expensive to collect, and one section only yields one point or series of data for the calibration of performance models for mechanistic-empirical design methods. This data is typically the mean performance from a number of sets of measurements at various locations on the section. These raw data observations cannot be used directly for calibration because they are strongly correlated with one another. This paper details methods of using these points to calibrate performance models by controlling for this correlation. The paper uses examples from Heavy Vehicle Simulator (HVS) tests used to calibrate the CalME pavement design method for flexible pavements. Using all of the available data from a section can dramatically improve the quality of the calibration, and significantly enhance the value of APT testing. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Accelerated tests KW - Calibration KW - CalME KW - Coefficients KW - Mathematical models KW - Mechanistic-empirical design KW - Pavement design KW - Pavement performance UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-57 UR - https://trid.trb.org/view/1225120 ER - TY - CONF AN - 01468542 AU - Jones, D AU - Wu, R Z AU - Holland, T J AU - CRC Press TI - Accelerated Traffic Load Testing of Seismic Expansion Joints for the New San Francisco-Oakland Bay Bridge SN - 9780415621380 PY - 2012 SP - pp 355-364 AB - A relatively unique opportunity was recently identified for accelerated traffic load testing of a bridge expansion joint designed to withstand severe seismic activity. This study was part of the construction of the new East Span of the San Francisco–Oakland Bay Bridge and assessed whether the expansion joints (which were designed to function in harmony with the bridge decks in the event of a high magnitude earthquake) linking the Self-anchored Span with the Transition and Skyway spans would withstand traffic loading. A test structure incorporating one of the joints was constructed close to the actual bridge and tested with the California Department of Transportation/University of California Pavement Research Center Heavy Vehicle Simulator in a series of phases. On completion of three months of testing, no structural damage was recorded by any of the Linear Variable Differential Transducers (LVDTs) or strain gauges installed on the steel plates, steel frames, bolts, or washers. There was also no visible damage on any of these components. Excessive overloading caused some damage to the Trelleborg unit towards the end of the test. Based on the results of this limited testing, it was concluded that the expansion joint would perform adequately under typical Bay Bridge traffic. The distress observed to the Trelleborg unit under the high loads in the last phase of testing is unlikely to occur under normal traffic. The findings from this study indicate that the Caltrans seismic expansion joint tested will be appropriate for typical Bay Bridge traffic. These joints will be used in the new bridge, due to be opened in 2013. The study also concluded that accelerated pavement testing can be effectively used for testing bridge deck components to provide rapid answers for design and construction teams. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Bridge design KW - Earthquake resistant design KW - Expansion joints KW - Load tests KW - San Francisco-Oakland Bay Bridge KW - Structural tests UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-46 UR - https://trid.trb.org/view/1225111 ER - TY - CONF AN - 01468541 AU - Garg, N AU - Hayhoe, G F AU - Ricalde, L AU - CRC Press TI - Study of Failure Mechanisms in Rubblized Concrete Pavements with Hot Mix Asphalt Overlays SN - 9780415621380 PY - 2012 SP - pp 343-352 AB - Full-scale traffic tests were completed on three rubblized rigid airport pavements overlaid with 5 in. (130 mm) of hot-mix asphalt at the FAA’s National Airport Pavement Test Facility. Initially, the overlaid pavements were trafficked with a four-wheel landing gear (with wander) and 55,000-lbs (25-tonne) wheel load. No significant distresses were observed during the 5,000 passes, after which the wheel load was increased to 65,000 lbs (29.5 tonnes) and a six-wheel landing gear was used for testing. The rubblized concrete pavement on conventional base section (MRC) exhibited complete structural failure. The rubblized concrete on subgrade (MRG) section exhibited severe structural deterioration at the end of trafficking, but retained sufficient structural capacity to support the applied load. The rubblized concrete over econocrete base section (MRS) did not exhibit severe structural deterioration at the end of trafficking. Four trencheswere opened perpendicular to the centerline of the test sections to conduct post-traffic investigation into the failure mechanism of the pavement structure. The trenching included testing for layer characterization (plate load tests, California Bearing Ratio tests, in situ densities, moisture contents, layer profile measurements, and visual evaluations) and removal of each pavement layer to reveal the subgrade interface and subsequent subgrade layers below. This paper summarizes the results from the post-traffic tests. The performance of the MRS test section suggests that rubblized concrete pavements with HMA overlay are a viable option on commercial airports. The results from post-traffic tests were useful in providing insight into the failure mechanism of rubblized concrete pavements. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Aircraft KW - Airport runways KW - Base course (Pavements) KW - Comminution KW - Concrete pavements KW - Failure analysis KW - Hot mix asphalt KW - Load tests KW - Pavement layers UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-44 UR - https://trid.trb.org/view/1225110 ER - TY - CONF AN - 01468540 AU - Sargand, S M AU - Khoury, I AU - CRC Press TI - Environmental and Load Effect on Dowelled and Undowelled Portland Cement Concrete Slabs SN - 9780415621380 PY - 2012 SP - pp 331-341 AB - Two Portland Cement Concrete (PCC) slabs, one dowelled and one undowelled, were placed and instrumented in the Accelerated Pavement Load Test Facility in Lancaster, Ohio. The objectives of the study were to determine the forces generated in steel dowel bars and in the surrounding concrete resulting from PCC slab deformations during curing, thermal cycling, and moving wheel loads; monitor PCC slab shape during curing and thermal cycling with LVDTs and a Dipstick®; measure strain generated in the PCC slabs from moving wheel roads traversing the slab; and determine the magnitude of residual stress remaining in the slabs by taking cores at the rosette locations at the conclusion of testing. The slabs were cured at a constant temperature, and then subjected to temperature variations and wheel loads. Data were collected from the sensors and a Dipstick® was used to measure the shape of the slabs as they cured and when subjected to temperature gradients. It was found that slab temperature gradients were moderate during the curing period because of constant room temperature. LVDT data indicated that the amount of warping on undowelled slabs was much greater than on the dowelled slabs. As slab temperature gradients changed, the undowelled section had greater deflection than the dowelled section. Corner deflection increased with time during the period of constant temperature. Dowels restrained joint movement, thus reducing the amount of curling. Therefore, dowel bars not only transferred load but also reduced loss of support. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Curling KW - Deformation KW - Dowels (Fasteners) KW - Load tests KW - Load transfer KW - Portland cement concrete KW - Slabs KW - Temperature UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-43 UR - https://trid.trb.org/view/1225109 ER - TY - CONF AN - 01468539 AU - Bendtsen, H AU - Oddershede, J AU - Hildebrandt, G AU - Wu, Rongzong AU - Jones, David AU - CRC Press TI - Accelerated Testing of Noise Performance of Pavements SN - 9780415621380 PY - 2012 SP - pp 365-373 AB - Noise properties of road pavements change over time due to wear from traffic, impact of weather conditions, etc.With the introduction of noise reducing pavements in many countries, it has become increasingly important to understand how the noise properties of pavements change as they get older. The Danish Road Directorate and the University of California Pavement Research Centre have investigated the feasibility of using test results from HeavyVehicle Simulator (HVS) test sections to predict the development of the noise properties of pavements. Pavement surface textures were measured at regular intervals with a three-dimensional scanner on a range of different HVS test sections on various projects. The Dutch Acoustical Optimization Tool (AOT), developed to predict the noise properties of road pavements based on texture data, and pavement type, was used for the analyses of the measured texture profiles. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Hot mix asphalt KW - Measurement KW - Roughness KW - Rutting KW - Test procedures KW - Texture KW - Tire/pavement noise KW - Warm mix paving mixtures UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-47 UR - https://trid.trb.org/view/1225112 ER - TY - CONF AN - 01468538 AU - du Plessis, L AU - Louw, S J H AU - Rugodho, G AU - Musundi, S AU - CRC Press TI - Provisional Results from Accelerated Pavement Testing of Roller-Compacted Concrete in South Africa SN - 9780415621380 PY - 2012 SP - pp 313-321 AB - In conjunction with the Gauteng Department of Roads and Transport and Cosal Consultants CC in South Africa, the CSIR Built-Environment is evaluating the applicability of Roller Compacted Concrete (RCC) as an option for the upgrading and rehabilitation of low-volume residential and provincial roads. The ultimate aim of the study is to build confidence in the use of RCC, with cognizance being taken of the pavement structure, support conditions, construction, climate, and traffic. Whereas RCC is normally constructed with a relatively low labor component and with heavy mechanical equipment, the goal of this investigation was to evaluate the structural performance of RCC constructed with a relatively high labor component using handoperated equipment. This is in line with the South African Government’s drive towards sustainable job creation, together with the pressing need for the upgrading and maintenance of the low-volume road infrastructure. Fullscale Heavy Vehicle Simulator (HVS) tests were conducted to determine the structural capacity of the RCC. This paper summarizes the provisional results from the first Accelerated Pavement Test (APT) on the control section, constructed using conventional methods and equipment. Through APT testing it was shown that this type of pavement performed exceptionally well in the dry state, even though it was constructed on a substandard support system. Initial indications are that actual performance exceeded predicted performance. Sensitivity to water is an important factor that will be investigated in subsequent testing. Testing of the labor-intensive constructed sections will be documented in a separate paper. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Fine aggregates KW - Load tests KW - Pavement performance KW - Roller compacted concrete KW - Test sections UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-41 UR - https://trid.trb.org/view/1225107 ER - TY - CONF AN - 01468537 AU - Blab, R AU - Kluger-Eigl, W AU - Fussl, J AU - CRC Press TI - Accelerated Pavement Testing on Slab and Block Pavements Using the MLS10 Mobile Load Simulator SN - 9780415621380 PY - 2012 SP - pp 323-329 AB - To optimize the thickness of slab and block pavements and also to test new large-format slabs an Accelerated Pavement Test (APT) using the Mobile Load Simulator (MLS10) was carried out in Austria from September to October 2010. The APT was an international cooperation with the Swiss Federal Laboratories of Material Science and Technology, Semmelrock Ebenseer and the Vienna University of Technology. The experiment consisted of seven different slab and block pavements. Selected pavements were instrumented with soil pressure cells and horizontal strain gauges to assess primary responses under the wheel load. For the APT the MLS10 used Goodyear super single tires with a wheel load of 65 kN. The test speed was 22 km/h and no lateral wandering and no application of water was used during the tests. Falling Weight Deflectometer (FWD) measurements were taken after construction of the test sections and after completion of loading. Deformation of the surface (rut depth)was determined periodically.The results of theAPT are intended to evaluate the parameters for a developed Finite-Element Model (FEM) for slab and block pavements, which enables simulation of the whole superstructure, traffic loads and thermal stresses. The FEM is the final tool to optimize the thickness of slabs and blocks for new designs and heavy traffic areas. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Accelerated tests KW - Austria KW - Finite element method KW - Load tests KW - Precast concrete pavements KW - Slabs UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-42 UR - https://trid.trb.org/view/1225108 ER - TY - CONF AN - 01456523 AU - Aguiar-Moya, Jose P AU - Corrales, J P AU - Elizondo, Fabian AU - Loria-Salazar, L AU - CRC Press TI - PaveLab and Heavy Vehicle Simulator Implementation at the National Laboratory of Materials and Testing Models of the University of Costa Rica SN - 9780415621380 PY - 2012 SP - pp 25-33 AB - The LanammeUCR is an academic entity attached to the Civil Engineering Faculty of the University of Costa Rica. The Transportation Infrastructure Program (PITRA) of LanammeUCR, works directly with the Costa Rican government performing applied research, auditing and technology transfer. It is funded from a law that assigns 1% of the fuel tax collected in Costa Rica to LanammeUCR with the main objective of ensuring the efficiency of road investments in the country. To meet this objective, PITRA has allocated a considerable component of its funds towards the acquisition of high technology/state-of-the-art equipment such as an falling weight deflectometer, road surface profiler, Geo3D, and dynamic testing equipment for material characteriza- tion, among others. With the goal of improving the design and construction of pavements structures, as well as better understanding the different materials used, LanammeUCR decided to acquire a Heavy Vehicle Simulator (HVS) with instrumentation. With this Accelerated Pavement Testing (APT) equipment, LanammeUCR will be fully equipped to monitor the performance of different pavement structures and materials, and new and improved pavement technologies, and to develop and calibrate a mechanistic-empirical design guide for local weather, materials, and traffic conditions. This paper summarizes the draft plan for the design of the APT facility that will be constructed at LanammeUCR. The facility includes a saturation system to simulate pavement conditionsduring Costa Rica’s intense rainy season. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Costa Rica KW - Heavy vehicles KW - Materials tests KW - Pavement design KW - Simulation UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-6 UR - https://trid.trb.org/view/1218061 ER - TY - CONF AN - 01456522 AU - Hugo, F AU - Arrigada, M AU - Shu-Ming, Li AU - Zefeng, T AU - Kim, R Y AU - CRC Press TI - International Case Studies in Support of Successful Applications of Accelerated Pavement Testing in Pavement Engineering SN - 9780415621380 PY - 2012 SP - pp 93-104 AB - Accelerated Pavement Testing (APT) offers a unique proven methodology to investigate perfor- mance of different material and pavement structures under various conditions. Case studies using Mobile Load Simulator (MLS) equipment provide well-documented information in support of this statement. The interna- tional selection of typical cases provides pavement engineers (and managers) insight into some of the lessons learned and application of the knowledge gained in respect of distress and failure mechanisms. Case studies from China, Europe, and United States are presented. These cover applications of asphalt materials including pavement surfacing, stone matrix asphalt, Guss asphalt, and full-depth asphalt. Trafficking under wet and dry as well as artificially heated conditions, are discussed. Structural compositions include a steel bridge deck surfacing, a full-scale and comparative scaled pavement, and a sandy subbase subjected to the influence of a high water table. The paper reports on a synthesis of facets of analyses and findings from the case studies including both laboratory and field applications. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Accelerated tests KW - Asphalt pavements KW - Case studies KW - Load tests KW - Pavement design KW - Pavement performance UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-15 UR - https://trid.trb.org/view/1218070 ER - TY - CONF AN - 01456521 AU - Greene, J AU - Choubane, B AU - CRC Press TI - A Ten Year Review of the Florida's Accelerated Pavement Testing Program SN - 9780415621380 PY - 2012 SP - pp 57-64 AB - The need for faster and more practical evaluation methods under closely simulated in-service conditions prompted the Florida Department of Transportation (FDOT) to initiate an Accelerated Pavement Testing (APT) program in 2000. The main objective of this program is to continuously improve the performance of Florida’s pavements in a cost-effective manner. Technology transfer and implementation are also of primary importance. The APT program recognizes that such efforts are essential to reap expected dividends from this investment. All research results and aspects of innovations arising from this program are implemented as soon as practical. Over the ten years of its existence, the Florida APT program has investigated flexible, rigid, and composite pavements. This paper provides a ten year review of FDOT’s APT program. The evolution of the APT facility and program are described. Results from several projects are summarized and benefits from implemented technology and practices are highlighted. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Cost effectiveness KW - Florida KW - Heavy vehicles KW - Load tests KW - Pavement design KW - Simulation KW - Test tracks UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-11 UR - https://trid.trb.org/view/1218065 ER - TY - CONF AN - 01456520 AU - Simonin, J-M AU - Baltazart, V AU - Hornych, P AU - Kerzreho, J-P AU - Derobert, X AU - Trichet, S AU - Durand, O AU - Alexandre, J AU - Joubert, A AU - CRC Press TI - Detection of Debonding and Vertical Cracks with Non Destructive Techniques during Accelerated Pavement Testing SN - 9780415621380 PY - 2012 SP - pp 121-131 AB - This paper presents an experiment conducted on the pavement fatigue carrousel of IFSTTAR. Several defects (debonded areas or transverse vertical cracks) were intentionally incorporated during construction. Before the start of the loading planned in March 2012, different non-destructive test techniques were used to detect and locate these artificial defects. Two different electromagnetic wave techniques were tested: Ground Penetrating Radar (GPR) with horn or coupled antennas and a higher frequency system (step frequency radar). Deflection basin measurements with a Falling Weight Deflectometer (FWD) were also taken. Another technique based on Frequency Response Function (FRF) in intermediate frequency domain (100–10,000 Hz) to detect and locate the defects showed interesting results. Further measurements will be made with these different techniques during the experiment to assess the evolution of the defects. It will also allow comparison of the ability of each technique to detect such damage, to precisely quantify their limits of application, and to optimize the survey process of roads. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Debonding KW - Falling weight deflectometers KW - Ground penetrating radar KW - Nondestructive tests KW - Pavement cracking KW - Test tracks KW - Transverse cracking UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-19 UR - https://trid.trb.org/view/1218073 ER - TY - CONF AN - 01456519 AU - Leiva-Villacorta, Fabricio AU - Timm, D H AU - CRC Press TI - Simulating the Effects of Instrumentation on Measured Pavement Response SN - 9780415621380 PY - 2012 SP - pp 153-161 AB - Asphalt strain gauge installation procedures have typically used hot mix sieved through a 4.75 mm screen, hand placed over the gauges and hand compacted prior to roller compaction which has led to a high gauge survival rate. This finer mix in the immediate vicinity of the gauge could theoretically yield lower moduli and higher strains. The objective of this study was to evaluate the potential effect of using a finer mix as gauge cover on pavement response. Finite element analysis was used to simulate a three-layered pavement structure containing a patch of sieved material at the bottom of the asphalt concrete layer. Tensile strain responses were calculated at the bottom of the asphalt concrete layer under a single load for all structures with and without the finer mixture. The results were compared to a previously defined benchmark of 30 µε which was more likely tobe exceeded with layers thinner than 5 in. and moduli between 200 and 500 ksi. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Asphalt concrete KW - Dynamic modulus of elasticity KW - Pavement mixtures KW - Strain gages KW - Test tracks UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-23 UR - https://trid.trb.org/view/1218077 ER - TY - CONF AN - 01456518 AU - Wu, R Z AU - Lea, J D AU - Jones, D AU - CRC Press TI - A Modular Data Acquisition System for Heavy Vehicle Simulator Tests SN - 9780415621380 PY - 2012 SP - pp 147-151 AB - This paper describes the design and fabrication of a Data Acquisition (DAQ) system that uses the latest hardware and software technology. Two systems were built to work with two active Heavy Vehicle Simulators (HVS) at the University of California Pavement Research Center (UCPRC). The new DAQ systems replaced the old ones that were built in 2005. The upgrade was considered necessary because the data acquisition hardware used in the old systems were no longer actively supported by the vendor. The new system maintains the ability to measure temperature, displacement, strain, pressure (voltage) and surface profile. In addition, the new system can also measure resistance and current. A modular design was adopted to facilitate future upgrades without having to replace all of the components. It also allows sharing and balancing of the DAQ needs between the two HVS units. It is believed that the design of the new DAQ system is sufficiently generic and can provide useful information for other accelerated pavement testing programs. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Computers KW - Data collection KW - Design KW - Heavy vehicles KW - Simulation KW - Software UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-22 UR - https://trid.trb.org/view/1218076 ER - TY - CONF AN - 01456517 AU - Hossain, M AU - Bortz, Brandon Stallone AU - Melhem, H AU - Romanoschi, S A AU - Gisi, A AU - CRC Press TI - Fourteen Years of Accelerated Pavement Testing at Kansas State University SN - 9780415621380 PY - 2012 SP - pp 65-74 AB - The Accelerated Pavement Testing (APT) program at Kansas State University (KSU) has been in existence for the past 14 years. The Midwest States Accelerated Pavement Testing Pooled Funds Program, a consortium of the Departments of Transportation of Iowa, Kansas, Missouri, and the Nebraska Department of Roads, has been the sponsors for the majority of the tests. Sixteen full-scale pavement tests have been completed since 1997. The majority of the tests were done for side-by-side comparison of new products or processes for both asphalt and concrete pavements. These tests successfully evaluated new products or practices and verified current pavement designs and/or practices for four Midwestern states. Results of a multi-year experiment are now being used for calibration of the new Mechanistic-Empirical Pavement Design Guide (MEPDG) procedure models in Iowa, Kansas, and Missouri. This paper summarizes the confirmation of practices and improvements in highway pavement design and construction that have resulted from the tests conducted at this APT facility. Major findings along with the lessons learned from these experiments are described. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Concrete overlays KW - Foamed asphalt KW - Kansas KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Test facilities UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-12 UR - https://trid.trb.org/view/1218067 ER - TY - CONF AN - 01456516 AU - Worel, Benjamin J AU - Clyne, T R AU - CRC Press TI - History of Construction Contracting Methods Used at MnROAD SN - 9780415621380 PY - 2012 SP - pp 85-91 AB - MnROAD was built in the early 1990s and has seen 26 construction events throughout its nearly 20 years of operations. MnROAD has three roadway segments that consist of various 500 foot test cells. There are currently 30 Mainline cells (on Interstate I-94), 24 Low Volume Road cells (trafficked by a Minnesota Department of Transportation [MnDOT] 80,000 pound 5-axle truck), and some specialized cells located in other locations around the facility. As test cells fail other test cells are designed and reconstructed to keep each of the road segments operational. Since cells are designed to fail, each cell has a different life span and failures can occur at any time. MnROAD is owned and operated by MnDOT, and most construction events have been limited to “traditional” design-bid-build practices. Over the years MnROAD has stretched what is considered “typical” in the way partnerships have been developed to encourage designs using non-standard specifications, new and innovative construction methods, and finance with other partners all while working in a system that is rich in a traditional contracting process. This paper’s purpose is to document the past construction events that have taken place over the years and highlight what has worked and what has been problematic for MnROAD as a MnDOT (state government) run facility. Its audience and focus is directed to help MnROAD and other agencies struggling to incorporate research into construction. The paper will also suggest other contracting options that incorporate innovative research into future construction. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Construction KW - Contracting KW - Minnesota Department of Transportation KW - Minnesota Road Research Project (MnROAD) KW - Public private partnerships KW - Purchasing UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-14 UR - https://trid.trb.org/view/1218069 ER - TY - CONF AN - 01456515 AU - Caicedo, B AU - Monroy, Julieth AU - Caro, S AU - Rueda, E AU - CRC Press TI - The Universidad de los Andes Linear Test Track Apparatus SN - 9780415621380 PY - 2012 SP - pp 33-38 AB - This paper describes the development of a new apparatus to perform accelerated loading tests on pavement structures. This apparatus is the main component of the laboratory of physical modeling of pavements at the University of Los Andes in Bogotá Colombia. The components of this laboratory are: (i) a concrete pit 11.4 m long, 3.2 m wide and 3.5 m deep; the pavement structure is constructed in this pit and it allows the control of the water table and the environmental conditions over the pavement surface; (ii) the linear loading test apparatus, and (iii) a mini asphalt plant that simplifies tests with modified asphalt materials. The loading apparatus is a linear test track that applies the load of a half axle truck (dual tires with maximum load of 75 kN). This new linear test track has an original control system based on the combination of an electrical frequency power controller, and a set of air springs. The air springs absorb the energy of the moving load when slowing down close to the ends of the track, and it allows generation of energy during the acceleration process. This system permits high velocities while saving energy. This paper describes the main components of the apparatus and presents some results of a first test carried out using this new APT device. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Columbia KW - Equipment KW - Load tests KW - Pavement design KW - Test tracks UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-7 UR - https://trid.trb.org/view/1218062 ER - TY - CONF AN - 01456514 AU - Jones, D AU - Wu, R Z AU - Tsai, B AU - Barros, C AU - Peterson, J AU - CRC Press TI - Accelerated Loading, Laboratory and Field Testing Studies to Fast-track the Implementation of Warm Mix Asphalt in California SN - 9780415621380 PY - 2012 SP - pp 165-173 AB - The use of Warm-Mix Asphalt (WMA) has increased substantially in recent years and considerable funding has been allocated to research on the topic. Some road authorities have implemented its use based only on results from limited testing, while other states have adopted a more conservative approach. Given the significant differences to Hot-Mix Asphalt (HMA) practice and fears of a moratorium on the use of the technology if unexplained problems occur, the California Department of Transportation decided to follow a more conservative approach, by designing and implementing a phased comprehensive study. Phase 1 investigated rutting behavior of three different WMA technologies against an HMA control in an accelerated loading test with associated laboratory testing assessing rutting and fatigue performance and moisture sensitivity. A number of controlled pilot studies were also constructed during this phase. Phase 2 investigated the effects of the same three WMA technologies on moisture sensitivity in an accelerated loading test. Phase 3 investigated the use of seven different WMA technologies in rubberized asphalt following the same testing program used in Phase 1. The findings have been used to prepare a WMA technology approval process and a framework for statewide implementation that resulted in over one million tons of warm-mix asphalt being placed on state highways in the 2011 paving season. This paper provides an overview of the California WMA study and summarizes the results of the accelerated load and laboratory testing completed to date. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Binders KW - California KW - Compaction KW - Field tests KW - Load tests KW - Pavement design KW - Pavement performance KW - Warm mix paving mixtures UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-25 UR - https://trid.trb.org/view/1218078 ER - TY - CONF AN - 01456513 AU - Yin, Huilin AU - Guo, E AU - Pecht, Frank AU - CRC Press TI - Direct Measurement of Residual Stress in Airport Concrete Pavements SN - 9780415621380 PY - 2012 SP - pp 141-146 AB - The current Federal Aviation Administration design procedures for airport concrete pavements do not directly consider top-down cracking. However, this distress has been repeatedly observed in full-scale tests conducted at FAA’s National Airport Pavement Test Facility (NAPTF) and AIRBUS in Europe. Generally, the maximum load stress related strain near the slab bottom is mostly higher than the strain near the surface.Therefore, the cause of early appearance of top-down cracks remains unknown. Neither minimizing the curling nor increasing the slab thickness could effectively control cracks initiated from the surface. For top-down cracking, the total stress is considered a key factor. This is the sum of residual stress that exists in the pavement before a load is applied and the load induces any stress. Therefore, direct measurement of residual stress appears to be a new approach towards a better estimation of the total stress. Two testing methods, coring and saw-cutting, have been investigated, improved upon, and evaluated through a number of FAA sponsored research projects. Some residual stress measurements using both methods are presented. Future work will focus on the effects of residual stress on top-down cracking risk for field practice. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Airport runways KW - Cracking of concrete pavements KW - Pavement design KW - Residual stress KW - Strain gages UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-21 UR - https://trid.trb.org/view/1218075 ER - TY - CONF AN - 01456512 AU - Greenslade, F R AU - Alabaster, D J AU - Steven, B D AU - Pidwerbesky, B D AU - CRC Press TI - The CAPTIF Unbound Pavement Strain Measurement System SN - 9780415621380 PY - 2012 SP - pp 113-120 AB - The Canterbury Accelerated Pavement Testing Indoor Facility (CAPTIF) has been measuring elastic strain in unbound pavements for more than 40 years. This paper documents a brief history of the approaches used at CAPTIF, the validation of the systems, the development of the latest system which has been built on a scientific/industrial measurement platform from National Instruments (NI), and potential improvements into the future. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Coils (Electromagnetism) KW - New Zealand KW - Pavement design KW - Sensors KW - Strain measurement UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-18 UR - https://trid.trb.org/view/1218072 ER - TY - CONF AN - 01456511 AU - Sheppard, K AU - Greene, J AU - Choubane, B AU - White, J AU - Fletcher, J AU - CRC Press TI - Semi-automated Crack Analysis System for the Heavy Vehicle Simulator SN - 9780415621380 PY - 2012 SP - pp 107-111 AB - The condition of Florida roadways is documented through annual surveys conducted by the State Materials Office (SMO) of the Florida Department of Transportation (FDOT). This survey has shown that the majority of the deficient flexible pavements are due to cracking. Based on these circumstances, FDOT’s Accelerated Pavement Testing (APT) program has placed a greater focus on deficiencies in the evaluation of crack development and crack resistance. As part of this effort, a computer based program has recently been developed to assist with the identification and quantification of pavement cracks from digital images. A digital camera mounted in front of the wheel carriage on the Heavy Vehicle Simulator (HVS) collects the images at regular intervals during testing to document initiation and the progression of crack development. This paper provides a description of the crack analysis system and offers an example of its use. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Asphalt pavements KW - Florida KW - Heavy vehicles KW - Image processing KW - Pavement cracking KW - Simulation UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-17 UR - https://trid.trb.org/view/1218071 ER - TY - CONF AN - 01456510 AU - Steyn, W J AU - CRC Press TI - A Decade of Full-Scale Accelerated Pavement Testing SN - 9780415621380 PY - 2012 SP - pp 13-22 AB - Full-scale Accelerated Pavement Testing (f-sAPT) has been conducted for almost 50 years in various forms. The NCHRP requested an evaluation of the last decade of f-sAPT to assess the status quo, identify major developments and trends, as well as the general perception of US Departments of Transport and f-sAPT operators regarding the role and impact of f-sAPT. This paper summarizes the results of the synthesis and captures developments and trends in f-sAPT since 2000, with a focus on the specific areas of major developments, changes in operating procedures, and the effect that f-sAPT in general is perceived to have had on the development of pavement engineering. It is concluded that the judicious use of f-sAPT contributes to and supports the body of knowledge regarding the way that pavement materials and structures react to controlled traffic and environmental loads. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Design methods KW - History KW - Hot mix asphalt KW - Pavement design KW - Temperature KW - Testing UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-4 UR - https://trid.trb.org/view/1218060 ER - TY - CONF AN - 01456509 AU - Jejiao, D AU - Yiqiu, T AU - Meili, L AU - CRC Press TI - Design and Implementation of a Full-Scale Accelerated Pavement Testing Facility for Extreme Regional Climates in China SN - 9780415621380 PY - 2012 SP - pp 39-45 AB - A new full-scale accelerated pavement testing facility is being designed and implemented in Beijing, funded by the National Development and Reform Commission (NDRC), People’s Republic of China. This facility is designed as a loop consisting of two semi-circular and two straight test tracks, around which a pilotless vehicle with the maximum weight of 45,000 kg and maximum speed of 60 km/h moves repeatedly. The facility is enclosed, allowing control of environmental conditions including temperature, moisture and ultraviolet radiation. This facilitates testing under simulated extreme conditions experienced in different regional areas throughout China. A general description of components of this system, including the Auto-Vehicle Loading Subsystem, Environment Conditioning Subsystem, Data Collection, Central Controlling Subsystem, and the Testing Loop Subsystem, is summarized together with the proposed system capabilities or parameters. The factors considered during the design phase of this facility are discussed, including the pavement section geometries. A three-dimensional finite element asphalt pavement model subjected to the proposed moving automobile was established to obtain the dynamic response of the designed pavement section and evaluate its dimensions. The result shows that the proposed dimensions of the designed pavement section are appropriate according to the response variation along the pavement section. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - China KW - Climate KW - Design KW - Finite element method KW - Load tests KW - Pavement design KW - Test tracks UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-8 UR - https://trid.trb.org/view/1218063 ER - TY - CONF AN - 01456508 AU - Steven, B D AU - Alabaster, D J AU - Pidwerbesky, B D AU - CRC Press TI - The Implementation of Accelerated Pavement Testing Findings into Industry Practice in New Zealand SN - 9780415621380 PY - 2012 SP - pp 75-84 AB - New Zealand has been running a nationally funded APT program since 1968, which has produced a number of outcomes that have been implemented into New Zealand practice. Pavement response measurements allowed the national roads authority to adopt the mechanistic based Austroads Pavement Design Guide in 1995 and have also contributed to the development and verification of RLT testing protocols and have helped calibrate and benchmark LTPP sites. Projects have been either initiated due to issues arising from the performance of in-service pavements or where new construction technologies or materials have been proposed. These projects have included pavement curvature prior to the placing of thin asphalt surfaces, foamed bitumen stabilization, aggregate specifications, pavement loading at various levels for High Productivity Vehicle regulations, and a study on the dynamic effects of various vehicle suspensions. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Aggregate gradation KW - Axle loads KW - Mechanistic design KW - New Zealand KW - Pavement design KW - Porous pavements KW - Strain (Mechanics) KW - Test facilities UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-13 UR - https://trid.trb.org/view/1218068 ER - TY - CONF AN - 01456507 AU - Song, I AU - Aponte, R AU - Hayhoe, G AU - CRC Press TI - Rut Depth Measurement Method and Analysis at the FAA's National Airport Pavement Test Facility SN - 9780415621380 PY - 2012 SP - pp 133-139 AB - The FAA developed and modified a truss profiler, which is independent of pavement profiles, that is used to monitor rutting of flexible pavements at the National Airport Pavement Test Facility (NAPTF). The truss profiler was developed to replace the more labor-intensive and time-consuming straightedge measurements. Transverse profiles corresponding to the cumulative number of load repetitions applied during traffic tests were measured using a laser displacement sensor mounted and running on a customized 20 m (66 ft.)-long aluminum truss. The profiler is capable of measuring ruts caused by 10-wheel aircraft gear configurations having dual-wheel spacing of 137 cm (54 in.) in two traffic lanes. Maximum transverse measuring width is 18.3 m (60 ft.) and upheaval outside the wheel track areas is included in all rutting measurements. The profiles reported in this paper were measured on a flexible pavement test track with a single 12-ft.-wide traffic lane. The collected profile data was processed using an FAA developed computer program to calculate the maximum rut depth, upheaval, and straightedge-simulated rut depth measured relative to the initial transverse (baseline) profiles. Trafficked profiles were shifted vertically (and/or horizontally), and rotated to compensate for differences in the setup of the profiler. The method of rut depth measurement is presented and the accuracy of the profiler is reviewed. Possible errors in measurements such as truss fluctuations in temperature, structural curvature, and cross slope of the pavement are identified. Detailed descriptions of the adjustment methods used to correct for the identified errors are presented. The geometric changes of the transverse profiles are shown with increasing number of load repetitions superimposed on the untrafficked baseline profiles. Analysis of the profiles shows the effects of lateral wander, loading induced stress, and tire pressure on a Hot Mix Asphalt (HMA) pavement surface layer. The processed rutting performance data obtained from the NAPTF test pavements are presented and discussed. Specific discussions include characterization of HMA failures showing tertiary flows from the collected data. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Airport runways KW - Deformation KW - Depth KW - Laser beams KW - Measurement KW - Ruts (Pavements) UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-20 UR - https://trid.trb.org/view/1218074 ER - TY - CONF AN - 01456506 AU - West, R AU - Powell, R B AU - CRC Press TI - Significant Findings from the First Three Research Cycles at the NCAT Pavement Test Track SN - 9780415621380 PY - 2012 SP - pp 49-55 AB - The NCAT Pavement Test Track is a unique accelerated pavement testing facility that has now been operational for over 10 years. It is a cooperative project with individual test sections sponsored by highway agencies and commercial interest groups. This paper highlights key findings since the first heavily loaded tractor-trailer made the inaugural 2.7-km journey around the track over a decade ago. Test track findings have already resulted in numerous improvements in current asphalt pavement specifications, and the research will continue to pay dividends for years to come. Findings span the industry areas of mix design, aggregate and binder characteristics related to performance, structural design and tire-pavement interaction. This report is a summary of findings related to each of these five areas. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Asphalt pavements KW - Load tests KW - National Center for Asphalt Technology KW - Pavement design KW - Specifications KW - Test tracks UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-10 UR - https://trid.trb.org/view/1218064 ER - TY - CONF AN - 01450949 AU - Vargas-Nordbeck, A AU - Timm, D H AU - CRC Press TI - Structural Evaluation and Short-term Performance of Sustainable Pavement Sections at the NCAT Pavement Test Track SN - 9780415621380 PY - 2012 SP - pp 187-194 AB - As state agencies have started to transition from an empirical pavement design method to a Mechanistic-Empirical (ME) approach, it has become necessary to further evaluate the material properties and structural characteristics of newer sustainable pavement technologies. The objective of this study was to evaluate pavement responses and short-term performance for different sustainable pavement sections placed at the National Center for Asphalt Technology (NCAT) Test Track. The Test Track was reconstructed in the summer of 2009 and part of the experiment included six new structural sections built using several sustainable technologies. Falling Weight Deflectometer (FWD) testing and strain and pressure measurements under live traffic loads were obtained periodically under different environmental conditions. Results indicated that pavement responses changed significantly for some sustainable sections. Field performance measurements showed that rut depths were influenced by the use of sustainable technologies, but all sections performed well overall with less than10 mm of rutting. No cracking had been observed in any of the sections after 20 months of operation and over8 million applied ESALs. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - National Center for Asphalt Technology KW - Pavement design KW - Pavement performance KW - Porous pavements KW - Recycled materials KW - Warm mix paving mixtures UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-27 UR - https://trid.trb.org/view/1218080 ER - TY - CONF AN - 01450947 AU - Khoury, Issam AU - Sargand, S M AU - Al-Rawashdeh, Abdalla AU - Edwards, W AU - CRC Press TI - Assessment of Response and Performance of Perpetual Pavements with Warm Mix Asphalt Surfaces at the Ohio Accelerated Pavement Load Facility SN - 9780415621380 PY - 2012 SP - pp 175-185 AB - A controlled environment study of perpetual pavement was conducted at the Ohio Research Institute for Transportation and the Environment’s Accelerated Pavement Load Facility (APLF). The surface layer of each section consisted of one of the Warm Mix Asphalts (WMA), Aspha-min, Sasobit, and Evotherm, or a hot-mix control. The test sections were divided into northern and southern halves, with the northern halves having a full 16 in. (400 mm) perpetual pavement; the southern halves had intermediate layer thicknesses decreasing in 1.0 in (25 mm) increments, which was compensated for by increasing the thickness of the dense-graded aggregate base. Instrumentation in the southern half was used to measure temperature, subgrade pressure, deflections, and longitudinal and transverse strains at the base of the fatigue resistance layer. The temperature was set to 40◦ F (4.5◦ C), 70◦ F (21◦ C), and 104◦ F (40◦ C), in that order. At each temperature, Rolling Wheel Loads (RWL) of 6,000 lb (26.7 kN), 9,000 lb (40 kN), and 12,000 lb (53.4 kN) were applied at selected lateral shifts and the sensor responses measured before and after being subjected to 10,000 passes of 9,000 lb (40 kN) RWL at ∼5 mph (8 km/h). Profiles were measured after 100, 300, 1,000, 3,000, and 10,000 passes to assess consolidation of each surface. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Fatigue limit KW - Pavement design KW - Pavement performance KW - Perpetual pavements KW - Subbase (Pavements) KW - Testing KW - Warm mix paving mixtures UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-26 UR - https://trid.trb.org/view/1218079 ER - TY - CONF AN - 01450946 AU - Willis, J R AU - Powell, R B AU - CRC Press TI - Evaluation of a Rubber Modified Asphalt Mixture at the 2009 NCAT Test Track SN - 9780415621380 PY - 2012 SP - pp 191-200 AB - While some state agencies look at using recycled products in asphalt mixtures as a means to become more environmentally-friendly, other states and contractors are investigating materials like Ground Tire Rubber (GTR) as a substitute for polymer modification in asphalt binders. The Missouri Department of Transportation recently built two test sections at the National Center for Asphalt Technology (NCAT) Pavement Test Track to validate the use of GTR as a substitute for Styrene-Butadiene-Styrene (SBS) in asphalt mixtures. The Test Track sections were monitored weekly over a two year period for field performance including rutting, smoothness, and texture using an inertial profiler. Monthly crack maps were also developed to assess mixture cracking. Additionally, each mixture was sampled for laboratory characterization in terms of stiffness, rutting, cracking, and moisture susceptibility using standard laboratory procedures. Based on the gathered data, GTR mixtures can be used as an adequate polymer substitute without sacrificing asphalt mixture performance. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Asphalt mixtures KW - Bituminous binders KW - Pavement design KW - Pavement performance KW - Tires UR - http://www.crcnetbase.com/doi/pdf/10.1201/b13000-28 UR - https://trid.trb.org/view/1218081 ER - TY - RPRT AN - 01449602 AU - Federal Aviation Administration TI - This is CAMI: Aerospace Medical Research (Video) PY - 2012 SP - n.p. AB - The Federal Aviation Administration (FAA) Civil Aerospace Medical Institute (CAMI) is the medical certification, research, education, and occupational health wing of the FAA's Office of Aerospace Medicine. The goal of their activities is to enhance aviation safety. This video presents an overview of aerospace medical research performed at CAMI including: cabin safety, environmental physiology, vision, forensic toxicology, and bioinformatics research. KW - Aviation medicine KW - Aviation safety KW - Civil Aerospace Medical Institute KW - Disaster preparedness KW - Research UR - http://ntl.bts.gov/lib/45000/45900/45919/5.wmv UR - https://trid.trb.org/view/1216241 ER - TY - RPRT AN - 01449594 AU - Federal Aviation Administration TI - This is CAMI: More Information (Video) PY - 2012 SP - n.p. AB - The Federal Aviation Administration (FAA) Civil Aerospace Medical Institute (CAMI) is the medical certification, research, education, and occupational health wing of the FAA's Office of Aerospace Medicine. The goal of their activities is to enhance aviation safety. This video presents an overview of CAMI. KW - Aviation medicine KW - Aviation safety KW - Civil Aerospace Medical Institute KW - Education and training UR - http://ntl.bts.gov/lib/45000/45900/45921/7.wmv UR - https://trid.trb.org/view/1216180 ER - TY - RPRT AN - 01449583 AU - Federal Aviation Administration TI - This is CAMI: The Civil Aerospace Medical Institute (Video) PY - 2012 SP - n.p. AB - The Federal Aviation Administration (FAA) Civil Aerospace Medical Institute (CAMI) is the medical certification, research, education, and occupational health wing of the FAA's Office of Aerospace Medicine. The goal of their activities is to enhance aviation safety. This video is an introduction to CAMI given by the director of CAMI. KW - Aviation medicine KW - Aviation safety KW - Civil Aerospace Medical Institute UR - http://ntl.bts.gov/lib/45000/45900/45915/1.wmv UR - https://trid.trb.org/view/1216245 ER - TY - RPRT AN - 01449544 AU - Federal Aviation Administration TI - This is CAMI: Aerospace Medical Education (Video) PY - 2012 SP - n.p. AB - The Federal Aviation Administration (FAA) Civil Aerospace Medical Institute (CAMI) is the medical certification, research, education, and occupational health wing of the FAA's Office of Aerospace Medicine. The goal of their activities is to enhance aviation safety. This video presents an overview of CAMI's Aerospace Medical Education Division including: programs, trainings, publications, the CAMI library, and various simulators used in training. KW - Aviation medicine KW - Aviation safety KW - Civil Aerospace Medical Institute KW - Education and training UR - http://ntl.bts.gov/lib/45000/45900/45917/3.wmv UR - https://trid.trb.org/view/1216243 ER - TY - RPRT AN - 01449543 AU - Federal Aviation Administration TI - This is CAMI: Human Factors Research (Video) PY - 2012 SP - n.p. AB - The Federal Aviation Administration (FAA) Civil Aerospace Medical Institute (CAMI) is the medical certification, research, education, and occupational health wing of the FAA's Office of Aerospace Medicine. The goal of their activities is to enhance aviation safety. This video presents an overview of CAMI's Human Factors Research Division. Research examples include: age effects, effect of fatigue and shiftwork on performance, workload, and the interaction between humans and advanced systems. The various simulators used in this research are also discussed. KW - Air traffic control simulators KW - Aviation medicine KW - Aviation safety KW - Civil Aerospace Medical Institute KW - Flight simulators KW - Human factors KW - Research UR - http://ntl.bts.gov/lib/45000/45900/45918/4.wmv UR - https://trid.trb.org/view/1216242 ER - TY - RPRT AN - 01449531 AU - Federal Aviation Administration TI - This is CAMI: Aerospace Medical Certification (Video) PY - 2012 SP - n.p. AB - The Federal Aviation Administration (FAA) Civil Aerospace Medical Institute (CAMI) is the medical certification, research, education, and occupational health wing of the FAA's Office of Aerospace Medicine. The goal of their activities is to enhance aviation safety. This video presents an overview of CAMI's Aerospace Medical Certification program and the duties of an Aviation Medical Examiner. KW - Air pilots KW - Aviation medicine KW - Aviation safety KW - Civil Aerospace Medical Institute KW - Medical certification UR - http://ntl.bts.gov/lib/45000/45900/45916/2.wmv UR - https://trid.trb.org/view/1216244 ER - TY - RPRT AN - 01449517 AU - Federal Aviation Administration TI - This is CAMI: Occupational Health (Video) PY - 2012 SP - n.p. AB - The Federal Aviation Administration (FAA) Civil Aerospace Medical Institute (CAMI) is the medical certification, research, education, and occupational health wing of the FAA's Office of Aerospace Medicine. The goal of their activities is to enhance aviation safety. This video presents an overview of CAMI's Occupational Health Division. KW - Aviation medicine KW - Aviation safety KW - Civil Aerospace Medical Institute KW - Employee wellness programs KW - Health care services KW - Occupational health KW - Occupational safety UR - http://ntl.bts.gov/lib/45000/45900/45920/6.wmv UR - https://trid.trb.org/view/1216240 ER - TY - CONF AN - 01449127 AU - CRC Press TI - Advances in Pavement Design through Full-scale Accelerated Pavement Testing SN - 9780415621380 PY - 2012 SP - 558p AB - This publication contains 55 papers presented at the 4th International Conference on Accelerated Pavement Testing held in Davis, California, September 19-21, 2012. The papers are organized into ten parts: Part 1. Overview of accelerated pavement testing; Part 2. Establishment of new accelerated pavement testing facilities; Part 3. Review of the impact of accelerated pavement testing programs on practice; Part 4. Instrumentation for accelerated pavement testing; Part 5. Accelerated pavement testing on asphalt concrete pavements; Part 6. Accelerated pavement testing on portland cement concrete pavementst; Part 7. Accelerated pavement testing to evaluate functional performance; Part 8. Relating laboratory tests to performance using accelerated pavement testing; Part 9. Development and calibration of empirical and mechanistic-empirical pavement design procedures and models; Part 10. Benefit-cost analysis of accelerated pavement testing. U1 - 4th International Conference on Accelerated Pavement TestingTransportation Research BoardForum of European National Highway Research Laboratories (FEHRL)Federal Aviation AdministrationDynatest Consulting, IncorporatedCouncil for Scientific and Industrial ResearchDavis,CA,United States StartDate:20120919 EndDate:20120921 Sponsors:Transportation Research Board, Forum of European National Highway Research Laboratories (FEHRL), Federal Aviation Administration, Dynatest Consulting, Incorporated, Council for Scientific and Industrial Research KW - Accelerated tests KW - Asphalt concrete pavements KW - Benefit cost analysis KW - Concrete pavements KW - Empirical design KW - Instrumentation KW - Mechanistic-empirical pavement design KW - Pavement design KW - Pavement performance KW - Performance tests KW - Test facilities KW - Testing equipment UR - http://dx.doi.org/10.1201/b13000-1 UR - http://www.crcnetbase.com/doi/abs/10.1201/b13000-1 UR - https://trid.trb.org/view/1216866 ER - TY - RPRT AN - 01373358 AU - Federal Aviation Administration TI - FAA Aerospace Forecast, Fiscal Years 2012-2032 PY - 2012 SP - 124p AB - This forecast looks at how many planes and how many people will fly on U.S. carriers over the years 2012 to 2032. As the economy continues to recover, the number of takeoffs and landings and the number of passengers who board U.S. airlines are expected to continue to climb with a steady, moderate growth, as they have in the last two years. The forecast calls for a slight decrease (less than one percent) in domestic capacity in 2012, as measured by available seat miles. This is after a 2 percent increase in 2011. Despite this pause in growth, the Federal Aviation Administration (FAA) projects continued growth between 2 percent and 3 percent per year over the next 20 years. This year’s forecast predicts that the industry will grow from 731 million passengers in 2011 to 1.2 billion in 2032. Cumulatively, air traffic growth for U.S. carriers–measured by revenue passenger miles–is expected to rise by more than 90 percent in the next 20 years. It grew by 3.5 percent in 2011. Airport tower operations are expected to increase by 23 percent. Also, the number of aircraft handled at FAA en-route centers, which separate high altitude traffic, is expected to increase by 50 percent. Over the next 20 years, large airports will continue to grow faster than their smaller counterparts in the United States. FAA is forecasting that the number of larger regional jets will increase, while most of the smaller regional jets will be retired from the fleet. On the general aviation front, the demand for products and services will continue to grow, particularly in new business jets and light sport aircraft. As the U.S. aviation system advances into the next century of flight, the solution for handling the demand for service is the Next Generation Air Transportation System, or NextGen. The FAA is in the process of transforming the U.S. national air space system from the ground-based radar of today, to the satellite-based system of tomorrow. This is a fundamental change in the way the United States and the world will navigate and control air traffic. KW - Air traffic KW - Air travel KW - Airport capacity KW - Aviation KW - Forecasting KW - General aviation KW - Next Generation Air Transportation System KW - Passenger miles KW - Regional airlines KW - Travel demand KW - Trend (Statistics) KW - United States UR - https://www.faa.gov/data_research/aviation/aerospace_forecasts/media/2012%20FAA%20Aerospace%20Forecast.pdf UR - https://trid.trb.org/view/1141426 ER - TY - ABST AN - 01571693 TI - Role of the COE CST in Encourage, Facilitate and Promote AB - No summary provided. KW - Airspace (Aeronautics) KW - Commercial space transportation KW - Launch vehicles KW - Payload UR - https://trid.trb.org/view/1363271 ER - TY - RPRT AN - 01370175 AU - Department of Transportation AU - Federal Aviation Administration TI - New Approaches Are Needed To Strengthen FAA Oversight of Air Carrier Training Programs and Pilot Performance PY - 2011/12/20/Audit Report SP - 28p AB - For more than a decade, the National Transportation Safety Board (NTSB) has called for the Federal Aviation Administration (FAA) to incorporate safety improvements impacting pilot performance and professionalism. NTSB determined that the cause of the fatal 2009 crash of Colgan Air flight 3407 was due in part to pilot failure to follow appropriate procedures. In June 2009, 4 months after the crash, FAA announced its Call to Action Plan, which included 10 short- and mid-term initiatives to enhance pilot performance and training, increase air carrier participation in voluntary safety programs, and expand pilot records review. The Senate Committee on Commerce, Science, and Transportation and the House Committee on Transportation and Infrastructure requested that the Department of Transportation Office of Inspector General (OIG) review FAA’s oversight of airline pilot training programs to determine whether pilot training is up to date, and to what extent FAA can verify pilots are receiving appropriate training. The Committees also requested that OIG determine what actions apply when pilots repeatedly fail training or other tests, what information pilots must provide airlines when hired, and whether this information is sufficient to verify pilot employment and training. This request was also reiterated by Representatives Louise Slaughter and Brian Higgins. This report provides the results of OIG's audit to (1) assess FAA’s oversight of air carrier pilot training and proficiency programs and (2) examine the data FAA maintains on pilots’ qualifications and past performance and the process air carriers use to obtain these data when hiring. Briefly, results of the audit indicated that FAA’s oversight of air carriers’ pilot training and proficiency programs lacks the rigor needed to identify and track poor performing pilots and address potential program risks. FAA maintains extensive pilot information that air carriers can use to evaluate the competence and qualifications of pilots; however, its current request process hinders air carriers’ ability to easily obtain all relevant data. KW - Air pilots KW - Flight training KW - Hiring policies KW - Oversight KW - Performance KW - Qualifications KW - Training programs KW - U.S. Federal Aviation Administration UR - http://www.oig.dot.gov/sites/dot/files/Pilot%20Training%20FINAL.pdf UR - https://trid.trb.org/view/1137267 ER - TY - ABST AN - 01543430 TI - Synthesis of Information Related to Airport Problems. Topic S10-09. Airport Wildlife Population Management AB - Aircraft collisions with birds and other wildlife pose a significant risk to and cost the aviation industry hundreds of millions dollars in damage and lost revenue every year. The majority of wildlife strikes occur within the airport environment, thus the responsibility for mitigation falls upon the airport operator. Airports are often located next to wildlife attractants such as waste management/transfer facilities, water management facilities, wetlands, agriculture, shorelines, wildlife refuges and other habitats that provide food, water and sheltering areas for birds and other wildlife. To reduce of wildlife using airports or their surrounding areas, an integrated approach utilizing multiple strategies should be considered, including; habitat modification, exclusion, hazing/harassing techniques, and population management. The objective of this synthesis project is to describe procedures and projects at representative airports used to manage wildlife population in order to minimize wildlife strike potential in the vicinity of airports. Airport operations staff and wildlife biologists responsible for airfield safety and wildlife management are the target audience for this report. The report would synthesize literature and practice relating to Wildlife Hazard Assessments, Wildlife Hazard Management Plans and programs/projects to deter wildlife through population management to minimize wildlife strike potential in the vicinity of airports. Information on methodologies, biology, effectiveness and costs needed to implement the population management portion of an airport's wildlife hazard management programs would be included, as well as a representative set of examples of airports using population management to manage diverse wildlife species across North America. KW - Airport operations KW - Animal populations KW - Bird strikes KW - Habitat (Ecology) KW - Safety UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3297 UR - https://trid.trb.org/view/1330827 ER - TY - ABST AN - 01463233 TI - Synthesis of Information Related to Airport Problems. Topic S01-05. Airport Organization AB - A well-understood and effective organizational structure can greatly assist an airport in meeting strategic and business goals. Many times, the development of a strategic plan or articulation of business goals leads an airport operator to examine and modify the organizational structure to better achieve those goals. The objective of this report is to provide airport operators with a synthesis of organizational structures, including functional roles and key staff, to support success of strategic and business plans. The intended audience for this synthesis of practice is airport executives and their governing boards. This synthesis of airport practice will explore the role and types of airport governance and organizational structures and their effectiveness in meeting the strategic goals of airport executives and their governing bodies.  KW - Airports KW - Business planning KW - Organizational effectiveness KW - Organizational structure KW - Strategic planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=3267 UR - https://trid.trb.org/view/1231458 ER - TY - ABST AN - 01463248 TI - Reducing Energy Use & Maintenance Cost with On-demand Escalators and Moving Walkways AB - Many airports require passenger processing circulation patterns that use multiple floor levels and lengthy walking distances. To increase efficiency, capacity, and the quality of customer service, facility designers have employed a variety of mechanized circulation devices, including elevators, escalators, and moving walkways. In addition to the capital expenditure associated with these mechanized devices, they also consume energy, contribute to increased air emissions, and require maintenance. Escalators and moving walkways are designed under U.S. elevator and escalator codes (ASME A17.1a-2008) to operate in continuously moving modes as long as terminal facilities are open, which at major airports often equates to 24/7 operation, whether passengers are using the conveyances or not. This has been recognized to result in the unnecessary consumption of electricity, greater generation of air emissions, and increased maintenance costs. Many facilities outside the United States, including airports, feature "on-demand" passenger conveyance systems that sense passenger activity and either slow down or stop during periods with no demand, thereby reducing energy consumption, air emissions, and maintenance needs. These on-demand devices could prove to be beneficial at U.S. airports. The objectives of this research are to determine the potential benefits of on-demand escalators and moving walkways in terms of reduced energy use, air emissions, and maintenance costs, and to describe the implications of modifying elevator and escalator codes to permit these technologies in the United States. KW - Airport terminals KW - Elevators KW - Energy consumption KW - Escalators KW - Maintenance costs UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=3253 UR - https://trid.trb.org/view/1231473 ER - TY - ABST AN - 01463262 TI - Sustainable Practices for Airport Maintenance and Operations AB - Sustainability practices are increasingly implemented into the areas of airport operations and maintenance. Often, airports are incorporating these initiatives in an ad-hoc manner, without the benefit of a comprehensive assessment of whether the measures are, in fact, sustainable for their particular situation. It is prudent for airports to assess the budgetary and operational implications of various sustainable practices, as some may require more maintenance and upkeep than originally anticipated. Yet the assessment of whether a particular practice is truly sustainable can be complex and may be beyond the existing expertise level of airport staff, and there is no guidance on how to assess the impact of sustainability practices on an airport's operations and budget. The objective of this research is to provide guidance for airports to help them more fully understand the budgetary and operations implications of undertaking the most common sustainability practices. KW - Airport operations KW - Best practices KW - Budgeting KW - Guidelines KW - Maintenance practices KW - Sustainable development UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=3257 UR - https://trid.trb.org/view/1231488 ER - TY - ABST AN - 01463253 TI - Legal Aspects of Airport Programs. Topic 04-06. The Role of the Airport Sponsor in Airport Planning and Environmental Reviews of Proposed Development Projects Under the National Environmental Policy Act (NEPA) and State Mini-NEPA Laws AB - Responsibility for compliance with National Environmental Policy Act (NEPA) rests with the Federal Aviation Administration (FAA). However, as the project proponent, the airport sponsor plays a significant role, for example, in identifying and defining the proposed action. This paper will explore the legal issues presented in fulfilling requirements under NEPA, related federal environmental laws, and analogous state mini-NEPA statutes in selected jurisdictions. For example, the paper should explore the extent and means by which an airport sponsor desiring to reach its goals may be considered. The paper should (1) summarize criteria typically used to define purpose and need and screen and evaluate the feasibility of alternatives, including federal statutory mission and objective factors such as safety and operational efficiency; (2) discuss the relationship between the amount of information the airport should submit and the type of NEPA action anticipated (e.g., categorical exclusions vs environmental impact statements); (3) include practical advice and strategies for addressing typical issues such as exchange of draft environmental documents after the ruling in US Department of Interior vs. Klamath Water Users Protective Association National Environmental Policy Act , 532 US 1 (2001). Sources of information for the analysis should include FAA Order 5050.4B, relevant case law, legal treatises, and law review articles. KW - Airport operations KW - Court decisions KW - Environmental impacts KW - National Environmental Policy Act of 1969 KW - Policy making KW - Sensors UR - http://144.171.11.40/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2883 UR - https://trid.trb.org/view/1231479 ER - TY - ABST AN - 01463290 TI - Understanding Green Energy Technologies and Their Effects on Airports AB - New energy technologies must consider aviation safety and airport safety concerns. The Federal Aviation Administration (FAA) has recently published Technical Guidance for Evaluating Selected Solar Technologies on Airports (November 2010). The Airport Cooperative Research Program (ACRP) Synthesis S10-10-06, "Investigating Safety Impacts of Energy Technologies on Airports and Aviation", now in publication, is taking another step in focusing on the effects various energy technologies have directly on airports. Initial findings and discussions with experts suggest, though, that the scope of the safety hazards is much greater, extending far beyond the immediate airport environs. This proposal expands upon existing research and FAA guidance and would evaluate the effects energy technologies have on the entire air transportation system, including airplanes in flight, away from the airport environment. The objective of this research is to produce a guidebook that may be utilized by airports and other stakeholders to assess and mitigate potentially negative impacts that green energy technology may have on airports and aviation. Using results of existing FAA guidance and ACRP synthesis of practice, this research would identify which emerging energy technologies impact the overall air transportation system, including all locations away from airports; assess existing analysis techniques used to determine which represent safety hazards to the air transportation system; identify roles and responsibilities of individual energy infrastructure developers and agencies that may impact safety to airports and aviation from energy technologies; and develop approaches to assess and mitigate these potentially negative impacts where appropriate. KW - Airplanes KW - Airports KW - Aviation safety KW - Energy KW - Green transport plans KW - Technological innovations UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=3243 UR - https://trid.trb.org/view/1231516 ER - TY - ABST AN - 01463283 TI - Guidebook for Energy Facilities Compatibility with Airports and Airspace AB - Projected demand for energy will increase in the upcoming years requiring the development of new or expanded energy sources. Recognizing the need to significantly increase energy production and transmission infrastructure, energy stakeholders must consider aviation safety and airport safety concerns. The Federal Aviation Administration (FAA) recently published the Technical Guidance for Evaluating Selected Solar Technologies on Airports (November 2010). The Airport Cooperative Research Program (ACRP) Synthesis 28: Investigating Safety Impacts of Energy Technologies on Airports and Aviation takes another step in describing how various energy technologies affect airports. Initial findings and discussions with experts suggest, though, that the scope of the safety impacts may be greater, extending far beyond the immediate airport environs. Research is needed to further evaluate the safety effects that energy technologies may have on the air transportation system, (including aircraft in flight and on and off the airport environment) and to develop best practices to address such effects. The objective of this research is to produce a guidebook, supported by empirical evidence, that provides best practices for aviation safety associated with planning, developing and constructing energy production and transmission technologies at and around airports. The guidebook should include at a minimum: (1) A review of FAA guidance, related ACRP and other research, and relevant federal and state regulations. Acknowledge any overlap, such as FAA and Federal Energy Regulatory Commission regulations; (2) Descriptions of different types of energy technologies that could be installed in and around airports, including but not limited to, solar, wind, power generation plants, oil and gas drilling, and electricity transmission lines and towers; (3) Best practices and guidelines for a wide range of types and sizes of airports compatible with air transportation systems, for all airspace, including special use airspace, both on and off airports; and (4) Design and siting or location guidelines for each of these types of energy technologies, in order to mitigate and minimize the impact on aviation, such as, height and distance criteria for wind turbines, distance and angular criteria for solar panels, and thermal plume effects on aviation operations. KW - Airports KW - Aviation safety KW - Best practices KW - Energy resources KW - Landside operations (Airports) KW - Solar energy KW - Wind power generation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=3243 UR - https://trid.trb.org/view/1231509 ER - TY - RPRT AN - 01513396 AU - United States Federal Aviation Administration TI - Gnoss Field Airport proposed extension of runway 13/31 : environmental impact statement PY - 2011/12//Volumes held: Draft(3v) KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/1297720 ER - TY - RPRT AN - 01361740 AU - Williams, Kevin W AU - Federal Aviation Administration AU - Federal Aviation Administration TI - A Human Factors Analysis of Fatal and Serious Injury Accidents in Alaska, 2004-2009 PY - 2011/12//Final Report SP - 20p AB - This report summarizes the analysis of 97 general aviation accidents in Alaska that resulted in a fatality or serious injury to one or more aircraft occupants for the years 2004-2009. The accidents were analyzed using the Human Factors Analysis and Classification System (HFACS) developed by Douglas Weigmann and Scott Shappell. As found in previous studies of this nature, Skill-Based Errors were found to be the most common accident causal factor, followed by Violation, Decision-Based Error, and Perceptual Error. Comparison of the findings to previous research finds both similarities and contrasts. Recommendations for preventing accidents are provided. KW - Air transportation crashes KW - Alaska KW - Crash analysis KW - Crash causes KW - Fatalities KW - General aviation KW - Human factors KW - Injuries KW - Prevention UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201120.pdf UR - https://trid.trb.org/view/1127410 ER - TY - RPRT AN - 01361738 AU - Avers, Katrina E AU - Johnson, William B AU - Banks, Joy O AU - Nei, Darin AU - Hensley, Elizabeth AU - Federal Aviation Administration AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Fatigue Solutions for Maintenance: From Science to Workplace Reality PY - 2011/12//Final Report SP - 28p AB - Thirty delegates, mostly from the FAA’s Aviation Safety (AVS) business unit, but also from U.S. industry and Transport Canada, assembled for a two-day workshop in Oklahoma City, OK. The workshop format combined key presentation topics, each followed by structured discussion. Following the discussion, the delegates generated a rank-order listing of the most important actions needed to reduce maintenance fatigue risk. Section 2.0 of this report elaborates on the “top ten” actions identified: 1. Enhance Employer and Worker Fatigue Awareness 2. Continue and Expand Fatigue Countermeasure Education 3. Support and Regulate Fatigue Risk Management Systems (FRMS) 4. Quantify Safety and Operational Efficiency Impact of Fatigue 5. Regulate Hours of Service Limits 6. Establish Baseline Data of Fatigue Risk with Existing Event-Reporting Systems 7. Integrate Fatigue Awareness Into Safety Culture 8. Ensure That FRMS is Considered in Safety Management Systems (SMS) Program 9. Create and Implement Fatigue Assessment Tools 10. Improve Collaboration of FRMS Within and Across Organizations The workshop delegates felt that the FAA is addressing many of these challenges, but there is substantial opportunity to increase attention to each topic. Their consensus was to address the challenges not only with research and development but also with operational activity and possible future regulation. KW - Aviation safety KW - Awareness KW - Culture (Social sciences) KW - Fatigue (Physiological condition) KW - Hours of labor KW - Human factors KW - Maintenance KW - Risk management UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201119.pdf UR - https://trid.trb.org/view/1127406 ER - TY - RPRT AN - 01361728 AU - Chaturvedi, Arvind K AU - Craft, Kristi J AU - Hickerson, Jeffery S AU - Rogers, Paul B AU - Soper, John W AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Toxicological Findings in Fatally Injured Pilots of 979 Amateur-Built Aircraft Accidents PY - 2011/12//Final Report SP - 18p AB - Biological samples collected from fatally injured pilots in aviation accidents involving all types of aircraft, including amateur-built aircraft, are submitted to the Civil Aerospace Medical Institute (CAMI) for accident investigation. These samples are analyzed for fire gases, ethanol, and drugs. Trends of amateur-built aircraft accidents and toxicological findings in the associated pilot fatalities have not been examined. Amateur-built aircraft accidents that occurred during 1990–2009 were evaluated by retrieving necessary information from the CAMI toxicology database. Probable cause and factor in the amateur-built aircraft mishaps were obtained from the National Transportation Safety Board's (NTSB's) aviation accident database. Of 6309 aviation accidents from which CAMI received postmortem samples, 979 (16%) were related to amateur-built aircraft. The highest number of aviation mishaps occurred during summer, which was true with amateur-built as well as with all other aircraft. There was a decreasing trend in accidents of non-amateur-built aircraft, whereas there was an increasing trend in accidents of amateur-built aircraft. In the 979 accidents (pilots), 392 were positive for ethanol and/or drugs. Ethanol was found in 29 pilots, drugs in 345, and ethanol plus drugs in 18. For ethanol/drug-related accidents also, a decreasing trend was observed with non-amateur-built aircraft and an increasing trend with amateur-built aircraft. Of the 392 amateur-built aircraft, 388 (99%) were flying under the general aviation category. In the 392 pilots, 238 (61%) held private pilot flying certificates and 260 (66%) third-class airman medical certificates. The spectrum of drugs found in the amateur-built aircraft accident pilot fatalities was consistent with commonly used drugs in the general population. The percentage of pilots wherein prescription drugs were detected was 26% for amateur-built aircraft, whereas it was 16% for non-amateur built aircraft and 18% for all aircraft. Ethanol/drug use and medical condition were determined to be a cause or factor in 42 (11%) of the 385 ethanol/drug-positive amateur-built aircraft accidents investigated by the NTSB. However, the contributory role of the mechanical malfunction of home-built aircraft cannot be ruled out in the observed increasing trends in their accidents, with or without ethanol and/or drugs. The increasing trend of such accidents is of significant concern. KW - Air pilots KW - Air transportation crashes KW - Aviation safety KW - Civil aviation KW - Crash investigation KW - Drug use KW - Fatalities KW - General aviation aircraft KW - Home-built aircraft KW - Novices KW - Toxicology KW - Trend (Statistics) UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201121.pdf UR - https://trid.trb.org/view/1127412 ER - TY - ABST AN - 01545898 TI - Evaluating Methods for Counting Aircraft Operations at Non-Towered Airports AB - Aircraft operations counts are used in aviation systems planning, airport master plans, environmental studies, aviation forecasts, as well as to determine funding and design criteria for the nation's airports. At airports with control towers, aircraft operations are tracked and recorded by air traffic control. However, of the more than 5,300 public use airports in the United States, only 546 have towers, and most of the towered airports are not open at all times. This results in airports having to estimate operations counts, which, in the case of non-full-time towers, can result in potential undercounting. Airports, as well as state and metropolitan planning agencies, use various methods to estimate aircraft activity when tower counts are not available. The most common methods have traditionally relied on guest logs, fuel sales, visual observation, automatic counters, and acoustical counters. Airport Cooperative Research Program (ACRP) Synthesis 4: Counting Aircraft Operations at Non-Towered Airports (published in 2007) described the different methods of counting and estimating aircraft operations, and provided an initial recommendation for best practices. The study, however, was completed prior to recent advances in technology (such as the use of video data capturing devices) and, due to its limited scope, did not include a program to test the different methods. Research is needed to identify, test, and evaluate the various methods for obtaining aircraft operations counts at non-towered airports. This should be done in a manner that will help airports select the most appropriate method for their needs. The objective of this research is to identify, test, and evaluate methods for obtaining aircraft operations counts at non-towered airports. KW - Air traffic control KW - Aircraft operations KW - Airport control towers KW - Best practices KW - Technological innovations KW - Traffic counting UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3042 UR - https://trid.trb.org/view/1332847 ER - TY - RPRT AN - 01446047 AU - Scheffey, Joseph L AU - Darwin, Robert L AU - Hunt, Sean AU - Hughes Associates, Incorporated AU - Federal Aviation Administration TI - Analysis of Suppression Effects on Aviation Fuel Fires Around an Aircraft PY - 2011/11//Final Report SP - 99p AB - This report describes the details of a theoretical analysis of the firefighting agent amounts carried by aircraft rescue and firefighting (ARFF) equipment. The report is a detailed heat transfer and suppression analysis of fuel spill fires on exposed aircraft. This analysis addressed various factors in assessing current ARFF agent requirements. The amount of firefighting agent necessary to prevent interior aircraft ignition and allow for safe egress is presented for representative fuel spill fire scenarios and ARFF arrival times. The scenarios consider wind conditions, aircraft and fuel spill sizes, aircraft skin thickness, and aircraft insulation/construction. For example, fires burning in wind conditions will have a different flame shape and flame length than a fire burning under calm conditions with all other parameters held constant. The analysis also found that the time required to melt the aluminum skin is strongly dependent on the exposure heat flux and on the skin thickness but not on the insulation thickness. The evaluation of the firefighting agent amount effect on the success of aircraft egress for a given fire scenario must address a number of elements, such as fire effects on egress, ARFF effects on the fire through the agent amount carried, and the relevant fire scenario parameters for the fire, aircraft, and passengers. KW - Aircraft KW - Aircraft Rescue and Fire Fighting KW - Aviation fuels KW - Aviation safety KW - Chemical spills KW - Evaluation and assessment KW - Fire extinguishing agents KW - Fire suppression systems KW - Fires UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar11-27.pdf UR - https://trid.trb.org/view/1212688 ER - TY - RPRT AN - 01446041 AU - R G W Cherry & Associates Limited AU - Federal Aviation Administration AU - Transport Canada TI - A Review of Issues Related to the Fitment of Automatically Disposable Hatches at Type III Exits With Regard to the Number of Certificated Passenger Seats PY - 2011/11//Final Report SP - 15p AB - This study was commissioned by Transport Canada (TC) in support of a cooperative regulatory activity between itself, the European Aviation Safety Agency (EASA), and the United States Federal Aviation Administration (FAA) regarding Type III exit access and ease of operation. EASA has formulated a Notice of Proposed Amendment (NPA) and Regulatory Impact Assessment (RIA) under the auspices of a Rulemaking Group (CS 25.040) comprising representatives from TC and the FAA and from aircraft operators, aircraft manufacturers, and cabin crew organizations. The subject NPA proposes that CS-25 be amended to require that airplanes should be configured with Automatically Disposable Hatches (ADHs) at Type III exits and applicability should be to airplanes with a passenger seating capacity of 40 or more. The objective of this report was to address any issues that might affect the selection of 40 passenger seats as the lower limit for installation of ADHs at Type III exits. Therefore, this study considers the safety impact of the proposed regulation should it be applied to airplanes with a passenger seating capacity between 20 and 80. A benefit analysis carried out for ADHs at Type III exits suggests that the life-saving potential for airplanes with a passenger seating capacity of less than 40 is small compared to larger airplanes. A review of the CAR 525/CS-25/14 CFR 25 exit requirements pertinent to airplanes certificated with a passenger seating capacity between 20 and 80 suggests that evacuation capability increases as passenger complement decreases, and that enhancements to evacuation capability are not warranted for airplanes with a passenger seating capacity of less than 40. KW - Aircraft exits KW - Analysis KW - Automatically disposable hatches KW - Aviation safety KW - Evacuation KW - Regulations KW - Seating capacity (Airlines) UR - http://www.fire.tc.faa.gov/pdf/09-29.pdf UR - https://trid.trb.org/view/1212727 ER - TY - RPRT AN - 01367544 AU - Bagot, Keith AU - Hawk, John AU - Federal Aviation Administration AU - Federal Aviation Administration AU - Federal Aviation Administration AU - Air Force Research Laboratory TI - Test and Evaluation of Next Generation 65-Foot, High-Reach Extendable Turret PY - 2011/11//Final Report SP - 81p AB - Since the introduction of the High-Reach Extendable Turret (HRET) to the Aircraft Rescue and Firefighting (ARFF) industry, approximately 400 HRET, have been retrofitted into existing ARFF vehicles or purchased with new ARFF vehicles worldwide. Some advantages and benefits of this technology include increased throw range performance, increased range of turret motion, more efficient agent application by applying agent at the seat of the fire, faster extinguishment of two-dimensional pool and three-dimensional flowing fuel fires, and the ability to penetrate inside an aircraft to cool the interior cabin and extinguish the fire. This added capability can increase passenger survivability, protect property, and extinguish fire faster during an aircraft postcrash incident. The purpose of this research was to document the effects of the installation of the 65-ft HRET on the predelivery inspection test of the Federal Aviation Administration (FAA) Striker ARFF research vehicle (FAA Striker). The second key objective was to evaluate the performance and firefighting effectiveness of the 65-ft HRET in and around new large aircraft, such as the Airbus A380 and the Boeing 747-8. The results of test were as follows: 1. The FAA Striker, in both the baseline configuration and with the 65-ft HRET installed, passed all vehicle performance checks, with the exception of the weight distribution and body and chassis flexibility tests. For the weight distribution test, the baseline vehicle exceeded the maximum difference between axles by 1%, and the vehicle with the HRET installed exceeded the maximum difference between axles by 1.6%. For the body and chassis flexibility test, the baseline vehicle failed the tire height requirement by 8 in., and the vehicle with the HRET installed failed the tire height requirement by 4 in. 2. From a bedded position, using the HRET, penetration and agent discharge into the lower passenger deck of an A380 mockup occurred in 54 seconds, into the upper passenger deck in 62 seconds, and into the cargo level in 80 seconds. 3. The FAA Striker and the HRET were reliable and required only a few repairs throughout the course of the tests, which included hundreds of operations and tests. The only component of that failed repeatedly was the hydraulic gearbox on the HRET. The findings of this research support the removal of the base turret from the design and increasing the flow rate of the tip nozzle to a selectable low/high flow rate of 500 and 1000 gallons. KW - Aircraft KW - Fire fighting KW - Fire fighting equipment KW - Rescue equipment KW - Search and rescue operations KW - Vehicle occupant rescue UR - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=6f1314a9-623c-4af3-a600-ba202389b4ea&f=Test_and_Evaluation_of_Next_Generation_65-Foot_High-Reach_Extendable_Turret_11-15.pdf UR - http://www.dtic.mil/dtic/tr/fulltext/u2/a555165.pdf UR - https://trid.trb.org/view/1136261 ER - TY - RPRT AN - 01361624 AU - Hauck, Erica L AU - Avers, Katrina Bedell AU - Banks, Joy O AU - Blackwell, Lauren V AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Evaluation of a Fatigue Countermeasures Training Program for Flight Attendants PY - 2011/11//Final Report SP - 18p AB - There is a growing population of employees that work non-traditional hours in around-the-clock operations. Cabin crew/flight attendants are part of this population and work highly variable schedules that include extended duty days, time zone changes, night schedules, and on-demand calls. These schedules conflict with the body’s natural mechanisms for managing sleep and alertness, and often result in fatigue. Fatigue countermeasure training may be necessary for the health, well-being, and safety of workers. The current research evaluated a comprehensive fatigue countermeasure training program for flight attendants using a theoretically grounded taxonomy of training criteria. Alternative evaluation strategies were also utilized to improve traditional pretest– posttest designs and provide convergent evidence of training effectiveness. KW - Aviation safety KW - Circadian rhythms KW - Countermeasures KW - Fatigue (Physiological condition) KW - Flight attendants KW - Flight crews KW - Health KW - Hours of labor KW - Training UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201118.pdf UR - https://trid.trb.org/view/1127346 ER - TY - ABST AN - 01575266 TI - Pilot and Crew Performance under Stress and High Workload AB - No summary provided. KW - Airline pilots KW - Flight crews KW - Performance evaluations KW - Pilotage KW - Stress (Psychology) KW - Workload UR - https://trid.trb.org/view/1367520 ER - TY - ABST AN - 01569597 TI - CEAT Airport Safety Management Program AB - No summary provided. KW - Airports KW - Safety management UR - https://trid.trb.org/view/1361242 ER - TY - ABST AN - 01569553 TI - Requirements Definition Study and a Gap Analysis for Future Guidance and Control Displays as Part of NextGen/SESAR AB - No summary provided. KW - Aviation safety KW - Cockpits KW - Control panels KW - Gap analysis KW - Next Generation Air Transportation System UR - https://trid.trb.org/view/1361059 ER - TY - ABST AN - 01569552 TI - Exploring Pilot Performance Using Flight Management Systems With and Without Autoload for Data Comm Route Clearances AB - No summary provided. KW - Air pilots KW - Clearances (Navigation) KW - Data communications KW - Flight management system KW - Performance evaluations KW - Routes UR - https://trid.trb.org/view/1361058 ER - TY - ABST AN - 01569550 TI - Analyses of Flammability Reduction by Gas-Phase Flame Retardants and Ignitability of Lithium-Ion Batteries AB - No summary provided. KW - Fire retardants KW - Flammability KW - Ignition KW - Lithium batteries UR - https://trid.trb.org/view/1361056 ER - TY - ABST AN - 01569549 TI - Probabalistic Fatigue Management Program for General Aviation AB - No summary provided. KW - Aviation safety KW - Fatigue (Physiological condition) KW - Human factors UR - https://trid.trb.org/view/1361055 ER - TY - ABST AN - 01569548 TI - Ground Based Augmentation System (GBAS) Integrity Research for Category 3 Aircraft Precision Approach AB - No summary provided. KW - Airport surface traffic control KW - Approach control KW - Augmentation systems KW - Aviation safety UR - https://trid.trb.org/view/1361054 ER - TY - ABST AN - 01569547 TI - Space Based Augmentation System (SBAS) and Advanced Receive Autonomous Integrity Monitoring (ARAIM) Research for Civil Aviation AB - No summary provided. KW - Air traffic control KW - Augmentation systems KW - Civil aviation KW - Monitoring UR - https://trid.trb.org/view/1361053 ER - TY - ABST AN - 01569531 TI - ANSS Support AB - No summary provided. KW - Aviation safety KW - Security KW - Simulation UR - https://trid.trb.org/view/1360987 ER - TY - ABST AN - 01569530 TI - Air Navigation Based on Global Navigation Satellite Systems AB - No summary provided. KW - Aircraft pilotage KW - Satellite navigation systems UR - https://trid.trb.org/view/1360986 ER - TY - ABST AN - 01569528 TI - Composite Material Model for Impact Analysis AB - No summary provided. KW - Aircraft KW - Composite materials KW - Impact tests UR - https://trid.trb.org/view/1360984 ER - TY - ABST AN - 01569526 TI - Design and Implementation of an ALS Protection and Power Quality Control Scheme with Improved Performance AB - No summary provided. KW - Airstrips KW - Approach KW - Lighting systems KW - Performance KW - Protection against environmental damage KW - Quality control UR - https://trid.trb.org/view/1360982 ER - TY - ABST AN - 01569515 TI - Testing, Modeling, and Support for FAA Reflective Cracking Study AB - No summary provided. KW - Airport runways KW - Pavement distress KW - Reflection cracking KW - Testing UR - https://trid.trb.org/view/1360971 ER - TY - ABST AN - 01481237 TI - Unsteady Aerodynamic Models for Jet Transports at High Angle-of-Attack AB - No summary provided. KW - Aerodynamics KW - Angle of attack KW - Jet propelled aircraft KW - Unsteady flow UR - https://trid.trb.org/view/1250331 ER - TY - RPRT AN - 01446049 AU - Subbotin, Nicholas AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Development of an Airport Ground Vehicle Runway Incursion Warning System PY - 2011/10//Final Report SP - 40p AB - The Federal Aviation Administration continues to assess ways to prevent runway incursions and other airport operational incursions, especially during ground vehicle operations at airports. The minimum operational performance specifications described in this report identify a stand-alone incursion warning system for a ground vehicle driver. A global positioning system (GPS) was used to provide vehicle location information for this warning system. The objectives of this research were to evaluate current navigation devices for use in airport ground vehicles to prevent airport incursions, provide recommendation criteria for the design and operation of a system defining both minimum performance and optimal features, and provide cost estimates for the procurement of equipment. The two types of devices that were evaluated could be modified and used as an airport ground vehicle runway incursion warning system to prevent runway incursions. The first device demonstrated a preconfigured system that functions without additional modifications for all airports. The second device was a custom system with software and hardware components that can be modified to the airport user’s needs. Based on this report, minimum performance criteria for an airport ground vehicle incursion warning system were established. Minimum performance criteria included the vehicle location accuracy equal to a wide area augmentation system GPS accuracy of <3 meters 95% of the time, location receiver placement on a vehicle, proximity warnings, alert areas, audible and visual signals to the driver, system updates, and compliance. An airport ground vehicle runway incursion warning system should not give directions for navigating on an airport, and must not take the place of airport familiarization and air traffic control instructions. The system should be used as a situational awareness tool. Optional features that were not critical to preventing a runway incursion but would provide additional benefits to airport users are discussed in this report. Cost estimates for the preconfigured system ranged from $1500 to $2000. The cost for the custom system depended on the requirements specified by the airport user. A single, independently operated device ranged from $2000 to $4000. If an airport user requested a network infrastructure to take full advantage of the custom system’s capabilities, the cost reached upwards of $100,000. KW - Airport ground transportation KW - Airport runways KW - Aviation safety KW - Costs KW - Crash avoidance systems KW - Evaluation KW - Global Positioning System KW - Navigation devices KW - Recommendations KW - Runway incursions UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar11-26.pdf UR - https://trid.trb.org/view/1212691 ER - TY - RPRT AN - 01445983 AU - Rushing, John F AU - U.S. Army Engineer Research and Development Center AU - Federal Aviation Administration TI - Development of Criteria for Using the Superpave Gyratory Compactor to Design Airport Asphalt Pavement Mixtures PY - 2011/10//Final Report SP - 247p AB - Asphalt mix design for commercial airports in the United States is performed in accordance with guidelines set forth in the Federal Aviation Administration (FAA) Advisory Circular AC 150/5370-10D, “Standard for Specifying Construction of Airports, Item P-401—Plant Mix Bituminous Pavements.” Currently, two methods are used to compact asphalt pavement mixtures used in transportation surfaces. The Marshall method, the standard method for commercial airports, uses an impact device that imparts a repetitive stress to the mixture. The Superpave design method provides a kneading action to compact the mixture under constant strain conditions. Design of asphalt mixtures for airfields has been successfully accomplished using the Marshall method since the 1940s. The Superpave design method was developed and adopted by state departments of transportation beginning in the mid-1990s. Currently, most transportation departments have adopted this concept. Since most of the paving work by the asphalt industry is funded by state departments of transportation and private work (which typically use department of transportation criteria), it is becoming more difficult to find laboratories and contractors that continue to use the Marshall method. Hence, it is important that the Superpave method be adopted for airfield pavements. Prior to adopting Superpave as the primary method, it was necessary to determine the number of gyrations required to provide an adequate compactive effort for airfield pavements. This study evaluated the number of gyrations for a number of mixtures required to provide a density equal to 75 blows with the Marshall hammer. Since the 75-blow Marshall mixtures had performed well in the past, it was believed that providing a density with the gyratory compactor equal to that obtained with Marshall compaction would be a good way to adopt Superpave and still have confidence of good performance. This report describes the details of the study and provides a recommended number of gyrations with the Superpave gyratory compactor to provide a mixture that will perform similar to the 75-blow Marshall mixture. The study recommended that 70 gyrations are required to produce a mix similar to the 75-blow Marshall mixture. Additional research is also needed to correlate field performance of asphalt mixtures designed using Superpave methodologies. KW - Airport runways KW - Asphalt concrete pavements KW - Compaction KW - Gyratory testing machines KW - Hot mix asphalt KW - Laboratory tests KW - Marshall test KW - Superpave UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar10-35.pdf UR - https://trid.trb.org/view/1212713 ER - TY - RPRT AN - 01361620 AU - Lewis, Russell J AU - Angier, Mike K AU - Johnson, Robert D AU - Rains, Brittany M AU - Nepal, Sarik AU - Federal Aviation Administration AU - University of Central Oklahoma, Edmond AU - Federal Aviation Administration TI - Analysis of Citalopram and Desmethylcitalopram in Postmortem Fluids and Tissues Using Liquid Chromatography-Mass Spectrometry PY - 2011/10//Final Report SP - 16p AB - Citalopram is a selective serotonin reuptake inhibitor that is a commonly prescribed drug for the treatment of depression, obsessive-compulsive disorder, panic disorder, anxiety disorder, and post-traumatic stress disorder. While the use of citalopram is relatively safe, certain side effects could negatively affect a pilot’s performance and become a factor in an aviation accident. The side effects of this medication include nausea, tiredness, drowsiness, dizziness, and blurred vision. Due to the severity of aviation accidents, blood samples are often not available, so tissues must be relied upon for analysis. Therefore, understanding the distribution of a drug throughout postmortem fluids and tissues is important when trying to interpret drug impairment and/or intoxication. Our laboratory investigated the distribution of citalopram and its main active metabolite, desmethylcitalopram, in various postmortem tissues and fluids obtained from 15 fatal aviation accident cases. When available, 10 specimen types were analyzed for each case, including blood, urine, vitreous humor, liver, lung, kidney, spleen, muscle, heart, and brain. Whole blood citalopram concentrations obtained from these 15 cases ranged from 0.079 to 1.06 μg/mL. Distribution, expressed as specimen/blood ratio, for citalopram was 12 ± 19 in urine, 0.42 ± 0.21 in vitreous humor, 16 ± 8 in liver, 15 ± 15 in lung, 3.6 ± 2.5 in kidney, 8.1 ± 3.7 in spleen, 0.83 ± 0.40 in muscle, 2.3 ± 1.2 in brain, and 1.9 ± 1.0 in heart. Distribution coefficients obtained for citalopram had coefficient of variations (CV) ranging from 46-158%. With such large CV’s, the distribution coefficients have very little use in aiding in the interpretation of citalopram-positive tissue specimens. Furthermore, no consistent citalopram/desmethylcitalopram ratio was identified within any specimen group. This study suggests that citalopram likely undergoes postmortem concentration changes. KW - Antidepressants KW - Aviation safety KW - Forensic medicine KW - Toxicology UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201117.pdf UR - https://trid.trb.org/view/1127345 ER - TY - RPRT AN - 01354569 AU - Avers, Katrina AU - Nei, Darin AU - King, S Janine AU - Thomas, Suzanne AU - Roberts, Carrie AU - Banks, Joy O AU - Nesthus, Thomas E AU - Federal Aviation Administration AU - Xyant Technology, Incorporated AU - Federal Aviation Administration TI - Flight Attendant Fatigue: A Quantitative Review of Flight Attendant Comments PY - 2011/10//Final Report SP - 26p AB - Today’s aviation industry is a 24/7 operation that produces a variety of challenges for cabin crew members including extended duty periods, highly variable schedules, frequent time zone changes, and increased passenger loads. The present content analysis study was conducted to provide a quantitative review of flight attendant comments provided on the congressionally mandated survey of flight attendant field operations that was conducted in 2008. This report can be used as a supplement to interpret the published survey results (Avers et al., 2009b). Two hundred surveys were randomly selected for each type of operation and level of seniority. A total of 1,800 surveys with comments were content analyzed (936 paper, 864 online). Eight broad comment categories were identified, including: scheduling, health, airline and airline policy, job performance and satisfaction, meals, survey, workload, and break facilities. Each category consisted of multiple positive and negative issues identified by flight attendants. This report outlines the most frequently reported categories and issues, summarizes the key issues by type of operation (low-cost, regional, network carrier) and seniority level (junior – bottom one-third, mid – middle one-third, senior – top one-third), and provides examples of actual respondent comments for the most commonly identified topics. KW - Aviation safety KW - Fatigue (Physiological condition) KW - Flight attendants KW - Hours of labor KW - Surveys KW - Workload UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201116.pdf UR - http://ntl.bts.gov/lib/42000/42800/42816/201116.pdf UR - https://trid.trb.org/view/1118529 ER - TY - ABST AN - 01546043 TI - Research Methods for Understanding Aircraft Noise Annoyance and Sleep Disturbance AB - Community exposure to aircraft noise has historically led to public opposition against airport activity and development. The seminal work by Schultz published in 1978 developed a correlation (exposure-response relationship) between transportation noise exposure levels in terms of the day-night average noise level (DNL) and the percentage of the population highly annoyed by that noise using social surveys, the most commonly accepted means of measuring annoyance. Schultz' work was reaffirmed by the Federal Interagency Committee on Noise (FICON) in 1992. Since then, research in the United States on the effects of aircraft noise has lagged, while aircraft noise has continued to evolve with substantial increases in traffic volume and significant improvements in noise levels of single aircraft. It is therefore unclear whether an exposure-response relationship based on currently available data is sufficiently representative for U.S. airports today. Aircraft noise may also disturb sleep. Developing a relationship between the degree of sleep disturbance and the level of noise exposure is a prerequisite for identifying and protecting communities from adverse noise effects. There is currently no widely accepted exposure-response relationship for sleep disturbance. Establishing up-to-date exposure-response relationships for community annoyance and sleep disturbance in the U.S. requires an extensive data acquisition campaign covering a wide variety of airport types and geographic locations, which in turn requires a well-designed study. Research is needed to develop a protocol for conducting large-scale social surveys to acquire data for understanding noise exposure-annoyance relationships and to develop methods to better understand the effects of aircraft noise on sleep. The objectives of this research are to (1) develop and validate a research protocol for a large-scale study of aircraft noise exposure-annoyance response relationships across the U.S. and (2) propose alternative research methods for field studies to assess the relationship between aircraft noise and sleep disturbance for U.S. airports. Accomplishment of the project objectives will be conducted in three phases. Phase I will cover the aircraft noise exposure-annoyance response research; Phase II will cover the aircraft noise and sleep disturbance research; and Phase III will consist of final report preparation. KW - Air traffic KW - Aircraft noise KW - Airport noise KW - Annoyance KW - Data collection KW - Exposure KW - Noise KW - Sleep deprivation KW - Sleep disturbance KW - Traffic volume UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3037 UR - https://trid.trb.org/view/1332995 ER - TY - ABST AN - 01571709 TI - Technical Oversight and Integration AB - No summary provided. KW - Commercial space transportation KW - Oversight KW - Technical assistance UR - https://trid.trb.org/view/1363287 ER - TY - ABST AN - 01571719 TI - Low Power/Low Drag Approaches to Mitigate Environmental Impacts of Aviation AB - Concerns about the aviation's environmental impact have prompted research efforts around the world. Much of this research has focused on changes to future aircraft and engine designs: although these hold the prospect of significant environmental impact reductions on a per flight basis, it will take a long time for them to be developed and propagate through the operational fleet in sufficient numbers to have a significant impact on overall emission levels. Until then, strategies that reduce the environmental impacts of existing aircraft are needed. Therefore, there is a need to identify and evaluate ways to reduce the environmental impacts of aviation in the near term. Such changes would involve minor adjustments to operating procedures or limited equipment/infrastructure changes. The goal of Project 32 was to systematically evaluate and rank all the potential near-term operational changes against a common set of environmental impact and feasibility criteria, and hence make it possible to determine the relative potential of the various options and to understand which ones should be given priority. KW - Aircraft KW - Aircraft exhaust gases KW - Drag KW - Engines KW - Environmental impacts KW - Pollutants KW - Power UR - http://partner.mit.edu/projects/near-term-operational-changes UR - https://trid.trb.org/view/1363297 ER - TY - ABST AN - 01570833 TI - Aerospace Recommended Practice Measurement Protocol Demonstration AB - Project 37 is focused on well defined research needs associated with sampling non-volatile PM from gas turbine engines. These needs arise from the deliberations of the SAE E31 committee as they pursue the development of a recommended practice. This work is based and builds on preliminary studies conducted under PARTNER Projects 29 and 34. KW - Air quality management KW - Aircraft noise KW - Best practices KW - Noise control KW - Pollutants KW - Recommendations UR - http://partner.mit.edu/projects/non-volatile-particulate-matter---sae-e31-aerospace-recommended-practice-research-issues UR - https://trid.trb.org/view/1363198 ER - TY - ABST AN - 01570832 TI - Alternative Jet Fuels DLA Energy Analysis AB - The Project 28 broad objective was to evaluate the relative environmental impacts of multiple potential alternative aviation fuels that are compatible with existing aircraft and infrastructure. The project was considering traditional kerosene fuels from conventional and unconventional petroleum resources; hydrocarbon fuels derived from fossil fuels such as oil sands and oil shale; synthetic liquid fuels manufactured from coal, biomass, or natural gas; hydroprocessed renewable jet fuel made from renewable oil resources including those from algae; and advanced techniques of converting sugars to jet fuel. KW - Aircraft fuels KW - Alternate fuels KW - Energy consumption KW - Environmental impacts UR - http://partner.mit.edu/projects/environmental-cost-benefit-analysis-alternative-jet-fuels UR - https://trid.trb.org/view/1363197 ER - TY - RPRT AN - 01531084 AU - Herricks, Edwin E AU - Lazar, Peter AU - Woodworth, Elizabeth AU - Patterson, James AU - University of Illinois, Urbana-Champaign AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Performance Assessment of a Mobile, Radar-Based Foreign Object Debris Detection System PY - 2011/09//Final Report SP - 35p AB - In 2008, the Federal Aviation Administration (FAA) Airport Technology Research and Development Team initiated research to conduct a performance assessment of the Trex Enterprises FOD Finder™, a mobile, radar-based foreign object debris (FOD) detection system. This assessment included the system’s capability to detect objects of various shapes, sizes, and materials at all locations on the runway surface. The system’s capability to detect FOD during both nighttime and daytime conditions, in periods of sun, rain, mist, fog, and snow was also assessed. The FOD Finder detection system was installed at the Chicago O’Hare International Airport (ORD) in March 2009 and initially tested in July 2009. The assessment of the FOD Finder detection system at ORD was supplemented by the evaluation of two additional FOD Finder detection systems at Honolulu International Airport and the McClellan-Palomar Airport in Carlsbad, California. The performance assessment at all three airports began in May 2010 and concluded in September 2010. Researchers conducted several test sessions at each airport to assess the FOD Finder’s capability to detect selected FOD items that were of various shapes, sizes, color, and material in both nighttime and daytime conditions, in periods of sun, rain, mist, fog and snow. The FOD Finder detection system was able to detect the objects of various shapes, sizes, and materials on runway surfaces, taxiways, and aprons, and was able to perform satisfactorily in nighttime, daytime, sun, rain, mist, fog, and snow conditions, as required by FAA Advisory Circular 150/5220-24, “Airport Foreign Object Debris (FOD) Detection Equipment.” KW - Airport runways KW - Chicago O'Hare International Airport KW - Detection and identification systems KW - Honolulu International Airport KW - Inspection equipment KW - McClellan-Palomar Airport KW - Monitoring KW - Performance KW - Surveillance KW - Technology assessment UR - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=1ebe0cf4-57c8-4b1f-8c6e-5c1d84f4dcd1&f=Final_Report_11-12_Performance_Assessment_of_a_Mobile_Radar-Based_Foreign_Debris_Detection_System.pdf UR - https://trid.trb.org/view/1313499 ER - TY - RPRT AN - 01362807 AU - Lau, Michael C AU - Senzig, David A AU - Samiljan, Robert AU - Ahearn, Meghan AU - Scarpone, Chris AU - Roof, Christopher J AU - Research and Innovative Technology Administration AU - Federal Aviation Administration TI - Acoustic and Fuel Consumption Effects Resulting from the Installation of Spiroid Winglets on Aircraft PY - 2011/09//Final Report SP - 125p AB - The Volpe National Transportation System Center’s Environmental Measurement and Modeling Division (Volpe Center), is supporting the Federal Aviation Administration (FAA) in implementing its Next Generation Air Transportation System (NextGen) Program. The objective of the NextGen Program is to design and implement an air transportation system capable of accommodating an expected tripling in required capacity over the next 25 years. As part of this initiative, the Volpe Center participated in a study to determine the potential fuel saving and noise reduction benefits of installing experimental spiroid winglets on an aircraft. KW - Aircraft KW - Aircraft noise KW - Flight tests KW - Fuel consumption KW - Next Generation Air Transportation System KW - Winglets UR - http://ntl.bts.gov/lib/43000/43600/43629/spiroid-faa-11-12_1_.pdf UR - https://trid.trb.org/view/1131370 ER - TY - RPRT AN - 01358025 AU - Nakagawara, Van B AU - Montgomery, Ronald W AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Flying Blind: Aeromedical Certification and Undiagnosed Age-Related Macular Degeneration PY - 2011/09//Final Report SP - 14p AB - Background: The love of flying seldom diminishes throughout a pilot’s career. It is often the primary motivation for investing the time and expense necessary to attain and maintain a valid pilot license and medical certificate. However, a pilot’s ability to meet the physical requirements for aeromedical certification may become compromised by advancing age or impairments. Individuals with physical limitations or the elderly in a number of states must pass a vision test to renew their driver’s license. These individuals may resort to extraordinary measures to avoid losing the privilege of operating a motor vehicle and maintain a sense of independence. Similarly, pilots with physical limitations may attempt to circumvent the Federal Aviation Administration’s aeromedical certification process in order to retain a valid medical certificate. Case Report: In an investigation of a fatal accident the National Transportation Safety Board (NTSB) concluded that the aviation medical examiner who issued an airman medical certificate to a visually impaired pilot failed to perform the appropriate procedures to verify the validity of medical information provided by the pilot. The airman subsequently crashed his aircraft, resulting in his death and the deaths of five others onboard. Conclusions: The NTSB report stated the pilot's “failure to maintain airplane control for an undetermined reason resulted in an inadvertent stall.” The report also stated that “either the pilot's macular degeneration or his unrecognized coronary artery disease could have contributed to his failure to maintain control of the airplane.” The potential debilitating effects associated with these and other serious health issues are discussed. KW - Air pilots KW - Air transportation crashes KW - Cardiac disorder KW - Certification KW - Crash causes KW - Diseases and medical conditions KW - Fatalities KW - Health KW - Macular degeneration UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201114.pdf UR - https://trid.trb.org/view/1122190 ER - TY - RPRT AN - 01357932 AU - Ma, Jiao AU - Pedigo, Mark AU - Blackwell, Lauren AU - Gildea, Kevin AU - Holcomb, Kali AU - Hackworth, Carla AU - Hiles, John J AU - Saint Louis University AU - Oak Ridge National Laboratory AU - Federal Aviation Administration AU - Federal Aviation Administration AU - Federal Aviation Administration TI - The Line Operations Safety Audit Program: Transitioning From Flight Operations to Maintenance and Ramp Operations PY - 2011/09//Final Report SP - 20p AB - Managing risk has become increasingly important in modern organizations, including medicine, aviation, and finance. Accident investigation concentrates on failures, which are important for discovering major breakdowns, but failures are rare events. Proactive approaches offer the flexibility of observing normal operations. A Line Operations Safety Audit (LOSA) is a voluntary safety program that collects safety data during normal airline operations and was originally designed for flight deck operations. The goal of this FAA-sponsored project is to capitalize on the 10-plus years of successful audits on the flight deck. The hazards that threaten the safety of flight deck operations are not unique to that environment. Similar problems are present during maintenance and ramp operations. This report provides a review of the use of LOSA, discusses LOSA’s essential operating characteristics, lessons learned on the flight deck, and describes the extension of LOSA to maintenance and ramp operations. The research team developed tools for airlines and maintenance organizations to use as they initiate their maintenance (M-LOSA) and ramp (R-LOSA) programs. KW - Airport ramp operations KW - Flight decks KW - Line Operations Safety Audit KW - Maintenance KW - Risk management KW - Safety audits KW - Safety management UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201115.pdf UR - https://trid.trb.org/view/1122191 ER - TY - RPRT AN - 01353952 AU - Canfield, Dennis V AU - Dubowski, Kurt M AU - Chaturvedi, Arvind K AU - Whinnery, James E AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Drugs and Alcohol in Civil Aviation Accident Pilot Fatalities From 2004-2008 PY - 2011/09//Final Report SP - 20p AB - The Federal Aviation Administration (FAA) Office of Aerospace Medicine sets medical standards needed to protect the public and pilots from death or injury due to incapacitation of the pilot. As a part of this process, toxicology testing is performed by the FAA on almost every pilot who is fatally injured in an aviation accident to determine the medical condition of the pilot, medications used by the pilot at the time of the accident, and the extent of impairment, if any. The data were extracted from the FAA toxicology database for all fatal pilots who died from 2004 and 2008 in aviation accidents. The laboratory received and tested specimens from 1353 pilots who died in aviation accidents between 2004 and 2008. Findings where classified into three separate categories: Controlled Dangerous Substance, Prescription, and Over-the-Counter drugs. This study was conducted to determine the extent of drug use in pilots who have died in an aviation accidents from 2004 to 2008 and to determine the types of drugs most commonly found. A comparison of previously published reports with this study’s report was made to determine trends in drug use by pilots who have died in aviation accidents over the past 20 years. Factors were examined that could influence drug trends noted over the years. Diphenhydramine, an H1 antihistamine with impairing properties, is the most common drug found in pilots who have died in aviation accidents. The FAA has taken steps to warn pilots of the dangers in using this medication that is dispensed as both a prescription and an over-the-counter medication. Because significant aviation performance impairment can be associated with diphenhydramine, the Office of Aerospace Medicine will continue to take steps to help pilots decide when it is safe to resume flying duties after taking such an impairing medication. KW - Air pilots KW - Air transportation crashes KW - Alcohol use KW - Aviation safety KW - Drug use KW - Drugs KW - Fatalities KW - Toxicology UR - http://ntl.bts.gov/lib/42000/42500/42587/201113.pdf UR - https://trid.trb.org/view/1118802 ER - TY - JOUR AN - 01353745 JO - FAA Safety Briefing PB - Federal Aviation Administration AU - Williams, James TI - Making the Magic Work: Decoding Automation Before It Derails Your Flight PY - 2011/09 VL - 50 IS - 5 SP - pp 18-20 AB - Automation management strategies are needed with the high levels of automation that are rapidly moving into general aviation aircraft. This article offers a few pointers that have been found useful. They concern knowing the system and being ready for malfunctions. Examples of fatal aircraft accidents illustrate the necessity of such strategies. KW - Air pilots KW - Air transportation crashes KW - Aircraft pilotage KW - Automation KW - Automation management strategies (Air pilotage) KW - Training UR - http://www.faa.gov/news/safety_briefing/2011/media/SepOct2011Magic.pdf UR - https://trid.trb.org/view/1118614 ER - TY - ABST AN - 01571708 TI - Technical Oversight for UCF AB - No summary provided. KW - Commercial space transportation KW - Oversight KW - Research KW - Technical assistance KW - Universities and colleges UR - https://trid.trb.org/view/1363286 ER - TY - ABST AN - 01569542 TI - Development of a Ten Year Emerging Metallic Structures Technology (EMST) R&D Roadmap AB - The objective of the project will be to address certification and continued airworthiness issues arising from the use of emerging metallic materials and construction methods (new aluminum alloys--e.g., aluminum lithium; new production processes--e.g., friction stir welding; advanced metallic hybrids, Glare, bonded structure) increasingly being used for aircraft structures by development of a 10 year roadmap for the research and development required to assure future airworthiness of these advanced structural materials. This proposal will provide the Federal Aviation Administration (FAA) with data collected from various sources to understand the durability and damage tolerance performance of these emerging technologies, and determine the applicability of existing regulations and regulatory guidance material. The approach of this proposal will be to outline a roadmap to leverage existing FAA resources with those of industry, to ensure safe implementation of emerging technologies in aircraft products. KW - Aircraft materials KW - Aircraft structural components KW - Aluminum alloys KW - Metallic composites KW - Production methods KW - Technological innovations UR - https://trid.trb.org/view/1360998 ER - TY - ABST AN - 01483591 TI - Damage Tolerance Test Method Development for Sandwich Composites AB - No summary provided. KW - Aircraft KW - Composite materials KW - Sandwich construction KW - Test procedures KW - Tolerances (Engineering) UR - https://trid.trb.org/view/1252450 ER - TY - ABST AN - 01485018 TI - Development of Dynamic Mechanical Analyzer (DMA) Calibration and Testing Procedures AB - No summary provided. KW - Calibration KW - Dynamic mechanical analyzer KW - Materials tests KW - Test procedures KW - Testing equipment UR - https://trid.trb.org/view/1253794 ER - TY - ABST AN - 01478550 TI - Development of Technologies to Improve the Reliability and Intelligence of Aircraft Electrical Wire and Interconnect Systems AB - To improve the reliability and intelligence of aircraft power systems, there is a need for inexpensive, lightweight sensors that can be incorporated into aircraft electrical wiring interconnection system (EWIS) to ensure proper clamp installation as well as detect clamp malfunction and secondary damage mechanisms of any unsupported wires. During previous Federal Aviation Administration (FAA) funded research, different SMART (Status and Motion Activated Radio frequency Tag) sensor concepts based on a reversibly deactivated/activated radio frequency identification tag were developed. Additional SMART sensors capable of aiding maintenance personnel in the identification of degraded connectors would provide further improvement in EWIS performance. Therefore, the University of Dayton Research Institute proposes to conduct a 12 month period of performance research projects consisting of ten main tasks to design, develop, manufacture, then evaluate different candidate SMART sensors for incorporation into current and future aircraft EWIS. KW - Aircraft KW - Clamps KW - Electric power systems KW - Electrical wiring KW - Interconnectedness KW - Radio frequency KW - Reliability UR - https://trid.trb.org/view/1247728 ER - TY - ABST AN - 01477989 TI - Analyses of Aircraft Performance Based on In-Flight Recorded Parameters AB - The objective of the project is related to Flight Data Recorders (FDRs) that record the readings from instruments and positions of the control surfaces of the aircraft over time. An adequate software solution for the analysis of in-flight recorded data is critical for the improvement of flight safety. The University of Louisville research team proposes to continue the research developed in our previous Federal Aviation Administration (FAA)-funded study (07-G-015) of operational landing distance performance for regional jet aircraft on the following specific aims: (a) Investigate the aircraft target stopping distance of operational landings; (b) Develop software solutions for analysis of operational flight parameters provided by an anomalous cooperative airline; (c) Analyze the performance of different Flight Management Systems (FMS) during various Required Navigation Performance (RNP) procedures; and (d) Design and develop a software tool to visualize the flight paths in three-dimensional space using Google Earth. KW - Aircraft KW - Data collection KW - Flight recorders KW - Performance measurement KW - Software KW - University of Louisville UR - https://trid.trb.org/view/1247646 ER - TY - ABST AN - 01547478 TI - Understanding Airline and Passenger Choice in Regions with Multiple Airports AB - Improving, expanding, and retaining commercial air service and attracting more passengers are goals for many airports. In multi-airport regions, these efforts are complicated by the fact that airlines and passengers have the additional choices made available by the other airports in the system. Air carrier service decisions are based on profitability, network/fleet considerations, competition, and perceptions of consumer behavior. Passengers select a particular airport based on air service schedule and reliability, airfare, accessibility, total travel time, and other factors. Airports that use promotional campaigns, air service studies, air service subsidies, and facility improvements to attract more air service and passengers may experience disappointing results if they do not understand the unique dynamics of a multi-airport region. In addition, there are many types of multi-airport systems. Some systems serve a metropolitan area while others serve an entire region or state. Some have a dominant airport, while others have airports with similar levels of activity. Some systems have airports operated by a single entity, while in other systems, each airport is under separate control. Research is needed to help airports and their stakeholders understand the dynamics of airline and passenger decision making in multi-airport regions. This research will ultimately help set realistic air service and passenger activity expectations, which, in turn, will help focus limited resources on improving, expanding, and retaining commercial air service. The objective of this research is to assist airports and their stakeholders to better understand the factors that drive airline service decisions and passenger choice in multi-airport regions. KW - Airlines KW - Airports KW - Consumer preferences KW - Decision making KW - Passengers KW - Revealed preferences UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3041 UR - https://trid.trb.org/view/1334842 ER - TY - ABST AN - 01547377 TI - Best Practices for Working in or Near Airport Movement Areas AB - Airport operators are challenged by the competing interests of safely conducting activities in the airport movement areas while minimizing impacts on flight operations. Personnel find that it's difficult to access airport movement areas to conduct maintenance, operations, and construction activities due to a variety of reasons. Airport operators have adopted their own practices for dealing with these day-to-day challenges. As such, research is needed to identify best practices for working in or near airport movement areas. The objectives of this research are to (1) identify best practices for working in or near airport movement areas and (2) develop tools, techniques, and training aids that can be used by airport operators to train their personnel, tenants, and contractors on the best practices. KW - Airport operations KW - Aviation safety KW - Best practices KW - Contractors KW - Landside operations (Airports) KW - Training UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3047 UR - https://trid.trb.org/view/1334641 ER - TY - RPRT AN - 01354594 AU - Cannon, Melanie M AU - Broach, Dana AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Studies of Next Generation Air Traffic Control Specialists: Why Be an Air Traffic Controller? PY - 2011/08//Final Report SP - 16p AB - With phrases such as “Managing Millennials” (Gimbel, 2007), descriptions of generational differences are a staple in the human resources (HR) trade press and corporate training. The Federal Aviation Administration (FAA) offers a course in managing generational differences through its Center for Management Education and Leadership. Most management tips and descriptions of generational differences are anecdotal, prescriptive and impressionistic. Few empirical studies are available, and those that do exist are based on cross-sectional surveys, confounding the effects of age and career progression with generational differences. Yet the generational comparisons could be important to occupational recruitment; what appealed to one generation might not appeal to another. For example, the job security and stability that appealed to “Baby Boomers” might be less important to “Gen-X” and “Millennials,” who are said to be looking to “make a difference” with some level of “work-family balance” (Partnership for Public Service, 2009, undated). The purpose of the current study was to compare the factors influencing occupational choice in two distinct generations of employees in the FAA’s highly visible air traffic control specialist (ATCS) occupation. The authors hypothesized that factors such as job security, benefits, and pay would be less important to the “Next Generation” of controllers, recruited from Gen-X and Millennials, than to the “Post-Strike” generation (largely Baby Boomers) and non-material factors such as the opportunity to benefit others would be more important to the Next Generation of controllers. Method. The responses of controllers hired in Fiscal Year (FY) 2009 (n=955) were compared to those of controllers hired in FY1986 through FY1992 (n=13,227) following the 1981 Professional Air Traffic Controllers Organization (PATCO) strike. The two groups did not overlap in age or birth year. The new controllers in both generations took the Biographical Questionnaire (BQ) for research purposes while at the FAA Academy for initial occupational training. The BQ includes 14 items asking to what degree material factors such as pay and non-material factors such as the opportunity to benefit others were important to their choice of the controller occupation. The proportions favorably endorsing each factor were compared with a standard Z-test of proportions. The rank-order of the factors in each generation was also compared using Spearman’s rho. Results. Contrary to the authors' hypothesis, job security, benefits, and pay were more important to Next Generation than to Post-Strike controllers. However, the overall rank-order correlation of the factors by generation was high (Spearman’s rho =.824, p < .001), suggesting a shift in degree rather than one of kind between generations. Discussion. The young Next Generation controllers hired by the FAA did not conform to the public stereotype; job security, benefits, and pay were just as important to them, if not more, than to the previous generation. This might be an effect of economic insecurity engendered by the 2007-2010 financial crisis in the U.S. The similar rank-ordering of factors influencing occupational choice suggests more similarity between generations than might be expected on the basis of the HR trade press. Implications for agency recruitment are considered in closing. KW - Age KW - Air traffic controllers KW - Employee benefits KW - Employee compensation KW - Job satisfaction KW - Job security KW - Motivation KW - Recruiting UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201112.pdf UR - https://trid.trb.org/view/1118517 ER - TY - RPRT AN - 01353916 AU - Avers, Katrina Bedell AU - Johnson, William B AU - Banks, Joy AU - Nei, Darin AU - Federal Aviation Administration AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Prioritizing Maintenance Human Factors Challenges and Solutions: Workshop Proceedings PY - 2011/08//Final Report SP - 23p AB - Thirty delegates, mostly from the Federal Aviation Administration’s Office of Aviation Safety, but also from the U.S. aviation industry, the National Transportation Safety Board, and Transport Canada, assembled for two days at the Civil Aerospace Medical Institute in Oklahoma City. These leaders in maintenance human factors research met to discuss challenges and prioritize solutions for human factors issues in aviation maintenance. The delegates reviewed international incidents and accidents and corporate operating procedures to identify systematic human factor precursors to maintenance errors. Each human factor issue was discussed and subsequently prioritized by each delegate. Analysis of the data revealed eight core issues, including: use of technical publications, fatigue/alertness, safety culture, event data collection, return on investment for human factors, prioritization of human factors, professionalism and generational issues, and attention to required inspection items. Solutions and action items for each of these issues were discussed and recommendations were developed. The prioritized list of problems and suggested industry actions are detailed in the following report. The recommendations stemming from this report can be used to inform future research and development for maintenance human factors. KW - Aviation safety KW - Failure KW - Fatigue (Physiological condition) KW - Human factors KW - Maintenance KW - Return on investment KW - Technicians KW - Work schedules (Personnel) UR - http://ntl.bts.gov/lib/42000/42100/42148/201111.pdf UR - https://trid.trb.org/view/1117676 ER - TY - ABST AN - 01547677 TI - Creating a Collaborative Environment Between Airport Operations and Maintenance Departments AB - Operations and maintenance departments at airports must rely on each other to ensure a safe, secure, and efficient operation of an airport. Yet while operations and maintenance departments need to work together, they don't necessarily have a clear understanding of each other's responsibilities, which can sometimes lead to counterproductive working relationships. While FAR Part 139 can help define work priorities at an airport, there are a myriad of other activities that dictate how and when work will get done from preventive maintenance to repairs to emergency response. Many factors can influence work relationships. As an example, airport organizational structures may have operations and maintenance reporting to different people, leading to competing priorities for day-to-day responsibilities; this may not be conducive to creating a collaborative environment. Therefore, research is needed to identify strategies that airport management can use to foster a collaborative environment between operations and maintenance departments. The objective of this research is to develop guidance for airports to create a collaborative environment between operations and maintenance departments. This guidance should include (1) tools to help airports recognize issues that are counterproductive to collaborative environments, (2) strategies and recommendations to create a collaborative environment between airport operations and maintenance departments, (3) benefits and risks of strategies and recommendations, and (4) a list of relevant resources. KW - Airport operations KW - Cooperation KW - Emergency response time KW - Maintenance practices KW - Preventive maintenance KW - Repairing KW - Risk assessment UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3048 UR - https://trid.trb.org/view/1335309 ER - TY - ABST AN - 01547479 TI - Integrating Community Emergency Response Teams at Airports (A-CERTs) AB - Community Emergency Response Teams (CERTs) have been developed in many communities to help respond to disasters and emergencies that overwhelm first responders. There are minimum training standards as outlined by the Federal Emergency Management Agency (FEMA) under their Citizens Corp program, however, each community utilizes their CERT volunteers as they deem the most appropriate and provide additional training as applicable. Airports of all sizes also can quickly become overwhelmed in a natural disaster or aircraft incident where their community members want to provide assistance. Smaller airports tend to have limited staff but, just like larger airports, can become the focal point within their community in a disaster recovery plan. Volunteers can be a valuable resource to an airport. However, it is not the time during a disaster or emergency to determine the qualifications, provide training, and obtain necessary security checks to enlist or utilize volunteers to assist. While there are established CERTs within many communities, including some with airports, there is research needed to help airports develop and integrate CERTs in their emergency response planning. The objective of this research is to develop a model CERT program for the airport community that includes (1) an awareness plan and description of benefits, (2) implementation guidance, and (3) steps for integrating into airport emergency response planning KW - Airports KW - Disaster preparedness KW - Emergency management KW - Emergency training KW - Guidelines KW - Plan implementation KW - Volunteers UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3045 UR - https://trid.trb.org/view/1334843 ER - TY - ABST AN - 01547673 TI - Procuring and Managing Professional Services for Airports AB - Most U.S. airport owners engage professional service firms to assist them with the planning, design, and management of capital development projects and other professional services at their facilities. Such firms bring resources, specialized technical capabilities, and subject matter expertise needed for these activities that may not be available within the airport owners' organization. While some resources exist that include best practices for certain elements of procuring professional services, there is no comprehensive resource that provides recommended practices that can guide an airport from the initial stages of procuring services through to completion. Such a resource would provide well-documented and practical steps that could improve the contractor selection process and engagement of the firm through completion, resulting in successful and high-quality services. The objective of this research is to develop a handbook that provides guidance for procuring and managing professional services at airports for use by airport owners and operators. For this research, professional services should include, but not be limited to, planning, environmental, architectural & engineering, information technology, construction, financial, legal, and other key professional services provided to airports. The handbook should cover (a) the procurement process, including scoping, pre-selection process, selection criteria, evaluation and contract negotiations; and (b) processes for managing professional services contracts. The handbook should consider all sizes and types of airports and key professional services. KW - Airport operations KW - Airports KW - Contracting out KW - Handbooks KW - Management KW - Procurement UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3027 UR - https://trid.trb.org/view/1335305 ER - TY - ABST AN - 01545894 TI - Understanding Microbial Biofilms in Receiving Waters Impacted by Airport Deicing Activities AB - As the more significant environmental impacts of deicing activities are mitigated by runoff controls, increasing scrutiny is being directed toward other issues, including the occurrence of microbial slime at stormwater outfalls. The challenge to the aviation community for addressing this issue is significant, because microbial growth associated with deicing discharges is not currently predictable, the controlling factors are poorly understood, and the costs of treatment controls are substantial. For example, "sewer bacteria" such as Sphaerotilus natans (a filamentous bacterium associated with organic-rich wastewater discharges), appear to be ubiquitous in the environment, and may flourish wherever the right conditions exist. This situation presents a high level of risk associated with the large investments needed for controls that may or may not eliminate the microbial growths. Airports need reliable information on what is and is not known about the factors contributing to the occurrence of nuisance microbes and the options for controlling them. Environmental regulators would also benefit from this information as they consider potential requirements. The objectives of this research are to: (1) provide airports and regulatory agencies with a reference document that summarizes what is currently known and not known about the occurrence of nuisance microbial communities in receiving waters in the vicinity of airports; (2) identify the interrelationships among the environmental parameters controlling their growth; and (3) produce a detailed work plan listing the steps needed to address knowledge gaps and to prepare a guidebook providing practical mitigation alternatives for managing nuisance microbial communities. KW - Airport operations KW - Biodeterioration KW - Deicing chemicals KW - Environmental impacts KW - Risk assessment KW - Runoff KW - Water pollution UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3033 UR - https://trid.trb.org/view/1332843 ER - TY - ABST AN - 01463274 TI - Legal Aspects of Airport Programs. Topic 04-01. Airport Liability for Wildlife Management AB - The safety of airport users is of paramount importance. At the same time, airports are subject to a variety of federal and state laws and regulations aimed at protecting wildlife. ACRP Report 32 "Guidebook for Addressing Aircraft/Wildlife Hazards at General Aviation Airports" provides additional background material on these regulations. These mandates must be taken into account in the development of procedures to minimize the potential hazards to aircraft created by wildlife. This project will identify applicable laws and regulations that impact airports' responses to on-airport wildlife and concern off-airport land uses compatible with aircraft operations (e.g., discouraging land uses that attract birds). This project will also identify legally acceptable means airports can pursue to remove or discourage wildlife, including protected species, from runways, taxiways, and airspace necessary for takeoffs and landings. One objective of this research is to identify applicable federal and state statutes and regulations, federal grant assurances, and Federal Aviation Administration (FAA) directives and advisory documents that apply to airport protection of wildlife on-airport or promotion of compatible land use off-airport. The report should also identify those federal and state entities that regulate an airport's management of wildlife. The research team will be submitting the Task 3 report early 2012. KW - Airport operations KW - Airport runways KW - Aviation safety KW - General aviation KW - Land use KW - Regulations KW - Wildlife UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2878 UR - https://trid.trb.org/view/1231500 ER - TY - ABST AN - 01547220 TI - Enhancing the Airport-Industry SAGA Website AB - There is increased attention and interest toward sustainable practices and incorporating them into airport planning, construction, and everyday operations. Many airport operators have made commitments to be more sustainable through a variety of mechanisms, including policy statements, adoption of goals, measuring and reporting, and development of airport-specific sustainability guidelines. Airports have implemented myriad sustainable practices focused on improving their environmental, economic, and social viability. Many airports, however, do not have the staff expertise or resources available to look for and learn about the sustainable practices that may be applicable at their airport. To assist airport operators looking to undertake a sustainability program or incorporate sustainable practices into their projects and operations, Airports Council International-North America, the Airport Consultants Council, the American Association of Airport Executives, the Air Transport Association, and the Federal Aviation Administration established the Sustainable Aviation Guidance Alliance (SAGA) in late 2008. SAGA collected information on hundreds of airport sustainability initiatives that have been employed by airports across the United States, Canada, and internationally and used that information to develop a comprehensive searchable database and accompanying guidance document that can assist airport operators in planning, implementing, and maintaining sustainability programs. The SAGA database was launched in October 2009 and is now available online at www.airportsustainability.org. The current database provides a good resource for airports looking to improve their sustainability. However, because SAGA has been a purely volunteer effort of association, airport, and consultant experts in sustainability, the resources are not available to provide additional supporting information that could make the database of practices a more valuable tool. The database provides a list of hundreds of sustainable practices, but little supporting material or resources to consult for additional information. As an example, one practice included is "Develop an Energy Master Plan for the organization's facilities." The database would prove more useful if it also described what an energy master plan entails; the associated costs/benefits; and links, cites, or contacts for additional information. The objectives of this research are to: (1) improve and enhance the SAGA website and (2) provide recommendations for maintaining and updating the SAGA website and its sustainable practices contents over time. Improvements and enhancement to the SAGA website should include updating existing sustainable practices data--including new practices--and identifying, vetting, and populating additional supporting information for each of the sustainable practices provided. KW - Airport operations KW - Benefit cost analysis KW - Best practices KW - Databases KW - Guidelines KW - Sustainable Aviation Guidance Alliance KW - Sustainable development KW - Websites (Information retrieval) UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3031 UR - https://trid.trb.org/view/1334201 ER - TY - ABST AN - 01547676 TI - Integrating Web-Based Emergency Management Collaboration Tools into Airport Operations: A Primer AB - Various in-house and Commercial Off The Shelf (COTS) software and web-based collaboration, communication and control systems are being utilized as emergency management tools by municipalities and airports. Tools such as "WebEOC," "E Team," and others are used to coordinate between on-scene commanders and emergency operations centers for needed resources. While these web-based collaboration tools have proven useful in emergency management, they may also have applicability at airports for other non-routine activities/operations, such as weather events, diversions, and security incidents. As airport communications and emergency response becomes more sophisticated and the use of technology increases, guidelines are needed to help airports evaluate the benefits and costs of implementing or expanding existing web-based communications and controls systems. Research is needed to help airports and municipalities integrate web-based collaboration tools into their day-to-day and emergency management operations, identify the features and functions appropriate for their unique needs, and implement an effective web-based collaboration tool. The objective of this research is to prepare a guidebook to be used by operations, public safety and security, and information technology staff at airports to evaluate and implement web-based collaboration tools that provide a common operating picture (COP) for both day-to-day operations and full emergency response management. The guidebook will provide the criteria and best management practices for the procurement, design, integration, and operation of a scalable web-based collaboration tool. KW - Airport operations KW - Best practices KW - Communication systems KW - Cooperation KW - Emergency management KW - Emergency response time KW - Handbooks KW - Websites (Information retrieval) UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3044 UR - https://trid.trb.org/view/1335308 ER - TY - ABST AN - 01569537 TI - Performance of Unbound Layers of a Flexible Pavement System During Aircraft Loading AB - The objective is to study the compaction characteristics of various aggregate materials used for construction of a flexible pavement system using a combination of laboratory tests and field data available from the National Airport Pavement Test Facility (NAPTF). The laboratory test will be conducted using the Superpave Gyratory Compactor (SGC), which can simulate trafficking conditions. The efficacy of using the SGC as a better tool to predict the performance of these aggregate materials during trafficking will also be confirmed. In addition, the performance degradation of the material due to crushing will also be studied and correlated with performance measures that the Federal Aviation Administration (FAA) uses for quality control of aggregate to study at what level of trafficking the aggregate does not meet quality control standards including shape, angularity, and grain size distribution. In addition, a micro-mechanical framework for characterizing the material behavior of the aggregate will be investigated. The study will contribute to a significant improvement in the design methodology used for design of airport pavements and provide a better understanding of the performance of pavement systems especially due to heavy aircraft loads with complex gear configuration. KW - Aggregates KW - Aircraft loading KW - Airport runways KW - Compaction KW - Flexible pavements KW - Superpave KW - Unbound pavement layers UR - https://trid.trb.org/view/1360993 ER - TY - ABST AN - 01477988 TI - Analysis, Modeling, and Simulation of NextGen Trajectory-Based Operations AB - The objectives of this proposal are: (1) assess the environmental impact of the procedures, in terms of fuel savings and noise level reductions; and (2) assess the increases in risk of not conforming with separation standards, as a result of alternative Contiunous Descent Apporach (CDA), to be safely and effectively implemented by considering adaptive, collaborative decision making between the aircraft and the ground, occasioned by better communications (e.g., Internet-like datalink communications). Finally, the researchers intend to investigate a prototype model for multiple flight trajectory optimization, by considering standard optimization approaches for a limited set of multiple flights over one sector of airspace. They extend the work to cover a sector with flights and determine efficient optimization approaches. The sector and the flights, procedures for 4-D trajectories, and other factors will be considered in collaboration with the Federal Aviation Administration (FAA). KW - Aircraft KW - Aircraft design KW - Continuous Descent Approach KW - Flight trajectories KW - Next Generation Air Transportation System KW - Optimization KW - Prototypes KW - Simulation UR - https://trid.trb.org/view/1247645 ER - TY - ABST AN - 01545897 TI - Guidelines for Air Cargo Facility Planning and Development AB - Air cargo is a significant component of the world's manufacturing and retail supply distribution chain in general and an important revenue source for the airport industry in particular. As a result, making long-term investment decisions regarding air cargo facilities at our nation's airports is exceedingly important; however, these decisions can often be difficult given the complex and dynamic nature of the business of air cargo. Over time, these complexities have grown as a function of modal shift, airport access, regulatory and security compliance issues, changing economic conditions, increased sensitivity to environmental issues, changing aircraft configurations and size, and other challenges. What often complicates the issue is that many airports use antiquated air cargo facilities that no longer meet demand or service requirements, nor accommodate changes to cargo handling procedures and evolving security requirements. As airports develop, redevelop, expand, and modernize their cargo facilities, they are finding incomplete and inconsistent air cargo activity data as well as a lack of generally accepted air cargo planning standards and design guidelines. For example, some carriers include trucked tonnage in monthly reports while others do not. Variations in reporting can affect how airports plan for and allocate space for priority on-airport cargo activity that must consider many factors: facility throughput area, storage/sorting space, aircraft parking, cargo tug lanes, ground handling equipment storage areas, landside truck docks, and overall traffic circulation. Given this complex environment, airport management requires current and accurate information coupled with effective planning and development guidelines to ensure that future airport cargo needs will be accommodated. The objective of this research is to develop guidelines for air cargo facility planning and development at airports, including collection of necessary data in support of this effort. These guidelines should assist airport operators in crafting effective business policies and development decisions that meet the industry's current and future technological, operational, and security challenges in a cost-effective, efficient, and environmentally compatible manner. They should also include updated metrics to help guide the overall air cargo development planning process. The potential beneficiaries of these guidelines would include airport owners and operators, airlines, integrated cargo carriers, developers, financial institutions, and others linked to the airport community. KW - Air cargo KW - Airport access KW - Airport operations KW - Data collection KW - Guidelines KW - Logistics KW - Modal shift KW - Supply chain management UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3039 UR - https://trid.trb.org/view/1332846 ER - TY - ABST AN - 01545893 TI - Airport Capital Improvements: Developing a Cost-Estimating Model and Database AB - Airport capital investment needs are approaching $20 billion dollars annually, based on a 2009 Airports Council International - North America (ACI-NA) capital needs survey. Working to meet this need, individual airports, state and local agencies, and the Federal Aviation Administration (FAA) are dependent on individual case-by-case engineering cost studies and the bid process when estimating, planning, and budgeting for airport capital improvement projects. The engineering, planning, and finance staffs at airports may not always have sufficient project development experience or sufficient information to prepare valid capital cost estimates. In fact, many smaller airports do not have staff to perform these functions and must, as a result, rely on external consulting expertise. In addition, there is insufficient consistency, standardization, and accuracy across the airport industry to compare project cost estimates that result from variations in regional costs, state and local conditions, or levels of technical expertise. Moreover, unique conditions at any given airport make simple comparison with similar projects at other airports often difficult if not problematic. Airports; state, regional, and local agencies; and FAA may not appreciate the options and choices implicit in various designs and their tradeoffs, or have an independent way to benchmark the work of their consultants. Further, airport sponsors need consultants and/or staff that are well versed in current market conditions and emerging innovations. Experience also indicates that increased availability of relevant data can facilitate the capital budgeting process and improve overall project cost estimating, project planning, and implementation, resulting in a more efficient and effective approach to developing an airport capital improvement program. The objective of this research is to develop a user-friendly, interactive, construction cost-estimating model and associated database for airport capital projects along with an implementation guidebook. Projects encompassed by this research should include both airside and landside: (1) airfield, terminal, service and maintenance facilities; (2) runway construction, extension, and rehabilitation; (3) utilities and other infrastructure; (4) security improvements and enhancements; and (5) other airport development projects. The cost-estimating model should be customizable by the user to address standard as well as unique local and regional cost factors. In addition, the model should be able to respond to particular characteristics of airport projects and import readily available commercial construction information databases or services where feasible. KW - Airport operations KW - Airport runways KW - Airport terminals KW - Airports KW - Capital investments KW - Construction management KW - Cost estimating KW - Databases UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3026 UR - https://trid.trb.org/view/1332842 ER - TY - ABST AN - 01547675 TI - Integrating GIS in Emergency Management at Airports AB - Geographical information systems (GIS) allow facility and infrastructure owners and operators to integrate information about their assets with mapping software to provide geographical references to other known information about assets to aid their operations. GIS has traditionally been used to support planning, infrastructure development, and management activities. Emergency management-- which consists of prevention, preparation, response, mitigation, and recovery-- involves different agencies, as well as many different public safety and security technologies, such as closed circuit television (CCTV), access control systems, fire and life safety systems, incident management software and web programs, building information management (BIM) systems, and two-way radio communications. Each airport and their mutual aid partners may have different systems that may or may not communicate with each other. GIS could be a productive tool to enhance airport emergency management; however, due to the dependence of airports on their mutual aid partners, the integration and implementation of GIS must be thoughtfully planned and coordinated with them as system requirements and protocols are determined. The Federal Aviation Administration has begun to require airports receiving federal funds to collect aeronautical surveys to standards that include GIS data collection schema. This information to be collected may or may not support a GIS emergency management system. As such, research is needed to help airports understand the capabilities, benefits and challenges of integrating GIS into emergency management as well as how to implement them. The objective of this research is to develop a guidebook for airport operators that will (1) outline the capabilities of GIS with respect to emergency management; (2) examine the benefits, costs, and challenges associated with integrating GIS into emergency management for airports and their mutual aid partners; and (3) provide guidance on implementation and use of GIS to support emergency management. KW - Airports KW - Disaster preparedness KW - Emergency management KW - Geographic information systems KW - Handbooks KW - Plan implementation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3043 UR - https://trid.trb.org/view/1335307 ER - TY - ABST AN - 01478852 TI - Ionospheric Research in Support of Next Generation Satellite Based Augmentation Systems AB - The objectives of the research described in the proposal include studying ionospheric effects on next generation satellite based aviation systems with particular focus on systems that will operate in the low-latitude regions. Task 1 is related to the range delay and scintillation research in the South American region and their effects on current and next generation aviation systems. Task 2 describes studies of ionospheric storm effects on Wide Area Augmentation System (WAAS) and their connection with storm effects in the low-latitude regions. Task 3 is dedicated to international outreach programs that promote acceptance of Global Navigation Satellite System (GNSS) and GNSS-based aviation systems. The significance of the research will define the capabilities and limitations of next generation satellite based augmentation systems that will be challenged by intense ionospheric conditions. KW - Global Navigation Satellite System KW - Ionosphere KW - Next Generation Air Transportation System KW - Satellite navigation systems KW - South America KW - Wide Area Augmentation System UR - https://trid.trb.org/view/1247976 ER - TY - ABST AN - 01571720 TI - Indepth Analysis of the E-31 AAFEX II AB - Project 37 is focused on well defined research needs associated with sampling non-volatile particulate matter (PM) from gas turbine engines. These needs arise from the deliberations of the SAE E31 committee as they pursue the development of a recommended practice. This work is based and builds on preliminary studies conducted under PARTNER Projects 29 and 34. KW - Air pollution KW - Alternate fuels KW - Aviation fuels KW - Particulates UR - http://partner.mit.edu/projects/non-volatile-particulate-matter---sae-e31-aerospace-recommended-practice-research-issues UR - https://trid.trb.org/view/1363298 ER - TY - ABST AN - 01547476 TI - Assessment of Sound Insulation Treatments AB - Sound insulation programs have been in existence since the 1980s. They have been successful in improving the quality of life for homeowners and building occupants by reducing aircraft noise levels in those structures. The last 20-30 years has brought on significant improvements in sound insulation materials, treatments, methods, techniques, and lessons learned. In addition, with the passage of time there is a perception by some property owners that those structures that were sound insulated in the early programs are not performing as they once did. There has not been a programmatic approach to evaluate the long-term effectiveness of sound insulation programs including design criteria, materials, and installation standards. As such, research is needed in this area. The objectives of this research are to (1) evaluate the degree and causes of deterioration, if any, in the acoustic performance of homes and buildings that were sound insulated during early sound insulation programs and (2) provide guidance to help airports determine the expectation of the durability and attenuation performance of currently available sound insulation techniques, treatment, and materials that are available today. This research should address, at a minimum, design, installation, materials, and treatments associated with sound insulation programs. KW - Airport noise KW - Damping (Engineering) KW - Design KW - Deterioration KW - Durability KW - Dwellings KW - Evaluation KW - Installation KW - Materials KW - Performance KW - Structures UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3032 UR - https://trid.trb.org/view/1334840 ER - TY - ABST AN - 01463261 TI - Synthesis of Information Related to Airport Problems. Topic S04-09. Model Mutual Aid Agreements for Airports AB - Many airport operators enter into emergency management mutual aid agreements with local partners to leverage airport emergency response capabilities. Commercial service airports host aircraft rescue and fire fighting facilities (ARFF) on-airport. Although the ARFF may be the primary responder to an airport emergency, there likely are outside resources that augment ARFF capabilities in case of an aircraft accident or incident, or a disaster effecting airport facilities. Conversely, airports respond to off-airport emergencies for many natural and man-made disasters. Many local emergency management mutual aid agreements are generalized in jurisdiction regulations for emergency response, but many are also written plans and agreements. The objective of this report is to assist airport operators and their local partners in creating and sustaining effective emergency management mutual aid partnerships by synthesizing the specifics of existing agreements that save mutual aid partners time, effort, and money in managing emergencies. The intended audience for this report is airport operations managers and personnel responsible for emergency response and local emergency responders that serve as emergency response partners with airports KW - Agreements KW - Air transportation crashes KW - Aircraft Rescue and Fire Fighting KW - Airport operations KW - Emergency management KW - Fire fighting KW - Incident management UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=3270 UR - https://trid.trb.org/view/1231487 ER - TY - ABST AN - 01463260 TI - Synthesis of Information Related to Airport Problems. Topic S06-04. Adapting New Maintenance Hires to the Airport Environment AB - Airport managers routinely hire facilitities maintenance personnel who are unfamiliar with the airport operating environment and may not be familiar with the specific systems and equipment at the airport. However, many airports have operating similarities and many core systems in common, such as: (1) New hire familiarization to the airport campus and training on aviation safety and security; (2) The need for personnel to operate independently and safely on the Airport Operators Association (AOA); (3) AOA driver training and air traffic control tower communication protocol; and (4) Physical plant systems-perimeter security, airfield pavements and markings, airfield lighting, fire and life safety, utility plant, terminal systems, access roadways and parking. The objective of this report is to compile a list of core training elements needed for newly hired maintenance personnel to raise their knowledge and understanding of the airport campus, operating environment, and critical infrastructure systems. The intended audience for this report is airport managers at smaller airports who would benefit from having a consistent, comprehensive training syllabus for new maintenance hires. KW - Airport facilities KW - Airport operations KW - Aviation safety KW - Driver training KW - Equipment KW - Maintenance management KW - Training UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=3294 UR - https://trid.trb.org/view/1231486 ER - TY - ABST AN - 01547840 TI - Evaluating and Mitigating the Risk of Disease Transmission at Airports and on Aircraft AB - Air travel is often seen as creating an opportunity for the spread of infectious diseases such as influenza, norovirus, and tuberculosis. A 2009 Transportation Research Board (TRB) symposium on the transmission of disease in airports and on aircraft highlighted gaps in using existing research to assess the likelihood that individuals would become infected in the airport and aircraft environment. In addition, the 2009 H1N1 influenza pandemic demonstrated the need for airports and aircraft operators to understand the exposure risk and for guidance to help them develop strategies to more effectively respond to both routine and emerging infectious disease risks. Research is needed to allow airport and aircraft operators to identify high-risk areas and activities and to develop more effective approaches to minimizing the spread of disease by air travel. The objectives of this research are to determine high-risk areas and activities conducive to human disease spread via droplet, airborne, and contact transmission modes (i.e., exposure opportunities) at airports and on aircraft; identify mitigation measures to address those risks; and provide guidance to help airports and aircraft operators use these measures to develop targeted strategies to respond to various types and levels of disease threats. KW - Air travel KW - Airlines KW - Airports KW - Communicable diseases KW - Guidelines KW - Risk management KW - Strategic planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3028 UR - https://trid.trb.org/view/1335462 ER - TY - ABST AN - 01548222 TI - Legal Aspects of Airport Programs. Topic 04-02. Legal Issues Related to Developing SMS and SMRD Documents Which May be Available to the Public AB - Safety Management System (SMS) has been defined as a "systemic approach to managing safety, including the necessary organization structures, accountabilities, policies, and procedures" (International Civil Aviation Organization (ICAO), Safety Management Manual at 6.5.3 ICAO Doc. 9859-AN/474 (2d ed. 2009). SMS has four key elements: 1) Safety Policy which defines the methods and tools for achieving safety goals, including management accountability for such goals; 2) Safety Risk Management (SMR) which requires a proactive approach to identifying, categorizing both quantitatively and qualitatively risks, and establishing mitigation for identified risks; 3) Safety Assurance which includes a method for establishing processes to monitor an organization's performance in identifying risks and establishing preventive or corrective actions to maintain safety; and 4) Safety Promotion which involves the establishment of procedures and processes which change the safety culture and environment including the establishment of confidential reporting systems to encourage employee reporting and feedback as well as employee training. The central and distinguishing feature of SMS would require airports to adopt a proactive approach to safety assessment before there is an incident or accident. Under SMR, an airport would be required to document identified hazards, undertake risk analysis and assessment for such hazards and to develop mitigations. As a result of such SMR process, the airport would be required to identify both acceptable and unacceptable risk. The notice of proposed rule making (NPRM) indicates that an airport would take steps to reduce risks of hazards which presented as unacceptable. If a hazard is identified as low or has no associated risk, an airport may not have to proceed with mitigation. Under the NPRM, the airport would be required to retain documents for each SMR step (identification, assessment, proposed mitigation and acceptance of risk) for a period of time after undertaking risk analysis or implementing mitigation measures. The objective of the project was to produce a legal survey which could be used by attorneys advising airports in the implementation of SMS and the development of risk management systems under SMR. A survey should be conducted to reveal the following: (1) case law and statutes, which might impact such advice including cases in which airports and other transportation entities have been held liable for failing to adequately undertake risk analysis under a pre-SMS environment; (2) the types of strategies, which airports might use to manage legal risks associated with implementation of SMS, including examination of implementation strategies undertaken in other industries. For example, an Airport Cooperative Research Program (ACRP) indicates that other industries and aviation segments have utilized safety system principles including the petroleum, nuclear, railroad, marine and chemical industries, as well as other segments of the aviation industry (ACRP Report 1: Safety Management System for Airports: Volume1: Overview (2007); and (3) whether it would be worthwhile to implement certain regulatory changes to give the Federal Aviation Administration (FAA) and airports the authority to exempt from disclosure required SMS/SMR documentation and legislative changes to provide immunity to airports for compliance with FAA requirements. Also, the research should examine the extent to which discovery rules, and the rules of evidence, would permit discovery of the results of an SMS implementation plan and any studies that led to its adoption. Finally, the report should include recommendations identifying the elements that the proposer believes should and should not be included in an airport SMS and the proposed forms for such elements. KW - Airports KW - Legal documents KW - Legal factors KW - Risk management KW - Safety management KW - Surveys UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2879 UR - https://trid.trb.org/view/1335895 ER - TY - ABST AN - 01463258 TI - Legal Aspects of Airport Problems. Topic 04-02. Legal Issues Related to Developing SMS and SMRD Documents Which May be Available to the Public AB - Safety Management System (SMS) has been defined as a "systemic approach to managing safety, including the necessary organization structures, accountabilities, policies, and procedures" International Civil Aviation Organization (ICAO), Safety Management Manual at 6.5.3 ICAO Doc. 9859-AN/474 (2d ed. 2009). SMS has four key elements: 1) Safety Policy which defines the methods and tools for achieving safety goals, including management accountability for such goals; 2) Safety Risk Management (SMR) which requires a proactive approach to identifying, categorizing both quantitatively and qualitatively risks, and establishing mitigation for identified risks; 3) Safety Assurance which includes a method for establishing processes to monitor an organization's performance in identifying risks and establishing preventive or corrective actions to maintain safety; and 4) Safety Promotion which involves the establishment of procedures and processes which change the safety culture and environment including the establishment of confidential reporting systems to encourage employee reporting and feedback as well as employee training. The central and distinguishing feature of SMS would require airports to adopt a proactive approach to safety assessment before there is an incident or accident. Under SMR, an airport would be required to document identified hazards, undertake risk analysis and assessment for such hazards and to develop mitigations. As a result of such SMR process, the airport would be required to identify both acceptable and unacceptable risk. The Notice of Proposed Rulemaking (NPRM) indicates that an airport would take steps to reduce risks of hazards which presented as unacceptable. If a hazard is identified as low or has no associated risk, an airport may not have to proceed with mitigation. Under the NPRM, the airport would be required to retain documents for each SMR step (identification, assessment, proposed mitigation and acceptance of risk) for a period of time after undertaking risk analysis or implementing mitigation measures. The project would research the legal issues associated with SMS and SMR compliance. Under SMS, airports may increase their liability risk by having identified risks as well as mitigations for such risks prior to the occurrence of accidents and incidents, an analysis which may, post-incident, be determined to be inadequate. Additionally, by creating an SMR database, airports will create records, which could be used to question airport safety practices leading to significant monetary damages or criminal proceedings in the event of an incident or accident implicating those practices. The objective of the project will be to produce a legal survey which could be used by attorneys advising airports in the implementation of SMS and the development of risk management systems under SMR. A survey should be conducted to reveal the following: (1) case law and statutes, which might impact such advice including cases in which airports and other transportation entities have been held liable for failing to adequately undertake risk analysis under a pre-SMS environment; (2) the types of strategies, which airports might use to manage legal risks associated with implementation of SMS, including examination of implementation strategies undertaken in other industries. For example, an ACRP indicates that other industries and aviation segments have utilized safety system principles including the petroleum, nuclear, railroad, marine and chemical industries, as well as other segments of the aviation industry (ACRP Report 1: Safety Management System for Airports: Volume 1: Overview (2007); and (3) whether it would be worthwhile to implement certain regulatory changes to give the FAA and airports the authority to exempt from disclosure required SMS/SMR documentation and legislative changes to provide immunity to airports for compliance with FAA requirements. Also, the research should examine the extent to which discovery rules, and the rules of evidence, would permit discovery of the results of an SMS implementation plan and any studies that led to its adoption. Finally, the report should include recommendations identifying the elements that the proposer believes should and should not be included in an airport SMS and the proposed forms for such elements. KW - Airport operations KW - Aviation safety KW - Civil aviation KW - Compliance KW - Incident management KW - Risk management KW - Safety Management Systems UR - http://144.171.11.40/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2879 UR - https://trid.trb.org/view/1231484 ER - TY - ABST AN - 01570828 TI - Health Effects of Aviation-Related Noise in the Elderly AB - Few studies to date have characterized the influence of aviation-related noise on health outcomes relevant to benefit-cost analyses, such as mortality or health care utilization, and very little work has been done in the United States (US). To our knowledge, no major US study has estimated the association between long-term exposure to noise and cardiovascular outcomes while accounting for the potential confounding from air pollution and socioeconomic determinants of health. In Project 44 employs national data on Medicare enrollees and noise contours surrounding each of 95 airports to evaluate the linkage between aviation-related noise and hospital admissions for cardiovascular disease. KW - Aged KW - Aircraft noise KW - Airport noise KW - Health hazards KW - Physiological aspects UR - http://partner.mit.edu/projects/aviation-related-noise-effects-elderly UR - https://trid.trb.org/view/1363193 ER - TY - ABST AN - 01570236 TI - Centrifuge Testing AB - No summary provided. KW - Aircraft KW - Centrifuges KW - Testing UR - https://trid.trb.org/view/1361804 ER - TY - ABST AN - 01547477 TI - Guidance for Estimating Airport Construction Emissions AB - As airports continue to expand and modify their infrastructure to meet the growing demand for air travel, they need to configure their growth within environmental constraints. Airport projects that rely on federal funding are required to have National Environmental Policy Act (NEPA)-supporting studies conducted to assess the environmental impacts of these projects. Many airport projects require construction to deal with additions or changes to runways, taxiways, aprons, terminal buildings, and parking facilities. Although emissions from construction equipment and associated activities are temporary in nature, they must be accounted for along with other applicable sources to meet regulatory requirements. While the understanding of emissions from various airport sources is improving, the methodology for calculating construction emissions remains highly variable. The Federal Aviation Administration's (FAA's) Emissions and Dispersion Modeling System (EDMS)/Aviation Environmental Design Tool (AEDT) currently does not explicitly account for construction emissions, and few resources offer guidance for estimating such emissions. As such, there is inconsistency in developing estimated emission levels based on what emission factors are used, how the equipment is characterized, and what activity data are used. The objective of this research was to develop a guidance document and interactive electronic tool to assist airports, consultants, and other stakeholders in accurately and consistently estimating airport construction emissions. KW - Airports KW - Construction KW - Environmental impacts KW - Estimating KW - Pollutants UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3034 UR - https://trid.trb.org/view/1334841 ER - TY - RPRT AN - 01512476 AU - United States Federal Aviation Administration TI - T.F. Green Airport improvement program : environmental impact statement PY - 2011/07//Volumes held: Draft(5v), Dsum, F,Fsum KW - Environmental impact statements KW - Rhode Island UR - https://trid.trb.org/view/1296800 ER - TY - RPRT AN - 01477127 AU - McCarthy, Patrick AU - Georgia Transportation Institute University Transportation Center (GTI-UTC) AU - Georgia Department of Transportation AU - Federal Aviation Administration AU - Research and Innovative Technology Administration TI - Airport Costs and Production Technology: A Translog Cost Function Analysis with Implications for Economic Development Update PY - 2011/07//Final Report SP - 40p AB - Based upon 50 large and medium hub airports over a 13 year period, this research estimates one and two output translog models of airport short run operating costs. Output is passengers transported on non-stop segments and pounds of cargo shipped. The number of runways is a quasi-fixed factor of production. Statistical tests reject the null hypothesis that airport production technology is homothetic and homogeneous, exhibits constant returns to scale, or reflects a Cobb-Douglas production technology. From the analysis, airports operate under increasing return s to runways utilization and increasing ray economies of scale for the two output model. Airport operating costs were 2% higher after the September 1, 2001 terrorist attacks. The input demand for general airport operations is price elastic and Morishima substitution elasticities indicate that Personnel, Repair-Maintenance-Contractual services, and General Airport Operations are substitutes in production. Based upon a one output passenger cost function model, an exploratory analysis identifies a relationship be tween the average cost of airport operations and indicators economic development. All else constant, a decrease in an airport’s real average operating costs is associated with increasing metropolitan employment , the number of establishments, and real gross metropolitan and state products. KW - Airport capacity KW - Airport runways KW - Economic development KW - Economies of scale KW - Infrastructure KW - Operating costs KW - Translog models UR - http://www.utc.gatech.edu/sites/default/files/projects/reports/mccarthy_110718_airport_costs_and_production_technology_tl_finalreport_draft_v2.pdf UR - https://trid.trb.org/view/1246692 ER - TY - RPRT AN - 01356723 AU - More, Shashikant Ramdas AU - Partnership for AiR Transportation Noise and Emissions Reduction AU - Federal Aviation Administration TI - Aircraft Noise Characteristics and Metrics PY - 2011/07//Dissertation SP - 400p AB - Day-Night Average A-weighted Sound Pressure Level (DNL) is used currently to define noise contours around airports and the 65 DNL contour is used as a criterion to determine qualification for noise insulation programs. There is concern that this metric with penalties for noise occurring at night does not adequately account for annoyance or broader noise impacts such as sleep disturbance. Much more sophisticated measures of perceived sound level (loudness) that adjust frequency weighting based on the characteristics of the sounds exist. Although loudness is considered to be the strongest noise attribute contributing to annoyance, there are other sound attributes, such as sharpness, tone, roughness and fluctuation strength that can also influence annoyance. In this research, several studies were conducted to examine the effects of noise characteristics on annoyance ratings of aircraft noise. A simulation program was developed to simulate aircraft noises so that individual characteristics could be varied while keeping others constant. Investigations on the influence of single characteristics such as spectral balance, roughness, fluctuation strength, and tone on annoyance ratings of aircraft noise have been conducted. Some evidence of an increase in annoyance with increases in roughness and tone was observed in these investigations. The influence of tone and roughness on annoyance ratings in the presence of loudness variations was also observed. Even when both loudness and tone varied, a strong sensitivity to tone persisted. Tone was the dominant sensation when both tone and roughness were varied and loudness was kept constant. The importance of tone and roughness increased when loudness did not vary very much. It was found that loudness, tone and roughness were, respectively, the first, second and third most influential characteristics. It was also seen that the use of loudness produces better predictions of average annoyance ratings. None of the metrics or models that are currently used for environmental noise annoyance incorporate measures of loudness, tone, and roughness together. In this research, a model based on the Psychoacoustic Annoyance developed by Zwicker, Fastl and others that combines the effects of loudness, tone and roughness to predict annoyance due to aircraft noise was developed. The developed model was found to be a better predictor of aircraft noise annoyance than any other metric or models that are currently used to evaluate aircraft noise. KW - Aircraft noise KW - Annoyance KW - Loudness KW - Mathematical models KW - Metrics (Quantitative assessment) KW - Simulation KW - Sleep disturbance KW - Sound level UR - http://web.mit.edu/aeroastro/partner/reports/proj24/noisethesis.pdf UR - https://trid.trb.org/view/1122169 ER - TY - RPRT AN - 01350108 AU - Dons, Joeri AU - Mariens, Jan AU - O'Callaghan, Gregory D AU - Research and Innovative Technology Administration AU - Federal Aviation Administration TI - Use of Third‐party Aircraft Performance Tools in the Development of the Aviation Environmental Design Tool (AEDT) PY - 2011/07//Final Report SP - 77p AB - This report documents work done to enhance terminal area aircraft performance modeling in the Federal Aviation Administration’s Aviation Environmental Design Tool (AEDT). A commercially available aircraft performance software tool was used to develop data in a form usable by the AEDT. These data were compared to actual aircraft performance data measured by flight data recorder systems. The terminal area fuel consumption data were shown to average about 2% different from the measured fuel consumption for departures and about 5% different for arrivals. KW - Airport terminals KW - Arrivals and departures KW - Aviation KW - Aviation Environmental Design Tool KW - Environmental impacts KW - Fuel consumption UR - http://ntl.bts.gov/lib/39000/39700/39745/DOT-VNTSC-FAA-11-08.pdf UR - https://trid.trb.org/view/1113094 ER - TY - ABST AN - 01571718 TI - Project 2-Prediction Of Far-Field Source Noise From En-Route Commercial Aircraft During Climb-Out And Descent AB - No summary provided. KW - Aircraft noise KW - Civil aircraft KW - Climbing flight KW - Descent KW - Far field UR - https://trid.trb.org/view/1363296 ER - TY - ABST AN - 01488379 TI - Prediction of Far-Field Source Noise from En Route Commercial Aircraft AB - No summary provided. KW - Aircraft noise KW - Civil aircraft KW - Far field UR - https://trid.trb.org/view/1257340 ER - TY - ABST AN - 01571697 TI - Propagation of Noise From En-route Aircraft - The Convective Amplification Effects of Fast Moving Noise Sources AB - As part of the PARTNER noise research program, the Source Emission and Propagation project has the goals to provide a better understanding of aviation noise problems and to contribute to the development of improved noise impact prediction tools that lead to developing solutions. Project 2 is primarily concerned with the radiation (emission) of sound from aviation noise sources and how that sound is transmitted (propagated) from noise source to receiver. KW - Aircraft noise KW - Noise KW - Sound transmission UR - http://partner.mit.edu/projects/source-emission-and-propagation UR - https://trid.trb.org/view/1363275 ER - TY - ABST AN - 01571696 TI - Propagation of Noise from En-route Aircraft AB - No summary provided. KW - Aircraft noise KW - Environmental impacts KW - Sound transmission UR - https://trid.trb.org/view/1363274 ER - TY - ABST AN - 01570829 TI - Extension of Subgrid Scale Treatment of Aircraft Emissions in Air Quality Models to Include Organics and Volatile PM AB - The main science objective of this project is to quantify the potential incremental contribution of aviation emissions to air quality though their interaction with the background air. KW - Air quality KW - Air quality management KW - Aircraft exhaust gases KW - Organic materials KW - Particulates UR - http://partner.mit.edu/projects/investigation-aviation-emissions-air-quality-impacts UR - https://trid.trb.org/view/1363194 ER - TY - ABST AN - 01570235 TI - Certification by Analysis- Structural Crashworthiness AB - No summary provided. KW - Analysis KW - Certification KW - Crashworthiness KW - Structural analysis UR - https://trid.trb.org/view/1361803 ER - TY - ABST AN - 01546045 TI - Airport Sustainability Practices: Tools for Evaluating, Measuring, and Implementing AB - Airport sustainability encompasses a wide variety of practices that ensure protection of the environment, including conservation of natural resources; social progress that recognizes the needs of all stakeholders; and maintenance of high and stable levels of economic growth and employment. Many airports have begun to incorporate sustainability practices into their planning, construction, and daily operations because of their tangible benefits to them and their community or to respond to regulation and policy. Many airports, however, have also found barriers to implementing sustainability practices, including limited resources, lack of sustainability evaluation tools, staffing challenges, and lack of understanding and/or awareness. While there have been many efforts to define sustainability and to identify airport sustainability practices, there is no broad, industry-adopted approach to evaluate and select best practices, nor is there a rating system to gauge airport sustainability performance. Research is needed to develop a tool to help airports evaluate and select sustainability best practices, develop a rating system to gauge airport sustainability performance, and to assess the viability of industry-wide adoption of a rating system and voluntary certification program. The objectives of this research are to (a) develop a decision tool for airports to identify, evaluate, prioritize, and select sustainability practices; (b) develop a prototype sustainability rating system to help airports and their stakeholders gauge sustainability performance; and (c) evaluate the viability of implementing the rating system and an associated voluntary airport sustainability certification program. KW - Airport operations KW - Airport planning KW - Best practices KW - Certification KW - Economic growth KW - Environmental impacts KW - Evaluation and assessment KW - Ratings KW - Sustainable development UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3029 UR - https://trid.trb.org/view/1332997 ER - TY - ABST AN - 01489153 TI - Source Emissions and Propagation AB - No summary provided. KW - Air pollution KW - Air pollution sources KW - Aircraft KW - Environmental impacts KW - Pollutants UR - https://trid.trb.org/view/1258147 ER - TY - ABST AN - 01488616 TI - Propagation of Noise from En-route Aircraft AB - No summary provided. KW - Aircraft noise KW - Environmental impacts KW - Sound transmission UR - https://trid.trb.org/view/1257593 ER - TY - ABST AN - 01487675 TI - Human Response - Sleep Disturbance AB - No summary provided. KW - Aircraft noise KW - Airport noise KW - Human factors KW - Sleep deprivation UR - https://trid.trb.org/view/1256821 ER - TY - ABST AN - 01484573 TI - Composite Materials Handbook AB - No summary provided. KW - Aircraft KW - Composite materials KW - Handbooks KW - Vehicle bodies UR - https://trid.trb.org/view/1253268 ER - TY - ABST AN - 01570586 TI - Research in the Intermodal Transport Environment (RITE)-Sensors and Prognostics to Mitigate Bleed Air Contamination Events AB - No summary provided. KW - Contamination (Environmental) KW - Environmental protection KW - Intermodal transportation KW - Pollutants KW - Sensors UR - https://trid.trb.org/view/1362895 ER - TY - ABST AN - 01545896 TI - Integrated Noise Model Accuracy for General Aviation Aircraft AB - Although the Federal Aviation Administration (FAA) has developed and continuously improved its Integrated Noise Model (INM) since the 1970s, the focus of these improvements has been on the sound level database for large commercial jets. Information from some general aviation (GA) airports suggests INM has over predicted GA noise impacts resulting in an inaccurate representation of noise contours. These disparities can lead to noise contours that do not reflect actual sound levels, which, in turn, may compromise compatible land use planning and result in unnecessary funding of noise mitigation. Research is needed to determine the accuracy of INM in predicting GA noise impacts, identify causes for these disparities, and identify potential solutions to improve the model and its use. The objectives of this research are to: (1) assess the predictive accuracy of the INM for GA aircraft, (2) identify causes for deviations between actual and predicted values, (3) identify potential solutions to improve the model's accuracy, and (4) describe the steps needed for their implementation. KW - Aircraft noise KW - Airport operations KW - Civil aircraft KW - General aviation aircraft KW - INM (Integrated Noise Model) KW - Land use planning KW - Noise UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3038 UR - https://trid.trb.org/view/1332845 ER - TY - ABST AN - 01547674 TI - The Impact of Regulatory Compliance Costs on Small Airports AB - Over time, federal, state, and local governments have gradually increased the regulatory requirements on U.S. airports. The costs associated with incorporating ongoing regulations in a wide array of subject areas have steadily added to airport operating costs. There is a growing concern for small and nonhub airports that have limited staff and financial resources with which to fulfill their regulatory responsibilities. For many small airports, lower passenger enplanements limit their ability to raise revenue or cut costs significantly to make up for the financial requirements of increased regulation. With budgets already stretched by operating costs and capital expenditures, many small airports are struggling to absorb compliance costs associated with the cumulative regulatory requirements. While government agencies provide some funding for new regulatory initiatives, costs attributed to ongoing compliance remain unfunded. The objective of this research is to identify and quantify (cost) the cumulative effects of regulatory compliance requirements at small and nonhub airports. The research analyzed each requirement from initial implementation through ongoing maintenance, and estimated its associated costs. Each requirement was matched up to the funding sources (if any) associated with that particular regulatory requirement. The report provides airport operators and others with an understanding of the cumulative effects of regulatory compliance requirements. KW - Airports KW - Compliance KW - Financing KW - Operating costs KW - Regulation KW - Size KW - Small airports UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3040 UR - https://trid.trb.org/view/1335306 ER - TY - ABST AN - 01483265 TI - Autonomous Rendezvous and Docking AB - No summary provided. KW - Autonomous vehicle guidance KW - Debris KW - Docking KW - Orbital debris KW - Spacecraft UR - https://trid.trb.org/view/1252114 ER - TY - ABST AN - 01483252 TI - Low Cost Surveillance System Program Support AB - No summary provided. KW - Airports KW - Low cost KW - Security KW - Surveillance UR - https://trid.trb.org/view/1252101 ER - TY - ABST AN - 01483248 TI - Proposal for Wildlife Hazard and Safety Technology Research AB - No summary provided. KW - Aviation safety KW - Bird strikes KW - Hazards KW - Technology KW - Wildlife UR - https://trid.trb.org/view/1252097 ER - TY - ABST AN - 01483244 TI - Support of Avian Radar Performance Assessments at Various Airports AB - No summary provided. KW - Air traffic control KW - Airport operations KW - Civil aviation KW - Radar air traffic control UR - https://trid.trb.org/view/1252093 ER - TY - ABST AN - 01571712 TI - Understanding the Relationship between Aviation Economics and the Broader Economy AB - Project 31 analyzed the effects of a potential introduction of a cap-and-trade policy in the aviation industry. Analyses were conducted through the joint application of the Aviation Environmental Portfolio Management Tool, in particular the APMT Economics module, and a global model of economic growth and greenhouse gas emissions, the Massachusetts Institute of Technology (MIT) Emissions Prediction and Policy Analysis (EPPA) model. Where the EPPA model's outputs provide information on the world economy, changes of greenhouse gas emissions and the expected cost of carbon, APMT Economics focused on the airline industry, and provided outputs such as operating costs of airlines, demand, or airline fleets. While the project focused initially on the implications of a cap-and-trade policy, the tools enabled the study of a variety of other mitigation options -- for example, the extent to which mandates for renewable fuels in one sector can influence price and availability in other sectors, or the relative economic efficiency of sector-based regulations and standards versus broader economy-wide measures. KW - Aviation KW - Economic conditions KW - Economics KW - Environmental impacts KW - Greenhouse gases UR - https://trid.trb.org/view/1363290 ER - TY - ABST AN - 01545899 TI - Improving Terminal Design to Increase Revenue Generation Related to Customer Satisfaction AB - Traditional terminal planning and design approaches typically focus on passenger and baggage processing and functional requirements. While the movement of passengers and bags between the curb and the aircraft is the basic functional role of a terminal, the atmosphere created by the mix of services and facilities in a terminal can greatly impact the economics of the airport and passenger satisfaction. A more satisfied passenger experience can lead to increased revenue generation through additional concession sales. As a result, overall passenger activity may increase as travelers select a particular airport in part due to the terminal layout and amenities offered. Further dwell time can vary due to irregular operations and other conditions that often result in passengers remaining in their terminals for extended periods of time. In addition to the challenges of day-to-day operations, airports also face a highly dynamic and volatile operating environment with frequent changes in security and technology. The objective of this research is to produce a handbook of global best practices for airport management and industry professionals to foster innovative airport planning and terminal design in promoting profitable revenue generation and customer satisfaction at a variety of airport sizes and types. The handbook should include consideration of how to facilitate innovation in improving the customer experience through the use of technology and other resources. KW - Airport planning KW - Airport terminals KW - Best practices KW - Customer satisfaction KW - Design of specific facilities KW - Handbooks KW - Profitability KW - Revenues UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3046 UR - https://trid.trb.org/view/1332848 ER - TY - ABST AN - 01569543 TI - Characterization of Aircraft Materials for Dynamic Impact Loading Applications AB - No summary provided. KW - Aircraft KW - Aviation safety KW - Impact loads KW - Materials UR - https://trid.trb.org/view/1360999 ER - TY - ABST AN - 01549633 TI - Assessing Opportunities for Alternative Fuel Distribution Programs AB - Increasingly, airports and their tenants are examining the potential to introduce alternative fuels, including alternative jet fuel, at their facilities. Airports, however, may lack the information and analytical tools to evaluate the business case for implementing alternative fuels distribution programs. Many projects are under consideration around the country for production of alternative jet fuels. For example, there is an ongoing effort to bring alternative jet fuel production and distribution to the northwest region. The production of alternative jet fuel results in a variety of co-products such as renewable diesel, which raises an additional desire to find markets for these co-products of alternative jet fuel production. Given the concentrated demand for fuel product at or near airports, airports may have the potential to become distribution centers for the co-products of alternative jet fuel production as well as other alternative fuels. Optimizing the potential for alternative fuel use from a broad business view can offer airports a new sustainable business and environmental opportunity, can promote aviation growth, and can create jobs at airports and in the region. The objective of this research is to develop a guidebook for airports to introduce and market alternative fuels to their airport community that includes tenants and consumers off airport. This guidebook will include a description of the steps necessary to evaluate opportunities and constraints for program delivery and will include a toolkit that enables airport decision makers to evaluate all of the elements necessary to implement an alternative fuels marketing and distribution program. KW - Airplanes KW - Airports KW - Alternate fuels KW - Environmental impacts KW - Marketing KW - Physical distribution KW - Renewable energy sources KW - Sustainable development UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3036 UR - https://trid.trb.org/view/1339862 ER - TY - ABST AN - 01547475 TI - Guidance for Treatment of Deicing-Impacted Airport Stormwater AB - Airports across the United States face increasing regulatory and technical challenges for addressing runoff containing glycol-based aircraft deicing and anti-icing fluids (ADFs) associated with deicing operations. The handling and discharging of this runoff, which represents millions of gallons of stormwater and wastewater, present unique challenges for airports as requirements vary from state to state. Although the Effluent Limitation Guideline (ELG) being developed by the Environmental Protection Agency (EPA) will likely standardize effluent limits and/or collection efficiency requirements, it will not provide airports with the information needed to evaluate treatment options or help them achieve the new effluent limitations with which they must comply. Several airports have applied biological treatment as a method of treating deicing stormwater runoff; however, the effects of cold water temperatures on system performance have not been sufficiently researched or documented. In addition, the potential effect of stormwater that contains a mixture of aircraft and pavement deicers on treatment efficiency has not been investigated. Research is needed to evaluate both onsite and offsite treatment and pretreatment solutions for deicing runoff generated at airports. The objectives of this research are to (1) identify available and emerging onsite and offsite technologies for treating stormwater impacted by airport deicing activities, (2) evaluate the performance of available technologies as implemented at airports, and (3) provide guidance to help airports select technologies for treating deicing-impacted stormwater. KW - Airports KW - Deicing chemicals KW - Effluents KW - Runoff UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3030 UR - https://trid.trb.org/view/1334839 ER - TY - ABST AN - 01545895 TI - Quantifying Aircraft Lead Emissions at Airports AB - The current National Ambient Air Quality Standard (NAAQS) for lead is significantly more stringent than the previous standard. Current regulations are believed to affect five airports, which have numerous operations from piston engine aircraft that use leaded aviation gas (avgas). On December 23, 2009, the U.S. Environmental Protection Agency (EPA) proposed to revise the ambient monitoring requirements for measuring airborne lead. The proposed regulation changes the lead monitoring threshold and may affect up to 73 airports. This revised threshold will be the basis for State Air Quality agencies requiring source-oriented monitors be installed near any applicable source, and it may require airports to be treated as any other source of lead when determining whether source-oriented lead monitoring is needed. The inputs used to determine applicability were based on a number of assumptions and can be improved by obtaining airport-specific information. The EPA has limited quantitative data to evaluate on-airport or off-airport ambient lead concentrations associated with airports. If this proposed regulation is enacted, airports would need to document applicability or work with state agencies to monitor ambient lead concentration of the surrounding air. Airport owners and operators may face future regulatory and resource impacts to quantify or mitigate emissions. As such, research is needed to assist airports in quantifying lead emissions from leaded avgas that accounts for applicable variables. The objective of this research is to develop an inventory methodology to help airports quantify aircraft lead emissions at airports. KW - Air quality KW - Aircraft exhaust gases KW - Airport operations KW - Monitoring KW - National Ambient Air Quality Standard KW - Pollutants KW - Regulations UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3035 UR - https://trid.trb.org/view/1332844 ER - TY - ABST AN - 01478554 TI - Development and Validation of Computer Simulations for Aircraft Emergency Evacuation AB - The objective of the project will be to continue development of a computer simulation program for aircraft emergency evacuation. The next phase will be to deliver a sophisticated and practical computer simulation program that can be used directly by the aircraft manufacturers to build aircraft with the highest safety standard for emergency evacuation, and by the federal agencies to examine and review the aircraft evacuation efficiency and provide guidance to aircraft manufacturers for better and more efficient aircraft. KW - Aircraft KW - Aviation safety KW - Evacuation KW - Safety design KW - Simulation KW - Validation UR - https://trid.trb.org/view/1247732 ER - TY - ABST AN - 01489578 TI - Technical Oversight and OMIS Integration AB - No summary provided. KW - Information systems KW - Integrated systems KW - Oversight KW - Technical assistance UR - https://trid.trb.org/view/1258735 ER - TY - ABST AN - 01483872 TI - Human Rating of Commercially Operated Spacecraft AB - The objectives of this project are to: (1) extend and/or modify the requirements defined in NPR 8705.2B as determined applicable for commercial spaceflight; (2) apply the definition of compliance and verification processes for commercial spacecraft developers and operators; (3) define the human physiological parameters within which a commercial spacecraft must function; and (4) determine acceptance criteria to achieve a human rating designation. The resulting deliverable will be a set of baseline Human Rating Guidelines and Recommended Requirements for Commercial Space Transportation, including validation and verification processes. KW - Acceptance tests KW - Aircraft operations KW - Commercial space transportation KW - Human factors KW - Ratings KW - Spacecraft UR - https://trid.trb.org/view/1252706 ER - TY - RPRT AN - 01351758 AU - Department of Transportation AU - Federal Aviation Administration AU - National Space-Based Positioning, Navigation and Timing Systems Engineering Forum TI - Assessment of LightSquared Terrestrial Broadband System Effects on GPS Receivers and GPS-dependent Applications PY - 2011/06/01 SP - 192p AB - U.S. Space-Based Positioning, Navigation, and Timing Policy states that a “fundamental goal of this policy is to ensure that the United States maintains space-based positioning, navigation, and timing services, augmentation, back-up, and service denial capabilities that: (1) provide uninterrupted availability of positioning, navigation, and timing services; (2) meet growing national, homeland, economic security, and civil requirements, and scientific and commercial demands; (3) remain the pre-eminent military space-based positioning, navigation, and timing services; (4) continue to provide civil services that exceed or are competitive with foreign civil space-based positioning, navigation, and timing services.” Global Positioning System (GPS) modernization includes new signals and capabilities required to be compatible with the use of existing GPS receivers designed in compliance with specifications and standards in existence at the time of the receiver design. Compatibility with federal augmentation system (Wide Area Augmentation System [WAAS], Local Area Augmentation System [LAAS], Nationwide Differential GPS [NDGPS], and Maritime DGPS [MDGPS]) receivers in accordance with the specifications of these systems is also required. Further, in 2004, the U.S. signed an agreement with the European Union establishing cooperation between GPS and the European Galileo system. The Agreement specifically states “The Parties shall work together to promote adequate frequency allocations for satellite-based navigation and timing signals, to ensure radio frequency compatibility in spectrum use between each other’s signals, to make all practicable efforts to protect each other’s signals from interference by the radio frequency emissions of other systems, and to promote harmonized use of spectrum on a global basis, notably at the ITU.” In 2007, the U.S. Federal Aviation Administration (FAA) submitted a letter to the International Civil Aviation Organization (ICAO), in lieu of an agreement, which “reaffirms the United States Government’s commitment to provide the GPS Standard Positioning Service (SPS) for aviation throughout the world. Further, the United States commits to provide the Wide-Area Augmentation System (WAAS) service within its prescribed service volume.” The letter goes on to state that “The U.S. Government plans to take all necessary measures for the foreseeable future to maintain the integrity, reliability and availability of the GPS SPS and WAAS service and expects to provide at least six years’ notice prior to any termination of such operations or elimination of such services.” On 9 Feb 2011, the Executive Steering Group (ESG), via the National Coordination Office (NCO) of the National Executive Committee (EXCOM) for Space-Based Positioning, Navigation, and Timing (PNT), directed the National Space-Based PNT Systems Engineering Forum (NPEF) to conduct an assessment of the effects of LightSquared’s planned deployment of terrestrial broadband systems to GPS receivers and GPS-dependent systems and networks. This Report is a summary of the work conducted on this Task and includes specific Recommendations as requested by the EXCOM. Department of Defense (DoD) findings for the Task are captured separately given their security classification. KW - Global Positioning System KW - National security KW - Positioning KW - Radio frequency KW - Satellite navigation systems KW - Traffic signal timing KW - Wide Area Augmentation System KW - Wireless LANs UR - http://ntl.bts.gov/lib/39000/39900/39993/July_6__2011__NTIA_FCCletter_LightSquared_GPS_07062011.pdf UR - https://trid.trb.org/view/1114719 ER - TY - RPRT AN - 01354089 AU - Thiemens, Mark H AU - Partnership for AiR Transportation Noise and Emissions Reduction AU - Federal Aviation Administration TI - Use of Isotopic Measurement and Analysis Approach to Uniquely Relate Aircraft Emissions to Changes in Ambient Air Quality PY - 2011/06//PARTNER Project 33 Final Report SP - 25p AB - Airports around the nation are considering expansion plans in order to meet increasing demand for aviation transport. There are increasing concerns, as well, about how and to what extent air pollutant emissions from airports contribute to local and regional air quality degradation and hence to negative impacts on human health and welfare. However, it is difficult to quantify the amount, transport, and secondary conversion processes of aircraft emissions, which usually comprise the bulk of airport-attributable emissions. This is due to four reasons: 1. Difficulty of determining the actual amounts of emissions from aircraft and characterizing the chemical speciation. 2. Difficulty of determining, at the particle level, the secondary chemical transformations that occur. 3. Difficulty in detection of the species and identification of the aircraft contribution in a region where air quality degradation is a consequence of emissions from multiple sources, both natural and anthropogenic. For the project described in this report, the technique of stable isotopic measurements was utilized in an attempt to develop and assess the impact of aircraft emissions in a region. The theme was, “Are the aircraft emissions recognizable at the isotopic level in a region and are they separable from other sulfates?” To explore this theme, the project team performed three measurement campaigns at Los Angeles International Airport (LAX) to sample aerosol sulfate and characterize the isotopic composition of oxygen atoms in the sulfate particles. It was hoped that aerosol sulfate from jet engines would be shown to have a distinct isotopic character in comparison to sulfate from other sources such as diesel engines, aiding attribution of degraded air quality to jet aircraft sources. The premise that the oxygen isotopic composition of aerosol sulfate could be used to define jet contributions to a region was ultimately not conclusively supported by the study presented in this report. It appears that at low humidity an isotopic anomaly is preferentially created, as observed in the first Aviation Alternative Fuels Experiment (AAFEX), thus identifying a jet aircraft engine. At the humidity of LAX however, the presence of excess water on the aerosol surfaces dilutes the anomaly. Hence, for assessment of the potential of the technique to be broadly applied, it is likely that only low-humidity areas would be capable of providing the signature, based upon the experiments conducted to-date. Furthermore, unexpectedly low sulfate concentrations were observed in the study, suggesting that jet engine exhaust SO2 oxidation occurs further away from LAX and optimal sampling sites in future studies would need to be done at further distances. However, it is unlikely that increased distance between the source sulfur and the sampling monitors at LAX will show much isotopic anomaly in high humidity conditions (60+ %). Conceptually, the potential remains for isotopic analysis to quantitatively address the contributions from aircraft jet engines to degraded air quality near airports. If future research is performed on this technique, an airport in a dry environment must be selected as an initial candidate so that the methods initially explored in this report can be retried. Monitors may need to be located further away from the airport environment so that engine SO2 has more opportunity to become sulfate. KW - Air quality KW - Aircraft exhaust gases KW - Isotopes KW - Measurement KW - Sulfates UR - http://web.mit.edu/aeroastro/partner/reports/proj33/proj33-final-rpt.pdf UR - https://trid.trb.org/view/1114714 ER - TY - RPRT AN - 01344996 AU - Hobbs, Alan AU - Avers, Katrina Bedell AU - Hiles, John J AU - San Jose State University AU - Federal Aviation Administration AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Fatigue Risk Management in Aviation Maintenance: Current Best Practices and Potential Future Countermeasures PY - 2011/06//Final Report SP - 42p AB - The unregulated hours and frequent night work characteristic of maintenance can produce significant levels of employee fatigue, with a resultant risk of maintenance error. Fatigue Risk Management Systems (FRMS) are widely used to manage fatigue among flight crew and drivers of commercial vehicles, but comprehensive approaches to fatigue risk management are still uncommon within maintenance organizations. In the wider transport industry, the objective of most FRMS has been to reduce fatigue to an acceptable level. Two additional objectives can be identified for FRMS in the maintenance environment: reducing or capturing fatigue-related errors, and minimizing the harm caused by fatigue-related errors. A range of countermeasures can help to achieve these three objectives in aviation maintenance. Some of these countermeasures are currently being applied within the industry, while others may become feasible in the future. The data available on best practices for fatigue risk management in aviation maintenance are continually evolving. This should be considered an interim report. KW - Alertness KW - Aviation maintenance KW - Aviation safety KW - Best practices KW - Countermeasures KW - Fatigue (Physiological condition) KW - Hours of labor KW - Maintenance personnel KW - Risk management UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201110.pdf UR - http://ntl.bts.gov/lib/38000/38900/38981/201110.pdf UR - https://trid.trb.org/view/1105589 ER - TY - RPRT AN - 01535703 AU - Sun, Dengfeng AU - Post, Joseph AU - Delaurentis, Daniel AU - Cao, Yi AU - Kotegawa, Tatsuya AU - Purdue University AU - Federal Aviation Administration TI - Evaluation of Continuous Descent Approach in Normal Air Traffic Conditions PY - 2011/05/31/Final Report SP - 24p AB - This project investigates the impact of Continuous Descent Approach (CDA) about the inbound traffic in the terminal airspace. The impact includes fuel consumption and total flight time savings. This project differs from other CDA projects in that it evaluates the CDA under normal air traffic conditions where congested traffic is taken into account. Flying a CDA trajectory increases the risk of potential collision as the pilot may have less control on the aircraft under near idel thrust settings. Evaluation of fuel consumption and flight time only makes sense when the inbound traffic employing CDA is conflict-free. Safety can be guaranteed by employing conflict detection resolutions (CDR). Although tactic manuevers, such as heading change, horizontal speed change, and vertical speed change, are able to solve the most immediate collision, they potentially interrupt the near idel thrust settings. Consequently, the CDA trajectory is aborted. In this project, a strategic solution is developed which sequences the arriving aircraft under minimum separation constraints as well as miles-in-trail constraints. In addition to inter-aircraft separation, this project also takes into account the mutual interference between streams flowing into airports of a metroplex. The fuel consumption and delay for deconfliction are counted when the fuel and flight time savings are evaluated. The proposed CDR is applied to the major airports and metroplex airports in the United States. Fuel statistic and flight time are obtained from the Future ATM Concept Evaluation Tool (FACET). By comparing the conflict-free CDA to the conflict-free Step-down approach, the benefits of CDA as well as the associated trade-off are quantified. KW - Air traffic KW - Aircraft separation KW - Approach KW - Approach control KW - Aviation safety KW - Descent KW - Flight time KW - Fuel consumption KW - United States UR - http://partner.mit.edu/sites/partner.mit.edu/files/report/file/project40finalreport.pdf UR - https://trid.trb.org/view/1317111 ER - TY - ABST AN - 01570715 TI - Spacecraft Human Rating AB - No summary provided. KW - Commercial space transportation KW - Human factors KW - Ratings KW - Spacecraft UR - https://trid.trb.org/view/1363059 ER - TY - ABST AN - 01483449 TI - Airborne Network Security Simulator AB - No summary provided. KW - Airborne KW - Airport operations KW - Aviation security KW - Security KW - Simulation UR - https://trid.trb.org/view/1252266 ER - TY - ABST AN - 01548332 TI - Synthesis of Information Related to Airport Problems. Topic S10-07. Expediting Aircraft Recovery at Airports AB - The Transportation Research Board's (TRB's) Airport Cooperative Research Program (ACRP) Synthesis 38: Expediting Aircraft Recovery at Airports includes suggested procedures to help airports expedite the recovery of disabled aircraft that are designed to avoid injury to personnel, damage to airport equipment, and secondary damage to the aircraft. For the purposes of the report, a disable aircraft is defined as on that is unable to move using its power after an excursion from a runway or taxiway. KW - Aircraft KW - Airport runways KW - Airports KW - Disabled aircraft KW - Disasters and emergency operations KW - Postcrash phase KW - Procedures KW - Recovery KW - Safety UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3112 UR - https://trid.trb.org/view/1336194 ER - TY - ABST AN - 01548331 TI - Synthesis of Information Related to Airport Problems. Topic S09-04. Issues with Use of Airfield LED Light Fixtures AB - The Transportation Research Board's (TRB's) Airport Cooperative Research Program (ACRP) Synthesis 35: Issues With Use of Airfield LED Light Fixtures documents the performance of light-emitting diode (LED) airfield lighting systems. KW - Airport runways KW - Light emitting diodes KW - Lighting KW - Performance UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3111 UR - https://trid.trb.org/view/1336193 ER - TY - ABST AN - 01548330 TI - Synthesis of Information Related to Airport Problems. Topic S09-03. Subsurface Utility Engineering Information Management for Airports AB - The Transportation Research Board's (TRB's) Airport Cooperative Research Program (ACRP) Synthesis 34: Subsurface Utility Engineering Information for Airports examines ways in which information on subsurface utilities is collected, maintained, and used by airports, their consultants, and the U.S. Federal Aviation Administration to help increase the effectiveness of, and enhance safety during, infrastructure development programs at airports. The report also compares the current state of technology and effective processes from other industry sectors with what airports do today. KW - Airports KW - Data collection KW - Infrastructure KW - Safety KW - Subsurface Utility Engineering KW - Underground structures KW - Underground utility lines UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3110 UR - https://trid.trb.org/view/1336192 ER - TY - ABST AN - 01548329 TI - Synthesis of Information Related to Airport Problems. Topic S06-03. Exploring Airport Employee Commuting and Parking Strategies AB - The Transportation Research Board's (TRB's) Airport Cooperative Research Program (ACRP) Synthesis 36: Exploring Airport Employee Commute and Parking Strategies analyzes what is known about airport employee commute patterns and commute modes. The report addresses alternatives to the drive alone commute for airport employees, the effectiveness and challenges of airport employee commute options programs, and commute options programs offered by non-airport employers that might be applicable to the airport environment. KW - Airports KW - Commuting KW - Mode choice KW - Personnel KW - Travel patterns UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3109 UR - https://trid.trb.org/view/1336191 ER - TY - ABST AN - 01548328 TI - Synthesis of Information Related to Airport Problems. Topic S04-08. Managing Aerial Firefighting Activities on Airports AB - The Transportation Research Board's (TRB's) Airport Cooperative Research Program (ACRP) Synthesis 32: Managing Aerial Firefighting Activities on Airports highlights current airport and agency--primarily the U.S. Forest Service--practices, policies, and procedures at airports called upon to support aerial wildland firefighting suppression efforts. KW - Aircraft KW - Airports KW - Firefighters KW - Forest fires KW - Procedures KW - U.S. Forest Service KW - Wildfires UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3108 UR - https://trid.trb.org/view/1336190 ER - TY - ABST AN - 01548327 TI - Synthesis of Information Related to Airport Problems. Topic S04-07. Lessons Learned from Airport Safety Management Systems Pilot Study AB - The Transportation Research Board's (TRB's) Airport Cooperative Research Program (ACRP) Synthesis 37: Lessons Learned from Airport Safety Management Systems Pilot Studies is designed to provide airport operators with data and experience from safety management system (SMS) pilot study airports. The report addresses SMS pilot study program management; SMS components design, development, and deployment; and SMS challenges and benefits. In simple terms, SMS is a proactive business approach to managing and mitigating potential hazards within the organization to improve safety performance. SMS is comprised of four components (or pillars), including safety policy, safety risk management, safety assurance, and safety promotion. KW - Airports KW - Lessons learned KW - Pilot studies KW - Policy KW - Risk management KW - Safety management KW - Safety Management Systems UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3107 UR - https://trid.trb.org/view/1336189 ER - TY - ABST AN - 01548326 TI - Synthesis of Information Related to Airport Problems. Topic S02-06. Airport Climate Adaptation and Resilience AB - The Transportation Research Board's (TRB's) Airport Cooperative Research Program (ACRP) Synthesis 33: Airport Climate Adaptation and Resilience reviews the range of risks to airports from projected climate change and the emerging approaches for handling them. KW - Airports KW - Climate change KW - Risk analysis UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3106 UR - https://trid.trb.org/view/1336188 ER - TY - RPRT AN - 01360694 AU - Mahapatra, Rabi N AU - Lee, Jason AU - Gupta, Nikhi AU - Manners, Bob AU - Federal Aviation Administration AU - Texas A&M University, College Station AU - Lumark Technologies, Incorporated TI - Microprocessor Evaluations for Safety-Critical, Real-Time Applications: Authority for Expenditure No. 43 Phase 5 Report PY - 2011/05//Final Report SP - 58p AB - This report documents the results of Phase 5 of the Aerospace Vehicle Systems Institute Authority for Expenditure (AFE) 43 Microprocessor Evaluations Project that provides research information intended to help aerospace system developers, integrators, and regulatory agency personnel in the selection and evaluation of commercial off-the-shelf microprocessors for use in aircraft systems. This report describes the cooperative research accomplished by contributing members of the aerospace industry and the Federal Aviation Administration (FAA). The project objectives included (1) identifying common risks of using a system-on-a-chip (SoC) and mitigation techniques to provide evidence that they satisfy regulatory requirements and (2) evaluating existing regulatory policy and guidelines against the emerging characteristics of complex, nondeterministic microprocessors and SoCs to support the certification of aircraft and qualification of systems using these devices. Complex aircraft system development requires more robust consideration of system failure and anomaly detection, correction, and recovery. The safety net approach identified in this report provides a means to address the lack of design assurance for highly integrated, complex, nondeterministic airborne electronic hardware within aircraft systems. Airworthiness assurance of these SoCs by safety net techniques may help to contain the labor burden and costs of compliance to FAA regulations while maintaining safety requirements as SoCs continue to become more complex and more widely used in aircraft systems. The safety net approach is consistent with, and does not replace, current FAA policy and guidelines. KW - Aircraft operations KW - Airworthiness KW - Aviation safety KW - Avionics KW - Compliance KW - Computer chips KW - Evaluation KW - Microprocessors KW - Real time information KW - Safety engineering UR - http://www.faa.gov/aircraft/air_cert/design_approvals/air_software/media/11-5.pdf UR - https://trid.trb.org/view/1126679 ER - TY - RPRT AN - 01360668 AU - Sarkos, Constantine AU - Federal Aviation Administration TI - Improvements in Aircraft Fire Safety Derived from FAA Research Over the Last Decade PY - 2011/05 SP - 36p AB - This technical note is an overview of Federal Aviation Administration (FAA) fire safety research over the past 10 or more years, with a focus on in-flight fire safety. The technical note emphasizes research accomplishments that have been, or are being, implemented into commercial aviation, as well as other important fire safety research. The research was driven by fatal accidents and safety concerns associated with new technology, such as: (1) hidden fire protection research led to the development of an improved fire test method for thermal acoustic insulation, which became a new FAA requirement, and the issuance of airworthiness directives to remove certain flammable insulation; (2) practical and cost-effective fuel tank inerting system was developed, enabling FAA to issue a regulation requiring flammability reduction in heated center wing fuel tanks. Related studies addressed the limiting oxygen concentration required to prevent a fuel tank explosion and fuel tank flammability; (3) a new test method was developed and mandated by the FAA that measures the burnthrough resistance of thermal acoustic insulation during a postcrash fuel fire; (4) hazardous materials research led to the adoption of new regulations and advisory material to provide safeguards for the shipment of oxygen generators/cylinders, lithium batteries, and aerosol cans; (5) research findings on structural composites were employed during the certification of the Boeing 787 to provide safety against a hidden in-flight fire, postcrash fire fuselage burnthrough resistance, and fuel tank flammability; (6) minimum performance standards were developed for halon replacement agents in lavatories, hand-held extinguishers, engines and cargo compartments, and the effectiveness and safety of replacement agents was evaluated; and (7) long-range fire safety research identified promising new ultra-fire-resistant polymers and improved the science for experimental and theoretical evaluation of material fire performance. In summary, FAA fire safety research over the past decade (2000-2010) developed technology that resulted in the adoption/issuance of five final regulations, two Airworthiness Directives, two Advisory Circulars, and two Safety Alerts for Operators, which are expected to significantly improve aircraft fire safety. In addition, this research also supported the certification of the all-composite fuselage, new Boeing 787 to ensure a high level of fire safety and the replacement of halon extinguishing agents and made important gains in characterizing and predicting the burning behavior of polymers and in developing ultra-fire-resistant interior materials. KW - Aircraft KW - Aircraft materials KW - Aircraft structural components KW - Airworthiness KW - Aviation safety KW - Damping (Engineering) KW - Fire KW - Fire resistance KW - Fire resistant materials KW - Fireproof materials KW - Flammability KW - Flammability tests KW - Fuel tanks KW - Hazardous materials KW - Research KW - Safety engineering KW - Standards KW - Test procedures KW - U.S. Federal Aviation Administration KW - Vehicle fires UR - http://www.fire.tc.faa.gov/pdf/TN11-8.pdf UR - https://trid.trb.org/view/1126677 ER - TY - RPRT AN - 01358976 AU - Harman, W H AU - Wood, L L AU - Massachusetts Institute of Technology AU - Federal Aviation Administration TI - Triangle TCAS Antenna PY - 2011/05 SP - 40p AB - The Traffic Alert and Collision Avoidance System (TCAS) provides a pilot the range and bearing of nearby aircraft. TCAS obtains the bearing information by using an angle-of-arrival antenna. In the development of TCAS at Lincoln Laboratory, the first airborne tests were conducted using an Adcock antenna, which is a small square array of four monopole elements. This report describes an alternative antennas for TCAS, using three elements in the shape of a triangle. It is shown that the triangle antenna is less sensitive to receiver noise, and that improvement factor is about 10 dB. KW - Air pilots KW - Aircraft KW - Antennas KW - Design KW - Radio transmitters KW - Technological innovations KW - Traffic alert and collision avoidance system UR - https://trid.trb.org/view/1124055 ER - TY - RPRT AN - 01344998 AU - Friedberg, Wallace AU - Copeland, Kyle AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Ionizing Radiation in Earth’s Atmosphere and in Space Near Earth PY - 2011/05//Final Report SP - 32p AB - The Civil Aerospace Medical Institute of the FAA is charged with identifying health hazards in air travel and in commercial human space travel. This report addresses one of these hazards – ionizing radiation. Ionizing radiation is a subatomic particle of matter or packet of energy (photon) with sufficient energy to eject an orbital electron from an atom. Charged subatomic particles from exploding stars (supernovae) are a constant source of ionizing radiation in the atmosphere and in space. In space another constant source of ionizing radiation is the solar wind from the Sun. The solar wind consists mostly of electrons and protons with energies between 10 and 100 keV. The Sun undergoes an approximately 11-year cycle of rise and decline in activity and during its active phase there is an increased emission of the solar wind and occasional eruptions of high-energy particles (coronal mass ejections). Other sources of ionizing radiation during air travel include radioactive cargo, radioactive substances released into the atmosphere as a result of a nuclear reactor accident or terrorist activity, lightning, and terrestrial gamma-ray flashes. A health effect following exposure to ionizing radiation for which the severity is radiation dose related is called a deterministic effect (non-stochastic effect, tissue reaction). Deterministic effects may occur soon after radiation exposure. For example, nausea and vomiting might be experienced by a space traveler a few hours after receiving a large dose of ionizing radiation while outside a space vehicle during a coronal mass ejection. If the probability (risk) of a health effect after exposure to ionizing radiation is dose related, it is called a stochastic effect. Such effects seldom occur until years after the radiation exposure. Examples of stochastic effects are cancer and genetic disorders. If one or both parents are irradiated prior to conceiving a child, there is a risk of genetic disorders in the child and in its progeny. The report can be used as a source book for instruction on ionizing radiation exposure of air and space travelers. KW - Air travel KW - Aviation safety KW - Commercial space transportation KW - Contamination KW - Health hazards KW - Ionizing radiation KW - Radiation doses KW - Radioactive materials KW - Risk analysis KW - Solar wind UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201109.pdf UR - https://trid.trb.org/view/1105089 ER - TY - RPRT AN - 01343614 AU - Winchester, Niven AU - Wollersheim, Christoph AU - Clewlow, Regina AU - Jost, Nicolas C AU - Paltsev, Sergey AU - Reilly, John AU - Waitz, Ian A AU - Partnership for AiR Transportation Noise and Emissions Reduction AU - Federal Aviation Administration TI - The Impact of Climate Policy on U.S. Aviation PY - 2011/05 SP - 19p AB - The authors evaluate the impact of an economy-wide cap-and-trade policy on U.S. aviation taking the American Clean Energy and Security Act of 2009 (H.R.2454) as a representative example. They use an economy-wide model to estimate the impact of H.R. 2454 on fuel prices and economic activity, and a partial equilibrium model of the aviation industry to estimate changes in aviation carbon dioxide (CO2) emissions and operations. Between 2012 and 2050, with reference demand growth benchmarked to International Civil Aviation Organization/Group on International Aviation Climate Change (ICAO/GIACC) (2009) forecasts, the authors find that aviation emissions increase by 130%. In their climate policy scenarios, emissions increase by between 97% and 122%. A key finding is that, under the core set of assumptions in this analysis, H.R. 2454 reduces average fleet efficiency, as increased air fares reduce demand and slow the introduction of new aircraft. Assumptions relating to the sensitivity of aviation demand to price changes, and the degree to which higher fuel prices stimulate advances in the fuel efficiency of new aircraft play an important role in this result. KW - Aircraft exhaust gases KW - Aircraft fuels KW - American Clean Energy and Security Act of 2009 KW - Aviation KW - Cap and trade program KW - Carbon dioxide KW - Economic impacts KW - Economic models KW - Environmental policy KW - Fares KW - Fuel efficiency KW - Impact studies KW - Pollutants KW - Prices KW - Travel demand UR - http://web.mit.edu/aeroastro/partner/reports/proj31/proj31-captraderpt.pdf UR - https://trid.trb.org/view/1105725 ER - TY - RPRT AN - 01342240 AU - Chidester, Thomas AU - Milburn, Nelda AU - Lomangino, Nicholas AU - Baxter, Nancy AU - Hughes, Stephanie AU - Peterson, L Sarah AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Development, Validation, and Deployment of an Occupational Test of Color Vision for Air Traffic Control Specialists PY - 2011/05 SP - 36p AB - Air Traffic Control Specialists (ATCSs) are responsible for the safe, efficient, and orderly flow of traffic in the U.S. National Airspace System. Color has become an integral element of the air traffic control environment. It is used to communicate information to ATCSs about various modes of air traffic functions including conflict alerts, aircraft control status, and weather. The Federal Air Surgeon (AAM-1) and Human Factors Research, Engineering, and Development office (AJP-61) tasked the Civil Aerospace Medical Institute (CAMI) to develop, validate, and implement an occupational test for ATCS job candidates who fail clinical instruments during the pre-employment medical examination. The Aerospace Human Factors Research Division (AAM-500) of CAMI developed the Air Traffic Color Vision Test (ATCOV) to determine whether individuals with color vision disorders (CVDs) have adequate color vision to perform critical color-related tasks involved in air traffic control. The research team conducted two studies to validate ATCOV testing. The results of Study One provided evidence of the reliability of the subtests, established performance norms for subjects with normal color vision (NCV) on each subtest, determined cut scores to apply in occupational testing, and examined the impact of testing upon a sample of CVD subjects. The results of Study Two provided evidence of the reliability of second operational ATCOV subtests, established performance norms for NCV subjects on each subtest, determined cut scores to be applied in occupational testing, and examined the impact of testing upon a sample of CVD subjects. Color vision ability sufficient to perform duties safely remains critical to provision of air traffic services in the National Airspace System. ATCOV complies with Uniform Guidelines reporting requirements for both content and construct-oriented validity. Evidence of content validity for ATCS duties is provided through direct sampling of form and content of critical display data. Evidence of construct validity is provided by correlation with Colour Assessment and Diagnosis Test and Cone Contrast Test threshold scores, which precisely measure color vision ability. This resulted in a job sample test closely tied to critical tasks communicated using color on air traffic displays. ATCOV makes use of display formats and color chromaticities deployed for critical information on critical displays as defined by published analyses of ATCS tasks. Its items are isomorphic with datablocks and weather depictions deployed on ARTS, STARS, and DSR displays in terminal and en route facilities. Future challenges will surround the stability of color use on new systems and displays. KW - Air traffic controllers KW - Color vision KW - Physical condition KW - Selection and appointment KW - Tests UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201108.pdf UR - https://trid.trb.org/view/1103885 ER - TY - ABST AN - 01570552 TI - Mitigate Threats Through Space Environment Modeling/Prediction AB - No summary provided. KW - Mitigation KW - Modeling KW - Space environment KW - Threats UR - https://trid.trb.org/view/1362683 ER - TY - ABST AN - 01548810 TI - Legal Aspects of Airport Programs. Topic 04-07. Procurement of Airport Development and Planning Contracts AB - The objective of this research is to produce an easy-to-use compendium of procurement requirements applicable to airport contracting. The compendium should address contracts receiving financial support through Airport Improvement Program (AIP) as well as the America Relief and Recovery Act (ARRA) and state procurement requirements that would apply whether or not federal funds are involved. The report should also discuss procurement requirements when a state is acting as a "pass-through" for federal funds, i.e. when an airport is a sub-grantee of a state agency receiving a federal grant. The report should address the relationship (or hierarchy) of federal, state, and local procurement requirements in the case of federally funded contracts and the relationship (or hierarchy) between state and local procurement requirements for contracts without federal funds. The resulting research report should include summaries of federal and state requirements (for each state), statutory or regulatory citations, and web links to the cited statutes or regulations. Leading cases (judicial and administrative decisions)--to the extent available--interpreting the provisions should also be included. The research report should also distinguish between procurement for construction contracts, equipment purchases and professional services. Discussion of local procurement requirements would be limited to the issue of the relationship between such requirements and state and local requirements. Issues to be examined include: (1) What is the applicability of 49 CFR § 18.36 and of statutory procurement requirements in the AIP statute to airport contracts? (2) What is the relationship between federal requirements for AIP-funded contracts and state or local procurement requirements? Which requirement will govern in the case of a conflict? Is the result any different if the airport is not receiving the funds directly from the federal government but is a sub-grantee of a state agency that received the funds? (3) What kind of state or local provisions have been determined to be in conflict with federal requirements? What kind of requirements have been found to be consistent with federal requirements? For AIP-funded contracts, what are the requirements of 49 CFR § 18.36 with respect to the following: (a) Solicitation procedures; (b) Selection of awardee for the contract; (c) Protest procedures; and (d) Substantive provisions required in solicitations, e.g., bonding requirements, minimum wage rate requirement, contractor residency, or disadvantaged business participation goals. (5) What are the exceptions to the general requirement of competition in section 18.36 and what are the circumstances in which they have been found to apply? In what circumstances has an airport operator been unsuccessful in seeking an exception? (6) For contracts funded under AIP or ARRA, what are the statutory requirements with respect to the following: (a) Solicitation procedures; (b) Selection of awardee for the contract; (c) Protest procedures; (d) Substantive provisions required in solicitations, e.g., bonding requirements, minimum wage rate requirement, contractor residency, or disadvantaged business participation goals. (6) What are the requirements in the various state laws applicable to airports with respect to the following: (a) Solicitation procedures; (b) Selection of awardee for the contract; (c) Protest procedures; and (d) Substantive provisions required in solicitations, e.g., bonding requirements, minimum wage rate requirement or disadvantaged business participation goals. (7) What are the consequences or remedies for failure to comply with applicable requirements under: (a) 49 CFR §18.36; (b) The AIP and ARRA statutory provisions; and (c) The various state procurement laws and regulations (8) What are the exceptions to the general requirements of competitive solicitation under: (a) 49 CFR §18.36; (b) The AIP and ARRA statutory provisions; and (c) The various state procurement laws and regulations (9) What are the tests and interpretations applicable to the relevant provisions of 49 CFR §18.36, the AIP statute, ARRA and the various state Buy America Requirements? (10) Are there any other federal, state, or local Buy America requirements may be applicable to Federal Aviation Administration (FAA)-financed airport projects? KW - Airports KW - Contracting KW - Procurement KW - Regulation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2884 UR - https://trid.trb.org/view/1336282 ER - TY - ABST AN - 01569635 TI - Air and Space Traffic Consideration AB - No summary provided. KW - Air traffic KW - Air transportation KW - Airspace utilization KW - Civil aviation UR - https://trid.trb.org/view/1361354 ER - TY - ABST AN - 01463254 TI - Legal Aspects of Airport Programs. Topic 04-07. Airport Contracting Survey of Federal and State Standards AB - The objective of this research is to produce an easy-to-use compendium of procurement requirements applicable to airport contracting. The compendium should address contracts receiving financial support through Airport Improvement Program (AIP) as well as the America Relief and Recovery Act (ARRA) and state procurement requirements that would apply whether or not federal funds are involved. The report should also discuss procurement requirements when a state is acting as a "pass-through" for federal funds, i.e. when an airport is a sub-grantee of a state agency receiving a federal grant. The report should address the relationship (or hierarchy) of federal, state, and local procurement requirements in the case of federally funded contracts and the relationship (or hierarchy) between state and local procurement requirements for contracts without federal funds. The resulting research report should include summaries of federal and state requirements (for each state), statutory or regulatory citations, and web links to the cited statutes or regulations. Leading cases (judicial and administrative decisions)--to the extent available--interpreting the provisions should also be included. The research report should also distinguish between procurement for construction contracts, equipment purchases and professional services. Discussion of local procurement requirements would be limited to the issue of the relationship between such requirements and state and local requirements. KW - Airport Improvement Program KW - Airport operations KW - Contract administration KW - Federal requirements KW - Government funding KW - Procurement KW - State government agencies UR - http://144.171.11.40/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2884 UR - https://trid.trb.org/view/1231480 ER - TY - ABST AN - 01570712 TI - System Level Implications of Changes in Future Aircraft Mission Specifications AB - Future reductions of fuel burn and green house gas emissions from commercial aviation will be, in large part, achieved through the development and use of more fuel- and environmentally-efficient aircraft. Achieving significant efficiency improvements at the aircraft level may require opening up the design space so as to consider changes in aircraft design mission specifications/capabilities such as lower cruise speed, different payload-range characteristics, and longer wing span. However, there are potentially serious and unforeseen system-wide implications (economics, viability, delays, manufacturability, etc.) that could result from these changes and that have not yet been quantified properly. The main objective of this project is to understand and quantify these implications so that informed decisions can be made. KW - Aircraft KW - Aircraft exhaust gases KW - Civil aviation KW - Environmental impacts KW - Fuel burn KW - Greenhouse gases KW - Transportation planning UR - http://partner.mit.edu/projects/analysis-missions-specifications UR - https://trid.trb.org/view/1363056 ER - TY - ABST AN - 01489594 TI - Space Environment Modeling/Prediction AB - This project will develop (i) a weather prediction model extending from Earth's surface to the edge of space and (ii) a micrometeoroid detection and risk assessment system that, together, predict the environmental conditions needed for safe orbital, entry, descent and landing operations. The project will develop a whole atmosphere model (WAM) that includes assimilation of real-time data throughout the atmosphere (0-600 km), and that will seamlessly provide neutral and ionosphere densities and wind forecasts throughout the orbital (200-400 km), entry (~80-200 km), and descent and landing (0-80 km) operational regimes. The project will provide the first characterization of meteoroid parameters, including density, in order to provide satellite risk assessment. KW - Air traffic control KW - Airspace (Aeronautics) KW - Commercial space transportation KW - Spacecraft KW - Weather forecasting UR - https://trid.trb.org/view/1258751 ER - TY - ABST AN - 01483440 TI - Air and Space Traffic Control Considerations for Commercial Space Transportation AB - The objectives of this project are to: (1) interview Federal Aviation Administration's (FAA's) air traffic control (ATC) procedures specialists and solicit anticipated problems caused by launch and recovery operations, sort and categorize problems, concerns and possible solutions; and (2) interview FAA Technology Center airspace test personnel and solicit their requirements for developing launch and recovery airspace research, and formalize their requirements and integrate them into the work plan. KW - Air traffic control KW - Airspace utilization KW - Civil aviation KW - Commercial space transportation UR - https://trid.trb.org/view/1252257 ER - TY - RPRT AN - 01340441 AU - Nakagawara, Van B AU - Montgomery, Ronald W AU - Wood, Kathryn J AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Laser Illumination of Flight Crew Personnel by Month, Day of Week, and Time of Day for a 5-Year Study Period: 2004-2008 PY - 2011/04 SP - 14p AB - INTRODUCTION: Illumination of civilian and military aircraft by laser beams in the National Airspace System (NAS) has concerned the aviation community for nearly two decades. The principal concern is the affect laser exposure may have on flight crew personnel during landing and departure maneuvers when operational requirements are critical. This study examines the frequency of aviation-related laser event reports by month, day of the week, and time of day. METHODS: Reports of aircraft illuminated by high-intensity light sources have been consolidated from multiple information sources into a database maintained by the Civil Aerospace Medical Institute’s Vision Research Team. Laser illumination event data involving civilian aircraft in the United States for a 5-year period (January 1, 2004 to December 31, 2008) were examined for this study. RESULTS: There were a total of 2,492 laser events in the U.S. during the study period. In 1,676 (67.3%) of these, the cockpit environment was illuminated by a laser light. August through December were the most active months with 51% of all reports, while May through July were the least active with only 19% of all reported incidents. Sunday was the most likely day of the week for an aircraft to be illuminated by a laser (15.4%), with a relatively high number of aircraft illuminations occurring on Friday and Saturday. Weekdays exhibited the fewest laser illumination events. Time of day was provided in 2,429 (97.5%) aircraft laser illumination reports. Approximately 69.8% (1,696) of the aircraft illuminations occurred between 7 p.m. (1900 hours) and 11 p.m. (2300 hours) during the study period. CONCLUSIONS: Laser illumination events are most likely to occur from late summer to early winter months and on weekends between 7:00 p.m. and 11:00 p.m. Both weather conditions and daylight savings time may play important roles in determining an opportune time frame for laser activity in a particular locale. Knowledge of these findings may assist the aviation community and law enforcement officials in allocating their limited resources to increase the likelihood of apprehending those responsible for these criminal acts. KW - Airspace incidents KW - Aviation safety KW - Days KW - Flight crews KW - Laser beams KW - Months KW - Periods of the day UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201107.pdf UR - https://trid.trb.org/view/1100727 ER - TY - RPRT AN - 01340393 AU - Knecht, William AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Testing Web-Based Preflight Weather Self-Briefing for General Aviation Pilots PY - 2011/04 SP - 26p AB - The Internet affords an increasingly capable, economical, and popular vehicle for preflight weather self-briefing. This research constitutes the first known experimental investigation of how modern Web-based weather products are actually being used by general aviation (GA) pilots. A data-gathering emulation of the National Weather Service Web site http://aviationweather.gov was written for use on a personal computer. Eighteen Web pages were created to display weather information, each page emulating a similar category of product shown by aviationweather.gov. This formed the primary weather briefing site for two similar, challenging weather scenarios subsequently flown by 50 GA pilots in simulated cross-country VFR flight. Two dependent variables were measured—page views (which pages each pilot viewed) and pageview duration (how long each page was viewed). Total briefing time was then calculated for each pilot by summing pageview durations. A groupwise “dwell” index was also derived for each Web page by multiplying the group’s page views times its median pageview durations. A number of specific findings emerged from the data analysis. First, given a specific flight mission, the author found that, as a group, GA pilots appeared significantly consistent over time in the kinds of information they sought out. However, the amount of time they spent examining that information seemed to vary over time, even given similar flight situations. Second, pilots seem to have favorite information sources (e.g., graphical prog charts, TAFs, NEXRAD, and satellite cloud images). We could expect those favorites to shift slightly, depending on the flight mission. Third, Web page design is potentially important. For example, pages not accessible from the top-level menu may be ignored or overlooked. These findings are important to weather information providers because the ability to display certain types of information—and certain ways of displaying it—are sure to give the knowledgeable provider an advantage over competitors. The key is to have highly informative pages that still remain easy to understand. KW - Aviation KW - Design KW - General aviation pilots KW - Home pages (Websites) KW - Information display systems KW - Internet KW - Preflight briefing KW - Weather KW - Websites (Information retrieval) UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201105.pdf UR - https://trid.trb.org/view/1100706 ER - TY - RPRT AN - 01340388 AU - Pfleiderer, Elaine M AU - Chidester, Thomas R AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Establishing the Reliability and Validity of the Perceptions of Flight Operations Quality Assurance (PFOQA) Questionnaire PY - 2011/04 SP - 26p AB - Though the majority of Part 121 flights are operated by airlines that have FAA-approved Flight Operations Quality Assurance (FOQA) programs, only 17% of the smaller carriers have them. A recent report cited pilots’ concerns about data misuse as one of the primary factors preventing participation in voluntary safety programs (GAO, 2010). Thus, increased participation in FOQA may depend on gaining insight into pilots’ perceptions and developing strategies to mitigate their concerns. The present study is an evaluation of the reliability and validity of the Perceptions of Flight Operations Quality Assurance (PFOQA) questionnaire scales. The PFOQA scales were based on the assumption that negative and positive perceptions of FOQA programs represent two distinct dimensions consisting of expectations about positive safety enhancements and concerns about data misuse. Though the Positive Perceptions Scale ( =.86) and the Negative Perceptions Scale ( =.88) both demonstrated good internal consistency reliability, the results of Principal Components Analysis and Content Analysis suggest that the PFOQA items may not represent a sufficient sample of pilots’ expectations and concerns in order to draw valid inferences about their perceptions of existing FOQA programs. Rather, the PFOQA questionnaire seems best suited for assessing pilots’ attitudes prior to FOQA implementation. Providing feedback on questionnaire results and communicating how the airline plans to address pilots’ concerns can set the stage for a positive program introduction. Certainly, the potential safety benefits of FOQA programs justify efforts to understand and mitigate negative perceptions that might prevent their adoption. KW - Air pilots KW - Aviation safety KW - Flight Operational Quality Assurance Program KW - Quality assurance KW - Questionnaires KW - Reliability (Statistics) KW - Safety programs KW - Validity UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201106.pdf UR - https://trid.trb.org/view/1100725 ER - TY - RPRT AN - 01340767 AU - Department of Transportation AU - Federal Aviation Administration TI - FAA Must Improve its Controller Training Metrics to Help Identify Program Needs PY - 2011/03/30 SP - 12p AB - The Federal Aviation Administration (FAA) plans to hire and train nearly 11,000 new air traffic controllers through fiscal year (FY) 2019 to replace the large numbers of those now retiring. As FAA begins training this influx of new hires, it must have accurate metrics on their training progress to ensure that key air traffic control facilities have enough controllers for safe and efficient operations. In 2009, at the request of Representative Jerry F. Costello, then Chairman of the House Subcommittee on Aviation, the U.S. Department of Transportation Office of Inspector General (OIG) reviewed training failures among newly hired air traffic controllers. During that review, OIG found that FAA’s reported training failure rate was not accurate and that FAA’s primary source of training failure data, the National Training Database (NTD), contained outdated and inaccurate data. Both are critical metrics for managing this important program. This review follows up on OIG's 2009 audit. The audit objectives were to (1) evaluate FAA’s actions to improve its system for tracking the training progress of newly hired controllers and (2) review FAA’s metrics for measuring and reporting the effectiveness of its controller training program. Briefly, FAA has improved its tracking process for new controller training over the last year. The Agency has taken a number of corrective actions to address the problems OIG identified in 2009 that contributed to an inaccurate training failure rate reported for newly hired controllers. FAA’s metrics for measuring the effectiveness of the controller training program do not provide a complete picture because they include controllers who have not completed their initial training. For example, if there are 100 controllers in the training program and 9 of those controllers fail or leave, FAA reports an attrition rate of 9 percent. This produces unrealistic results because some of the remaining 91 in-progress controllers may also leave the program at a later time. Accurate training data are necessary so that FAA can adequately prepare new hires to replace retiring veteran controllers, assign new hires to the appropriate level and type of facility, and adjust its training program when warranted. OIG's recommendation focuses on steps FAA should take to measure and present a more complete picture of the effectiveness of its air traffic controller training program. KW - Air traffic controllers KW - Effectiveness KW - Measurement KW - Needs assessment KW - Performance measurement KW - Training KW - Training programs KW - U.S. Federal Aviation Administration UR - http://www.oig.dot.gov/sites/dot/files/Controller%20Training%20Data%20Report.pdf UR - https://trid.trb.org/view/1102818 ER - TY - ABST AN - 01569538 TI - Non-Linear Finite Element Modeling Guidelines for Aerospace Impact Applications AB - The purpose of this project is to develop aerospace Guideline and Quality Control Models for Livermore Software Technology's (LSTC) non-Linear finite element analysis program LS-DTNA that are specifically tailored to aerospace certification applications. The group is a collaboration of government agencies, industry, academia, and LSTC. The objective of this proposed work is to support and enhance that effort and, as such, it will focus on the following areas: LSDYA Aerospace Working Group Support, Material Property Database Development, Material Model MAT224 (and other similar models) development support, and Training Class Development. KW - Aerospace engineering KW - Certification KW - Finite element method KW - Guidelines KW - Training UR - https://trid.trb.org/view/1360994 ER - TY - ABST AN - 01549631 TI - Legal Aspects of Airport Programs. Task 04-04. Buy America Requirements for Federally Funded Airports AB - The objective of this research is to produce an easy-to-use guide that addresses all of the Buy America requirements applicable to federally funded airport projects, with an emphasis on the specific requirements associated with Airport Improvement Program (AIP) and American Recovery and Reinvestment Act (ARRA). The Transit Cooperative Research Program ("TCRP") recently issued a Legal Research Digest discussing Federal Buy America requirements for Federal Transit Administration ("FTA") funded projects. The results of this research project would be a complement to that digest focusing on airports and Federal Aviation Administration (FAA) funded projects. Issues to be examined include: (1) What are the Buy America requirements for federally funded airports under section 50101? (2) What are the Buy America requirements for federally funded airports under ARRA? (3) What is the legislative history guiding these Buy America requirements? (4) What Buy America Is Not? (5) What are the administrative cases or practices for FAA grants (or procurement) related to the Buy America programs under section 50101 and ARRA? (6) Identify the tests and interpretations applicable to the Buy America Requirements. (7) Identify the tests and interpretations applicable to the Buy America Waivers and Exemptions. (8) Buy American Compliance. (9) What are the similarities and differences between "Buy America" requirements and practices for FAA-funded projects and those for other DOT grant agencies? (10) Can the policies and practices of other DOT grant agencies with respect to "Buy America" requirements be applied to the "Buy America" programs administered by the FAA "Buy America" programs? (11) Whether other federal, state, or local "Buy America" requirements may be applicable to FAA-financed airport projects. KW - Airport Improvement Program KW - Airports KW - Buy America KW - Compliance KW - Handbooks KW - Laws and legislation KW - U.S. Federal Aviation Administration UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2881 UR - https://trid.trb.org/view/1339860 ER - TY - ABST AN - 01463257 TI - Legal Aspects of Airport Programs. Topic 04-04. Buy America Requirements for Federally Funded Airports AB - The objective of this research is to produce an easy-to-use guide that addresses all of the Buy America requirements applicable to federally funded airport projects, with an emphasis on the specific requirements associated with Airport Improvement Program (AIP) and American Recovery and Reinvestment Act (ARRA). The Transit Cooperative Research Program (TCRP)recently issued a Legal Research Digest discussing Federal Buy America requirements for Federal Transit Administration (FTA) funded projects. It is anticipated that the results of this research project would be a complement to that digest focusing on airports and Federal Aviation Administration (FAA) funded projects. KW - Airport operations KW - Airports KW - Buy America KW - Federal funding KW - Guidelines KW - Requirements UR - http://144.171.11.40/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2881 UR - https://trid.trb.org/view/1231483 ER - TY - ABST AN - 01480012 TI - Study of Aircraft Performance in Slippery Runway Conditions AB - This proposal will investigate the use of Flight Data Recorder (FDR) data to determine actual real time runway slipperiness, and then effectively disseminate that information to other aircraft for use in decision making. It has been shows that instantaneous determination of the runway friction coefficient is possible and accurate with aircraft equipped with high frequency flight test data acquisition systems. It is though that this methodology could be extended to use in an algorithm using existing FDR data. With that, the landing aircraft could compute the runway slipperiness during the current landing. This data, plus trending data, could then be conveyed to the aircraft on approach for a go, no-go decision based upon accurate and timely information. KW - Airport runways KW - Coefficient of friction KW - Flight recorders KW - Information dissemination KW - Landing KW - Slipperiness UR - https://trid.trb.org/view/1249075 ER - TY - ABST AN - 01571694 TI - System Level Implications of Changes in Future Aircraft Mission Specifications AB - Future reductions of fuel burn and green house gas emissions from commercial aviation will be, in large part, achieved through the development and use of more fuel- and environmentally-efficient aircraft. Achieving significant efficiency improvements at the aircraft level may require opening up the design space so as to consider changes in aircraft design mission specifications/capabilities such as lower cruise speed, different payload-range characteristics, and longer wing span. However, there are potentially serious and unforeseen system-wide implications (economics, viability, delays, manufacturability, etc.) that could result from these changes and that have not yet been quantified properly. The main objective of this project is to understand and quantify these implications so that informed decisions can be made. KW - Aircraft KW - Aircraft exhaust gases KW - Civil aviation KW - Environmental impacts KW - Fuel burn KW - Greenhouse gases UR - http://partner.mit.edu/projects/analysis-missions-specifications UR - https://trid.trb.org/view/1363272 ER - TY - RPRT AN - 01622422 AU - Lee, Cynthia AU - Macdonald, John AU - Volpe National Transportation Systems Center AU - Federal Aviation Administration TI - Baseline Ambient Sound Levels in Point Reyes National Seashore PY - 2011/03//Final Report SP - 131p AB - The Federal Aviation Administration (FAA), with the cooperation of the National Park Service (NPS) and assistance of the U.S. Department of Transportation, John A. Volpe National Transportation Systems Center (Volpe Center) is developing Air Tour Management Plans (ATMP) for all national parks with commercial air tours, with the exception of the Grand Canyon National Park (GCNP), tribal lands within or abutting the GCNP, air tour operations flying over or near the Lake Mead National Recreation Area solely as a transportation route to conduct an air tour over GCNP, Rocky Mountain National Park, and national park units located in Alaska. An important area of technical support is the determination of representative baseline ambient sound levels for the study parks. During the summer (July – August 2009) and winter (January – February 2010), the Volpe Center conducted baseline ambient sound level measurements in Point Reyes National Seashore. Approximately one month of acoustical and meteorological data were measured at four sites throughout the park. This document summarizes the results of the noise measurement study. KW - Air Tour Management Plan (ATMP) KW - Air tours KW - Aircraft noise KW - Baseline data KW - Measurement KW - National parks KW - Point Reyes National Seashore (California) KW - Sound level UR - http://ntl.bts.gov/lib/60000/60400/60400/Point_Reyes_ambient_sound_levels.pdf UR - https://trid.trb.org/view/1441072 ER - TY - RPRT AN - 01450870 AU - Gilbo, Eugene AU - Smith, Scott AU - Volpe National Transportation Systems Center AU - Federal aviation Administration TI - New Ways of Looking at Sector Demand and Sector Alerts PY - 2011/03 SP - 36p AB - This report presents the latest results of research conducted at the Volpe Center on improving air traffic demand predictions and enhancing the Traffic Flow Management System (TFMS) Monitor/Alert function for identifying potential congestion at National Airspace System (NAS) elements such as airports, sectors and fixes. New approaches are presented for improving the way that TFMS determines if a sector is alerted. The deterministic demand pattern approach as well as the probabilistic weighted average approach have the advantage of being a smaller change from the traditional and long accepted way of doing business, while the fully probabilistic approach has the advantage of providing a more satisfactory way of looking at demand. The Federal Aviation Administration can now compare these approaches to the current approach and determine which is more attractive for the long run. If one of the new approaches is deemed desirable, additional work would be needed to flesh the proposals out into fully operational tools. KW - Air traffic KW - Air traffic control KW - Airport capacity KW - Airport congestion KW - Airspace sectors KW - Alert systems KW - Flow control (Air traffic control) KW - Metering (Air traffic control) KW - Monitoring KW - Traffic flow UR - http://ntl.bts.gov/lib/45000/45600/45605/New_ways_of_looking_on_sector_demand_14March2011.pdf UR - https://trid.trb.org/view/1218198 ER - TY - RPRT AN - 01340391 AU - Prinzo, O Veronika AU - Campbell, Alan AU - Hendrix, Alfred M AU - Hendrix, Ruby AU - Federal Aviation Administration AU - Captain Alan Campbell AU - HCS Consulting Services AU - Federal Aviation Administration TI - U.S. Airline Transport Pilot International Flight Language Experiences, Report 6: Native English-Speaking Controllers Communicating With Non-Native English-Speaking Pilots PY - 2011/03 SP - 36p AB - In 1998, the International Civil Aviation Organization (ICAO) took a heightened interest in the role of language in airline accidents. Member states agreed to take steps to ensure air traffic control personnel and flight crews involved in flight operations where the use of the English language is required were proficient in conducting and comprehending radiotelephony communications in English. Since then, ICAO developed its English language requirements and urged its members to document their English Language Proficiency (ELP) test implementation plans by March 8, 2008. This report is a compilation of written responses and comments by a group of 48 U.S. pilots of their difficulties in international operations. There were 12 international U.S. pilots from American, Continental, Delta, and United Airlines. In this report, the pilots’ responses to questions 54-59 and their comments from discussions of those questions with 2 interviewers are presented as a compiled narrative. The authors derived 5 recommendations from these interviews. (1) Research is needed to determine the optimal speech rate for ATC messages. (2) ATC messages must be delivered using standard ICAO terms and phraseology. (3) Graphic and text representations of taxi clearances, route clearances, and route modifications should be made available to pilots on the flight deck as stand-alone messages. (4) Research is needed to identify how controllers communicate nonstandard situations (e.g., maneuvering around thunderstorms, traffic conflicts, delays). (5) Research is needed to determine the extent to which the absence of party-line information has on situational awareness and safety prior to takeoff and landing as pilots attempt to discern the intentions (and potential threat) of other pilots (especially those less proficient in English). KW - Air traffic control KW - Air traffic controllers KW - Air transportation crashes KW - Airline pilots KW - Aviation safety KW - Communication KW - English language KW - International Civil Aviation Organization KW - Language KW - Limited English proficiency KW - Radio telephone UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201104.pdf UR - https://trid.trb.org/view/1100695 ER - TY - ABST AN - 01569632 TI - Analysis Environment for Safety Assessment and Certification of Commercial Launch and Reentry Systems AB - No summary provided. KW - Certification KW - Environment KW - Evaluation and assessment KW - Launch complexes (Astronautics) KW - Safety UR - https://trid.trb.org/view/1361351 ER - TY - ABST AN - 01570716 TI - Space Situational Awareness Improvements to Enable Safe Commercial Space Operations and Traffic Management AB - Effective space situational awareness faces the challenges of bringing together observations from disparate sensors and sources, developing computationally efficient dynamic propagation schemes, and formulating accurate estimation methods for the purpose of quantifying and qualifying space-based activities. KW - Air traffic control KW - Aviation safety KW - Commercial space transportation KW - Improvements KW - Sensors UR - https://trid.trb.org/view/1363060 ER - TY - ABST AN - 01570554 TI - High Temperature, Optical Sapphire Pressure Sensors for Hypersonic Vehicles AB - The objectives of this project are to: (1) design a sapphire optical lever microphone via multiphysics analytical modeling; (2) develop thermocompression fabrication methods for the formation of devices with moving parts out of sapphire and platinum; (3) develop techniques for ultrafast laser micromachining of sapphire for sensor and packaging fabrication; (4) fabrication and packaging of pressure sensors optimized for low-noise and high-sensitivity while possessing minimal drift associated with changes in relative humidity, temperature, etc.; (5) characterize sensors in a simulated, high temperature, pressurized laboratory environment; and (6) implement a hypersonic flow facility (such as Arnold Engineering Development Center, etc.) and/or a gas turbine (such as the Capstone C60 microturbine at the University of Florida, etc.). KW - High temperature KW - Hypersonic aircraft KW - Pressure KW - Sensors UR - https://trid.trb.org/view/1362685 ER - TY - ABST AN - 01465300 TI - Trajectory Management - RNAV/RNP Terminal Area Demonstration AB - The Federal Aviation Administration (FAA), in cooperation with aviation stakeholders, is implementing performance-based navigation in the National Airspace System (NAS). The two key components of performance-based navigation are Required Navigation Area Navigation (RNAV) and Required Navigation Performance (RNP). Each includes lateral navigation standards for performance, functionality, and capability. These standards allow the flexibility to design more efficient airspace and instrument procedures that collectively improve safety, access, capacity and efficiency, and minimize environmental impacts. KW - Air traffic control KW - Airspace (Aeronautics) KW - National Airspace System KW - Navigation systems KW - Next Generation Air Transportation System KW - Required navigation performance UR - https://trid.trb.org/view/1233533 ER - TY - ABST AN - 01570709 TI - Unified 4D Trajectory Approach for Integrated Management of Commercial Air and Space Traffic AB - The projected growth in demand for the use of the traditional airspace by commercial space transportation entities will make it increasingly hard to accommodate launches on a Special Use Airspace (SUA) basis. The projected growth in demand for the use of the traditional airspace by commercial space transportation entities will make it increasingly hard to accommodate launches on a Special Use Airspace (SUA) basis. KW - Air traffic KW - Airspace (Aeronautics) KW - Civil aviation KW - Commercial space transportation KW - Management KW - Space-time trajectories KW - Spacecraft UR - https://trid.trb.org/view/1363053 ER - TY - RPRT AN - 01451377 AU - United States Federal Aviation Administration TI - Palm Beach International Airport : environmental impact statement PY - 2011/02//Volumes held: Draft(3v), Final(4v), Integrated noise model (INM) input data B1 KW - Environmental impact statements KW - Florida UR - https://trid.trb.org/view/1219921 ER - TY - RPRT AN - 01380395 AU - Robinson, Michael AU - Venuti, Joseph C AU - McGettigan, Starr AU - Massachusetts Institute of Technology AU - Federal Aviation Administration TI - Use of a High-Resolution Deterministic Weather Forecast for Strategic Air Traffic Management Decision Support PY - 2011/02 SP - 27p AB - One of the most significant air traffic challenges is managing the National Airspace System (NAS) in a manner that optimizes efficiency and mitigates avoidable delay, while maintaining safety, when convective weather is present. To do this, aviation planners seek to develop strategic air traffic management (ATM) plans and initiatives that anticipate weather constraints 2-8 hours in the future and identify options and alternatives for efficient operations during the off-nominal NAS conditions. In support of strategic planning, traffic managers currently conduct bi-hourly Strategic Planning Telcons and devise weather impact mitigations plans using the human-generated Collaborative Convective Forecast Product (CCFP). However, most operational decision-makers agree that the quasi-deterministic CCFP "polygons" (accompanied by a "low/high" forecast confidence rating) lack the granularity and temporal resolution to adequately support efficient strategic ATM plans and decisions. Moreover, traffic managers also assert that probabilistic forecasts of convective weather likelihood, while helpful in highlighting regions of possible airspace disruptions, generally lack the ability to resolve specific weather characteristics pertinent to strategic planning. MIT Lincoln Laboratory, NCAR Research Applications Laboratory, and NOAA Earth Systems Research Laboratory have collaborated to develop a high-resolution, rapidly updating 0-8 hour deterministic precipitation and echo tops forecast, known as CoSPA, to aid operational decision-makers in developing strategic plans for weather impact mitigation. In the summer of 2010, a comprehensive field study was conducted to assess potential benefits and the operational performance of CoSPA in the context of strategic ATM planning. The data were gathered by simultaneous real-time observations of I5 FAA and airline operations facilities during 15 convective weather impact days affecting the Northern Plains, Great Lakes, and East Coast regions of the NAS. CoSPA field evaluation results will be presented to demonstrate the various ways aviation planners have utilized the increased spatial and temporal resolution of CoSPA - the ability of CoSPA to resolve storm structure and refine forecasts with high update rates - to make more detailed assessments of potential weather impacts and to determine the subsequent need for airspace management initiatives. Results will also be presented that highlight CoSPA enhancement needs, primarily related to forecast uncertainty, that would improve the operational effectiveness of CoSPA-derived weather impact mitigation plans. Finally, opportunities to translate CoSPA deterministic forecasts into integrated weather-ATM decision support for specific strategic planning tasks will be discussed. KW - Air traffic control KW - Decision support systems KW - Strategic planning KW - Systems analysis KW - Weather conditions KW - Weather forecasting UR - http://www.dtic.mil/dtic/tr/fulltext/u2/a545881.pdf UR - https://trid.trb.org/view/1147563 ER - TY - RPRT AN - 01358991 AU - Herricks, Edwin E AU - Woodworth, Elizabeth AU - Majumdar, Sid AU - Patterson, James AU - University of Illinois, Urbana-Champaign AU - Federal Aviation Administration AU - Hughes Technical Center TI - Performance Assessment of a Radar-Based Foreign Object Debris Detection System PY - 2011/02//Final Report SP - 43p AB - In 2004, the Federal Aviation Administration (FAA) Airport Technology Research and Development Team initiated a research program to conduct a performance assessment of the QinetiQ, Ltd. Tarsier Foreign Object Debris (FOD) detection radar system. The purpose of this assessment was to identify key operational characteristics and limitations of the system at an active air carrier airport, including the system’s ability to detect objects of various shapes, sizes, and materials at all locations on the runway surface. The system’s ability to detect FOD during both nighttime and daytime conditions, in periods of sun, rain, mist, fog, and in light and heavy snow was also assessed. In January 2005, the FAA developed plans for a comprehensive performance assessment of the technology at the Providence T. F. Green International Airport. Installation of the Tarsier system was completed in April 2007. Extensive data collection campaigns were conducted from June 2007 to March 2008. At the conclusion of the data collection process, the FAA had sufficient data to conclude the performance assessment. The QinetiQ Ltd. Tarsier FOD detection radar system was found to detect the necessary objects of various shapes, sizes, and materials on the runway surface and was able to perform satisfactorily in nighttime, daytime, sun, rain, mist, fog, and snow conditions, as required by FAA Advisory Circular 150/5220-24, “Airport Foreign Object Debris (FOD) Detection Equipment.” KW - Airport runways KW - Data collection KW - Debris KW - Detectors KW - Field studies KW - Performance KW - Periods of the day KW - Radar KW - Technology assessment KW - Weather UR - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=7c8c6da0-78d4-4e5e-8274-fee4c795f4bc&f=10-33.pdf UR - http://www.airporttech.tc.faa.gov/Download/Airport-Safety-Papers-Publications-Detail/dt/Detail/ItemID/61/Performance-Assessment-of-a-Radar-Based-Foreign-Object-Debris-Detection-System UR - https://trid.trb.org/view/1124115 ER - TY - RPRT AN - 01358980 AU - Pace, David AU - Ryan, Thomas AU - Braeckel, Aaron AU - Hart, Dennis AU - Newell, Oliver AU - Claypool, Kajal AU - Massachusetts Institute of Technology AU - Federal Aviation Administration TI - European and U.S. Perspectives on the Sharing and Integration of Weather Information into ATM Decisions PY - 2011/02 SP - 6 p AB - Weather is a major source of operational air traffic delays, accounting for 25 to 70% of all delays dependent of the geographical region. In today 's air traffic management (ATM) systems, a variety of weather information is available to help tactical and strategic planners better anticipate weather events that impact airspace capacity. Regretfully, the information is not always shared among all the stakeholders involved or well integrated into the existing ATM environment. This paper describes the high-level concepts for an improved sharing and integration of weather information into air traffic management decisions, as well as the current state and anticipated capabilities or the underlying information management infrastructure. KW - Air traffic control KW - Data sharing KW - Decision making KW - Europe KW - Flight delays KW - Information management KW - Stakeholders KW - United States KW - Weather conditions UR - http://www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA540919&Location=U2&doc=GetTRDoc.pdf UR - https://trid.trb.org/view/1124194 ER - TY - RPRT AN - 01357839 AU - Green, Bob AU - Marotta, Joseph AU - Petre, Brian AU - Lillestolen, Kirk AU - Spencer, Richard AU - Gupta, Nikhil AU - O'Leary, Daniel AU - Lee, Jason Dan AU - Strasburger, John AU - Nordsieck, Arnold AU - Manners, Bob AU - Mahapatra, Rabi AU - Federal Aviation Administration TI - Handbook for the Selection and Evaluation of Microprocessors for Airborne Systems PY - 2011/02//Final Report SP - 60p AB - This handbook provides research information intended to help aerospace system developers and integrators and regulatory agency personnel in the selection and evaluation of commercial off-the-shelf microprocessors for use in aircraft systems. This handbook is based on the cooperative research accomplished by contributing members of the aerospace industry and the Federal Aviation Administration (FAA) as part of the Aerospace Vehicle Systems Institute Microprocessor Evaluations Projects 1 through 5. The project objectives were to (1) identify common risks of using systems-on-a-chip (SoC) and mitigation techniques to provide evidence that they satisfy regulatory requirements and (2) evaluate existing regulatory policy and guidelines against the emerging characteristics of complex, nondeterministic microprocessors and SoCs to support the certification of aircraft and qualification of systems using these devices. Complex aircraft system development requires more robust consideration of system failure and anomaly detection, correction, and recovery. The safety net approach identified in this handbook also may provide a means to reduce the growing difficulties and costs of design assurance for highly integrated, complex, nondeterministic airborne electronic hardware and software within aircraft systems and reduce the labor burden for FAA regulation compliance and design assurance. The safety net approach documented in this handbook is consistent with current FAA policy and guidelines. KW - Air pilots KW - Aircraft KW - Aviation safety KW - Certification KW - Evaluation and assessment KW - Handbooks KW - Microprocessors KW - Onboard navigational aids KW - Regulations KW - System architecture KW - Systems analysis KW - Technology assessment UR - http://www.faa.gov/aircraft/air_cert/design_approvals/air_software/media/AR_11_2.pdf UR - https://trid.trb.org/view/1123060 ER - TY - RPRT AN - 01337268 AU - DeWeese, Rick AU - Moorcroft, David AU - Taylor, Amanda AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Aviation Child Safety Device Performance Standards Review PY - 2011/02//Final Report SP - 22p AB - The design and performance requirements for Child Restraint Systems (CRS) in TSO-C100b and SAE AS5276/1 were developed to enable proper restraint of infants and small children traveling on transport airplanes. They complement and extend those in the Federal Motor Vehicle Safety Standard for Child Restraint Systems (FMVSS-213), which, prior to their development, were the only approval means for CRS used on aircraft. Development of CRS able to comply with the aviation standards has proven challenging, as the test requirements call for a combination of worst-case belt anchor location, belt tension, and seat cushion properties/dimensions that were typical at the time the specifications were written. These parameters no longer appear to be representative of the majority of transport airplane seats. As such, difficulty complying with the standards based on these test parameters may be inadvertently hindering the availability of aviation-specific CRS. Aviation-specific CRS, now commonly referred to as Aviation Child Safety Devices (ACSD), have been recently developed that provide upper torso restraint for forward-facing children. Alternative regulatory procedures have been adopted for certification of these devices, requiring demonstration of an equivalent level of safety with TSO-approved devices. Revision of the regulatory requirements in order to accommodate these new devices included removal of the explicit requirement for these systems to meet FMVSS-213. This action has inadvertently removed some applicable requirements that are not duplicated in the TSO. Such requirements include: design specifications for occupant support surfaces, belt/buckle strength and durability tests, and defined occupant restraint configuration, geometry, and adjustment range. In addition, FMVSS-213 has been revised significantly since TSO-C100b was written, improving several aspects that could benefit existing aviation standards and provide a safety benefit for ACSD. These include use of advanced test dummies, enhanced test dummy preparation and positioning procedures, improved head injury assessment, and better CRS installation procedures. Analysis of AS5276/1, TSO-C100b, FMVSS-213, and the current seat population in the U.S. transport airplane fleet suggests that revisions to both the Aerospace Standard and the TSO based on technological evolution, improvements to test equipment, and test procedures that are more representative of the aircraft environment would advance the development of ACSD while maintaining or improving child safety. KW - Aircraft KW - Aviation safety KW - Child restraint systems KW - Performance KW - Standards UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201103.pdf UR - https://trid.trb.org/view/1097618 ER - TY - RPRT AN - 01335375 AU - Botch, Sabra R AU - Johnson, Robert D AU - Ricaurte, Eduard M AU - Selensky, Mitchell AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Benzodiazepine Use in Pilots of Civil Aviation Accidents: 1990-2008 Toxicology and Autopsy Findings PY - 2011/02//Final Report SP - 14p AB - Benzodiazepine medications have a long history of abuse. They are categorized as central nervous system depressants, and there are currently 15 different benzodiazepines prescribed in the United States and an additional 20 in other countries. The side effects of these medications include drowsiness, dizziness, decreased alertness, and/or memory loss, which can lead to impairment and a decreased ability to properly control an aircraft. The presence of these medications in postmortem specimens of aviation accident victims can help determine the cause of the accident and, potentially, result in serious legal consequences. The Civil Aerospace Medical Institute (CAMI) is in a unique position because a medical history is available to investigators for most certified pilots. With this in mind, the authors compared benzodiazepine compounds found following postmortem analysis with the available medical history for each victim. This evaluation was conducted to determine if these records supported the use of such medications or if the aviators were taking the compounds without the approval of their aviation medical examiners or possibly abusing the substances. In addition, a medical review of the autopsy records was also conducted. Toxicological information from analyses was retrieved from CAMI’s Forensic Toxicology Research Laboratory database. Case histories and accident information were obtained from the National Transportation Safety Board. Medical histories were obtained from the FAA’s medical certification database and CAMI’s autopsy team database. Over the examined time period (1990-2008), there were 6,062 fatal aviation accident cases received at CAMI, and 96 (~1.6%) pilots were found positive for a benzodiazepine. In ~74% of pilots found positive for benzodiazepine(s), it was determined that another compound was detected and more than one additional compound was often present. Fatal aviation accidents involving pilots who had taken a benzodiazepine compound prior to the flight are an infrequent event; however, concomitant use of more than one compound with benzodiazepines is common. This study highlights the use of benzodiazepine over the examined time period in the pilot community and presents a variety of demographic information about the pilots involved in such accidents. KW - Air pilots KW - Air transportation crashes KW - Autopsies KW - Benzodiazepines KW - Crash investigation KW - Drug abuse KW - Forensic medicine KW - Human factors in crashes KW - Medication KW - Toxicology UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201102.pdf UR - https://trid.trb.org/view/1098721 ER - TY - ABST AN - 01570710 TI - Ultra High Temperature Composites, Damage Modeling and Health Monitoring for TPS AB - No summary provided. KW - Composite materials KW - Damage assessment KW - High temperature KW - Structural health monitoring UR - https://trid.trb.org/view/1363054 ER - TY - ABST AN - 01571736 TI - Autonomous Rendezvous and Docking for Space Debris Mitigation AB - Launch vehicles are nonlinear dynamic systems that require skill to maneuver in tight spaces as required for docking and berthing maneuvers (DBMs). This problem is akin to the difficult task of parallel parking for ground vehicles. However, whereas the latter task can be based on a simple kinematic model, DBMs for space vehicles require the use of more complex dynamic models due to the need to model the less precise actuators (e.g., thrusters) and to explicitly consider the inertia of the vehicle due to the lack of friction or environmental resistance. KW - Autonomous vehicle guidance KW - Debris KW - Docking KW - Launch vehicles KW - Orbital debris KW - Spacecraft UR - https://trid.trb.org/view/1363314 ER - TY - ABST AN - 01484591 TI - Composite Structural Engineering Safety Awareness AB - No summary provided. KW - Awareness KW - Composite materials KW - Safety KW - Structural engineering UR - https://trid.trb.org/view/1253286 ER - TY - ABST AN - 01465437 TI - Independent Assessment of Nitrous Oxide Fuel Blend (NOFB) Testing AB - No summary provided. KW - Environmental risk assessment KW - Fuel mixtures KW - Independent study KW - Nitrogen oxides KW - Testing UR - https://trid.trb.org/view/1233670 ER - TY - ABST AN - 01477993 TI - Airport Concrete Pavement Technology Program AB - The purpose of the research is to foster continued improvement in concrete pavement technology by preserving, rehabilitating, and enhancing the existing system. The intent is to ensure that, through the funding of these efforts, concrete pavement will continue to meet evolving airport needs. KW - Airports KW - Concrete Pavement Technology Program KW - Concrete pavements KW - Improvements KW - Rehabilitation (Maintenance) UR - https://trid.trb.org/view/1247650 ER - TY - ABST AN - 01570707 TI - Wearable Biomedical Monitoring Equipment AB - No summary provided. KW - Biomedical materials KW - Environmental impacts KW - Equipment KW - Monitoring KW - Wear UR - https://trid.trb.org/view/1363051 ER - TY - ABST AN - 01570560 TI - Flight Crew Medical Standards & Passenger Acceptance Criteria AB - No summary provided. KW - Acceptance criteria KW - Aviation safety KW - Flight crews KW - Medical standards KW - Passengers UR - https://trid.trb.org/view/1362691 ER - TY - ABST AN - 01570232 TI - Definition and Design of Medical & Physiological Database System AB - No summary provided. KW - Databases KW - Design KW - Medical records KW - Physiological aspects UR - https://trid.trb.org/view/1361800 ER - TY - ABST AN - 01483253 TI - Human System Risk Management Approach AB - No summary provided. KW - Human system interface KW - Risk management UR - https://trid.trb.org/view/1252102 ER - TY - ABST AN - 01571734 TI - Development of Masters Level Commercial Launch, On-orbit, and Re-entry Operations Instruction Criteria AB - The main objectives of this project are to: (1) outline academic objectives of course; (2) solicit peer review and industry input of academic objectives of course; (3) define curriculum topics and requirements for course; (4) identify subject experts to deliver course lectures or assist in their development; (5) develop course syllabus, schedules, and course materials; (6) review export control restrictions on course materials; (7) execute planned course with first class; and (8) review and reflect on first course for future improvement (continuous process with academic, student, & industry input). The second objective of the project is to: (1) outline academic objectives of lab; (2) solicit peer review and industry input of academic objectives of lab; (3) define curriculum topics and requirements for lab; (4) identify subject experts to deliver lab and/or assist in its development; (5) review available hardware and equipment for implementation of console training; (6) develop lab syllabus, schedules, and materials; (7) review export control restrictions on lab activities and materials; (8) execute planned lab with first class; and (9) review and reflect on first lab for future improvement (continuous process involving academic, student, and industry input). The objective of the project is to: (1) assemble credible committee from academia, industry, and student body; (2) committee review of course and lab curriculum and effectiveness; (3) and establishment of pre-requisites and Certificate requirements. KW - Airside operations KW - Commercial space transportation KW - Course content KW - Curricula KW - Launch vehicles KW - Orbital launches KW - Spacecraft KW - Training programs UR - https://trid.trb.org/view/1363312 ER - TY - ABST AN - 01483858 TI - Testing and Training of Personnel and Hardware in High-G Profiles Using the NASTAR Center Centrifuge AB - The objectives of this project are to: (1) conduct training and evaluation of future space flight participants (SFPs); (2) evaluate biomedical monitoring equipment under the G-profiles of commercial space flights; (3) develop optimal protocols for SFP's efficient and effective training; and (4) train and evaluate crew members in the G-profiles of various vehicles. KW - Aircraft operations KW - Centrifuges KW - Education and training KW - Evaluation and assessment KW - Hardware KW - Space flight training KW - Testing UR - https://trid.trb.org/view/1252692 ER - TY - ABST AN - 01483854 TI - Wearable Biomedical Monitoring Equipment for Passengers on Suborbital & Orbital Flights AB - The objectives of this project are to: (1) identify and set design requirements of biomedical monitoring equipment that can be incorporated into a wearable vest or harness to support the operational monitoring needs of space flight surgeons as well as the research interests of aerospace physiologists; (2) procure and assemble prototype hardware configurations; and (3) test prototype hardware configurations will be tested under expected G profiles in various operator's launch and landing systems using the centrifuge at the NASTAR Center." KW - Biomedical engineering KW - Launch vehicles KW - Monitoring KW - Orbital launches KW - Passengers KW - Protective clothing KW - Prototypes KW - Suborbital launches UR - https://trid.trb.org/view/1252688 ER - TY - ABST AN - 01483869 TI - Mitigate Threats through Space Environment Modeling/Prediction Including MMOD Detection & Avoidance AB - The objectives of this project are to: (1) develop a "whole atmosphere model" (WAM) that includes assimilation of real-time data throughout the atmosphere (0-600 km), and that will seamlessly provide neutral and ionosphere densities and wind forecasts throughout the orbital (200-400 km), entry (~80-200 km), and descent and landing (0-80 km) operational regimes; and (2) provide the first characterization of meteoroid parameters, including density, in order to provide satellite risk assessment. KW - Commercial space transportation KW - Damage avoidance KW - Hazard mitigation KW - Space debris KW - Threats UR - https://trid.trb.org/view/1252703 ER - TY - ABST AN - 01483866 TI - Payload Interface and Safety Guidelines AB - The objectives of this project are to: (1) conduct survey of stakeholders to identify and prioritize vehicle interface and operational requirements to enable safe and efficient space research; (2) develop database of information; and (3) develop guidelines and recommendations for payload integration, operations planning and safety documentation to improve the integration process and usability of commercial vehicles for suborbital and low Earth orbit research. KW - Aviation safety KW - Commercial space transportation KW - Databases KW - Guidelines KW - Interfaces KW - Payload UR - https://trid.trb.org/view/1252700 ER - TY - ABST AN - 01483464 TI - Apply JSC's Human System Risk Management Approach to Commercial Suborbital and Short Duration Orbital Flights AB - The objectives of this project are to: (1) identify and select a subset of the 90 human system risks for the National Aeronautic Space Administration's (NASA's) long duration space flights that are applicable to suborbital and short duration orbital space flights; (2) assess and quantify the health and human performance risks for commercial space flight crew members and passengers; (3) apply the Wyle Integrated Medical Model (IMM) to assess risk and designing medical systems for the constrained environment of space flight; and (4) modify and apply these tools and processes to assess and mitigate human system risk feeds back into the future preparation of space flight participants, flight crews, ground operations, and vehicle design to further reduce risks to human health and performance. KW - Commercial space transportation KW - Flight KW - Human factors KW - Risk management KW - Suborbital launches UR - https://trid.trb.org/view/1252281 ER - TY - ABST AN - 01483454 TI - Definition and Design of a Medical and Physiological Database System for Commercial Space Flight AB - The objectives of this project are to: (1) identify the appropriate data elements and the design structure for a consolidated database; and (2) identify and document the infrastructure and processes for capturing data from pre-flight, in-flight, and post-flight assessments and from research studies performed during suborbital and orbital flights. KW - Civil aviation KW - Commercial space transportation KW - Databases KW - Diseases and medical conditions KW - Flight data KW - Human factors KW - London Orbital Motorway KW - Physiological aspects UR - https://trid.trb.org/view/1252271 ER - TY - ABST AN - 01483451 TI - Flight Crew Medical Standards and Passenger Acceptance Criteria AB - The objectives of this project are to: (1) collect and review of the existing literature addressing pilot medical certification, passenger medical evaluation guidelines, and recommendations about testing and training for both crew members and passengers; (2) convene a working group of previous authors of these documents, experts in space medicine and physiology, operational support personnel, training experts, and safety professionals to draft a consolidated set of recommendations for the medical certification of crew members, medical clearance of passengers, and training procedures; and (3) conduct a study of the information that is required for passengers to complete an 'Informed Consent' declaration. In addition to the content of an 'informed consent' document, we will analyze and test the language reading level most appropriate for these forms to be easily understood by both individuals with English as their primary language and those for whom English is a second language. KW - Acceptance criteria KW - Air pilots KW - Aviation safety KW - Certification KW - English language KW - Flight crews KW - Health care KW - Medical certification KW - Passengers KW - Standards UR - https://trid.trb.org/view/1252268 ER - TY - ABST AN - 01465441 TI - Explosive Yield Test of Nitrous Oxide Pressurized Systems (and Support) AB - No summary provided. KW - Explosives KW - Nitrogen oxides KW - Pressurization KW - Technical support KW - Yield control UR - https://trid.trb.org/view/1233674 ER - TY - ABST AN - 01465428 TI - Rapid Prototyping of ADS-B UAT for Commercial Space Operations in the NAS AB - No summary provided. KW - Airspace utilization KW - Commercial space transportation KW - Drone aircraft KW - Prototypes UR - https://trid.trb.org/view/1233661 ER - TY - RPRT AN - 01336810 AU - Kochenderfer, M J AU - Chryssanthacopoulos, J P AU - Massachusetts Institute of Technology AU - Federal Aviation Administration TI - Robust Airborne Collision Avoidance through Dynamic Programming PY - 2011/01/03/Project Report SP - 118p AB - The Traffic Alert and Collision Avoidance System (TCAS) uses an on-board beacon to monitor the local air traffic and logic to determine when to alert pilots to potential conflict. The current TCAS logic was the result of many years of development and involved the careful engineering of many heuristic rules specified in pseudocode. Unfortunately, due to the complexity of the logic, it is difficult to revise the pseudocode to accommodate the evolution of the airspace and the introduction of new technologies and procedures. This This report summarizes recent advances in computational techniques for automatically deriving the optimal logic with respect to a probabilistic model and a set of performance metrics. Simulations demonstrate how this new approach results in logic that significantly outperforms TCAS according to the standard safety and operational performance metrics. KW - Air pilots KW - Air traffic control KW - Aviation safety KW - Computer programs KW - Crash avoidance systems KW - Monitoring KW - Radar air traffic control KW - Traffic alert and collision avoidance system KW - Warning systems UR - http://www.ll.mit.edu/mission/aviation/publications/publication-files/atc-reports/Kochenderfer_2011_ATC-371_WW-21458.pdf UR - https://trid.trb.org/view/1098763 ER - TY - ABST AN - 01571733 TI - Magneto-Elastic Sensing for Structural Health Monitoring AB - Structural health monitoring (SHM) is seen as a key technology to reduce cost land improve safety of operation of modern space vehicles. Future spacecraft require sensing technologies that are reliable, multi-purpose, durable, and long-lived. These sensors need to detect and characterize impact damage from space debris, assess structural integrity of the spacecraft, provide information on structural interfaces, explore spacecraft electrical signature, enable reusable component requalification for flight, and possibly conduct non-contact inspection in space. KW - Algorithms KW - Damage assessment KW - Elastic analysis KW - Sensors KW - Structural health monitoring UR - https://trid.trb.org/view/1363311 ER - TY - ABST AN - 01547360 TI - Quick Response for Special Needs. Task 20. Developing Problem Statements on Information Technology Issues at Airports AB - Information technology (IT) and the business applications that use IT permeate every aspect or function of the airport operation. Yet, limited information is readily available to airport operators regarding the factors that should be considered as changes occur to the maintenance, administration, or operation of the airport or to the available technology itself. The Airport Operators Council (AOC) wishes to identify issues related to IT that could benefit from applied research and be immediately put into practice upon completion. The Airport Cooperative Research Program (ACRP) has facilitated a special discussion for practitioners with interest and responsibility for the oversight of IT at airports. The objective of this discussion was to identify and develop a handful of research ideas related to IT and impacting airports that could benefit from ACRP research. Participants outlined the need, objective, and preliminary scope of the research ideas that were discussed. KW - Airport operations KW - Information technology KW - Oversight UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3265 UR - https://trid.trb.org/view/1334553 ER - TY - ABST AN - 01489595 TI - Autonomous Rendezvous and Docking Standards AB - The motion planning will be based on Sampling Based Model Predictive Control (SBMPC), which is a synergy between the Model Predictive Control (MPC) paradigm used by control researchers and engineers and the sampling based planning methodologies popularized by robotics and artificial intelligence researchers. SBMPC, like MPC, uses dynamic models in planning and treats the inputs to the system as the optimization parameters. However, unlike MPC, it optimizes uses sampling and A*-type optimization, which enables it to avoid local minimum and be used for real-time planning and control. KW - Aircraft operations KW - Autonomous vehicle guidance KW - Commercial space transportation KW - Docking KW - Model predictive control KW - Optimization KW - Real time control UR - https://trid.trb.org/view/1258752 ER - TY - ABST AN - 01489593 TI - Technical Oversight AB - No summary provided. KW - Commercial space transportation KW - Evaluation and assessment KW - Oversight KW - Technical assistance UR - https://trid.trb.org/view/1258750 ER - TY - ABST AN - 01489584 TI - Flight Software Validation and Verification for Safety AB - This purpose of this program is to: 1) formulate a coherent plan of research to impact flight software validation and verification for commercial space transportation systems; and 2) produce a research roadmap of activities that may lead to a full project pursued under the umbrella of the COE. KW - Aviation safety KW - Commercial space transportation KW - Research management KW - Software KW - Technological innovations KW - Validation UR - https://trid.trb.org/view/1258741 ER - TY - ABST AN - 01489583 TI - Human System Risk Management Approach to CST AB - The objective of this research project is to investigate the feasibility of applying the work that has been done by NASA in assessing human system risks for mid- and long-duration spaceflight for highly-trained astronauts to the risk assessment for relatively untrained commercial space flight participants. KW - Astronautics KW - Commercial space transportation KW - Human factors KW - Risk management UR - https://trid.trb.org/view/1258740 ER - TY - ABST AN - 01489579 TI - Space Operational Framework AB - This project will: 1) enumerate the activities that must be performed at a "typical" spaceport; 2) analyze and evaluate the structure of sub-activities that are or will be performed at a spaceport; 3) identify the variables within this structure and the policies that impact them; and 4) determine the ways in which changes in the relationship between these variables and spaceport policies will impact spaceport operation. KW - Commercial space transportation KW - Facilities KW - Operations KW - Spaceports UR - https://trid.trb.org/view/1258736 ER - TY - ABST AN - 01483861 TI - Spaceflight Crew Medical Standards and Participant Acceptance Criteria AB - The three objectives for this research project are: (i) development of recommendations for the medical standards for suborbital and orbital space vehicle crew members; (ii) development of recommendations for passenger acceptance criteria for suborbital and orbital space flight; and (iii) development of a model passenger 'Informed Consent' document for use by space launch operators to convey the risks related to personal medical status to their passengers. The project will collect and review of the existing literature addressing pilot medical certification, passenger medical evaluation guidelines, and recommendations about testing and training for both crew members and passengers. The project will convene a working group of previous authors of these documents, experts in space medicine and physiology, operational support personnel, training experts, and safety professionals to draft a consolidated set of recommendations for the medical certification of crew members, medical clearance of passengers, and training procedures. The project will conduct a study of the information that is required for passengers to complete an 'Informed Consent' declaration. In addition to the content of an 'informed consent' document, we will analyze and test the language reading level most appropriate for these forms to be easily understood by both individuals with English as their primary language and those for whom English is a second language. KW - Acceptance criteria KW - Commercial space transportation KW - Data collection KW - Diseases and medical conditions KW - Flight crews KW - Medical certification KW - Standards KW - Training UR - https://trid.trb.org/view/1252695 ER - TY - ABST AN - 01483857 TI - Ultra High Temperature Composites for Thermal Protection Systems AB - Ultra high temperature ceramics (UHTCs) are a class of ceramics that are physically and chemically stable at temperatures above 2400°C and have melting temperature above 3200°C. Potential applications of these materials include components for leading edges and nose cones of hypersonic missiles and vehicles, kinetic energy interceptors, advanced ceramic engine components, re-entry vehicles, and as TPS for rocket thrust nozzles, etc. The research team will develop composites of UHTC top layer (e.g., ZrB2-SiC) and PZT piezoelectric/ZrO2 chemical sensing/Polymer Derived Ceramic (PDC) bottom layer which would allow to perform temperature, oxygen content, and stress sensing. While the top layer is highly oxidation-resistant at elevated temperatures, the bottom layer can sense mechanical and thermal stresses, as well as provide an input on the oxidation status of the upper ZrB2 UHTC layer. Thus UHTC composites with multifunctional structures will be developed. The team proposes to utilize a rapid processing scheme called spark plasma sintering (SPS) method that can sinter powders within 5 min at elevated temperatures and simultaneously provide a gradient in the temperature profile so that ceramics and sensor materials (with piezoelectric properties) can be sintered simultaneously to form multifunctional materials as desired. Hot isostatic pressing along with magnetron sputtering will be also used for multilayered materials' manufacturing. The proposal focuses on development of many such multifunctional systems with different combination of materials, and will investigate fundamental issues of processibility, microstructure development, interfacial characteristics, and mechanical performance. KW - Ceramic materials KW - Commercial space transportation KW - Composite materials KW - Cones KW - High temperature KW - Nose KW - Spacecraft KW - Thermal protection UR - https://trid.trb.org/view/1252691 ER - TY - ABST AN - 01483856 TI - Unified 4D Trajectory Approach for Integrated Management AB - The three main objectives for this project are to: (i) to develop plausible architectures for an Integrated Airspace Management System; (ii) to research and develop the foundation of such a system so that, from the outset, time-space probabilistic trajectories and safety assessments can be incorporated; and (iii) to create a prototype implementation for a proof-of-concept of the system that may be further developed in a follow-on project. The project will develop requirements, architecture and prototype implementations of simultaneous air/space traffic management procedures for commercial space transportation. Leverage projected improvements derived from NextGen. The project will develop plausible architectures for an Integrated Airspace Management System (IAMS). The project will research and develop the foundation of IAMS based on 4D, time-space probabilistic trajectories and safety assessments. The project will create a prototype implementation for a proof-of-concept of the IAMS that may be further developed in a follow-on project. KW - Aircraft KW - Airspace (Aeronautics) KW - Commercial space transportation KW - Four dimensional models KW - Integrated systems KW - Management KW - Trajectory UR - https://trid.trb.org/view/1252690 ER - TY - ABST AN - 01483870 TI - Masters Level Commercial Space Operations Instruction Criteria AB - The objectives of this project are to: (1) develop a one semester course covering the fundamentals of launch and on-orbit operations; (2) develop a hands-on lab to follow the pre-requisite course work to provide real-world training in operations; (3) refine instruction techniques based on student feedback and industry input; and (4) standardize instruction and identify required co-requisite courses for the establishment of a Certificate in Commercial Launch and Satellite Operations awarded by the University of Colorado at Boulder. KW - Aircraft operations KW - Civil aviation KW - Commercial space transportation KW - Education and training KW - Launch vehicles UR - https://trid.trb.org/view/1252704 ER - TY - ABST AN - 01483868 TI - Multi-Disciplinary Analysis of Launch Vehicle Safety Metrics AB - The objectives of this research project are to: (1) Develop a High-fidelity tool; (2) Characterize safety, reliability, and performance for launch vehicles; and (3) Validate tools developed from objective (1) using existing launch vehicle flight data. KW - Aircraft KW - Aviation safety KW - Launch vehicles KW - Multidisciplinarity KW - Validation UR - https://trid.trb.org/view/1252702 ER - TY - ABST AN - 01483863 TI - Space Situational Awareness Improvements AB - The desired outcome of this project is to: (i) maximize the information extracted from all sources of collected data (minimize ambiguity); (ii) gather data in a way that maximizes its information content (maximize efficiency), (iii) recover and predict the space domain with more realistic and accurate knowledge; and (iv) infer the space-based environment in a timely fashion so as to increase safety and enable effective decision making. Examine the uncertainty associated with resident space objects and the time propagation of these uncertainties through coordinated extensive research of: (1) Next Generation Space Catalog; (2) Resident Space Object Characterization; (3) Collision Avoidance/Conjunction Analysis; and (4) Orbital Safety and Debris Removal. KW - Air traffic control KW - Alertness KW - Commercial space transportation KW - Data collection KW - Data quality KW - Improvements KW - Uncertainty UR - https://trid.trb.org/view/1252697 ER - TY - ABST AN - 01483455 TI - Define New Paradigms for Flight Software Validation and Verification for Safety AB - The objective of this project is to develop a white paper for research challenges in flight software validation and verification (V&V) for commercial space transportation systems. KW - Aviation safety KW - Commercial space transportation KW - Software KW - Validation KW - Verification UR - https://trid.trb.org/view/1252272 ER - TY - RPRT AN - 01506238 AU - Schulz, Noah AU - Boeker, Eric AU - Research and Innovative Technology Administration AU - Federal Aviation Administration TI - An Examination of the Spectral Class Low Frequency Limit for Helicopters PY - 2011/01 SP - 59p AB - Currently, Integrated Noise Model (INM) and Aviation Environmental Design Tool (AEDT) do not use spectral data below 50 Hz in their noise computations. However, helicopter rotor rotational noise is dominant below 50Hz, with a fundamental frequency at the blade-pass frequency (BPF) and harmonics at integer multiples of BPF. Noise data for several helicopters have been measured for inclusion in the INM/AEDT database with expanded spectral data down to 12.5 Hz. The purpose of this effort is to determine what effects, if any, inclusion of low frequency data will have on resulting noise modeling. The results of which would determine if and how an expanded-spectra capability should be included in AEDT. KW - Aircraft noise KW - Aviation Environmental Design Tool KW - Databases KW - Helicopters KW - INM (Integrated Noise Model) KW - Low frequency UR - http://ntl.bts.gov/lib/51000/51000/51025/Helicopter_LowFrequency_final.pdf UR - https://trid.trb.org/view/1290394 ER - TY - RPRT AN - 01335386 AU - Collins, William E AU - Wayda, Michael E AU - CNI Aviation, LLC AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Index to FAA Office of Aerospace Medicine Reports: 1961 through 2010 PY - 2011/01//Final Report SP - 98p AB - An index to Federal Aviation Administration Office of Aerospace Medicine Reports (1964-2010) and Civil Aeromedical Institute Reports (1961-1963) is presented for those engaged in aviation medicine and related activities. The index lists all FAA aerospace medicine technical reports published from 1961 through 2010: chronologically, alphabetically by author, and alphabetically by subject. KW - Aviation medicine KW - Diseases and medical conditions KW - Human factors KW - Indexes (Information management) KW - Research reports UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201301.pdf UR - https://trid.trb.org/view/1098720 ER - TY - RPRT AN - 01394339 AU - Georgia Department of Transportation AU - CDM Smith AU - Federal Aviation Administration TI - 2011 Georgia Statewide Airport Economic Impact Study: Executive Summary PY - 2011 SP - 13p AB - Georgia’s airports are a major catalyst to the state’s growing economy. In order to better understand the economic benefit of Georgia’s airports to the economy, the Georgia Department of Transportation completed this study to quantify the economic contribution of the state’s airport system. The total economic contribution of Georgia’s 104 public-use airports is the sum of the on-airport businesses, the spending of visitors, and the additional activity of the recirculation of spending of on-airport businesses and visitors. Georgia’s airports contribute significantly to the state’s economy, supporting 471,175 jobs, $17.8 billion in payroll, and $62.6 billion in statewide economic impact. Annually, aviation contributes significant revenue to the state’s general fund and local governments, providing nearly $137 million in revenue in 2009, a 37% increase from 2001 aviation-related tax revenues. KW - Airports KW - Economic impacts KW - Employment KW - Georgia UR - http://www.dot.ga.gov/InvestSmart/Aviation/Documents/Georgia%20Economic%20Impact%20Study%20-%202011(GDOT).pdf UR - https://trid.trb.org/view/1154465 ER - TY - RPRT AN - 01361546 AU - Federal Aviation Administration TI - FAA Aerospace Forecast, Fiscal Years 2011-2031 PY - 2011 SP - 106p AB - The airlines have returned to profitability, and expectations are that that will continue throughout 2011. The good news is not limited to the United States alone. Indeed, the international market is recovering at an even faster rate. Previously, the FAA had projected that U.S. commercial carriers would serve a billion passengers by 2023. The activity of 2010 has pushed that milestone forward two years to 2021. As the economy continues to recover, passenger and operations totals also will continue to climb. Just as was the case last year, it is expected that international markets will again continue to grow faster than domestic markets. Large airports will continue to outpace their smaller counterparts. The FAA forecasts that the numbers of larger regional jets flying will increase, while most of the smaller regional jets are retired from the fleet. Substantial growth in both demand and activity is projected, and 550 million more passengers will be on U.S. carriers by 2031 than in 2010. Traffic—revenue passenger miles—will more than double over the next 20 years. On the general aviation front, the demand for products and services will continue to grow. With new business jets and products like light sport aircraft, activity in this segment of the industry is expected to continue to increase in the future. The forecast is not without risk. Environmental constraints could lead to reductions in demand. The volatility of fuel prices and the continued presence of congestion continue to loom. This document presents forecast highlights, a review of 2010 activity, and detailed forecasts and forecast tables for fiscal years 2011-2031. KW - Aerospace industry KW - Air traffic KW - Air transportation KW - Air travel KW - Airlines KW - Aviation KW - Civil aviation KW - Commercial space transportation KW - Economic factors KW - Economic forecasting KW - Economic growth KW - Forecasting KW - General aviation KW - Long range planning KW - Market assessment KW - Tables (Data) KW - Travel demand UR - https://www.faa.gov/data_research/aviation/aerospace_forecasts/media/2011%20Forecast%20Doc.pdf UR - https://trid.trb.org/view/1127325 ER - TY - ABST AN - 01570551 TI - Mitigate Threats through Space Environment Modeling/Prediction Including Micrometeoroid and Orbital Debris (MMOD) AB - No summary provided. KW - Modeling KW - Orbital debris KW - Space environment KW - Threats UR - https://trid.trb.org/view/1362682 ER - TY - ABST AN - 01570565 TI - Establishment of Framework for Commercial Space Launch Standards AB - The objectives of this project are to: (1) examine the available literature and operational standards; (2) review the activities listed below and compare them at 3 operational launch sites; and (3) implement the operational activities of Spaceport America. KW - Commercial space transportation KW - Framework (Planning) KW - Launching KW - Space shuttles KW - Standards UR - https://trid.trb.org/view/1362696 ER - TY - RPRT AN - 01330467 AU - Department of Transportation AU - Federal Aviation Administration TI - FAA Needs to Improve Risk Assessment Processes for its Air Transportation Oversight System PY - 2010/12/16 SP - 36p AB - The Federal Aviation Administration (FAA) uses its Air Transportation Oversight System (ATOS) to conduct surveillance of nearly 100 airlines. These airlines transport more than 90 percent of U.S. airline passenger and cargo traffic. The U.S. Department of Transportation Office of Inspector General (OIG) has consistently reported that ATOS is conceptually sound because it is data-driven and intended to target inspector resources to the highest risk areas. However, in 2002 and 2005, OIG reported that FAA needed to strengthen national oversight of ATOS to hold field managers more accountable for consistently implementing effective oversight practices. After hearings on the safety issues at Southwest, the Senate Committee on Science, Commerce, and Transportation and the House Committee on Transportation and Infrastructure requested that OIG review FAA’s oversight of the U.S. airline industry. As a result of the weaknesses identified in OIG's 2008 testimony, the Committees asked OIG to determine if similar oversight weaknesses existed elsewhere in the system. Accordingly, OIG's audit objectives were to determine (1) whether FAA has completed timely ATOS inspections of air carriers’ policies and procedures for their most critical maintenance systems; (2) how effective ATOS performance inspections have been in testing and validating that these critical maintenance systems are working properly; and (3) how well FAA implemented ATOS for the remaining Part 121 air carriers and what, if any, oversight challenges FAA inspection offices face. Three areas were identified where FAA could improve its management and oversight of ATOS: timely inspection of policies and procedures for critical maintenance systems; assessments of whether or not critical maintenance systems were performed as intended; and effective implementation of ATOS. KW - Air Transportation Oversight System KW - Airlines KW - Aviation safety KW - Implementation KW - Inspection KW - Maintenance KW - Oversight KW - Risk assessment KW - U.S. Federal Aviation Administration UR - http://www.oig.dot.gov/sites/dot/files/ATOS_Report_0.pdf UR - https://trid.trb.org/view/1093568 ER - TY - RPRT AN - 01324976 AU - Department of Transportation AU - Federal Aviation Administration TI - FAA Needs To Implement More Efficient Performance-Based Navigation Procedures and Clarify the Role of Third Parties PY - 2010/12/10 SP - 26p AB - On December 10, The U.S. Department of Transportation's Office of Inspector General (OIG) issued its report on the Federal Aviation Administration's (FAA) oversight of new flight procedures using Area Navigation (RNAV) and Required Navigation Performance (RNP) and its use of third parties to develop them. These technologies are key building blocks for the Next Generation Air Transportation System and could provide shorter, more direct flight paths; improved airport arrival rates; enhanced controller productivity; fuel savings; and reduced aircraft noise. OIG conducted this review at the request of the Chairman of the House Subcommittee on Aviation, who stated that a clear understanding of third-party roles is needed before they can be expanded. Overall, OIG found that the role of the two third parties FAA has approved to develop RNP procedures remains unclear, as well as FAA's strategy for implementing timely, high-value routes using in-house resources. FAA has also not fully established an oversight program for third parties, defined the staffing levels needed to oversee them, or finalized key guidance to industry on qualifications to become a third-party developer. OIG made eight recommendations to help FAA effectively implement and coordinate RNAV/RNP procedures and establish an oversight program for third parties. Overall, FAA's response met the intent of most of OIG's recommendations; however, OIG has requested that FAA provide additional clarifying information for three of them. KW - Aircraft pilotage KW - Implementation KW - Navigation systems KW - Next Generation Air Transportation System KW - Oversight KW - Performance based planning KW - Procedures KW - Third parties KW - U.S. Federal Aviation Administration UR - http://www.oig.dot.gov/node/5464 UR - https://trid.trb.org/view/1085253 ER - TY - RPRT AN - 01595737 AU - Federal Aviation Administration TI - Voluntary Airport Low Emission Program Technical Report Version 7 PY - 2010/12/02/Technical Report SP - 164p AB - The contents of this report are presented in the following chapters: (1) Introduction - The Voluntary Airport Low Emission Program (VALE) is described in this chapter, including VALE program benefits, airport eligibility, agency and industry participants, applicable environmental regulations, and associated Federal Aviation Administration (FAA) programs; (2) Application Procedures; (3) Fuel Eligibility and Characteristics; (4) General Vehicle Eligibility; (5) Program Low-Emission Standards for New Vehicles; (6) Infrastructure Eligibility and Fuel Facility Guidelines; (7) Airport Improvement Program (AIP) and Passenger Facility Charge (PFC) Project Eligibility; (8) Airport Program Responsibilities; and (9) Assessment Methodology, KW - Airport Improvement Program KW - Alternate fuels KW - Benefits KW - Eligibility KW - Environmental regulations KW - Evaluation and assessment KW - Exhaust gases KW - Facilities KW - Fuels KW - Infrastructure KW - Passenger facility charges KW - Standards KW - Vehicles KW - Voluntary Airport Low Emissions program UR - https://www.faa.gov/airports/environmental/vale/media/vale_techreport_v7.pdf UR - https://trid.trb.org/view/1398237 ER - TY - RPRT AN - 01526304 AU - Willems, Ben AU - Hah, Sehchang AU - Schulz, Kenneth AU - Federal Aviation Administration AU - Federal Aviation Administration TI - En Route Data Communications: Experimental Human Factors Evaluation PY - 2010/12//Technical Report SP - 183p AB - Data Communication (Data Comm) is one of the key enablers required for the implementation of the Next Generation Air Transportation System (NextGen) Plan. NextGen addresses increasing air traffic levels and complexity for 2015 and beyond (Joint Planning and Development Office, 2007). This report presents the experimental evaluation of Data Comm between en route controllers and pilots as an alternative to voice communication. The authors conducted the evaluation using an augmented emulation of the En Route Automation Modernization (ERAM) system. In 2009, the Federal Aviation Administration (FAA) has started to replace the current Display System Replacement and Host Computer System with ERAM. The authors recorded and analyzed system, controller performance, and controller self-report data. They also recorded and analyzed controllers’ eye movements and oxygenation levels of the prefrontal cortex using functional near infrared technology. The results showed that the most useful Data Comm interface was the Human-Machine Interface that combined keyboard, template, and graphical capabilities. An increase in the proportion of the aircraft that were Data Comm capable reduced the frequency of voice communications and lowered controller workload. Data communication failure of individual aircraft did not affect controller performance, but partial or full system failure increased the number of voice communications and workload. For the aircraft that did not have an integrated Flight Management System (FMS), controllers did not opt to use voice communications more often than using Data Comm, but integrated FMS reduced their workload. The analysis did not find a difference between first-come, first-served and best-equipped, best-served policies. On the basis of these results, recommendations are presented for the NextGen Data Comm. KW - Air pilots KW - Air traffic controllers KW - Data communications KW - En Route Automation Modernization KW - Enroute traffic control KW - Eye movements KW - Human factors KW - Human machine systems KW - Next Generation Air Transportation System KW - Voice communication KW - Workload UR - http://www.tc.faa.gov/its/worldpac/techrpt/tc106.pdf UR - https://trid.trb.org/view/1307231 ER - TY - RPRT AN - 01341157 AU - Sollenberger, Randy L AU - Williams, Ben AU - DiRico, John AU - Hale, Mark AU - Deshmukh, Atul AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Human-in-the-Loop Investigation of Automation Requirements for Separation Management PY - 2010/12//Technical Report SP - 81p AB - The Separation Management Project is part of the Federal Aviation Administrations (FAA) Next Generation Air Transportation System (NextGen) Plan. Human factors researchers from the FAA's William J. Hughes Technical Center conducted a human-in-the-loop simulation to investigate variable lateral separation standards in the en route environment. Twelve Certified Professional Controllers participated in the study. The authors simulated reduced separation requirements (i.e., 3 miles) using a single sensor radar site adaptation as well as for aircraft with either Automatic Dependent Surveillance-Broadcast or Performance-Based Navigation equipment. The authors simulated increased separation (i.e., 10 miles) for Unmanned Aircraft Systems. In addition, the authors simulated variable wake turbulence separation requirements for the Airbus 380 and Very Light Jets. The authors also developed a set of support tools to assist the controllers in using the variable separation procedures. The authors identified several human factors issues, and the results are discussed in terms of the automation requirements necessary to support the variable separation concept. KW - Air transportation KW - Aircraft pilotage KW - Aircraft separation KW - Automatic dependent surveillance-broadcast KW - Automation KW - Drone aircraft KW - Human in the loop simulation KW - Navigation systems KW - Next Generation Air Transportation System KW - Sensors KW - Simulation UR - http://www.tc.faa.gov/its/worldpac/techrpt/tc107.pdf UR - https://trid.trb.org/view/1103100 ER - TY - RPRT AN - 01336899 AU - Huang, S S AU - Cho, JYN AU - Massachusetts Institute of Technology AU - Federal Aviation Administration TI - Analysis of Ground-Based Radar Low-Altitude Wind-Shear Detection in OEP Terminal Airspace for NextGen PY - 2010/12 SP - 88p AB - To support the Next Generation Air Transportation (NextGen), the Reduce Weather Impact Sensor Right Sizing program is identifying and analyzing gaps in the current sensor network coverage relative to the Four-Dimensional Weather Data Cube Single Authoritative Source performance requirements. In this study, the authors look for shortfalls in low-altitude wind-shear sensing by ground-based radars and lidar in the NextGen super-density operations (SDO) terminal airspace. Specifically, 2D gridded wind-shear visibility (an upper bound to detection probability) data are generated for microbursts and gust fronts separately for different sensors, namely the Terminal Doppler Weather Radar, Next Generation Weather Radar, Airport Surveillance Radar-9 with Weather Systems Processor, and Doppler lidar. KW - Airports KW - Aviation safety KW - Performance KW - Terminal navigation aids KW - Visibility KW - Weather radar KW - Wind shear UR - https://trid.trb.org/view/1098770 ER - TY - RPRT AN - 01325026 AU - Prinzo, O Veronika AU - Campbell, Alan AU - Hendrix, Alfred M AU - Hendrix, Ruby AU - Federal Aviation Administration AU - HCS Consulting Services TI - U.S. Airline Transport Pilot International Flight Language Experiences, Report 5: Language Experiences in Native English-Speaking Airspace/Airports PY - 2010/12//Final Report SP - 28p AB - In 1998, the International Civil Aviation Organization took a heightened interest in the role of language in airline accidents. Member states agreed to take steps to ensure air traffic control personnel and flight crews involved in flight operations in airspace where the use of the English language is required were proficient in conducting and comprehending radiotelephony communications in English. This report is a compilation of written responses and comments by U.S. pilots from American, Continental, Delta, and United Airlines of their difficulties in international operations. In this report, the pilots’ responses to questions 46-53 are presented as a compiled narrative. Their responses had eight major thrusts from which the authors derived the following five recommendations: (1) Adopt a standard dialect for use in ATC communications. (2) All trainees and current certified professional controllers successfully complete instruction and training in the principles of voice production and articulation as it relates to ATC communication. (3) Define an optimal rate of speech for use by certified professional controllers when communicating with pilots. Research is needed to provide guidance on the optimal rate of speech for different populations of speakers – U.S., Foreign. (4) Develop new standard phraseology for non-routine events. Generally, the controller needs to have the pilot answer one question, “What do you need from me?” The controller would coordinate the appropriate actions to provide the pilot with what is needed. (5) Controllers should be discouraged from using local jargon, slang, idiomatic expressions, and other forms of conversational communications when transmitting messages to pilots. Although colorful and fun, they have no place in air traffic control and diminish situational awareness, can lead to requests for repeat, and otherwise disrupt information transfer. KW - Air pilots KW - Air traffic control KW - Air traffic controllers KW - Air transportation crashes KW - Communication KW - English language KW - Flight crews KW - Fluency (Language learning) UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201018.pdf UR - https://trid.trb.org/view/1085259 ER - TY - RPRT AN - 01325013 AU - Nakagawara, Van B AU - Montgomery, Ronald W AU - Wood, Kathryn J AU - Federal Aviation Administration AU - Federal Aviation Administration TI - The Illumination of Aircraft at Altitude by Laser Beams: A 5-Year Study Period (2004–2008) PY - 2010/12//Final Report SP - 16p AB - INTRODUCTION: Laser illuminations of aircraft in navigable airspace have concerned the aviation community for over a decade. The principal apprehension is the effect laser illumination may have on flight crew personnel performing landing and departure maneuvers, where procedural requirements are critical. This study examines the frequency of aviation-related laser incidents by altitude of occurrence. METHODS: Event reports of aircraft illuminated by high-intensity light sources have been collected from various sources and entered into a database maintained by the Federal Aviation Administration’s Civil Aerospace Medical Institute. Reported events of laser exposure of civilian aircraft for a 5-year period (January 1, 2004 to December 31, 2008) were collated and analyzed. RESULTS: A total of 2,492 laser events occurred in the U.S. during the study period. The cockpit environment was illuminated by laser beam in 1,676 (67.3%) events, and altitude information was provided in 1,361 (81.2%) of these reports. At altitude levels associated with the FAA’s Laser- Free Zone (0–2,000 feet), cockpit illuminations increased from 12.5% to 26.7% for the period, while the percentage for Critical Flight Zone equivalent altitudes (>2,000–10,000 feet) decreased from 87.5% to 58.4%. For the period, green laser light was reported in 92% of the events where color was identified. CONCLUSION: The increasing percentage of aircraft laser illuminations reported at or below 2,000 feet that involve green laser light may represent an escalating threat to aviation safety. Low-flying aircraft, which may not be within currently established flight hazard zones around airports, need protection due to their increased vulnerability to laser illumination and their close proximity to obstacles and terrain. KW - Altitude KW - Aviation safety KW - Laser beams KW - Laser illumination levels UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201021.pdf UR - https://trid.trb.org/view/1085269 ER - TY - RPRT AN - 01324998 AU - Lewis, Russell J AU - Ritter, Roxane M AU - Johnson, Robert D AU - Crump, Ryan W AU - Federal Aviation Administration AU - University of Central Oklahoma, Edmond AU - Federal Aviation Administration TI - Postmortem Concentrations of Tramadol and O-Desmethyltramadol in 11 Aviation Accident Fatalities PY - 2010/12//Final Report SP - 12p AB - Tramadol is a centrally acting analgesic used to treat moderate-to-severe pain. Side effects of this medication include dizziness, confusion, drowsiness, seizures, and respiratory depression. Any of these side effects could negatively affect a pilot’s performance and become a factor in an aviation accident. Due to the severity of aviation accidents, blood samples are often not available, and frequently, only tissue specimens are available for analysis. Therefore, understanding the distribution of a drug throughout all fluids and tissues of the body is important when trying to interpret drug impairment and/or intoxication. Our laboratory has determined the distribution of tramadol and its main active metabolite, O-desmethyltramadol, in various postmortem tissues and fluids obtained from 11 fatal aviation accident cases. Whole blood tramadol concentrations obtained from these 11 cases ranged from 81-2720 ng/mL. When available, 10 specimen types were analyzed for each case, including blood, urine, vitreous humor, liver, lung, kidney, spleen, muscle, heart, and brain. Distribution, expressed as specimen/blood ratio, for tramadol was 69 ± 74 in urine, 2.58 ± 3.26 in vitreous humor, 4.90 ± 3.32 in liver, 3.43 ± 2.31 in lung, 3.05 ± 1.49 in kidney, 5.15 ± 2.66 in spleen, 1.18 ± 0.85 in muscle, 2.33 ± 1.21 in brain, and 1.89 ± 1.01 in heart. Distribution coefficients obtained had coefficient of variations (CV) ranging from 49-126%. With such large CV’s, the distribution coefficients have little use in predicting blood concentrations from the analysis of a tissue specimen. This study indicates that tramadol concentrations undergo significant postmortem changes. KW - Air transportation crashes KW - Analgesics KW - Aviation safety KW - Fatalities KW - Forensic medicine KW - Toxicology KW - Tramadol UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201019.pdf UR - https://trid.trb.org/view/1085264 ER - TY - RPRT AN - 01324980 AU - Self, David A AU - Mandella, Joseph AU - Prinzo, O Veronika AU - Forster, Estrella M AU - Shaffstall, Robert M AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Physiological Equivalence of Normobaric and Hypobaric Exposures of Humans to 25,000 Feet PY - 2010/12//Final Report SP - 20p AB - Introduction: Skepticism exists whether normobaric and hypobaric hypoxic exposures are equivalent. The authors have evaluated if physiological differences between the two environments would translate into actual differences in hypoxia symptoms. Methods: The authors exposed 20 subjects to 5-min 25,000 ft (7620 m) equivalent environments in an altitude chamber and then in a ground-level portable reduced-oxygen training enclosure (PROTE). Heart rate and hemoglobin oxygen saturation (SAO2) were continuously monitored. Alveolar gas samples were collected at 1-, 3-, and 4-min elapsed time. Subjects completed hypoxia symptom questionnaires at the same time points. Results: Mean 4th min alveolar oxygen tension (PAO2 ), alveolar carbon dioxide tension (PACO2 ), and respiratory quotient (RQ) differed significantly between the chamber and PROTE. Declines in SAO2 appeared biphasic, with steepest declines seen in the first minute. Rates of SAO2 decline over the 5-min exposure were significantly different. Heart rate was not different, even when indexed to body surface area. Mean number of hypoxia symptoms between hypobaric and normobaric environments after 1 min were significant. However, the temporal pattern of symptom frequencies across subjects between the chamber and PROTE were similar. Conclusions: Alveolar gas composition, as well as arterial hemoglobin oxygen desaturation patterns, differed between a ground-level and hypobaric exposure. Differences in mean number of hypoxia symptoms between hypobaric and normobaric environments after 1 min, but not at 3 and 4 min, coupled with similar patterns in symptom frequencies, suggest that ground-level hypoxia training may be a sufficiently faithful surrogate for altitude chamber training. KW - Air pilots KW - Altitude chambers KW - Aviation safety KW - Education and training methods UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201020.pdf UR - https://trid.trb.org/view/1085266 ER - TY - RPRT AN - 01324952 AU - Roma, Peter G AU - Mallis, Melissa M AU - Hursh, Steven R AU - Mead, Andrew M AU - Nesthus, Thomas E AU - Institutes for Behavior Resources AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Flight Attendant Fatigue Recommendation II: Flight Attendant Work/Rest Patterns, Alertness, and Performance Assessment PY - 2010/12//Final Report SP - 20p AB - Impaired performance induced by fatigue may compromise safety in commercial aviation. Given the direct role flight attendants play in passenger safety, the U.S. Congress ordered a comprehensive examination of fatigue in cabin crew, including a field study of actual flight operations. This report provides an overview of the field study results, focusing on objective measures of sleep patterns and neurocognitive performance (Psychomotor Vigilance Test, PVT) over a 3-4 week period in 202 U.S.-based flight attendants of all seniority levels working for network, low-cost, and regional carriers embarking on domestic and international flight operations. On average, flight attendants slept 6.3 hr on days off and 5.7 hr on work days, fell asleep 29 min after going to bed, awoke four times per sleep episode, and spent 77% of each episode actually sleeping. After controlling for reserve status, gender, and age, junior-level flight attendants had the shortest sleep latencies on their days off. Those working international operations slept significantly less (4.9 hr vs. 5.9 hr) and less efficiently (75% vs. 79%), compared with their colleagues in domestic operations. All flight attendants exhibited significant impairments during pre-work PVT tests when compared to their own optimum baseline performance. Across the workday, regional flight attendants committed fewer premature PVT responses, junior-level participants produced significantly higher post-work reaction times, and those working international flights produced better pre-work reaction times but had a greater increase in lapses. These objective data are consistent with other shift work research and echo subjective survey findings across the U.S. flight attendant community. Additional planned analyses of this dataset may identify the precise operational variables that contribute to fatigue in cabin crew. KW - Alertness KW - Aviation safety KW - Fatigue (Physiological condition) KW - Flight attendants KW - Hours of labor KW - Performance measurement KW - Psychomotor Vigilance Task KW - Reaction time KW - Sleep UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201022.pdf UR - https://trid.trb.org/view/1085835 ER - TY - ABST AN - 01465299 TI - Trajectory Management - Surface Conformance Monitoring AB - The HD Surface Tactical Flow - Taxi Conformance project is focused on the development of Surface Trajectory-Based Operations (TBO) in support of the Next Generation Air Transportation System (NextGen) initiative. This project intends to conduct research towards the development of initial requirements, concept of operations, and procedures for automated taxi delivery and conformance. Data communications are central to TBO, including the use of in-cockpit displays of assigned taxi routes and alerts to both controllers and pilots when an aircraft fails to comply with a taxi clearance. This environment is required to safely enable TBO on the airport surface when increased capacity will be necessary for operations by the year 2025. KW - Air traffic control KW - Airport ground transportation KW - Airport runways KW - Next Generation Air Transportation System KW - Taxiing KW - Trajectory control UR - https://trid.trb.org/view/1233532 ER - TY - ABST AN - 01465298 TI - Trajectory Management - Surface Tactical Flow AB - The Trajectory Management - Surface Tactical Flow project is focused on the development of trajectory-based surface operations in support of the Next Generation Air Transportation System (NextGen) initiative. It leverages the development efforts of the National Aeronautics and Space Administration (NASA) Surface Management System (SMS) and provides a road map to the development of a collaborative Surface Traffic Management (STM) system with tools necessary to achieve a fully collaborative surface environment. This environment is required to safely enable the airport capacity necessary for operations in 2025 and to enable trajectory based operations on the airport surface. The NextGen Concept of Operations, authored by the Joint Planning and Development Office (JPDO), states that "4DTs [four-dimensional trajectories] may be used on the airport surface at high-density airports to expedite traffic and schedule active runway crossings." Achieving this vision will require a series of advances in procedures, supporting automation systems, and collaboration between air traffic control (ATC) and the flight operators. KW - Air traffic control KW - Airport capacity KW - Airport ground transportation KW - Airport surface traffic control KW - Next Generation Air Transportation System KW - Trajectory control UR - https://trid.trb.org/view/1233531 ER - TY - ABST AN - 01483463 TI - Assessment of Safety-Critical Components in ELVs, RLVs, and RVs AB - Under this task, the Volpe Center will provide independent assessment and analysis of safety-critical components for commercial ELVs, RLVs, and RVs to assist AST with its launch and reentry activities, licensing, and compliance monitoring activities. For RLVs this will also involve assessments of safety-critical components for permits. The analysis and assessments of safety-critical components, which will summarize findings and make recommendations for additional studies if necessary, may include but not be limited to the following: (1) compliance of design of safety-critical components with requirements; (2) test plans and procedures; (3) test preparations and observation of test conduct; (4) test results; (5) post-flight compliance; (6) and anomaly and non-compliance reviews for technical issues that arise during component and system level manufacturing, qualification testing, acceptance testing, pre-launch and post launch activities. In addition, annually summarize findings in a report and make recommendations for additional studies and, if necessary, focus areas for research and development of improved safety-critical components for commercial space industry. KW - Aviation safety KW - Commercial space transportation KW - Components KW - Evaluation and assessment KW - Launching KW - Test procedures KW - Vehicle safety UR - https://trid.trb.org/view/1252280 ER - TY - ABST AN - 01483461 TI - Climate and Ozone Impacts of Hydrocarbon Rocket Propulsion Systems AB - The purpose of this task is to provide the Office of the Associate Administrator for Commercial Space Transportation (AST) with a more detailed understanding of how hydrocarbon emissions from emerging commercial spaceflight systems could affect climate and ozone. The Volpe Center shall quantify the changes in atmospheric radiation and ozone caused by emissions from two types of hydrocarbon fueled rocket engines - nitrous oxide/ Hydroxyl-terminated polybutadiene (N2O/HTPB) hybrid and (2) liquid oxygen (LOX)/kerosene. Calculations will be based on commonly accepted descriptions of emissions profiles (for H2O, CO2, N2O, NOX, and soot) and projected launch scenarios for low, medium, and high traffic. KW - Civil aviation KW - Climate KW - Environmental impacts KW - Hydrocarbons KW - Ozone KW - Pollutants KW - Rockets UR - https://trid.trb.org/view/1252278 ER - TY - ABST AN - 01465416 TI - Uncertainty in Risk Analyses AB - No summary provided. KW - Evaluation and assessment KW - Risk analysis KW - Uncertainty UR - https://trid.trb.org/view/1233649 ER - TY - RPRT AN - 01333147 AU - Samiljan, Robert AU - Fleming, Gregg AU - Read, David AU - Roof, Christopher AU - Research and Innovative Technology Administration AU - Federal Aviation Administration TI - Validation Protocol for Digital Audio Recorders Used in Aircraft-Noise-Certification Testing PY - 2010/11//Final Report SP - 41p AB - The U.S. Department of Transportation, Research and Innovative Technology Administration, John A. Volpe National Transportation Systems Center, Environmental Measurement and Modeling Division (Volpe), is supporting the aircraft noise certification initiatives of the Federal Aviation Administration (FAA), Office of Environment and Energy (AEE) by preparing the “Validation Protocol for Digital Audio Recorders Used in Air-craft-Noise-Certification Testing” (Validation Protocol). As analog and digital tape-based recording devices are becoming obsolete, this Validation Protocol has been developed for applicants requesting permission from FAA/AEE to conduct aircraft noise certification testing using non-tape-based recorders. Because of the significant differences between non-tape-based recording devices and all preceding technologies, this Protocol establishes a set of procedures for testing and evaluating the performance of non-tape-based digital audio recorders proposed for aircraft noise certification use. If using any of the digital audio recording devices covered by the scope of this document, it is recommended that an applicant perform tests to evaluate the characteristics of the re-cording device in accordance with the guidance in the Validation Protocol to demonstrate compliance with part 36 Title 14 of the Code of Federal Regulations (Part 36) and Inter-national Civil Aviation Organization Annex 16 Volume I (ICAO Annex 16). KW - Aircraft noise KW - Aircraft operations KW - Certification KW - Environmental impacts KW - Instrumentation KW - Validation UR - http://ntl.bts.gov/lib/35000/35600/35616/Digital_Audio_Recorder_Protocol_Final.pdf UR - https://trid.trb.org/view/1094913 ER - TY - RPRT AN - 01328157 AU - Knecht, William R AU - Lenz, Michael AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Effects of Video Weather Training Products, Web-Based Preflight Weather Briefing, and Local Versus Non-Local Pilots on General Aviation Pilot Weather Knowledge and Flight Behavior, Phase 3 PY - 2010/11//Final Report SP - 20p AB - The primary purpose of Phases 1 and 2 of this research was to test the effects of video weather training products on weather-related risk-taking. During the investigation, two unexpected observations were made: (1) Despite specific instructions to fly visual-flight-rules-only (VFR), nine of 50 Phase 1 pilots spent more than 10 min in simulated instrument meteorological conditions (IMC), plus three of those nine repeated that behavior in Phase 2; (2) Whole-group (N=50) weather knowledge test scores were significantly lower (19%, p<.001) than average FAA certification exam scores obtained by freshly licensed pilots, implying knowledge decay over time. To assess if any of the IMC violations were willful (rather than inadvertent), the authors sent a brief questionnaire to the nine pilots of interest. Five responded. After analysis, the leading explanation seemed that their flight profiles were consistent with preflight terrain avoidance planning (TAP). These pilots seemed determined to fly straight and level above the highest known obstacle, even if that obstacle was distant and TAP altitude meant flying initial VFR-into-IMC. The average group decline in certification exam scores was equally significant from a logical standpoint. Since knowledge retention tends to be a function of knowledge relevancy, if FAA test questions were uniformly relevant to real-world weather encounters, we would expect pilots’ scores to increase with experience, not decrease. Since experience tends to increase with time, this should offset the normal decay process of forgetting. However, this study shows that it did not. This was consistent with pilot anecdotes that FAA test questions often seemed, to them, “trick questions,” or otherwise based on tasks that pilots rarely do and conditions rarely encountered. This suggests ways to improve FAA exams: (1) Screen existing questions for real-world relevancy, eliminating those based solely on rote learning; (2) Scale the relative number of weather-test items to the relative hazard and/or encounter frequency of real-world weather types (dangerous and common weather types deserve relatively more test questions); (3) Computerize the testing procedure; (4) Require pilots to pass a certain percentage of weather questions. Critics may argue that the relatively small percentage of weather-related questions on any given exam could make the test hard to pass for some individuals due to sampling error. However, this could be addressed by computerized adaptive testing, which presents harder questions to a candidate after correct answers, and easier questions after incorrect answers. Computerized adaptive testing quickly homes in on a candidate’s native ability level and self-terminates after reaching a preset reliability (e.g., 95%). Because adaptive tests tend to be more efficient (shorter and more reliable) than fixed-item tests, this would free up more testing time for weather-related items, making sampling error much less of a problem. KW - Air pilots KW - Knowledge KW - Preflight briefing KW - Training KW - Videotapes KW - Weather UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201017.pdf UR - https://trid.trb.org/view/1086550 ER - TY - RPRT AN - 01322474 AU - Shappell, Scott AU - Hackworth, Carla AU - Holcomb, Kali AU - Lanicci, John AU - Bazargan, Massoud AU - Baron, Jaclyn AU - Iden, Rebecca AU - Halperin, Daniel AU - Clemson University AU - Federal Aviation Administration AU - Embry-Riddle Aeronautical University TI - Developing Proactive Methods for General Aviation Data Collection PY - 2010/11//Final Report SP - 28p AB - Introduction: Over the last 20 years, nearly 40,000 general aviation (GA) aircraft were involved in accidents, roughly 20% of which were fatal. To address this safety concern, scientists have often relied on accident data. Because of the rare nature of accidents, commercial aviation incident and near miss data may prove to be useful sources of safety information. In one such study, the National Transportation Safety Board interviewed GA pilots that were flying near a weather-related accident in pursuit of a different perspective than that of the accident pilot. Interviewing GA pilots about their own weather-related event may provide similar benefits. Method: To understand factors leading GA pilots to encounter adverse weather conditions, pilots involved in an adverse weather encounter were interviewed using a one-hour structured interview. The interview was developed using surveys utilized by National Aeronautics and Space Administration and the Federal Aviation Administration (FAA). In total, 27 pilots who experienced an adverse weather encounter were interviewed, of which 25 were included in the final analysis. Results: Previous studies conducted by the FAA and others found many GA accidents involving flight into adverse weather were categorized as a willful disregard for the rules and regulations of safety; violations as defined by the Human Factors Analysis and Classification System. Contrary to what the accident record seems to suggest, flight into adverse weather may also be influenced by the lack of appreciation/understanding of the hazards associated with adverse weather. Perhaps some encounters with adverse weather were motivated by outside influences or exacerbated by some manner of mechanical failure that may have led to the willful acceptance of unnecessary hazards. Conclusions: These data suggest that current beliefs surrounding flight into adverse weather by GA pilots may be incomplete. The data presented here suggest that additional effort should be placed in training, both ab initio and recurrent. Emphasis should be placed on ensuring a full understanding of the adverse impact of weather, including the recognition of instrument meteorological conditions, icing, convective events, etc. Likewise, with the proliferation of commercial weather products and on-board weather equipment, it may be time to move toward some form of standard weather package that all pilots would review before flying. KW - Air transportation crashes KW - Aviation safety KW - Data collection KW - Education and training KW - General aviation KW - General aviation pilots KW - Knowledge KW - Understanding KW - Weather conditions UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201016.pdf UR - http://ntl.bts.gov/lib/35000/35700/35706/FAA_data_collection.pdf UR - https://trid.trb.org/view/1083491 ER - TY - RPRT AN - 01325107 AU - Volpe National Transportation Systems Center AU - Research and Innovative Technology Administration AU - Federal Aviation Administration TI - Literature for Flight Simulator (Motion) Requirements Research PY - 2010/10/29 SP - 503p AB - This is the yearly snapshot of the literature examined in the framework of the Federal Aviation Administration/Volpe Center Flight Simulator Human Factors Program and entered in an EndNote® database. It describes 1131 documents, 118 more than last year’s edition which it replaces. We are making this literature database available to the public because of feedback received from researchers all over the world that it helps their own investigations. The document has been stripped of any notes reflecting subjective assessments of the reviewers. What remains is a collection, with abstracts and keywords, of the literature reviewed in connection with our on-going work on flight simulator fidelity requirements for effective airline pilot training and evaluation.1 This work is conducted at the United States Department of Transportation Research and Innovative Technologies Administration’s John A. Volpe National Transportation Systems Center. The research is supported by the Federal Aviation Administration's Human Factors Research and Engineering Group (ATOP-HF). KW - Air pilots KW - Aviation safety KW - Continuing education KW - Databases KW - Education and training KW - Flight simulators KW - Literature reviews UR - http://ntl.bts.gov/lib/34000/34900/34992/Lit_Flight_Simulators_2010.pdf UR - https://trid.trb.org/view/1086082 ER - TY - ABST AN - 01569527 TI - Concrete Airfield Pavement Design Analysis AB - No summary provided. KW - Airport runways KW - Concrete pavements KW - Pavement design UR - https://trid.trb.org/view/1360983 ER - TY - ABST AN - 01569525 TI - Determination of NextGen Human Factor Issues and Recommended R&D Requirements for Single-Pilot Aircraft Operations in the NextGen Environment AB - No summary provided. KW - Air pilots KW - Air traffic control KW - Aircraft pilotage KW - Human factors KW - Next Generation Air Transportation System UR - https://trid.trb.org/view/1360981 ER - TY - ABST AN - 01569524 TI - FAA Joint University Program for Air Transportation - Proposal for Activities by the Massachusetts Institute of Technology AB - No summary provided. KW - Air transportation KW - Research KW - Universities and colleges UR - https://trid.trb.org/view/1360980 ER - TY - ABST AN - 01569519 TI - Non-linear Finite Element Modeling and Material Model Development for Aircraft Engine Failure Analysis AB - No summary provided. KW - Engine materials KW - Failure analysis KW - Finite element method KW - Jet engines KW - Nonlinear systems UR - https://trid.trb.org/view/1360975 ER - TY - ABST AN - 01569518 TI - Personal Privacy Jammer Vehicle Modeling and Testing AB - No summary provided. KW - Aircraft KW - Aviation safety KW - Privacy KW - Security KW - Vehicle tests UR - https://trid.trb.org/view/1360974 ER - TY - ABST AN - 01569517 TI - Probabilistic Integrity and Risk Assessment of Turbine Engines AB - No summary provided. KW - Probability KW - Risk assessment KW - Structural integrity KW - Turbine engines KW - Vehicle safety UR - https://trid.trb.org/view/1360973 ER - TY - ABST AN - 01569516 TI - Quality of Service and Service Availability in Mission Critical Service Oriented Architectures - An Analysis of the FAA NextGen SWIM Architecture AB - No summary provided. KW - Air traffic control KW - Next Generation Air Transportation System KW - Quality control KW - System architecture UR - https://trid.trb.org/view/1360972 ER - TY - ABST AN - 01478544 TI - Aluminum 2024 and Aluminum-Lithium 2198 Crack Growth Comparison Study AB - No summary provided. KW - Aircraft KW - Alternatives analysis KW - Aluminum KW - Aluminum alloys KW - Cracking KW - Lithium UR - https://trid.trb.org/view/1247722 ER - TY - ABST AN - 01465455 TI - Commercial Space Industry Viability Research AB - No summary provided. KW - Civil aviation KW - Commercial space transportation KW - Research KW - Viability UR - https://trid.trb.org/view/1233688 ER - TY - RPRT AN - 01523815 AU - Ahlstrom, Ulf AU - DiRico, John T AU - Stephenson, Kelly AU - Federal Aviation Administration AU - Federal Aviation Administration TI - The AIRWOLF Tool to Support En Route Controller Weather Advisories. PY - 2010/10//Technical Report SP - 23p AB - In current en route operations, controllers integrate weather information and traffic data manually while providing advisories to pilots. Previously, the authors developed a weather support tool called Automatic Identification of Risky Weather Objects in Line of Flight (AIRWOLF) that (a) detects conflicts between aircraft and hazardous weather, (b) alerts the controller, and (c) generates automatic weather advisories. Automated weather advisories based on the AIRWOLF tool could support the controller by eliminating the need for a manual integration of traffic and weather data, thereby reducing the total time it takes a controller to provide an advisory. To test this hypothesis, the authors evaluated the AIRWOLF weather support tool in a part-task simulation. During the simulation, participants responded to the AIRWOLF tool alerts by providing weather advisories via radio or data link communication. The results showed that it took, on average, 27 seconds to manually compose and transmit a weather advisory by radio (currently used in Air Traffic Control). When participants used automatic weather advisories, it reduced the advisory time by approximately 7 seconds. When participants used data link communication with the AIRWOLF tool, the weather advisory times were reduced by as much as 16 seconds. These results show that the AIRWOLF tool could reduce advisory time and support controllers for the safe, efficient, and strategic efforts required to handle adverse weather conditions in the en route environment. KW - Air traffic control KW - Air traffic controllers KW - Automation KW - Communication systems KW - Simulation KW - Weather conditions UR - http://hf.tc.faa.gov/publications/2010-10-the-airwolf-tool/full_text.pdf UR - https://trid.trb.org/view/1307246 ER - TY - RPRT AN - 01336842 AU - Rose, C AU - Panken, A AU - Harman, W AU - Wood, L AU - Massachusetts Institute of Technology AU - Federal Aviation Administration TI - MIT Lincoln Laboratory TCAS Performance PY - 2010/10 SP - 84p AB - The Traffic Alert and Collision Avoidance System (TCAS) Verion 7 surveillance requirements were developed in the mid-1990s with the use of limited radar data. Recently, a more comprehensive radar data source has become available, enabling a thorough analysis of TCAS surveillance performance throughout the National Airspace System (NAS). This paper characterizes six high traffic terminal environments over three months. A busy one-hour period was selected from each location for density and equipage measurements. This paper then describes the use of a high fidelity simulation to characterize compared with the design requirements, including interference limiting specifications. The effect of TCAS surveillance activity on Air Traffic Control (ATC) ground radar performance is also investigated. Results indicate that the surveillance algorithms perform as intended and that TCAS has a minimal impact on ground radar. Areas of concern are noted for future investigations. KW - Air traffic control KW - Aviation safety KW - Computer algorithms KW - Crash avoidance systems KW - Performance KW - Traffic alert and collision avoidance system KW - Warning systems UR - https://trid.trb.org/view/1098767 ER - TY - RPRT AN - 01329291 AU - Wever, R AU - Roelen, ALC AU - Federal Aviation Administration TI - Flight Crew Intervention Credit in System Safety Assessment. Evaluation by Manufacturers and Definition of Application Areas PY - 2010/10//Final Report SP - 38p AB - According to current regulations for type certification of large commercial aircraft, certification credit may be taken for correct and appropriate action for both quantitative and qualitative assessments provided that some general criteria are fulfilled. According to the same regulations, quantitative assessments of the probabilities of flight crew errors are not considered feasible. As a consequence, the system designer is allowed to take 100% credit for correct flight crew action in response to a failure. Previous research indicates that this leads to an overestimation of flight crew performance. The goal of this research effort was to develop a method that would allow certification credit for good human factors design practice in certification regulations. This method consists of a scoring algorithm that combines key flight deck design characteristics into an overall level of certification credit for flight crew intervention in response to a system failure. Aircraft manufacturers applied the method to a selection of system failure cases, which provided feedback on the method, characteristics, and application areas. Seven options for implementation of this method in the design and certification process have been identified. KW - Air transportation KW - Airport operations KW - Aviation safety KW - Civil aviation KW - Flight crews KW - Human error KW - Human factors engineering UR - https://trid.trb.org/view/1090781 ER - TY - RPRT AN - 01226613 AU - Antunano, Melchor J AU - Wade, Katherine AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Index of International Publications in Aerospace Medicine PY - 2010/10//4th SP - 60p AB - The 4th edition of this publication is a comprehensive listing of international publications in clinical aerospace medicine, operational aerospace medicine, aerospace physiology, environmental medicine/physiology, diving medicine/physiology, aerospace human factors, as well as other topics directly or indirectly related to aerospace medicine. The Index is divided into six major sections: I) Open Publications in General Aerospace Medicine, II) Government Publications in General Aerospace Medicine, III) Publications in Other Topics Related to Aerospace Medicine and Aerospace Human Factors, IV) Proceedings From Scientific Meetings in Aerospace Medicine and Psychology, V) Journals, Newsletters, and Bulletins in Aerospace Medicine and Aerospace Human Factors, and VI) On-line Databases Containing Bibliographic, Regulatory, and Safety Information in Aerospace Medicine and Related Disciplines. KW - Aviation medicine KW - Bibliographies KW - Crash investigation KW - Databases KW - Diving KW - Human factors KW - Indexes (Information management) KW - Periodicals KW - Physiology UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201015.pdf UR - https://trid.trb.org/view/982050 ER - TY - RPRT AN - 01220460 AU - Peterson, L Sarah AU - Haworth, Loran A AU - Jones, Robert C AU - Newman, Richard L AU - McGuire, Robert J AU - Lambregts, Anthony A AU - McCloy, Tom AU - Chidester, Thomas R AU - Federal Aviation Administration AU - Federal Aviation Administration AU - Federal Aviation Administration AU - Federal Aviation Administration AU - Federal Aviation Administration TI - An International Survey of Transport Airplane Pilots’ Experiences and Perspectives of Lateral/Directional Control Events and Rudder Issues in Transport Airplanes (Rudder Survey) PY - 2010/10//Final Report SP - 50p AB - Following the AA587 accident, the National Transportation Safety Board requested that the FAA explore certain elements of transport aircraft and rudder usage, including but not limited to awareness that sequential full, opposite-rudder inputs (rudder reversals), even at speeds below the design maneuvering speed, may result in structural loads that exceed those addressed by Title 14 of the Code of Federal Regulations (CFR) part 25, § 25.1507. The Transport Directorate initiated a Web-based survey developed in conjunction with the FAA Civil Aerospace Medical Institute to survey the population of Transport Category Airplane Pilots’ (TCAP) understanding of the use of rudder and their experiences with rudder, both as the pilot flying and as the pilot not flying. The survey also explored TCAP’s experiences with upset, including magnitude and recovery. The survey further explored TCAP’s experience with rudder training, unusual attitude recovery training, and their perceptions of additional training needed. Additionally, the survey explored the issue of maneuvering speed and movement of rudder, aileron, and elevator controls. Survey results indicated: 1) Rudder is reported to be used more than the Rudder Survey Team expected; 2) Rudder is reported to be used or considered for use in ways not always trained and in ways not recommended by the manufacturers; 3) Erroneous and accidental inputs occur, and it is reasonable to believe that this will continue in the future; 4) Some respondents reported making pedal reversals (cyclic rudder-pedal commands); 5) Some respondents are not clear on appropriate use of rudder, and many felt they needed more training; 6) Wake vortex encounters were reported to be the most common initiator of upset; these were most likely to be reported in the approach phase; and 7) Respondents did not seem to be concerned with differences among control system designs across aircraft. Given these findings, a set of recommendations is suggested to guide further research. KW - Air pilots KW - Airplanes KW - Automatic steering control KW - Aviation safety KW - Rudders KW - Surveys KW - Upset recovery KW - Upset recovery training UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201014.pdf UR - https://trid.trb.org/view/981256 ER - TY - ABST AN - 01465453 TI - Conduct or Review Studies and Analyses AB - No summary provided. KW - Aircraft operations KW - Commercial space transportation KW - Evaluation and assessment KW - Reviews UR - https://trid.trb.org/view/1233686 ER - TY - ABST AN - 01461924 TI - Measuring PM Emissions from Aircraft Auxiliary Power Units, Tires and Brakes AB - Assessment of particulate matter (PM) emissions from aircraft engines and other emission sources at airports are growing in importance as demand for air travel grows. However, little or no data are available on APUs, GSE, and tire and brake emissions during landing operations. Without better information about PM emissions, airports will face increasing barriers to expansion. To address this lack of data on emissions from APUs, GSE, and tires and brakes, a measurement campaign for quantifying PM emissions at the source tailpipe and in the near field of these sources is needed. This research will initiate a high-quality multidimensional study of PM emissions from GSE, APUs, and tires and brakes coupling source emissions at the tailpipe/exhaust plane and in the near field to define specific source profiles. These high-quality multidimensional studies should include a thorough physical (e.g., size, number, mass) and chemical composition analysis at the emissions source and in the near field (<20m downstream). It may not be feasible to capture tire and brake emissions at the source on an active airport, in which case it may be necessary to determine this in brake and tire friction laboratories. Note: Measuring PM emissions from APUs, GSE, and aircraft tires and brakes will require cooperation with aircraft and GSE owners and operators. Such voluntary support from aircraft and GSE owners and operators may be difficult to obtain, given the current economic climate and limited resources available to devote to this volunteer effort. KW - Air quality management KW - Aircraft KW - Aircraft exhaust gases KW - Brakes KW - Environmental impacts KW - Ground support equipment KW - Particulates KW - Pollutants KW - Tires UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2788 UR - https://trid.trb.org/view/1230144 ER - TY - RPRT AN - 01226640 AU - Department of Transportation AU - Federal Aviation Administration TI - FAA’s Air Traffic Controller Optimum Training Solution Program: Sound Contract Management Practices Are Needed To Achieve Program Outcomes PY - 2010/09/30 SP - 27p AB - The Federal Aviation Administration (FAA) plans to hire and train nearly 15,000 new air traffic controllers through fiscal year (FY) 2018 to replace the large pool of air traffic controllers who were hired after the 1981 strike and are now retiring. In September 2008, FAA awarded a contract to the Raytheon Technical Services Corporation (Raytheon) to provide training support for new and existing controllers and to assist FAA in modernizing its controller training program. The contract for the Air Traffic Controller Optimum Training Solution (ATCOTS) is for a period of up to 10 years (with a 5-year base period and 5 option years) at a total potential cost of $859 million. Under terms of the contract, Raytheon provides classroom, laboratory, and simulator instruction; training support; course and curriculum development; and administrative and program support services at the FAA Academy and air traffic facilities nationwide. Key ATCOTS goals for controller training include reducing total cost and time, improving quality and consistency, and developing flexible training systems that can be adapted to new technologies—particularly those related to the Next Generation Air Transportation System (NextGen). In January 2009, it was requested that the Department of Transportation Office of Inspector General (OIG) review the ATCOTS program. The request stated that while ATCOTS could bring positive changes to FAA’s training program, given its importance, a better understanding of the financial and contractual aspects is needed. Accordingly, OIG's audit objectives were to determine (1) whether effective management and contract controls are in place to ensure program goals are achieved and (2) if the program has improved training methods currently provided to the controller workforce. It was found that, in designing and executing the ATCOTS program, FAA did not fully consider program requirements. As a result, FAA now faces significant challenges in achieving the program’s goals. KW - Air traffic control KW - Air traffic controllers KW - Contract administration KW - Strategic planning KW - Training UR - http://www.oig.dot.gov/sites/dot/files/WEB%20FILE_ATCOTS.pdf UR - https://trid.trb.org/view/987471 ER - TY - ABST AN - 01569634 TI - Alternative Jet Fuels Air Mobility Command Study AB - The Project 28 broad objective was to evaluate the relative environmental impacts of multiple potential alternative aviation fuels that are compatible with existing aircraft and infrastructure. The project was considering traditional kerosene fuels from conventional and unconventional petroleum resources; hydrocarbon fuels derived from fossil fuels such as oil sands and oil shale; synthetic liquid fuels manufactured from coal, biomass, or natural gas; hydroprocessed renewable jet fuel made from renewable oil resources including those from algae; and advanced techniques of converting sugars to jet fuel. KW - Alternate fuels KW - Aviation fuels KW - Environmental impacts KW - Fossil fuels KW - Mobility KW - Pollutants UR - http://partner.mit.edu/projects/environmental-cost-benefit-analysis-alternative-jet-fuels UR - https://trid.trb.org/view/1361353 ER - TY - ABST AN - 01569633 TI - An Enhanced Characterization of Aviation Emissions Impacts on Air Quality at Subgrid Scales AB - The main science objective of this project is to quantify the potential incremental contribution of aviation emissions to air quality though their interaction with the background air. KW - Air quality KW - Aircraft exhaust gases KW - Environmental impacts KW - Pollutants UR - http://partner.mit.edu/projects/investigation-aviation-emissions-air-quality-impacts UR - https://trid.trb.org/view/1361352 ER - TY - ABST AN - 01492259 TI - Develop Advanced Inspect Jet Engine Comp AB - The objective of this research project is to develop advanced inspection techniques for jet engine component and materials to enable the use of new, more fuel efficient engine technologies. Investment in a jet engine technology inspection (JET) program is needed to ensure that the implementations of new materials and design approaches that often are driven very close to the margin of safety by competitiveness do not compromise the excellent safety record developed over the past ten years. Diligence is demanded to ensure that changes in design philosophy, operational approaches, and introduction of new materials and processes, do not compromise public safety in future engine designs. KW - Aircraft KW - Aviation safety KW - Design KW - Inspection KW - Jet engines UR - https://trid.trb.org/view/1261224 ER - TY - ABST AN - 01480011 TI - Synthetic Speech and Visual Data Communication for Flight Deck Use AB - The objective of this research is to address the human factors issues of implementing Data Comm with a synthetic speech component on the flight deck as a means of optimizing communications between air traffic controllers (ATC) and pilots. The research will specifically focus on how a synthetic speech system can reduce pilots' need to focus attention heads down on the flight deck, reduce workload, and enhance situation awareness. The researchers will also examine levels of conformity with a synthetic speech system compared to Data Comm only messages. The research will use Advanced Aviation Training Devices (AATD) and/or Flight Training Devices (FTD) that incorporate a visual data communication interface that uses the latest Data Comm message set for communications with ATC. In order to evaluate synthetic speech, the researchers will develop a prototype visual data communication interface, hereafter referred to as the visual digital display device, that pilots will use to respond to Data Comm messages in both text and synthetic voice will serve as an experimental apparatus for examining digital communication issues in a simulated flight setting. KW - Air pilots KW - Air traffic controllers KW - Civil aviation KW - Data communications KW - Flight decks KW - Training UR - https://trid.trb.org/view/1249074 ER - TY - ABST AN - 01478857 TI - Guidance for the Location and Grouping of NexGen Displays on Future Flight Decks AB - The goal of this project is to determine where the new tasks and capabilities of NextGen information should be presented and how it should be grouped/integrated with existing displays to ensure that pilots can easily access, process and integrate it, and reliably detect notifications of unexpected changes and events. Based on a review of envisioned NextGen technologies and their intended use as well as established design principles and perceptual processes, promising display locations and groupings will be identified and empirically evaluated for their performance effects in the context of simulation studies. Recommendations and guiding principles will be developed that support both the effective design and the certification of NextGen flight deck display suites. The findings from this project may also highlight the need for updates and modifications of existing advisories and guidance documents. KW - Flight decks KW - Guidance systems (Aircraft) KW - Information display systems KW - Next Generation Air Transportation System KW - Technological innovations UR - https://trid.trb.org/view/1247981 ER - TY - ABST AN - 01478548 TI - Evaluate the Impact of Concrete Material Properties, Joint Type and Support Condition on Airport Pavement Design AB - The goal of the first phase of the proposed study is to: (1) Determine the sensitivity of LTE (S) to airplane configurations, base properties, joint stiffness, and concrete elastic modulus using FEAFAA, (2) Determine the impact of LTE and Modulus of Elasticity on pavement design thickness, as calculated by FAARFIELD, (3) Perform finite element modeling with ABAQUS to address the discrepancies noted between LTE (S) under static and dynamic conditions by including the damping effects at the joints. KW - Airport runways KW - Concrete KW - Finite element method KW - Joints (Engineering) KW - Material properties KW - Pavement design KW - Stiffness UR - https://trid.trb.org/view/1247726 ER - TY - ABST AN - 01465458 TI - Aviation Impact from Space Operations Analysis Process AB - No summary provided. KW - Aircraft operations KW - Civil aviation KW - Commercial space transportation KW - Impact studies UR - https://trid.trb.org/view/1233691 ER - TY - ABST AN - 01465457 TI - Certification and Safety Analysis for Next-Generation Launch Vehicles AB - No summary provided. KW - Certification KW - Commercial space transportation KW - Launch vehicles KW - Next generation design KW - Safety UR - https://trid.trb.org/view/1233690 ER - TY - ABST AN - 01465452 TI - Conducting Government Funded R&D on Commercial Space Launches AB - No summary provided. KW - Commercial space transportation KW - Government funding KW - Launch vehicles KW - Research and development UR - https://trid.trb.org/view/1233685 ER - TY - ABST AN - 01465450 TI - Correlation of Icing Potential Index to Triggered Lightning Risk AB - No summary provided. KW - Aircraft operations KW - Correlation analysis KW - Icing KW - Lightning KW - Risk analysis UR - https://trid.trb.org/view/1233683 ER - TY - ABST AN - 01465443 TI - Electric-Field Triggering Conditions and Vehicle Plume Effects AB - No summary provided. KW - Aircraft KW - Commercial space transportation KW - Field tests KW - Plumes UR - https://trid.trb.org/view/1233676 ER - TY - ABST AN - 01465436 TI - Key Spaceport Planning and Design Requirements Study AB - No summary provided. KW - Aerospace engineering KW - Commercial space transportation KW - Design KW - Planning KW - Space stations KW - Spacecraft UR - https://trid.trb.org/view/1233669 ER - TY - ABST AN - 01465435 TI - LEO Radiation Impacts on Humans and Safety Critical Components AB - No summary provided. KW - Aircraft operations KW - Aircraft structural components KW - Aviation safety KW - Human factors KW - Radiation monitoring UR - https://trid.trb.org/view/1233668 ER - TY - ABST AN - 01465423 TI - Space Vehicle Debris Hazard Airspace Stratification Feasibility Study AB - No summary provided. KW - Airspace (Aeronautics) KW - Feasibility analysis KW - Orbital debris KW - Spacecraft KW - Stratification UR - https://trid.trb.org/view/1233656 ER - TY - ABST AN - 01465422 TI - Spacecraft and Propulsion Technician Training and Certification AB - No summary provided. KW - Certification KW - Commercial space transportation KW - Propulsion KW - Spacecraft KW - Technicians KW - Training UR - https://trid.trb.org/view/1233655 ER - TY - RPRT AN - 01329362 AU - Robinson, R AU - Goodrich Fuel and Utility Systems AU - Federal Aviation Administration TI - Health and Usage Monitoring System Functional Assessment - Goodrich Health and Usage Management System PY - 2010/09//Final Report SP - 29p AB - This report provides an assessment of the Goodrich Health and Usage Management System (GHUMS) onboard system (OBS) and ground station (GS) functional capabilities. For each identified HUMS-specific function, the role of the OBS and the GS is identified with particular emphasis on the relationship of the two subsystems and the functional partitioning between the two. This report also outlines the commercial off-the-shelf (COTS) components of all HUMS subsystems, and identifies the role that COTS plays in the overall functionality of the system. KW - Aviation safety KW - Helicopters KW - Management KW - Monitoring KW - Onboard systems KW - Vibration UR - https://trid.trb.org/view/1090712 ER - TY - RPRT AN - 01329318 AU - Mahapatra, R N AU - Lee, J AU - Gupta, N AU - Manners, B AU - Texas Engineering Experiment Station AU - Lumark Technologies, Incorporated AU - Federal Aviation Administration TI - Microprocessor Evaluations for Safety-Critical, Real-Time Applications: Authority for Expenditure No. 43 Phase 4 Report PY - 2010/09//Final Report SP - 69p AB - Research into the characteristics of complex microprocessors and systems-on-a-chip revealed increasing difficulties in design assurance of airborne systems containing these commercial off-the-shelf devices. This was found to require system-level methods, including monitoring, fault or anomaly detection, and corrective actions based on resilient system architectures and system controls. This approach is accumulatively identified as safety nets. Phase 4 initiated the evaluation of simulation and test tools to aid in the safety net approach. It was determined that safety nets must be involved at multiple levels with aircraft systems. Phase 5 will further research the device characteristics and the safety net approach. A Federal Aviation Administration Handbook for the selection and verification of systems using these devices was planned in Phase 4 and will be implemented with the results from Phase 5. KW - Aircraft operations KW - Aviation safety KW - Avionics KW - Certification KW - Critical systems KW - Microprocessors KW - Real time information UR - http://www.faa.gov/aircraft/air_cert/design_approvals/air_software/media/AR-10-21.pdf UR - https://trid.trb.org/view/1090690 ER - TY - RPRT AN - 01322737 AU - Gabree, Scott AU - Yeh, Michelle AU - Jo, Young Jin AU - Volpe National Transportation Systems Center AU - Federal Aviation Administration TI - Electronic Flight Bag (EFB): 2010 Industry Survey PY - 2010/09//Final Report SP - 132p AB - This document provides an overview of Electronic Flight Bag (EFB) systems and capabilities, as of June 2010. This document updates and replaces the April 2007 EFB Industry Review (Yeh and Chandra, 2007). As with the previous industry survey, the focus is on the human systems interface. The information for this report was gathered through industry contacts, demonstrations, websites, brochures, and trade journal reports. This report was conducted in support of the Federal Aviation Administration (AA), but the information is intended to be of use to anyone interested in EFBs. The report contains four sections. The first section provides an overview of the effort. The second contains tables summarizing the information collected from those manufactures who provide an integrated EFB system solution. The third provides details for products and services offered by EFB systems manufactures, i.e., those who develop physical EFB hardware and provide EFB software. The fourth contains detailed information for products offered by EFB software manufacturers who do not develop EFB hardware. Software manufacturers were classified into two categories: those who offer an integrated and customizable software package that integrates several functions/applications and those who provide commercial off-the-shelf software that has not been integrated, customized, or tailored for a particular EFB. References to FAA EFB regulatory and guidance material and links to Flight Standardization Board (FB) reports, which provide information regarding the operational suitability for particular EFB models are also included. KW - Civil aviation KW - Data collection KW - Electronic flight bags KW - Flight decks KW - Hardware KW - Information technology KW - Software KW - Technological innovations UR - http://ntl.bts.gov/lib/34000/34400/34493/DOT-VNTSC-FAA-10-14.pdf UR - http://ntl.bts.gov/lib/34000/34400/34493/EFB_Industry_Survey_2010_Final_10.06.2010_1_.pdf UR - https://trid.trb.org/view/1084094 ER - TY - RPRT AN - 01220469 AU - Knecht, William R AU - Lenz, Michael AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Causes of General Aviation Weather-Related, Non-Fatal Incidents: Analysis Using NASA Aviation Safety Reporting System Data PY - 2010/09 SP - 52p AB - Adverse weather remains a major cause of general aviation accidents. However, weather alone is never the sole culprit. Searching for other salient causal factors, the authors turned to incident analysis. Incidents are less serious than accidents, but far more common, and have witnesses to better determine causes. The current research examined 100 GA weather-related incident reports made to the Aviation Safety Reporting System (ASRS) during 2005-06. With pilot permission, ASRS gathered additional data on nearly 300 variables related to possible root causes. The following factors seemed to constitute a problem for 5%, or more, of pilots: 1. Darkness (4 dusk +17 night = 21% of pilots). 2. Moisture affecting visibility (clouds, fog, rain, snow > 50%) and/or air movement affecting aircraft handling (thunderstorm, icing, turbulence > 25%). 3. Multiple weather factors experienced simultaneously (85%). 4. Failure to get a preflight weather briefing, or “briefing” with only a low-grade (non-aviation-oriented) source (5%). 5. Deterioration of weather forecast accuracy over time (66% correct forecasts at departure, decreasing to 37% correct at destination). 6. Weather that materialized worse than predicted (35%. This implicitly includes lack of en-route forecast updates). 7. Lack of weather-related training and experience (> 50%, non-instrument-rated and new instrument-rated pilots). 8. Inadequate equipment (less-experienced pilots tend to have less-capable airframes and avionics). 9. Ambulance missions (7%, particularly helicopter ambulance). 10. “Non-weather-related factors”: decision-making (26%), time pressure (21%), “get-home-itis” (9%), aircraft equipment problem (8%), fatigue (7%), distraction by passenger or crew (5%). In broad terms, this analysis reveals two major at-risk target groups with distinct training needs: (1) Non-instrument-rated pilots; and (2) Newly minted instrument-rated pilots. KW - Aircraft incidents KW - Aviation safety KW - Aviation Safety Reporting System KW - Crash causes KW - General aviation aircraft KW - General aviation pilots KW - Weather UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201013.pdf UR - https://trid.trb.org/view/980765 ER - TY - ABST AN - 01464069 TI - Guidebook for Airport Irregular Operations (IROPS) Contingency Planning AB - Meeting customer core needs during Irregular Operations (IROPS) is a critical problem for airports, airlines, and aviation service providers. IROPS are events that disrupt optimized flight schedules and negatively impact the normal flow of passengers through the air transportation system. In the wake of the weather-related multi-hour disruptions in 2007 and 2008, several workshops (including the September 2007 DFW IROPS Workshop, the July 2008 DFW Regional Diversion Airport/Airline Workshop, and the January 2008 ACI-NA IROPS Workshop) were held to proactively address these challenges and set the stage for communication, collaboration, and coordination and identify best practices within the industry. These workshops identified potential actions for improvement, among which included: (1) Airlines, airports, government agencies, and other system partners should update contingency plans, and should include sufficient collaboration; (2) Communication among these parties should be collaborative, coordinated, and on-going; and (3) Service providers (e.g., concessionaires, ground transportation) should continually evaluate the level of services provided in meeting customer needs during IROPS. To address these actions, a national task force appointed by the Secretary of Transportation met over a period of 10 months and produced model contingency plan recommendations in November 2008. This task force included government employees, representatives of airlines, airports, and consumer groups. The task force produced a recommended Model Plan for Lengthy Airline Onboard Ground Delays. The U.S. Department of Transportation also established regulations for Enhancing Airline Passenger Protections, which requires air carriers to develop individual contingency plans at the large and medium hub airports they serve. Contingency planning for large, medium, and small airports, using a collaborative and coordinated approach among key airport stakeholders, is essential to address current and evolving aviation challenges that disrupt the normal flow of passengers through the air transportation system. Further research is needed to provide additional assistance in this area. The objective of this research is to prepare a practical airport guidebook for commercial passenger service airports of all sizes to develop, continually evaluate, and/or update their contingency plans for procedures pertaining to IROPS that may cause significant disruptions to customers. This research will assist aviation system partners in improving their response to customer care during a broad array of IROPS conditions and will devise a step-by step template in the form of an interactive CD for the preparation of contingency plans that include necessary communications, collaboration, and coordination to address customer needs. A specific focus on the needs of smaller airports will be included in the development of the guidebook. KW - Airport operations KW - Airport runways KW - Contingency planning KW - Customer service KW - Delay management KW - Handbooks KW - Passenger service KW - Runway capacity UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2808 UR - https://trid.trb.org/view/1232297 ER - TY - ABST AN - 01480009 TI - Validation of FAA AC-29-2C for Usage Credits AB - The objective of the proposal is to conduct a series of tasks designed to produce reference material that in turn will substantially contribute to the introduction of a new methodology for determining the structural life usage of Life Limited components installed on helicopters approved for civil operations in the USA. KW - Civil aviation KW - Helicopters KW - Service life KW - Validation UR - https://trid.trb.org/view/1249072 ER - TY - ABST AN - 01478551 TI - Development of Probability Models for UAS Performance AB - The objective of the project is to conduct a data-driven pilot safety risk trend analysis by using data to characterize, predict, and classify unmanned aircraft system (UAS) safety events. Any data-driven analysis is only as good as the data upon which it is based. A great deal of this effort will be spent on the development of the historical data inventory (assessment and determination of the various data sources) and data acquisition plans with the Air Force Safety Center (AFSC) and implementation of data qualification processes. The resulting data will ultimately be used for safety trend analyses and regulatory gap analysis. KW - Aviation safety KW - Data collection KW - Drone aircraft KW - Probability KW - Regulations KW - Risk analysis UR - https://trid.trb.org/view/1247729 ER - TY - ABST AN - 01570726 TI - Durability of Adhesively Bonded Joints for Aircraft Structures AB - No summary provided. KW - Adhesion KW - Aircraft KW - Durability KW - Joints (Engineering) UR - https://trid.trb.org/view/1363070 ER - TY - ABST AN - 01480726 TI - Integrated Aeroservoelastic Uncertainty/Damage Tolerance/Reliability of Composite Aircraft AB - No summary provided. KW - Aircraft KW - Composite model KW - Damage tolerance KW - Integration (Models) KW - Reliability UR - https://trid.trb.org/view/1249799 ER - TY - ABST AN - 01480722 TI - Reliability Based Damage Tolerant Structural Design Methodology AB - No summary provided. KW - Damage tolerance KW - Methodology KW - Reliability-based design KW - Structural design UR - https://trid.trb.org/view/1249795 ER - TY - ABST AN - 01569539 TI - Integrated Avionics Technology Development AB - The objective of the project is to address two issues that are specifically related to communication, navigation and surveillance. The JUP program is primarily a student-driven program. Faculty and staff researchers act as advisors and mentors to the undergraduate and graduate students who are conducting the research. The three major tasks proposed for year 1 are: (1) feasibility of Automatic Dependent Surveillance-Broadcast (ADS-B) in Commercial Space Flight Operations;( 2) Applications of ADS-B to Wake Turbulence Avoidance; and (3) Enhance distance measuring equipment (DME) in support of Alternative Position, Navigation, and Timing (APNT). KW - Aircraft pilotage KW - Airspace (Aeronautics) KW - Automatic dependent surveillance-broadcast KW - Avionics KW - Communications KW - Technological innovations KW - Training KW - Turbulence UR - https://trid.trb.org/view/1360995 ER - TY - ABST AN - 01569511 TI - FAA Joint University Program for Air Transportation: Proposal for Activities by Princeton University AB - The objective of the project is to concentrate on the development of efficient algorithms for Next Generation weather forecasting, Unsteady Aerodynamic Models for Robust Flight Control of Manned and Unmanned Aircraft (UAV), and Hybrid Lagrangian-Elerian models for Air Traffic Management and Optimization. KW - Air traffic control KW - Aircraft KW - Drone aircraft KW - Flight control systems KW - Next Generation Air Transportation System KW - Weather forecasting UR - https://trid.trb.org/view/1360967 ER - TY - ABST AN - 01478861 TI - FAA Joint University Program for Air Transportation AB - The objective of the project is to concentrate on the development of efficient algorithms for Next Generation weather forecasting, Unsteady Aerodynamic Models for Robust Flight Control of Manned and Unmanned Aircraft and Hybrid Lagrangian-Elerian models for Air Traffic Management and Optimization. KW - Aerodynamics KW - Air traffic control KW - Algorithms KW - Drone aircraft KW - Eulerian Lagrangian methods KW - Flight control systems KW - Weather forecasting UR - https://trid.trb.org/view/1247985 ER - TY - ABST AN - 01478850 TI - Lighting and Visual Guidance Research for Airport Applications AB - The objective of the project is to conduct research focused on airport lighting and visual guidance systems with the goal of improving the safety and reliability of air traffic and navigation in the United States. The objective of the project is to: review new and emerging lighting technologies as they are developed to keep the Federal Aviation Administration informed of new technological developments of potential benefit to airport applications; test new light source and lighting infrastructure technologies to evaluate their suitability for airport applications; conduct research that will assist the Federal Aviation Administration (FAA) to transition to new lighting technologies that will improve safety and visibility at airports while reducing energy and maintenance costs; and to conduct research to inform the development of new standards and practices related to lighting and visual guidance systems at airports. KW - Air traffic control KW - Airport operations KW - Lighting KW - Navigation systems KW - Technological innovations KW - Visualization UR - https://trid.trb.org/view/1247974 ER - TY - ABST AN - 01478557 TI - Data and Methodologies for Structural Life Evaluation of Small Airplanes AB - The objective of the project is to continue developing the data and methodologies to support the revision of AC23-13 (Fatigue and Fail-Safe Evaluation of Flight Structure and Pressurized Cabin for Part 23 Airplanes) and to support the Federal Aviation Administration (FAA) Small Airplane Directorate's Roadmap for General Aviation Aging Airplane Program, released in September 2006. KW - Aging aircraft KW - Airplanes KW - Data collection KW - General aviation aircraft KW - Service life KW - Structural reliability UR - https://trid.trb.org/view/1247735 ER - TY - ABST AN - 01477987 TI - Analytical and Experimental Studies on Airworthiness and Sustainment of Aircraft Structures AB - The objective of the project is to continue the Federal Aviation Administration (FAA)-Drexel Fellowship Research Program, between the FAA's William J. Hughes Technical Center (FAA-TC) and Drexel University, for a new three-year period. The purpose of this program is to promote a joint collaboration between the FAA professional personnel and Drexel faculty and graduate students, performing experimental and analytical investigations on subjects that are directly related to airworthiness and sustainment of aircraft structures. The five tasks they will put emphasis on are: (1) Bonded Patch Repair of Full-scale Curved Fuselage Panels; (2) Metal Bond Robustness Study; (3) Effectiveness of Aircraft Rescue and Fire Fighting Aircraft Skin Penetrating Nozzles on Aircraft Composites; (4) Evaluation of Fire Fighting Powered Cutting Tools on Aircraft Skin Composites; and (5) Damage Tolerance Study of Pultruded Rod Stitched Efficient Utilized Structure. KW - Aircraft KW - Airworthiness KW - Fellowship programs KW - Investigation of structure KW - Research projects KW - U.S. Federal Aviation Administration UR - https://trid.trb.org/view/1247644 ER - TY - ABST AN - 01477982 TI - Civil Monitoring of GNSS Performance AB - The objective of the project is to develop and improve global positioning system (GPS) monitoring for purpose of performance verification and the prompt detection and resolution of GPS signal anomalies and service disruptions. Efforts will include analyses of current GPS performance, participation in the GPS Wing Interface Control Working Group (ICWG) process for the relevant signal interface specification, consideration of future architectures for improved monitoring, and consideration of how monitoring concepts may be extended to other Global Navigation Satellite Systems (GNSSs). KW - Global Navigation Satellite System KW - Global Positioning System KW - Monitoring KW - Service disruption KW - Signal analysis UR - https://trid.trb.org/view/1247639 ER - TY - ABST AN - 01570724 TI - Effect of Surface Contamination on Composite Bond Integrity and Durability AB - No summary provided. KW - Adhesion KW - Composite materials KW - Durability KW - Structural integrity KW - Surface contamination UR - https://trid.trb.org/view/1363068 ER - TY - ABST AN - 01480724 TI - Liquid Resin Molded Materials Guidelines and Recommendations: Update AB - No summary provided. KW - Guidelines KW - Materials KW - Resins UR - https://trid.trb.org/view/1249797 ER - TY - ABST AN - 01570563 TI - Evaluation of Particulate Matter Differential Toxicity AB - The Federal Aviation Administration (FAA) recognizes the growing public health concern associated with aviation emissions, either in communities near airports, nationally, or globally. The main science objective of this project is to understand and evaluate how aviation emissions contribute to local and regional air quality, through a combination of measurement and modeling studies, and to evaluate the potential incremental health risks due to air pollutants such as particulate matter, ozone, and hazardous air pollutants. KW - Air quality management KW - Airports KW - Evaluation and assessment KW - Measurement KW - Particulates KW - Pollutants KW - Public health KW - Toxicity UR - http://partner.mit.edu/projects/health-impacts-aviation-related-air-pollutants UR - https://trid.trb.org/view/1362694 ER - TY - ABST AN - 01570234 TI - Compliance Methodology with FAA Requirements for Crashworthiness of Composite-Intensive Aircraft Structures AB - No summary provided. KW - Aviation safety KW - Compliance KW - Crashworthiness KW - Methodology KW - U.S. Federal Aviation Administration UR - https://trid.trb.org/view/1361802 ER - TY - ABST AN - 01570585 TI - Role of the COE-CST in Encourage, Facilitate and Promote AB - The current environment favors such initiatives conceptually, but the business case for them is difficult to close. Unless they have a specific interest in the hosted technology, commercial launch users are reluctant to give up even a few kilograms of launch mass at prices supportable by research institutions and small commercial startups. In recent research roadmapping effort, identifying and characterizing the space transportation market was identified as a priority research task for the Center of Excellence. In order to find a tractable focus area, the project took industry partners' suggestion of investigating secondary and hosted payloads (SHP's). SHP's represent a unique opportunity to achieve low cost access to space, yet are rarely used. The task will work to identify the barriers to SHP's and how they can be overcome. KW - Commercial space transportation KW - Facilitation KW - Launch vehicles KW - Marketing KW - Payload KW - Space shuttles UR - https://trid.trb.org/view/1362894 ER - TY - ABST AN - 01570562 TI - Evaluation of the Impact of Whole-House Construction on Aircraft Noise Perception AB - Project 38's goal is to provide insight into how typical dwelling envelopes affect indoor sound levels due to non-sonic boom aircraft noise. Many existing aircraft noise guidelines are based primarily on outdoor sound levels. However, human perception is largely based on indoor response. This study will leverage existing technologies in sound transmission to model the combined sound isolation of dwelling envelopes. The model will be whole-housed focused; that is, the research will focus on composite dwelling envelopes (walls + windows + roof, etc). KW - Aircraft noise KW - Evaluation and assessment KW - Perception KW - Sound level KW - Sound transmission UR - http://partner.mit.edu/projects/sound-transmission-indoors---study-whole-houses UR - https://trid.trb.org/view/1362693 ER - TY - ABST AN - 01461814 TI - Evaluation of Airport Emissions within State Implementation Plans AB - Aviation is a growth sector in the United States. The growth of air traffic operations in the U.S. has resulted in an increase in traffic at the nation's major airports, accompanied by a corresponding increase in surface congestion and emissions. Of the Nation's 3,000 commercial service airports, only 158 are currently located in the Environmental Protetion Administration (EPA) designated nonattainment or maintenance areas (a concise list of these airports is located at: http://www.faa.gov/airports_airtraffic/airports/environmental/vale/). As EPA's emission control strategies for other non-aviation sectors take effect, the aviation emissions sources could become more pronounced both within the current Rate of Progress (ROP) emission inventories conducted for our Nation's poor air quality regions as well as the future forecasted State Implementation Plan (SIP) emission budgets. At the same time, the Federal Aviation Administration's (FAA's) Terminal Area Forecast (TAF) projects the growth of the U.S. aviation activities. How well do the individual SIP emission forecasts agree with the FAA's aviation activity TAF? Given that most SIP emission forecasts for aviation sources differ with the FAA's aviation activity TAF, the objective of this research is to develop recommendations and/or guidance for local and state agencies to better represent future airport emission sources in their SIP forecasts. This research will answer the following questions.  What portion(s) of the individual SIP emissions budgets do airport sources represent? What are the forecasted out years of SIP attainment compliance? How were airport emission sources forecasted for these out years? How do the SIP emissions forecasts compare with the FAA's TAF activity forecast? If there is considerable difference between the two, what recommendations can be brought forth to improve the forecasted growth of airport emissions within the applicable SIP budgets to better align with the FAA TAF? KW - Air transportation facilities KW - Airport access KW - Airport congestion KW - Airport terminals KW - Civil aviation KW - Environmental impacts KW - Pollutants KW - State implementation plans UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2792 UR - https://trid.trb.org/view/1230034 ER - TY - ABST AN - 01461801 TI - Evaluating Terminal Renewal versus Replacement Options AB - Most airport terminal facilities (e.g., terminal building, parking garages, and terminal roadways) are nearing the end of their useful life. In addition, the airline industry has significantly reduced capacity over the last few years to better match passenger demand, which has reduced the need for capacity-driven expansion at most airports. These reduced passenger levels, as well as the financial state of most airlines, put an additional financial burden on airport operators to maintain current rates and charges by making very sound capital investment decisions. Very often, components of terminal facilities reach the end of their useful life or become significantly outdated long before the structural integrity of the facility reaches the end of its useful life. However, these components, such as mechanical and IT systems, can be very difficult and costly to replace without major impacts to the facility and disruption to ongoing operations. Further compounding the issue is the lack of space at many airports to simply construct replacement facilities and avoid much of the complexity of renovating existing facilities without significantly disrupting passengers or ongoing operations. Airports with adequate space face tough scrutiny from the airlines to provide significant justification that new facilities are a more financially feasible solution than renewing the current facilities. Thorough analysis of the myriad relevant factors is required in order to decide whether to renew existing facilities or construct replacement facilities, particularly when the new facilities are not capacity-driven. This detailed analysis is typically not included at the Master Plan level but should occur before facility programming and schematic design services are commissioned. Nor can this analysis be conducted by simply comparing the initial capital cost of multiple options but rather must provide a total cost outcome perspective over a consistent investment horizon. The objective of the research is to establish a set of decision tools that can be used by airport operators, airlines, and consultants in evaluating options to renovate existing terminal facilities or replace them with new facilities. KW - Air transportation facilities KW - Aircraft maintenance KW - Airport capacity KW - Airport expansion KW - Airport operations KW - Airport planning KW - Expansion projects KW - Maintenance practices KW - Master plans KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2807 UR - https://trid.trb.org/view/1230021 ER - TY - RPRT AN - 01526344 AU - Friedman-Berg, Ferne AU - Allendoerfer, Kenneth AU - Deshmukh, Atul AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Moving Toward an Air Traffic Control Display Standard: Creating a Standardized Target Symbology for Terminal Situation Displays PY - 2010/08//Technical Note SP - 72p AB - In this study, the authors applied human factors best practices to the design of an enhanced target symbol set for terminal displays. To design new symbols, the authors first identified types of information that would be most operationally useful. Four types of information were selected that would provide the greatest operational benefits and tactical support for the controllers. These included aircraft category (Small, Large, Heavy, and Super Heavy), aircraft heading, aircraft altitude, and aircraft conformance to its assigned route or altitude. To evaluate the effectiveness of the symbols, search, sorting, and selection tasks were used that measured symbol preference, reaction time, and symbol identification. The results indicated that the controllers used consistent heuristics for categorizing symbols into different size and conformance categories. For both the heading and category coding, the authors also found benefits in terms of both increased accuracy and decreased reaction times. No benefits were found for the altitude coding. By using meaningful symbols to convey relevant tactical information, such as aircraft category and heading, both visual search speed and target detection accuracy are increased. On the basis of these findings, the authors propose a set of symbols and provide recommendations for creating standardized symbology for terminal situation displays and other safety critical systems. KW - Aircraft operations KW - Best practices KW - Human factors KW - Information display systems KW - Reaction time KW - Recommendations KW - Symbols KW - Terminal air traffic control UR - http://hf.tc.faa.gov/publications/2010-moving-toward-an-air-traffic-control-display-standard/full_text.pdf UR - https://trid.trb.org/view/1307217 ER - TY - RPRT AN - 01207154 AU - Prinzo, O Veronika AU - Campbell, Alan AU - Hendrix, Alfred M AU - Hendrix, Ruby AU - Federal Aviation Administration AU - Federal Aviation Administration TI - U.S. Airline Transport Pilot International Flight Language Experiences, Report 4: Non-Native English-Speaking Controllers Communicating With Native English-Speaking Pilots PY - 2010/08//Final Report SP - 42p AB - In 1998, the International Civil Aviation Organization (ICAO) took a heightened interest in the role of language in airline accidents. Member states agreed to take steps to ensure air traffic control (ATC) personnel and flight crews involved in flight operations in airspace where the use of the English language is required were proficient in conducting and comprehending radiotelephony communications in English. This report is a compilation of responses and comments by a group of U.S. pilots from American, Continental, Delta, and United Airlines of their difficulties in international operations. In this report, their responses to questions 39-45 are presented as a compiled narrative. The authors derived six major thrusts: (1) The English language proficiency of non-native English-speaking controllers may be inadequate for high workload conditions; (2) Pilots develop and use different strategies to improve ATC communications once they determine the controller’s language proficiency; (3) Pilots describe ATC communications between users of the same and different languages; (4) Language switching distracts pilots and limits understanding, adversely affects situational awareness, leaves them with feelings of uncertainty, and increases their workload; (5) Language barriers most affect situational awareness just prior to top-of-descent and during taxi; and (6) How pilots compensate for reductions in situational awareness. The authors offer 16 recommendations to improve communication practices ranging from developing standardized and secure English language testing for use by all ICAO member states, to realistic emergency and nonroutine scenarios and simulations demonstrating use of conversational English to enhance datalink for surveillance and communications. KW - Air pilots KW - Air traffic control KW - Air traffic controllers KW - Communication KW - English language KW - Proficiency KW - Voice communication UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201012.pdf UR - https://trid.trb.org/view/935415 ER - TY - ABST AN - 01569535 TI - iRadiant Heating (Geothermal) Prototype for Airfield Pavements AB - This project is proposing the construction of a prototype project as an extension of the research completed to date. It is believed that such a project could springboard the concept into reality without a significant research & development time lag. This project will include the design and construction of a snow melt pad in a small test area of concrete pavement at the Greater Binghamton Airport. This test area will incorporate radiant heat using geothermal technology. The test area will be located under and near one of the airport's jet bridges and will measure approximately 2,800 square feet. This installation will allow for a determination of the effectiveness of the concept for use in the passenger enplaning/deplaning areas near aircraft parking positions. KW - Airport runways KW - Binghamton (New York) KW - Concrete pavements KW - Geothermal resources KW - Radiant heating KW - Snowmelt UR - https://trid.trb.org/view/1360991 ER - TY - ABST AN - 01569540 TI - Implementing Conductive Concrete with Renewable Energy to Develop Anti-Icing Airfield Runways AB - The objective of this research project is to develop an anti-ice runway slab by implementing a photovoltaic energy system with conductive concrete. A test slab will be constructed at the University of Arkansas' Engineering Research Center to substantiate the methodology. The test slab with be monitored for ambient and internal temperature throughout the 2010-2011 winter season. In addition, a preliminary numerical model will be generated to determine an anti-ice slab's photovoltaic energy system requirements as a function of airfield location. KW - Airport runways KW - Anti-icing KW - Conductive concrete KW - Numerical models KW - Photovoltaic systems KW - Winter maintenance UR - http://www.tc.faa.gov/logistics/grants/doc/10-G-011.doc UR - https://trid.trb.org/view/1360996 ER - TY - ABST AN - 01483019 TI - Deployment and Assessment of Avian Radar Systems at JFK, ORD, NASWI, and SEA AB - No summary provided. KW - Airports KW - Assessments KW - Deployment KW - Radar KW - Radar air traffic control UR - https://trid.trb.org/view/1251764 ER - TY - ABST AN - 01477986 TI - Architecture for Cognitive Radio Operations for UAS AB - The objective of the project is to demonstrate the enabling role of cognitive radio (CR) technologies for unmanned aircraft systems (UAS) operating in the National Airspace system (NAS). They will explore how to apply a CR system architecture based on a policy-based approach to adaptive spectrum access that can provide significant benefits with minimum investment in a UAS environment. The project will be guided by concepts of operation (CONOPs), developed with the customer in order to establish the relevance of CR for UAS aviation flight operations. KW - Cognitive radio networks KW - Drone aircraft KW - National Airspace System KW - Technological innovations UR - http://www.tc.faa.gov/logistics/grants/doc/10-G-010.doc UR - https://trid.trb.org/view/1247643 ER - TY - ABST AN - 01461806 TI - Defining and Measuring Aircraft Delay and Airport Capacity Thresholds AB - Average aircraft delay is often cited as an indication of airport capacity or used as a measure of when to build new runways or other improvements. Airport planners and modelers may deem a certain number of minutes to be "acceptable delay" to help define capacity. Airline delays are reported to the Department of Transportation (DOT) every month by the major carriers and reported publicly as "on-time performance," comparing the airlines' ability to provide a certain level of customer service. The term "Delay" often refers to the amount of extra time experienced by an aircraft or flight. However, they are defined very differently and have different applications to airport planning. At the same time, very little guidance exists as to what amount of delay should be used for determining airport improvements (for many years, the NPIAS suggested four to six minutes of delay at large airports, but that statement is no longer included). Without strong guidelines on airport delays, the general public and airport decisionmakers can have difficulty understanding why just a few minutes of average delay warrant spending millions for capacity enhancements. For the Federal Aviation Administration (FAA), most flight delays are not reported until they reach at least 15 minutes. The National Plan of Integrated Airport Systems (NPIAS) reports airport delays from the FAA's Aviation System Performance Metric (ASPM) database, including taxi-in, taxi-out, and airborne delays. Evaluation of proposed airport development projects identified in individual Airport Master Plans or Environmental Impact Statements rely on evaluations of delay as an indicator of constraints on the airport system. Usually, delay is expressed as a function of Annual Average Delay (AAD) against Annual Service Volume (ASV). While the use of this annual metric works as an indicator of the efficiency of the airfield, it is sometimes too simplistic and may mask the causes of airfield inefficiencies. Many other metrics are available. However for planning and environmental specialists who are not expert in this area, there is no readily available source summarizing each of the metrics along with their strengths and weaknesses, and the appropriate uses. The objective of this research is to develop a guidebook that (1) describes various types of aircraft/flight delays and how the measures are calculated through a synthesis of the major delay metrics and (2) offers guidance about when each delay metric should be used and what specific measures can be used to evaluate airport improvements. KW - Aircraft operations KW - Airport operations KW - Airport runways KW - Aviation System Performance Metrics KW - Flight delays KW - Integrated systems KW - National Plan of Integrated Airports Systems UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2801 UR - https://trid.trb.org/view/1230026 ER - TY - ABST AN - 01461803 TI - Integrating Aviation and Passenger Rail Planning AB - The Federal government is actively pursuing the expenditure of billions of dollars on intercity passenger rail (ICPR) projects. However, it is not clear that there is a solid set of standardized, agreed-on methodologies for public leaders to use when complicated questions are asked about the impacts of intercity passenger rail on issues such as airport capacity. There is a lack of agreed-on tools to use in documenting the interrelationship between these public modal investments. Most important, there is a lack of an informed public debate about the potential of the complementary investments in aviation and rail systems in the United States. In many parts of the world, rail and air investments are seen as complementary elements of a larger multimodal and intermodal public policy. For example, scarce airport operational 'slots' in Frankfurt are available for profit-making international flights because those slots are not being used for short connections. In the United Kingdom, advanced planning is now under way that would link approval of a third runway at Heathrow to new intercity passenger rail service to the north. The two processes--approval of new runway capacity and planning for the connecting rail--are seen as part of one larger public policy debate. The Northeast Governors are keenly aware that intercity passenger rail, particularly the extensive Northeast Corridor Network and its high-speed passenger rail service is part of a larger transportation system that needs modal balance. Efficient use of this multi-state network dramatically affects the overall viability of the highway, aviation, freight, and commuter rail transportation networks that serve the region and the nation. Therefore the CONEG Policy Research Center and transportation policymakers from the northeast states are exploring policy and program options in which rail investments are seen as part of larger coordinated strategies to get the optimal output out of both air capacity improvements and rail capacity improvements--a goal which the northeast states and the CONEG Center have been advocating and working toward for over two decades. However, planning processes are often "siloed". This research would determine how to (1) integrate planning methods to better facilitate and support an enlightened public debate about what the two modes can and cannot accomplish together and (2) determine the data and analytic processes necessary to understand the benefit of undertaking integrated rail/air projects. The objective of this research is to create publically available tools and methods that would support a new level of multimodal transportation analysis to take place. KW - Air transportation KW - Air transportation facilities KW - Airport capacity KW - Airport congestion KW - Airport operations KW - Airport planning KW - Intercity passenger rail KW - Northeast Corridor KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2804 UR - https://trid.trb.org/view/1230023 ER - TY - ABST AN - 01461851 TI - Assessing Aircraft Noise Conditions Affecting Student Learning AB - Community concerns over the effects of noise on children's learning present potential barriers to airport expansion and can contribute to delays in capacity improvements. Considerable evidence demonstrates that chronic exposure to noise is associated with reading deficits in children. Recent research conducted for the European Union (EU) suggests that a 5dB-increase in noise exposure translates to a 2-month delay in reading scores. Furthermore, a pilot study for the Federal Interagency Committee on Aviation Noise (FICAN) found that low-performing students' test scores were more likely to improve after their schools were insulated against aircraft noise. An important remaining question is the level at which learning impacts occur. In FY07, the Federal Aviation Administration (FAA) awarded $56.5 million in grants to insulate public buildings--mostly schools--often based on a criterion of Day-Night Average Sound Level (DNL) 65 dB. There has been no research to date to identify whether this criterion is appropriate for identifying noise impacts on schools. The Environmental Working Group (EWG) Science and Metrics Standing Committee of the Joint Planning and Development Office (JPDO) has proposed metrics to the EWG Policy Standing Committee for consideration in their preparation of the EWG environmental targets. The Working Group has proposed that JPDO use as a metric the number of students exposed to noise levels that affect learning, but has also identified a need for further development of this metric. The objective of this research is to collect and summarize current research on the impacts of noise on learning and relate this information to aviation noise and airports. KW - Aircraft noise KW - Aviation KW - Impacts KW - Learning KW - Noise KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2797 UR - https://trid.trb.org/view/1230071 ER - TY - ABST AN - 01461813 TI - Incorporating Sustainability into Traditional Airport Projects AB - There is increasing attention to and awareness of "green" and "sustainable" initiatives in design and construction, not only in commercial and residential properties, but in airport improvements as well. There is widespread belief that incorporating these initiatives into projects may have higher initial costs, but there is little knowledge as to what the benefits may be. In some cases, lack of understanding and perception of increased costs has inhibited the implementation of these concepts and technologies into traditional (i.e., those projects not planned and designed with sustainability in mind) airport projects. Airport decision makers need to have a better understanding of the social, economic, and environmental benefits of incorporating sustainable design concepts and technologies into projects. They also need a process to evaluate and determine achievable, sustainable design concepts and technology alternatives that can be incorporated into traditional projects. As such, research is needed to develop a process for evaluating sustainable design concepts and technology alternatives in the planning and design phases of airport project development. The objective of this research is to develop a guidebook that airports can use to assist them in evaluating sustainable design and technology alternatives during the planning and design phases of airport project development. KW - Airport operations KW - Airport runways KW - Construction management KW - Environmental policy KW - Green KW - Greenhouse effect KW - Pavement design KW - Permeability KW - Sustainable development UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2793 UR - https://trid.trb.org/view/1230033 ER - TY - ABST AN - 01461804 TI - Addressing Uncertainty about Future Airport Activity Levels in Airport Decision Making AB - Forecasts of airport activity levels are essential to airport planning and financing decisions. In recent years, however, the ability of traditional forecast techniques to produce reliable estimates has been a growing concern. There are numerous examples of situations where unforeseen events and developments have had a significant effect on realization of airport development plans. Many parameters essential for preparation of air traffic forecasts (e.g., economic growth, fuel costs, and airline yields) have recently become more volatile. For example, the extreme fuel price rises experienced in 2008 led air carriers to cut air service. This price increase was followed by a sharp economic downturn which, in turn, put additional pressure on airline yields, traffic levels, and air carrier viability. In addition, concerns around shock events (e.g., terrorism or health pandemics) have magnified the degree of uncertainty involved in producing reliable air traffic forecasts. The effects of changing economic conditions on air cargo demand, airline mergers and bankruptcies, and airline decisions concerning routes and hubbing activities have also impacted the reliability of air traffic forecasts. The traditional approach to handling uncertainty has been to supplement base case forecasts with high- and low-case forecasts to account for a range of potential outcomes. This approach, however, provides only a cursory understanding of the risk profile and provides no detail on how unforeseen events and developments actually affect forecasts and resulting decisions. It is important to incorporate a comprehensive analysis of risks and opportunities into those airport management plans that rely on air traffic forecasts. In an operating environment subject to a great deal of uncertainty, airports need to generate and incorporate accurate measures of numerous factors (e.g., fuel prices, economic growth, and industry structure) in their long-term forecasts in support of physical and financial planning. An effective and systematic analysis framework will assist airport managers in meeting this requirement. The objective of this research is to develop a guidebook and an associated reproducible and transparent systems analysis methodology to help airport management make decisions in the face of uncertain futures, recognizing and addressing risks and opportunities as input to facility planning and development. This research will assess how various external factors (e.g., fuel price, user taxes, airline strategies, regulations, social and demographic change, technology change, environmental change, and changing market and financial conditions) affect airport activity levels as measured by number of origin, destination, and connecting passengers; number of aircraft operations; aircraft fleet mix; and air cargo volume. The guidebook and associated systems analysis methodology should (1) examine ways to identify and characterize risks and opportunities, including their plausibility and magnitude, and how to consider them as elements of comprehensive airport planning and development strategies; and (2) enable airport management to address risks and opportunities in their business models, so as to avoid surprise and need for belated action. KW - Air traffic KW - Air transportation facilities KW - Computer models KW - Forecasting KW - Guidelines KW - Research projects KW - Traffic forecasting KW - Uncertainty UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2803 UR - https://trid.trb.org/view/1230024 ER - TY - ABST AN - 01461809 TI - Aircraft Taxi Noise Database for Airport Noise Modeling AB - The Federal Aviation Administration's (FAA's) Integrated Noise Model (INM) is the agency's required tool for NEPA-related studies and FAR Part 150 studies. The transition of INM into the Aviation Environmental Design Tool (AEDT) is a prime example of the commitment of FAA to improving aviation environmental assessment computational capabilities. The AEDT program will achieve an important milestone in integrating FAA legacy tools and improving on their accuracy and functional capability to assess airport noise. For instance, improvements include changes in acoustic, emissions, and performance modeling capabilities, as well as improvements to noise-power-distance (NPD) curves, lateral attenuation algorithms, and relative-humidity absorption. ACRP recently contributed a key improvement to the noise modeling tools through Project 11-02/Task 8, "Enhanced Modeling of Aircraft Taxiway Noise." The objective of this scoping project was to determine the best way to model airport noise from aircraft taxi operations and to create a plan for implementing a taxi noise prediction capability into INM in the short term and AEDT in the longer term. One of the outcomes of the project revealed that the primary weakness for taxi noise modeling is related to a definition of engine source noise characteristics--level, spectra, and directivity. Currently, there is no direct noise database for taxiing operations--within the current INM/ AEDT models; source noise is obtained through an approximate extrapolation of NPD data. For long-term requirements it was suggested that additional measurements be made for taxi operations where synchronized noise and engine operating parameters can be obtained, so as to determine the noise sensitivity at low thrust settings and allow a realistic evaluation of breakaway thrust impact. This would require a considerable field measurement effort with extensive coordination with cooperating airlines. A short-term solution to the problem, suggested in the ACRP Project 11-02/Task 8 report, is to develop a noise, spectral class, and directivity database for a nominal taxi state by processing existing measurement data from a study conducted at Madrid Barajas International Airport. Although comprehensive, this measured dataset does not address all aircraft in common use at U.S. airports and needs to be supplemented with additional measurements for specific aircraft types. These measurements will record a sufficient number of taxi operations in order to develop statistically valid nominal taxi operating state source characteristics. The resulting database will remove the weakness in the current INM noise database and allow for much improved taxi noise estimates. The objective of this research is to use existing measured data, supplemented by a modest measurement program, to develop a comprehensive database of Noise/Spectral Class/Directivity characteristics for commercial aircraft operating at U.S. airports. KW - Aircraft noise KW - Airport noise KW - Databases KW - Environmental design KW - INM (Integrated Noise Model) KW - Research projects KW - Taxiways UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2798 UR - https://trid.trb.org/view/1230029 ER - TY - ABST AN - 01478848 TI - Neuroimaging Study of Mental Fatigue AB - The primary objective of technology development in this proposal is to develop neuroimaging technologies, based on modeling and computation, which are able to on distinguish activation brain networks and default mode brain networks in electroencephalography (EEG) data to identify different brain states. They propose to separate EEG data into components due to their temporal dynamic characterizations of statistical independence and due to their different spatial compartmentalization. The primary objective of scientific investigation in this proposal, with developed technologies, are to identify and monitoring brain states with EEG data; to quantify interference of mental fatigue on brain states due to the time-on-task effect; and to assess the recovery time after developing mental fatigues. KW - Brain KW - Data collection KW - Electroencephalography KW - Fatigue (Physiological condition) KW - Imaging systems KW - Mental condition KW - Neurology UR - http://www.tc.faa.gov/logistics/grants/doc/10-G-008.doc UR - https://trid.trb.org/view/1247972 ER - TY - ABST AN - 01465305 TI - Separation Management - Closely Spaced Parallel Runway Ops (CSPO) AB - This project initiative will accelerate activities to provide increased arrival, departure and taxi service to closely spaced parallel runways in all weather conditions. This initiative will also enhance procedures to allow dependent operations to closely spaced parallel runways or converging approaches to runways closer than 2,500 feet, and independent operations to parallel runways between 2,500 and 4300 feet. KW - Air traffic control KW - Aircraft separation KW - Airport runways KW - Arrivals and departures KW - Next Generation Air Transportation System KW - Taxiing UR - https://trid.trb.org/view/1233538 ER - TY - ABST AN - 01461815 TI - The Role of Air Travel in the Transmission and Spread of Insect-borne Diseases AB - Air travel has long been suspected to play a role in the transmission and spread of insect-borne diseases. Considerable resources have been devoted to addressing the phenomenon of "airport malaria" (isolated cases of malaria in the vicinity of an international airport in a region in which malaria is not typically present). The assumption is that airport malaria is transmitted when a mosquito is transported during an international flight from a malaria-endemic region and then bites a human after landing. This theory has given rise to the practice of "disinsection"--using chemical pesticides to rid arriving aircraft of insects prior to disembarkation--which currently is required as a condition of landing by 20 countries (though not by the United States). More commonly, malaria and other insect-borne diseases are imported by infected passengers. The existence of suitable habitat in non-endemic regions with competent insect vectors may lead to resurgence of not only malaria but also other devastating insect-borne diseases such as dengue and Chikungunya fever in non-tropical regions such as the U.S. The concern about the growing threat of insect-borne diseases, combined with the theory that air travel is allowing the importation (or reintroduction) of diseases in the U.S., has renewed interest in insect-control programs at airports and on aircraft. However, a more appropriate focus for controlling the introduction and spread of insect-borne disease would be the infected traveler. Research is needed to provide a better understanding of how the transmission and spread of insect-borne diseases are facilitated by air travel. Such research would provide a basis for airports, airlines, and public health officials to assess the appropriateness and efficacy of current mitigation practices. The objective of this research is to develop a user-friendly GIS-based tool on a CD-ROM to help better define the roles of airports and airlines in the transmission and spread of insect-borne human diseases. The tool should show the interrelationships among the global distribution of insect-borne infectious diseases, locations of known outbreaks, and international air service routes to identify seasonal risks of insect-borne infectious disease transmission and spread by air travel, and to help identify potential mitigation strategies. KW - Air transportation KW - Airlines KW - Communicable diseases KW - Diseases and medical conditions KW - Insects KW - International airports KW - Vector analysis UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2791 UR - https://trid.trb.org/view/1230035 ER - TY - ABST AN - 01465307 TI - GBAS in Houston AB - The Local Area Augmentation System (LAAS) is the United States implementation of internationally accepted standards for Ground Based Augmentation System (GBAS). GBAS augments the current Global Positioning System (GPS) service for terminal, non-precision, and Category I/II/III precision approaches in the National Airspace System (NAS). The Federal Aviation Administration (FAA) identified GBAS as an "Enabler" for the NextGen, Flexibility in the Terminal Environment Solution Set. The Houston GBAS initiative will support the early implementation of Global Navigation Satellite System (GNSS) technologies GBAS and Satellite-Based Augmentation System (SBAS), and at the same time support Houston initiatives for closely spaced parallel runway operations and wake separation research because of the GBAS linear capabilities and multiple glide path and offset touchdown capability. KW - Air traffic control KW - Aircraft separation KW - Airport runways KW - Augmentation systems KW - Global Navigation Satellite System KW - Houston (Texas) KW - Next Generation Air Transportation System UR - https://trid.trb.org/view/1233540 ER - TY - ABST AN - 01461812 TI - Alternative Fuels as a Means to Reduce PM2.5 Emissions at Airports AB - More than sixty airports are located in non-attainment areas for PM2.5. As demand for air travel continues to grow, these airports will face increasing pressure to reduce their contribution to local emissions. Alternatives to petroleum-derived Jet Fuel A show promise in dramatically reducing the sulfur and aromatic content of jet fuel, therefore, resulting in a decrease in PM emissions from turbine-powered aircraft. Regions of the country where air quality exceeds the limits imposed by the National Ambient Air Quality Standards (NAAQS) are required to develop a plan to bring the affected areas back into attainment. This research aims to determine the degree to which introducing a low-sulfur and/or low-aromatic alternative to standard petroleum-derived Jet Fuel A at select airports within PM2.5 non-attainment areas can be an effective means of reducing PM emissions for the region. Many options (e.g., aircraft technology advancement, efficient operational procedures, use of alternative fuels, and others) are being investigated to limit airport/aircraft emissions. Evaluation of a combination of these options is necessary to address air quality-related environmental concerns effectively in the context of aviation growth forecasts. In particular, options considered should include alternatives to traditional Jet Fuel A, with special attention to use of ultra-low-sulfur jet fuel. As these options are explored, it is also important to understand and quantify changes in overall engine combustion emissions and their impact on the environment. This research will incorporate case studies at candidate airports to determine the extent to which alternatives to Jet Fuel A, including ultra-low-sulfur jet fuel, can reduce overall PM2.5 emission concentrations in a PM non-attainment area. The final report will include a framework for assessing lifecycle PM2.5 emissions that will be useful for future studies.  KW - Air quality management KW - Aircraft exhaust gases KW - Airport operations KW - Alternate fuels KW - Environmental impacts KW - Jet engine fuels KW - Nonattainment areas KW - Pollutants UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2794 UR - https://trid.trb.org/view/1230032 ER - TY - ABST AN - 01461810 TI - Evaluating Alternatives For Aircraft Ground Power, Heating, and Air Conditioning AB - Air quality (and specifically emissions) is an emerging issue that is beginning to affect airports and airlines. As such, airports are looking at alternatives for their own operations as well as for the airlines serving their airports. Aircraft auxiliary power units (APUs) are a source of emissions and noise; however, there are alternatives to APUs that provide ground power, heating, and air conditioning. These alternatives can be mobile units, terminal based, bridge based, or ramp based. Each of these alternatives has different capital and operating costs, as well as different effects on emissions. What works at one airport may not be applicable at another airport for various reasons such as different climate conditions, airline aircraft fleet, and terminal and ramp infrastructure. While airports are familiar with the range of alternatives to aircraft APUs, information is needed on their environmental benefits and other considerations (e.g., costs, funding, operational impacts, and maintenance) for selecting and implementing alternatives. Research is needed to provide such information to assist airports and airlines in evaluating APU alternatives. The objective of this research is to prepare a workbook for airport, airline, and environmental planners that can be used to evaluate alternatives to aircraft auxiliary power units (APUs) for power, heating, and air conditioning. The workbook should include tools to quantify the general emissions benefits of alternatives and to provide appropriate quantitative and/or qualitative analyses of the financial (e.g., capital, operating, and maintenance expenses) and operational implications, as well as any potential noise reductions that may occur. The workbook is intended to be a set of tools that will provide general emission information for various types of APUs, options, costs, and other considerations that can be applied. KW - Air quality management KW - Aircraft exhaust gases KW - Aircraft noise KW - Airport operations KW - Auxiliary power units KW - Fuel conservation KW - Heating, cooling and ventilation equipment KW - Noise KW - Noise barriers KW - Pollutants UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2796 UR - https://trid.trb.org/view/1230030 ER - TY - ABST AN - 01461802 TI - Airport-to-Airport Mutual Aid Programs AB - Airports practice and understand working with their local community mutual aid organizations in responding to airport emergencies. However, when it comes to community-wide disasters (i.e., hurricanes, earthquakes) that adversely affect airport operations, airports may not be the first priority in the deployment of mutual aid assets. Airports are excellent resources for other airports during these disasters in that they have the exact type of asset and human resources with the knowledge to assist in the unique operating requirements of airport systems. Two grass-roots organizations have been created to provide these resources: the Southeastern Airports Disaster Operations Group (SEADOG) and the Western Airports Disaster Operations Group (WestDOG), known collectively as the DOGs. The DOGs serve as a mechanism to assist impacted airports and to coordinate with airports seeking to provide assistance, much in the same way as utility companies provide for each other. Airports are interested in participating in such groups, but with known financial, legal, and logistical hurdles, they have been hesitant to formally commit. With other industries having resolved or worked within these constraints, further research is needed to help airports develop and implement airport-to-airport mutual aid programs (MAPs). The objective of this research is to prepare a guidebook to help public airport operators of all sizes and types to develop and implement national and/or regional airport-to-airport mutual aid programs (MAPs) to plan, assess, respond, and recover from an event that adversely affects operations of the airport. KW - Airport operations KW - Command centers KW - Disaster relief KW - Disasters KW - Hurricanes KW - Volunteers UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2805 UR - https://trid.trb.org/view/1230022 ER - TY - ABST AN - 01570564 TI - Evaluation of MFAST for TARGETS AB - Continuous Descent Arrival (CDA), also called Continuous Decent Approach, is a procedure where aircraft descend directly from a relatively high altitude without the traditional leveling off in a series of steps. Currently, CDA is implemented in conjunction with Area Navigation Standard Arrival Route (RNAV STAR) development and requires analysis and guidance for the development of the approach's vertical profile. The Federal Aviaton Administration (FAA) RNAV office has requested an additional module to its Terminal Area Route Generation Evaluation and Traffic Simulation (TARGETS) program, a requirement for RNAV procedure development. This additional module would be a procedure design tool for incorporating vertical profiles which include CDA criteria for altitude and speeds. The MITRE Corp. has proposed the development of an flight management simulation tool (MFAST) module to support the FAA RNAV office request. The FAA AEE would like to ensure that the module produces the desired criteria for the RNAV STAR vertical profiles. The goal of Project 39 was to evaluate MFAST by using output from its Tool for Analysis of Separation and Throughput. KW - Air routes KW - Aircraft KW - Airports KW - Continuous Descent Approach KW - Evaluation and assessment KW - Route generation KW - Satellite communication KW - Traffic simulation UR - http://partner.mit.edu/projects/terminal-area-aircraft-simulation-tools-evaluation UR - https://trid.trb.org/view/1362695 ER - TY - ABST AN - 01570548 TI - Open Rotor Noise Impact to Airport Communities AB - Recent increases in fuel prices have driven the commercial aviation industry to focus on fuel efficiency. The efficiency of propellers and prop-fans has produced renewed interest in advanced "open rotor" engine designs. To contribute to the design process, noise predictions need to accurately identify the issues associated with these new designs and must forecast the annoyance of the population near airports due to the new noise sources. KW - Airport noise KW - Civil aviation KW - Communities KW - Impact studies KW - Noise KW - Rotors UR - http://partner.mit.edu/projects/open-rotor-noise-impact-%0Bairport-communities UR - https://trid.trb.org/view/1362679 ER - TY - RPRT AN - 01526310 AU - Truitt, Todd R AU - Muldoon, Robert AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Data Communications Segment 2 Airport Traffic Control Tower Human-in-the-Loop Simulation. PY - 2010/07//Technical Report SP - 122p AB - This technical report provides a brief literature review of previous research on air traffic control concepts relevant to the Data Communications (Data Comm) program and examines the use of digital-taxi (D-Taxi) clearances for departure aircraft under three levels of data link equipage (Voice Only vs. 40% Data Comm vs. 75% Data Comm). Sixteen current controllers participated in a high-fidelity, human-in-the-loop simulation to assess the potential effects of D-Taxi on controller communications, workload, and performance. The authors collected measures of airport system efficiency and usability measures for the Tower Operations Digital Data System that enabled the D-Taxi functions and taxiway conformance monitoring. The authors examined the specific effects of taxi conformance monitoring and a complete data link system failure in an additional exploratory scenario. This report provides a detailed set of results and recommendations for future research and requirements generation that the Federal Aviation Administration should consider when implementing the Data Comm Segment 2 concepts. KW - Air traffic control KW - Air traffic controllers KW - Airport control towers KW - Data communications KW - Digital communication systems KW - Literature reviews KW - Recommendations KW - Simulation KW - Taxiing KW - Workload UR - http://www.tc.faa.gov/its/worldpac/techrpt/tc105.pdf UR - https://trid.trb.org/view/1307234 ER - TY - RPRT AN - 01343095 AU - Swift, Hales AU - Purdue University AU - Partnership for AiR Transportation Noise and Emissions Reduction AU - Federal Aviation Administration TI - A Review of the Literature Related to Potential Heath Effects of Aircraft Noise PY - 2010/07//Final Report SP - 99p AB - This literature survey emphasizes cardiovascular outcomes and the potential pathways from aircraft noise to health outcomes for possible cardiovascular endpoints. Two potential pathways are discussed: sleep disruption and noise-induced stress, because both have been related to possible cardiovascular outcomes. Researchers have shown nighttime aircraft noise to be more highly correlated to health impacts than twenty-four hour or daytime noise, and have found that observed effects in road noise studies have become stronger when house orientation and window opening habits at night have been taken into account. Research into health effects of industrial noise exposure as well as health effects associated with annoyance from community noise suggests that stress reactions, such as arousal of the cardiovascular system in response to a loud noise, may lead to negative cardiovascular outcomes as well. It has been proposed that repeated short-term increases of blood pressure and heart rate associated with these reactions may lead to changes in the functioning of the cardiovascular system and eventual hypertension. Thus, both sleep and stress, because they have been proposed as pathways leading from noise exposure to eventual cardiovascular outcomes, are of interest and have been focused on in this report. The last two chapters of this report include a discussion of unanswered questions and ideas and recommendations for future research that would: (1) help further elucidate the relationship between aircraft noise and health; and (2) provide decision makers with the tools that they need to optimize policy with regards to noise producing infrastructure in order to minimize negative health outcomes. Additionally, ways to conduct studies that might help address these unanswered questions and the feasibility of those approaches are also discussed. KW - Aircraft noise KW - Cardiovascular system KW - Future research KW - Health KW - Health hazards KW - Hypertension KW - Literature reviews KW - Sleep KW - Sleep disturbance KW - Stress (Physiology) UR - http://web.mit.edu/aeroastro/partner/reports/proj19/proj19-healtheffectnoise.pdf UR - https://trid.trb.org/view/1104986 ER - TY - RPRT AN - 01226727 AU - Atwood, Dave AU - Federal Aviation Administration TI - Full-Scale Engine Endurance Test of Swift Enterprises UL102 Fuel PY - 2010/07//Final Report SP - 70p AB - Researchers at the Federal Aviation Administration William J. Hughes Technical Center Aviation Fuel and Engine Test Facility (AFETF) entered a Cooperative Research and Development Agreement (CRDA) with Swift Enterprises. Swift has plans to produce a high-octane, nonoxygenated, binary fuel from biomass for spark ignition, piston aircraft engines. Due to the binary nature of the fuel and the use of heavy aromatics, the Swift fuel will require engine and airframe testing to determine the performance effects of noncompliance with the current aviation gasoline specification properties regarding distillation slope. This research was performed on a Swift binary blend, manufactured in a refinery and not in bio-process, to determine whether there were any initial major engine performance-related findings that would prevent further research into the use of a Swift binary blend of these components. It is noted that trace materials found in this Swift binary blend may differ from those that arise from manufacturing of the components from a biomass fermentation process and will probably differ depending on sugar source and bio-enzymes selected. It is recommended that Swift perform additional engine, airframe, and fuel pump rig tests using a fuel made in their biomass process and perform the engine tests using a straight weight mineral oil. KW - Alternate fuels KW - Aviation fuels KW - Biomass fuels KW - Engine performance KW - Fuel mixtures KW - Pistons (Engines) KW - Test facilities UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar1013.pdf UR - https://trid.trb.org/view/987537 ER - TY - RPRT AN - 01173136 AU - Drumm, A C AU - Harris, G S AU - Chludzinski, B J AU - Harman, W H AU - Panken, A D AU - Massachusetts Institute of Technology AU - Department of the Air Force AU - Federal Aviation Administration TI - Lincoln Laboratory 1030/1090 MHz Monitoring PY - 2010/07//Project Report SP - 76p AB - Traffic Collision Avoidance System (TCAS) behavior in New England airspace is being monitored and analyzed, making use of an omni-directional 1030/1090 MHz receiver. The receiver system, located in Lexington, MA, operated by M.I.T. Lincoln Laboratory, is used to record data for subsequent analysis in non-real time. One aspect of the program focuses on communication taking place during TCAS Resolution Advisories (RA's). Omni-directional receptions make it possible to examine the air-to-air messages exchanged between aircraft for coordination of RA's. Omni-directional reception rates are also being studied. The results indicate the percentage of aircraft that are TCAS equipped and the percentage of received signals that originate from TCAS and other systems. A third aspect of the program evaluates the availability of 1090 MHz Extended Squitter data for use in collision avoidance systems. Data is recorded continuously, and the busiest periods are selected for focused attention. KW - 1090 Mhz KW - Air traffic control KW - Air transportation KW - Airspace (Aeronautics) KW - Crash avoidance systems KW - Monitoring KW - New England KW - Radio frequency KW - Traffic alert and collision avoidance system UR - https://trid.trb.org/view/927805 ER - TY - ABST AN - 01461929 TI - Guidebook for Developing General Aviation Airport Business Plans AB - Airports are not just transportation facilities; they are also a form of public and/or private business enterprise. The success, and indeed the survivability of this business enterprise, is in significant measure tied to its profitability. Profitable airports thrive; unprofitable airports often die a slow death. While considerable time and money is spent on systematic airport infrastructure planning and forecasting, many airports invest surprisingly little in systematic airport business planning. They are equally important. Airport business planning and airport master planning are essential and equal actors in planning the future of an airport. General Aviation (GA) airports are finding it more and more difficult to not only fund planned development but also to cover operational shortfalls. It is recognized that a good deal of effort and attention will be necessary to transform the airport into a revenue-producing facility. GA airports do not enjoy the economic support provided through passenger travel-related revenues and, as a result, many of these airports are not financially self-sufficient. The inherent difficulty of generating revenues from airport operations to meet both operational and capital needs is daunting, and getting more so. Investing in airport business planning is becoming essential to make airports self-sustaining. There is an immediate need at most airports to increase revenues, including potential non-aviation sources, and to scrutinize expenses for cost-savings.   It is the intent of this research to document best practices for the preparation and implementation of business planning and their use as a primary fiscal tool in airport decision-making. A General Aviation Airport Business Planning Best Practices guidebook will be the result of this research project.   Airport owners will be introduced to a business planning process that will enable them to objectively evaluate the business elements of the airport enterprise and then to take the necessary next steps to plan and act to achieve higher airport net revenues with an ultimate goal of reaching self-sufficiency.   KW - Air transportation KW - Air transportation facilities KW - Financial analysis KW - General aviation airports KW - Government business enterprises KW - Private enterprise KW - Profitability KW - Shortfall analysis UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2783 UR - https://trid.trb.org/view/1230149 ER - TY - ABST AN - 01461922 TI - Winter Design Storm Factors for Airport Stormwater Management AB - Winter storms are highly variable and present significant operational challenges for airlines and airport operators who must ensure compliance with both aircraft safety standards and environmental standards. As a result, the design of airport infrastructure to manage stormwater from aircraft deicing operations cannot be standardized from airport to airport. Development of stormwater management systems for "worst-case" deicing events could result in high cost for management of rare events. Alternatively, a stormwater management system that allows for frequent overflows could raise concerns about the ability to meet permit limits and/or water quality standards. A winter design storm is a single precipitation event or a sequence of precipitation events that a stormwater management system is designed to handle. There are various factors that are used in determining an airport's winter design storm, specifically, differences in the intensity of precipitation, the form of precipitation, the lag period between precipitation and run-off, and the need for and/or intensity of deicing activities. These factors result in large differences in the quantity and quality of run-off that requires management. The quantity and quality of run-off from aircraft deicing affects how airports are able to meet federal and state water quality standards. Determining the winter design storm is part of the process an airport must use in developing a stormwater management system to control aircraft deicing run-off, and airport operators need further guidance on how to define the relevant factors that should be considered in determining their winter design storm. The objective of this research is to develop a guidebook for airport designers and operators to define the relevant winter storm design factors and how they should be considered in determining a winter design storm for the purpose of sizing and selecting a collection, conveyance, storage, and treatment system in the management of run-off from aircraft deicing operations. KW - Aircraft KW - Airport operations KW - Deicing chemicals KW - Drainage KW - Management KW - Runoff KW - Winter maintenance UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2790 UR - https://trid.trb.org/view/1230142 ER - TY - ABST AN - 01570559 TI - Flight Data Monitoring - General Aviation Safety Information Analysis and Sharing Phase II AB - No summary provided. KW - Aviation safety KW - Flight data KW - Flight data monitoring KW - Information systems KW - Monitoring UR - https://trid.trb.org/view/1362690 ER - TY - ABST AN - 01570714 TI - Studies on Continuous Descent Arrival AB - Continuous Descent Arrival (CDA), also called Continuous Decent Approach, is a procedure where aircraft descend directly from a relatively high altitude without the traditional leveling off in a series of steps. The objective of this research is to examine and quantify the operational feasibility of CDAs nationally, by examining a number of large US airports and estimating the number or percentage of arrivals that could reasonably be expected to perform a CDA, or part of a CDA, given airspace and air traffic flow control constraints. KW - Aircraft arrival KW - Aircraft exhaust gases KW - Aircraft operations KW - Airport operations KW - Descent KW - Studies UR - http://partner.mit.edu/projects/continuous-descent-arrival-national-operational-feasibility UR - https://trid.trb.org/view/1363058 ER - TY - ABST AN - 01461807 TI - Passenger Value of Time, Benefit-Cost Analysis, and Airport Capital Investment Decisions AB - Airports invest billions of dollars in their airport infrastructure and provision of services yet they have relatively little specific knowledge of their customer's valuation of them. Similarly the Federal Aviation Administration (FAA) and Transportation Safety Administration (TSA) have limited knowledge and only rough approximations of the value that passengers, shippers, meeters and greeters, and the companies that pay for air travel place on efficient and cost-effective air transportation services. Airlines and other direct sellers of their travel services take a more direct pulse of the public's value for these services and have been unbundling some of these related services with their a la carte pricing schemes, but do not share their proprietary market valuations. The FAA uses a decade-old basis for valuing passenger time and DOT has not revised this value for use in the required cost-benefit analysis for capacity projects funded via the Airport Improvement Program (AIP).   The Office of Management and Budget places major emphasis on the development of these cost-benefit studies and FAA has incorporated this requirement in the evaluation of their discretionary grants for capacity projects. Airports have relied on past planning practices or more subjective surveys of passenger satisfaction which do not yield information directly useful for rigorous investment evaluations. The estimation of capacity benefits relies principally on the service (value of time due to better and more reliable schedule and service patterns) and efficiency gains (reduced airline or operator costs), plus the informational value of understanding when the travel sequence will be accomplished, and in what steps. Airline operational and service practices have undergone major changes over the past two decades, but little research has focused on how these changes affect air passengers and their decisions. For example, passenger decisions and behavior may be influenced by current airline industry practices (e.g., hub and spoke versus direct service, reservation and booking practices, product differentiation strategies, and air alliance attributes; changes in the overall technology culture (e.g., internet and cell phone); or effects of security measures post 9/11. The purpose of this research is to provide a more current and comprehensive understanding of recent developments that would inform airports of their customers' valuations in order to make investment cases to airport managements, FAA and TSA, and the airlines or other airport users. An empirical or survey- based methodology for documenting these improved valuations will provide a basis for appropriate capital improvement plans and commitments that can pass scrutiny by FAA, GAO, and airlines and other users. Research is needed to account for how passengers value benefits associated with increased capacity and greater schedule certainty, frequency, timing, and other relevant characteristics that affect their decisions on traveling, including who, when, and what mode. This research may develop a database from a national survey of air passengers (similar to the ATA's Gallup surveys or major airport air passenger surveys) to estimate the passengers' values of time with the ability to differentiate between trip purpose, trip length, and other relevant passenger-trip and service characteristics (e.g., timing of flights, connection times, flight option redundancy, and flight frequency).   KW - Air transportation KW - Air transportation facilities KW - Airport Improvement Program KW - Benefit cost analysis KW - Cost effectiveness KW - Customer service KW - Research projects KW - Travel behavior UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2800 UR - https://trid.trb.org/view/1230027 ER - TY - ABST AN - 01461925 TI - Airport Ground Support Equipment (GSE) Inventory and Emission Reduction Strategies AB - Increased levels of demand at airports in the United States have resulted in a growth in surface congestion and an associated increase in airport surface emissions. This problem is likely to worsen with the projected future increase in air transportation. Efforts are underway to decrease surface congestion. Local air quality and global climate change concerns, regulatory pressures, and the desire to be environmentally responsible have resulted in a growing number of airport programs around the United States to assess and reduce airport emissions. Although much is known about aircraft fleets, operations, and emissions, comparatively little is known about aircraft ground support equipment (GSE), a major part of airport ground operations and infrastructure and a manageable emissions source. What national GSE data are available are outdated and unreliable. Accurate GSE data are needed by the FAA and airport sponsors to plan adequately and to balance the growing air quality demands of the international community, States, regulatory agencies, and communities with the need for future airport system improvements. Although airport expansion plans to enhance system capacity in order to meet the increased demand may decrease delays and mitigate surface congestion, they will most likely exacerbate the problem of surface emissions. On the other hand, proactive strategies that limit surface emissions may help airports. This research intends to determine the locations and status of the most successful programs to limit or decrease emissions. Research will (1) identify operational approaches that have been implemented at various airports around the nation to reduce non-aircraft surface emissions and also implications of these approaches on LTO aircraft emissions; (2) examine the intended and realized benefits of these approaches within the context of present conditions and future aviation growth projections; and (3) develop strategies to address identified gaps or challenges. This project will also initiate a comprehensive and accurate GSE inventory to help the airport-industry assess the contribution of GSE to air quality impacts at airports. This information is critical to improved understanding and planning for future opportunities to convert conventionally fueled equipment (i.e., gasoline and diesel) to cleaner technology using alternative fuels. This information will be collected on an aggregated level to support national goal-setting, policymaking, and incentives-based low-emission programs, while protecting the proprietary interests of GSE owners and operators, including air carriers, FBOs, and ground handling companies. Note: Preparing an accurate and comprehensive inventory will require cooperation with third-party GSE owners and operators to undertake the labor-intensive process of identifying, categorizing, and inventorying GSE at airports across the country and putting into place a mechanism to ensure the accuracy of the data collected. Such voluntary support from GSE owners and operators may be difficult to obtain, given the current economic climate and limited resources available to devote to this volunteer effort.
KW - Air quality management KW - Air transportation KW - Aircraft exhaust gases KW - Airport capacity KW - Airport congestion KW - Airport ground transportation KW - Airport operations KW - Alternate fuels KW - Ground support equipment KW - Pollutants UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2787 UR - https://trid.trb.org/view/1230145 ER - TY - RPRT AN - 01160011 AU - Department of Transportation AU - Federal Aviation Administration TI - Information Security and Privacy Controls Over the Airmen Medical Support Systems PY - 2010/06/18 SP - 31p AB - This report presents the results of the U.S. Department of Transportation Office of Inspector General's (OIG's) review of the information security and privacy controls over the Federal Aviation Administration’s (FAA) Airmen Medical Support Systems (MSS). FAA requires airmen to hold a medical certification of their medical and mental fitness to operate aircraft. MSS currently stores more than 18 million medical records supporting the medical assessment of over three (3) million airmen. To ensure aviation safety and protect the privacy of airmen, it is critical that this medical information be secure. Also, coordination with other Federal agencies may improve aviation safety by identifying airmen who are receiving disability benefits and may not have disclosed potentially disqualifying medical conditions. This review was requested by the Chairmen of the House Committee on Transportation and Infrastructure and its Subcommittee on Aviation. The objectives of OIG's audit were to (1) determine if airmen’s personally identifiable information (PII) is properly secured from unauthorized use or access, and (2) assess FAA’s progress in establishing mechanisms to identify airmen holding current medical certificates while receiving disability pay. Briefly, the names, addresses, Social Security numbers, medical data, and other PII of airmen are not properly secured to prevent unauthorized access and use. OIG found serious security lapses in FAA’s management of AMEs private medical support staff access to the system. FAA has made limited progress in identifying airmen who receive disability benefits while holding medical certificates. While FAA has a draft matching agreement with the Social Security Administration (SSA) to reconcile data in MSS and SSA’s disability benefits system, it has yet to establish a target date for completing the interface. Further, FAA has yet to coordinate with other benefits providers, such as the Department of Veterans Affairs and the Department of Labor. KW - Access KW - Air navigators KW - Air pilots KW - Disability evaluation KW - Flight personnel KW - Medical records KW - Privacy UR - http://www.oig.dot.gov/library-item/5351 UR - https://trid.trb.org/view/920472 ER - TY - ABST AN - 01461923 TI - Guidelines for Integrating Alternative Jet Fuel into the Airport Setting AB - Virtually all of the fuel currently used in aviation operations is derived from petroleum. Petroleum fuel supply and associated pricing (both level and volatility) are key business challenges for the industry. In addition, concerns about environmental impacts compound challenges facing the aviation sector as it continues to meet demand. "Drop-in" alternative jet fuel (see Special Note A.) provides great promise for the aviation industry from an environmental, energy security, and economic perspective. Several demonstration flights during the past year have shown that technology is available to produce alternative jet fuel that can be used to safely fly existing aircraft. Key challenges to moving forward with commercial use of alternative jet fuel include formation of an effective business plan addressing production at marketable prices and quantities, deliverable at the appropriate point in the supply chain. One concept that has received significant industry interest is to locate an alternative fuel production facility on, adjacent to, or with access to an airport to take advantage of known demand. Access to a known demand at an airport could encourage investment by an alternative fuel producer in aviation fuel. In order to provide a path forward for siting an alternative fuel production facility, and associated infrastructure, research is needed to evaluate the legal, financial, environmental, and logistical considerations and opportunities associated with launching such a project. The objective of this research is to prepare a handbook for airport operators and others associated with "drop-in" jet fuel production and delivery that summarizes issues and opportunities associated with locating (on or off-airport) an alternative jet fuel production facility, and its storage and distribution requirements. The handbook will identify potential benefits; address legal, financial, environmental, and logistical considerations and opportunities; and aid in evaluating the feasibility of providing this capability. KW - Aircraft KW - Airport operations KW - Alternate fuels KW - Economic benefits KW - Fuel storage and delivery devices KW - Jet engine fuels KW - Production KW - Technological innovations UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2789 UR - https://trid.trb.org/view/1230143 ER - TY - ABST AN - 01461930 TI - Asset and Infrastructure Management for Airports AB - Asset and facility management is commonly used by organizations around the world to coordinate and oversee safe, secure, and environmentally sound operation and maintenance of these assets in a cost-effective manner aimed at long-term preservation of the asset value. Often, airports operate on a reactive maintenance philosophy where either (1) assets are run to failure, at which point they become a priority and are budgeted to be repaired; or (2) maintenance activities are underfunded, resulting in much more costly unplanned than planned maintenance events. The management of physical assets (their selection, maintenance, inspection, and renewal) can be key in determining the operational performance and profitability of those industries that operate assets as part of their core business. The objective of this research is to develop a guidebook for a proactive approach to airport asset management. The research will identify and define best management practices used by aviation and other industries to help formulate and develop asset management programs at various sized airports. The guidebook should encourage a proactive long-term way of thinking about facility development and ownership; focus on total cost of facility ownership, linking capital and operating costs; improve decision-making skills based on clear data and well-defined objectives; minimize economic waste; and combine environmental and financial performance. KW - Air transportation KW - Air transportation facilities KW - Airport operations KW - Asset management KW - Coordination KW - Cost effectiveness KW - Facility management KW - Strategic planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2782 UR - https://trid.trb.org/view/1230150 ER - TY - RPRT AN - 01159754 AU - Department of Transportation AU - Federal Aviation Administration TI - Timely Actions Needed To Advance the Next Generation Air Transportation System PY - 2010/06/16 SP - 33p AB - The National Airspace System handles almost 50,000 flights per day and more than 700 million passengers per year. Historically, steadily increasing levels of air traffic have resulted in increasing delays. While the current demand for air travel is down, it is expected to return, which will require better air traffic management to reduce congestion and decrease delays. To meet this anticipated demand, the Federal Aviation Administration (FAA) is developing the Next Generation Air Transportation System (NextGen) to replace the current ground-based air traffic control system with a satellite-based system. FAA’s goal for NextGen—to create a system that will handle up to three times more air traffic and reduce FAA operating costs—is ambitious and involves multibillion-dollar investments from both the Government and the airline industry. Since the effort began in 2005, the U.S. Department of Transportation Office of Inspector General (OIG) has repeatedly reported on the cost and schedule risks and operational and management challenges NextGen faces. These concerns prompted OIG to identify NextGen as one of the Department’s top management challenges. The Chairmen and Ranking Members of the House Committee on Transportation and Infrastructure and Subcommittee on Aviation requested that OIG examine FAA’s progress in transitioning to NextGen. This report provides the results of OIG's review. Specifically, it addresses (1) key actions needed to successfully implement NextGen, (2) FAA and partner agencies’ progress in leveraging resources and budgets, and (3) FAA’s efforts to engage the private sector in shaping NextGen policy issues. In addition, OIG was asked to report on FAA’s progress in implementing OIG's past NextGen-related recommendations. Briefly, a number of critical actions are still needed to move NextGen from planning to implementation. FAA has yet to establish firm requirements to help guide cost and schedule estimates for adjustments to existing projects or new acquisitions. FAA also faces challenges in developing an integrated budget to help ensure it leverages the right resources, pursues realistic goals, and secures adequate funding for projects. While FAA has made some progress in engaging the private sector to develop NextGen and shape NextGen policy issues, several challenges remain. For example, FAA is working with a Government/industry task force to gain consensus on NextGen operational improvements that can be achieved in the midterm (2012 to 2018), but significant policy issues remain unresolved. KW - Air traffic control KW - Budgeting KW - Next Generation Air Transportation System KW - Plan implementation KW - Private enterprise KW - Scheduling KW - U.S. Federal Aviation Administration UR - http://www.oig.dot.gov/sites/dot/files/WEB%20FILE_%20NextGen%20Report%20issued%20June%2016%20(2).pdf UR - https://trid.trb.org/view/920191 ER - TY - ABST AN - 01461927 TI - Guidebook for Selecting Methods to Monitor Airport and Aircraft Deicing Materials AB - The management of deicer runoff at airports is an industry-wide concern. Effective management requires the ability to obtain on-site measurements of various parameters such as Total Organic Carbon (TOC), Biochemical Oxygen Demand (BOD), Chemical Oxygen Demand (COD), ammonia (NH3), pH, Dissolved Oxygen (DO), water temperature, and glycols (propylene, ethylene). In addition, measurements need to be taken at multiple locations, at differing frequencies, and across a wide range of deicer concentrations. These measurements are needed for internal runoff management as well as to meet regulatory requirements. Accurate and reliable on-site measurements also have the potential to reduce operating and infrastructure costs. Although a wide range of on-site monitoring options are available, and more are being developed, there is a relatively high degree of uncertainty regarding the potential performance of individual instruments and methods. This uncertainty makes it difficult for airports to make informed decisions regarding the selection of the most appropriate monitoring techniques to meet operational and compliance requirements. Pending environmental regulations make this issue both timely and important. Accordingly, research is needed to review and evaluate on-site monitoring options to assist in the decision-making process. The objective of this research is to prepare a guidebook to enable airports to identify, compare, and select practical on-site methods (i.e., instruments, technologies, techniques, etc.) for monitoring deicing materials in water. KW - Airports KW - Best practices KW - Deicing chemicals KW - Drainage KW - Monitoring KW - Runoff UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2785 UR - https://trid.trb.org/view/1230147 ER - TY - ABST AN - 01461808 TI - Operational and Business Continuity Planning for Prolonged Airport Disruptions AB - As an integral part of the national and global infrastructure, airports have a major impact on the economic viability of not only the jurisdiction and region in which they are located, but that of all the markets they serve. In addition, hub airport closures can hamper and degrade service in all markets served by the carriers that use the facility. Airports are experts at emergency response as required by FAR 139. Most incidents experienced by airports last less than one operational period/day. However, if an airport were to experience a catastrophic event that would last several days or weeks, the impact on the local, regional, and national economy would be great. In a prolonged recovery, several weeks to possibly months, alternate business processes, work locations, alternate passenger handling facilities, and other business and operational considerations would be necessary. Given that most models of business continuity plans are based on an information technology format, it has been difficult for airport operators to translate the key roles, critical processes, and other elements to the airport environment. Elements such as alternate facility locations, remote access to critical business functions, and succession planning are among the issues that require in-depth, critical consideration. Research is needed to build a guide for airports that will allow them to consistently and effectively plan for recovery from a prolonged disaster. This guidebook would be the logical next step for airports in a comprehensive emergency and recovery plan. The objective of this project is to develop a guidebook that airport officials can use to effectively prepare and plan for the sustained ability to operate during and after a catastrophic event. KW - Airport operations KW - Business recovery KW - Continuity of operations KW - Economic development KW - Economic factors KW - Emergency response time KW - Guidelines UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2799 UR - https://trid.trb.org/view/1230028 ER - TY - ABST AN - 01570721 TI - SAE Non-Volatile PM Methodology Component Demonstration During the Alternate Aviation Fuels Emissions Experiment (AAFEX) II- Biofuels AB - Project 20 objectives are to work with the aviation community to gather accurate data on emissions from candidate alternative fuel, and to compare these emission characteristics with those of conventional aviation fuel types being gathered in PARTNER Project 9 - Measurement of Emissions, Project 29 - Emissions Characteristics of Modern/Future Aviation Sources, Project 34 - International Collaborative Emission Studies. These data will provide the essential information for Project 17 - Alternate Fuels, provide real-world emissions data inputs to health impact studies and air quality/climate models. In PARTNER's air quality projects: 3, 11, 16 and 27 and to the aviation community at large as it charts a course for environmental sustainability in an uncertain energy future. KW - Aircraft exhaust gases KW - Alternate fuels KW - Biomass fuels KW - Environmental protection KW - Pollutants KW - Sustainable development UR - http://partner.mit.edu/projects/emissions-characteristics-alternative-aviation-fuels UR - https://trid.trb.org/view/1363065 ER - TY - ABST AN - 01570549 TI - Noise Quest AB - The goal of the Outreach team is to provide educational information on aviation noise and to facilitate Outreach efforts by airports and community groups. The Outreach team has developed and released NoiseQuest, a Web site about aviation noise and its impact on communities. NoiseQuest provides an outreach forum for airports too small to have an established community program as well as information that supports existing outreach efforts. NoiseQuest was designed to educate and inform the public, and to provide an independent source of information that can help to contribute to improved airport-community relationships. NoiseQuest is "layered" so that information is available to people with differing interest levels. This allows users to access the amount of information they wish, so that some users are not overwhelmed by a page of text, and others are not disappointed that the information is sparse. NoiseQuest addresses the concerns of citizens in an easy to understand format. KW - Aircraft noise KW - Airport noise KW - Communities KW - Noise KW - Outreach KW - Sound transmission UR - http://partner.mit.edu/projects/outreach UR - https://trid.trb.org/view/1362680 ER - TY - ABST AN - 01570520 TI - NextGen En Route Traffic Optimization to Reduce Fuel Burn and Emissions Part 2 AB - En route airspace throughput (the number of aircraft than can safely fly though a given location over a given time) can be increased by optimizing aircraft cruise altitude and speed based on the distance between their origin and destination. The increase in throughput, and the corresponding reductions in fuel burn and emissions, result when aircraft can fly closer to the optimum altitude for their performance characteristics, and from a reduction in situations where one aircraft gets "stuck" behind another with a lower optimal cruise speed. KW - Air traffic control KW - Airspace utilization KW - Altitude KW - Next Generation Air Transportation System KW - Optimization KW - Origin and destination KW - Pollutants UR - http://partner.mit.edu/projects/en-route-traffic-optimization-reduce-environmental-impact UR - https://trid.trb.org/view/1362651 ER - TY - ABST AN - 01569534 TI - Risk Analyses to Enhance GBAS Performance for NextGen Applications AB - The objective of the project is to address two open questions which are central to the development of CAT III Ground Based Augmentation System (GBAS). The first of these questions is whether or not existing CAT I integrity monitors, such as the Excessive Acceleration and Signal Deformation Monitors, can be adapted for use with a CAT III system, given that CAT III integrity risk requirements are stricter by two orders of magnitude. To make such adaptation possible, the research will mitigate excess conservatism that exists in prior integrity analyses, specifically, in assumptions made regarding time-correlated random noise and its impact on monitor missed-detection probabilities. The research will also address a second key open question for CAT III GBAS implementation: how to make effective use of modernized, multi-constellation Global Navigation Satellite System (GNSS) signal in GBAS. KW - Air traffic control KW - Augmentation systems KW - Detection and identification systems KW - Global Navigation Satellite System KW - Integrity KW - Next Generation Air Transportation System KW - Noise (Communications) KW - Risk analysis UR - https://trid.trb.org/view/1360990 ER - TY - ABST AN - 01483862 TI - Space Transportation Industry Reports AB - These reports summarize recent and scheduled worldwide commercial, civil, and military orbital space launch events, and will be issued on a periodic basis no less than annually, and no greater than quarterly. KW - Civil aviation KW - Commercial space transportation KW - Launch vehicles KW - Military aviation KW - Orbital launches KW - Reports UR - https://trid.trb.org/view/1252696 ER - TY - ABST AN - 01483460 TI - Commercial Space Transportation Operational Reports AB - Research and analysis supporting the planning and execution of commercial space transportation operational processes to support safe and successful development of the Commercial Space Transportation industry, and to examine technical options for implementing rules-based safety and operations approaches to manage active orbital space traffic including orbital space transportation vehicles, satellites, and space habitats. KW - Aircraft operations KW - Artificial satellites KW - Civil aviation KW - Commercial space transportation KW - Habitat (Ecology) KW - Reports UR - https://trid.trb.org/view/1252277 ER - TY - ABST AN - 01466190 TI - Synthesis of Information Related to Airport Problems. Topic S10-06. Investigating Safety Impacts of Energy Technologies on Airports and Aviation AB - As the federal government increases its support for alternative energy sources such as solar panel arrays, wind turbines, and power plants, the impact of these technologies on the operational safety of airports is coming under renewed scrutiny. Solar energy is one of the more affordable and adaptable alternative energy technologies. Despite its accepted use adjacent to airports, there are numerous misconceptions that continue to preclude its development at many GA airports. There are two potential safety concerns frequently expressed regarding solar panels. The first is glare reflecting off of the panels, the second is the proper placement of the panels. Solar panel placement practice at GA airports to avoid airfield hazards, to avoid land use compatibility conflicts, and to facilitate future airport expansion is needed. There is literature on the impacts of wind turbine height published in Federal Aviation Administration Regulation Part 77. Synthesizing existing information on the extent of radar interference occurrences between wind turbine farms and various types of air traffic control radar systems would help dispel concerns and promote interagency planning collaboration. States and local governments are seeing an increase in the number of applications to locate power plants adjacent to airports. Exhaust plumes have the potential to create in-flight hazards that affect the control and maneuverability of aircraft. However, the literature that supports efficient siting of newer technology plants near airports is not available in one location in a concise format for use by airport operators, aviation land use planners, and regulators. The objective of the synthesis project is compile existing research literature and current practice on how these developing energy technologies can and do coexist with safe operations at airports. The intended audience for the report is airport operators, planning managers, and regulators responsible for considering aviation safety while facilitating alternative energy production and developing energy technologies. The synthesis report would serve as a useful tool for those involved in locating power plants generating thermal plumes, wind turbines, or solar arrays in the vicinity of airports. The report would compile the effects of solar, wind turbine, and power plant siting on airports, and assemble reviewed literature and undertake survey or case study of appropriate, Federal and state aviation agencies and other relevant organizations in order to identify common practices. Of particular interest is practice related to reflective glare from solar panels, electromagnetic interference and turbine height, and exhaust plumes from power plants, which all have the potential to interfere with a pilot's operation of an aircraft, including general aviation aircraft. KW - Airport operations KW - Alternate fuels KW - Energy KW - Energy consumption KW - Environmental impacts KW - General aviation KW - Research projects KW - Solar power generation UR - https://trid.trb.org/view/1234425 ER - TY - ABST AN - 01461928 TI - Application of Enterprise Risk Management at Airports AB - Enterprise Risk Management (ERM) is the process by which threats to and opportunities for an organization are identified, evaluated, and integrated across all disciplines in order to determine how to exploit opportunities, and mitigate, transfer, or avoid threats. Airports are conducting risk management activities, but they often aren't being coordinated on an enterprise level so that information gleaned through the process can be used in the strategic planning process, the decision-making process, and the allocation of limited resources. Other industries have implemented ERM and realized many benefits. From these experiences there are many lessons learned that can be applied at airports. ERM is not a one-time process that produces a report for the CEO or the executive management team, but rather a paradigm shift in the entire operation of an airport. Research is needed to help airport CEOs understand ERM, how it can be applied, and how to put it into practice. The objectives of this research are to develop (1) a guidebook for airport CEOs and their executive team on the application of enterprise risk management (ERM) to airports and (2) an electronic tool that can be used to prepare a risk classifications matrix. The guidebook should (a) define ERM; (b) examine the benefits, costs, and risks of implementation; (c) describe the process to implement ERM; (d) describe how the ERM process integrates with an organizational strategic planning process; and (e) describe how the information gathered through the ERM process can be used in airport organization's decision-making process. The guidebook should include forms and worksheets that can be used to implement ERM at airports. KW - Airport operations KW - Best practices KW - Decision making KW - Financial analysis KW - Guidelines KW - Hedging (Finance) KW - Risk management KW - Strategic planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2784 UR - https://trid.trb.org/view/1230148 ER - TY - ABST AN - 01461805 TI - Developing and Maintaining Support for New Airport Capacity AB - Successful delivery of new airport capacity projects (including new runways and runway extensions, airspace improvements, terminal expansion, and ground access improvements) can take many years. Such projects are most likely to succeed with steady support from airport sponsors, political constituencies, airport users, interest groups, regulatory agencies, and nearby communities. Not only is it critical for project proponents to identify, mobilize, maintain, and broaden support, they also need to deal constructively with project opposition. These efforts should start early and occur at every critical stage (i.e., conception, planning, design, regulatory approval, and financing) to the point at which project development is assured. Research is needed to examine some of the many past and ongoing airport capacity projects to identify useful lessons on developing and maintaining project support and to provide guidance for airports based on these lessons. The objective of this research is to prepare a guidebook for airports that provides strategies for developing and maintaining stakeholder support when undertaking new airport capacity initiatives. The guidebook should contain specific suggestions and checklists that can be used by airports to develop and maintain such stakeholder support. KW - Airport capacity KW - Airport operations KW - Airport runways KW - Best practices KW - Implementation KW - National Plan of Integrated Airports Systems UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2802 UR - https://trid.trb.org/view/1230025 ER - TY - ABST AN - 01461754 TI - Synthesis of Information Related to Airport Problems. Topic S06-02. Airport Self-Inspection Procedures and Training Practices AB - Self-inspection to promote airfield safety is a primary responsibility of the airport operator. Typically, self-inspections are conducted by airport employees to detect existing and potential hazards. Self-inspection is considered a critical component of airport operations, are regularly scheduled, and include the following: daily airfield inspection; continuous surveillance of certain airport activities (e.g., fueling, construction, maintenance); periodic evaluation for surveying obstructions, approach slopes and other facilities and activities not requiring daily inspection; and special inspection resulting from weather, complaints, wildlife activity, or construction activities. FAR Pt 139.303 requires personnel with access to the movement and safety areas be trained to perform duties in compliance with the requirements of the Airport Certification Manual. FAR Pt 139, Section 327 stipulates self-inspection, including timing and requirement to keep self-inspection records. Staff training to inspect, use checklists generated by the airport operations executives, report results and remedy deficiencies varies widely among airports. There are tools available to conduct training of self-inspection procedures for purchase/hire, and some airports have developed tools in-house. The objective of this synthesis project is to collect and document common self-inspection conditions reporting training practices across North America for the range from large carrier airport to general aviation airport. The target audience is airport operations managers and staff. The synthesis report will provide airport operators with the range of self-inspection conditions reporting training operation, including low tech to high tech, hired/purchased versus in-house. Note that the National Academies does not endorse products. The research will highlight common practices in training and will document the range of reasons that different airports choose the options that each has implemented. KW - Airport operations KW - Airport terminals KW - Aviation safety KW - Inspection KW - Monitoring KW - Research projects KW - Safety inspections KW - Training UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2906 UR - https://trid.trb.org/view/1229974 ER - TY - RPRT AN - 01173177 AU - Cherry (R.G.W) and Associates, Limited AU - Federal Aviation Administration TI - Trends in Accidents and Fatalities in Large Transport Aircraft PY - 2010/06//Final Report SP - 34p AB - This study is based on 1036 accidents (of which 672 were survivable) that occurred between 1968 and 2007 involving large transport category turbojet and turboprop western-built aircraft operating in a passenger or passenger/cargo role. Over the study period, there was a marked reduction in the total accident rate both for the world fleet and the combined U.S. and Canadian fleets. This reduction is apparent when the accident rate is measured on a per flight, per passenger, or per revenue passenger mile basis. The survivability of accidents has also shown a marked improvement over the study period with a greater proportion of accidents being survivable and a marked increase in the proportion of occupants surviving an accident. These improvements are apparent in both the world fleet and the combined U.S. and Canadian fleets. It would seem that fatalities attributable to impact represent a larger proportion of the total number of fatalities in survivable accidents than those that are caused by fire. KW - Air transportation crashes KW - Aviation safety KW - Crashes KW - Fatalities KW - Fires KW - Trend (Statistics) UR - http://www.fire.tc.faa.gov/pdf/10-16.pdf UR - https://trid.trb.org/view/927791 ER - TY - RPRT AN - 01164214 AU - Botch, Sabra R AU - Johnson, Robert D AU - Chaturvedi, Arvind K AU - Lewis, Russell J AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Distribution of Oxycodone in Postmortem Fluids and Tissues PY - 2010/06//Final Report SP - 12p AB - Introduction: Oxycodone is a heavily used and abused analgesic agent. Its pharmacological effects, including euphoria, respiratory depression, nausea, and drowsiness, have the potential to adversely affect performance. The postmortem distribution of oxycodone has not been well characterized, particularly at sub-lethal levels. Therefore, an attempt was made to evaluate the distribution of oxycodone in postmortem specimens collected from aviation accidents. Methods: A search of our database identified 4 oxycodone-positive fatalities from separate civil aviation accidents that occurred during a period of 6 years that had numerous biological tissues and fluids available (blood, urine, vitreous humor, liver, kidney, skeletal muscle, lung, spleen, heart muscle, and brain). These specimens were extracted using solid-phase extraction and were analyzed for oxycodone by GC/MS. Results: Oxycodone concentration ranges (μg/mL, μg/g) found in the different tissues and fluids were: blood 0.027-0.742, urine 2.20 - 12.5, vitreous humor 0.048 - 0.118, liver 0.103-3.35, lung 0.047-1.35, kidney 0.045- 3.12, spleen 0.115-2.43, muscle 0.017-0.400, brain 0.032-1.36, and heart 0.038-3.19. Conclusion: The blood concentrations found indicate that the oxycodone in these cases ranged from therapeutic to above therapeutic, but all were below lethal levels. Tissue/fluid to blood distribution coefficients were found to have large coefficients of variation (ranging from 26-128%), thereby rendering them unreliable for estimating a blood oxycodone concentration from a tissue value when no blood is available for analysis. KW - Air transportation crashes KW - Crash investigation KW - Drug use KW - Forensic medicine KW - Oxycodone KW - Toxicology UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201011.pdf UR - https://trid.trb.org/view/921440 ER - TY - ABST AN - 01480008 TI - Wideband Satellite Anomaly Research AB - The objective of the project is to investigate satellite anomalies using sampled radio frequency data in a 20-MHz (wideband) from-end bandwidth. This bandwidth represents a factor of 10 improvements over the current 2-MHz (narrowband) front-end anomaly monitoring capability. The larger bandwidth enables the analysis of radio frequency interference outside the 2-MHz bandwidth as well as detailed processing of satellite signals to investigate signal deformation, ionospheric attenuation and scintillation, and new signal structures. KW - Anomalies KW - Bandwidth (Traffic signals) KW - Monitoring KW - Radio frequency KW - Wideband communication systems UR - http://www.tc.faa.gov/logistics/grants/doc/10-G-007.doc UR - https://trid.trb.org/view/1249071 ER - TY - ABST AN - 01570717 TI - Sound Transmission Indoors Study of Whole Houses AB - Project 38's goal is to provide insight into how typical dwelling envelopes affect indoor sound levels due to non-sonic boom aircraft noise. Many existing aircraft noise guidelines are based primarily on outdoor sound levels. However, human perception is largely based on indoor response. This study will leverage existing technologies in sound transmission to model the combined sound isolation of dwelling envelopes. The model will be whole-housed focused; that is, the research will focus on composite dwelling envelopes (walls + windows + roof, etc). KW - Aircraft noise KW - Dwellings KW - Indoor KW - Noise control KW - Sound transmission UR - http://partner.mit.edu/projects/sound-transmission-indoors---study-whole-houses UR - https://trid.trb.org/view/1363061 ER - TY - ABST AN - 01571781 TI - Program Management for Aircraft Noise and Aviation Emissions Mitigation COE AB - The PARTNER Program Management Office provided oversight of all PARTNER COE research activities, internal and external communications, and management of fiscal and technical reporting. KW - Aircraft noise KW - Aviation KW - Pollutants KW - Program management UR - http://partner.mit.edu/about/contact-us UR - https://trid.trb.org/view/1363390 ER - TY - ABST AN - 01572642 TI - Project 27 - Ultra Low Sulfur AB - Aircraft emissions can reduce air quality, leading to adverse health impacts including increased risk of premature mortality. A technically viable way to mitigate the health impacts of aviation is the use of desulfurized jet fuel, as has been done with road transportation in many jurisdictions. To attain levels of 15 ppm from the current average levels of 400-800 ppm would increase the cost of jet fuel by 1.6-6.6 ¢/gal, i.e. an increase in the cost of a gallon of just over 1% at 2011 prices. Although the environmental implications are complex, research indicates transitioning to an ultra-low sulfur jet fuel is likely to prevent 1000-4000 premature mortalities per year (if implemented globally), but may increase globally averaged climate warming caused by aviation by 1-8%. Commercial aviation fuel (Jet A/A-1) contains sulfur at concentrations of 400-800 ppm, although there is significant variation. By contrast, US road transportation fuel is subject to an ultra-low sulfur fuel standard of 15 ppm, which is about 97% less than jet fuel. Other jurisdictions including Australia, Canada, New Zealand, Mexico, Japan, India, Argentina, Brazil, Chile, Peru and the European Union have instituted similar standards for road transportation. Marine fuels are being subjected to increasingly stringent standards too, but marine bunker fuels have higher sulfur content than aviation or road transportation fuels. Sulfur in fuel results in the emission of SOx (sulfur oxides) upon combustion. SOx is predominantly a gas when emitted, but gets converted in the atmosphere to a form of fine particulate matter (i.e. small particles) called sulfate. Sulfate particles predominantly scatter solar radiation, some of it back into space, therefore offsetting a fraction of global warming, although whether this is climatically beneficial or not is a subject of continuing research. A second important effect of SOx emissions is to increase the amount of fine particles that people inhale. There has been substantial quantitative evidence collected over decades that links human exposure to fine particulate matter to an increased risk of premature mortality and other adverse health effects. Finally, SOx emissions result in acid rain and associated damages. Jet fuel can be desulfurized in the same way as road transportation fuels. Jet fuel is chemically very similar to diesel and there are no significant technical challenges in doing this, although a corrosion inhibitor/lubricity improver (CI/LI) may need to be added to the resultant fuel in order to prevent excessive component wear within engine fuel pumps. This is done routinely in the military and the cost is negligible compared to the cost of desulfurization. This hydrodesulfurization process will increase the cost of fuel by just over 1% at present-day prices, which maps to an industry total $1.3-3.8bn per year (in 2006 US$) if implemented globally, or $0.5-1.4bn per year for the US alone. The dominant adverse environmental result of desulfurization is that removing sulfur from fuel results in increased CO&#8322; emissions because hydrodesulfurization involves the release of relatively small amounts of CO&#8322; and consumes additional energy. A second potentially adverse effect is that the reflection of solar radiation into space by sulfate particles would be reduced. In combination, these are estimated to increase the globally-averaged climate warming caused by the production and use of a gallon of jet fuel by 1-8% if it is desulfurized. Using benefit-cost analysis techniques, the monetized climate damage due to global implementation of ultra-low sulfur jet fuel (ULSJ) is $0.1-4.3bn per year, which is a net present value with an applied 3% discount rate. The discount rate defines the charged interest rate on a value stream, be it a cost or benefit, in one year compared to the following year. This means that the higher the discount rate, the less future costs or benefits are valued relative to the base year. The magnitude of the discount rate defines the annual percentage reduction in value a cost or benefit undergoes as compared to the previous year. Of these damages, $0.01-0.7bn is incurred in the US. If only the US implements ULSJ, the damages in the US are $0.00-0.2bn per year. ULSJ would prevent 1000-4000 premature mortalities per year globally due to a modeled reduction in ground-level fine particulate matter, of which about 5% are in the US. When US-only implementation is considered, ULSJ causes a reduction of about 80 premature mortalities per year in the United States (US). While a reduction in premature mortalities is relatively confidently predicted, the monetization of these mortalities depends on the approach. The United States Environmental Protection Agency (US EPA) recommends the use of a single (but uncertain) value of statistical life for analyses within the US. If this approach is applied to all avoided premature mortalities globally, ULSJ results in $1.2-47bn of health benefits each year globally. In the US, global implementation of ULSJ results in $0.06-2.4bn of benefits per year. If only the US implements ULSJ, the air quality benefits in the US are $0.04-1.5bn per year. Applying the US EPA value of statistical life globally means that there is an 84% chance that ULSJ is net beneficial, i.e. the public health benefits exceed the additional fuel production costs and climate damages. However, economists argue that there is no economic rationale for applying a single value of statistical life because incomes vary greatly around the world and so willingness to pay for reductions in mortality risk varies. If country-specific values of statistical life are used - which are derived considering country-specific income levels and are uncertain as well - then there is an 83% chance that ULSJ is not cost-beneficial on net. This is because the majority of mortality reduction occurs in developing countries where monetized health benefits outside the US are decreased due to lower income levels. An important point is that in all these cases the uncertainties are such that the net difference between the benefits and costs of ULSJ does not statistically differ from zero. However, the most likely scenario is that ULSJ would save thousands of lives if implemented globally, increase aviation-related globally averaged climate warming by 1-8%, and increase fuel costs by at least 1%. An argument for transitioning to an ultra-low sulfur jet fuel is that the health benefits are highly likely and the industry could work to offset the additional 1-8% of increased warming by reducing greenhouse gas emissions." KW - Air quality management KW - Aircraft exhaust gases KW - Aircraft fuels KW - Argentina KW - Australia KW - Brazil KW - Canada KW - Carbon dioxide KW - Chile KW - Energy resources KW - Environmental impacts KW - European Union KW - India KW - Japan KW - Mexico KW - Motor fuels KW - New Zealand KW - Peru KW - Pollutants KW - Public health KW - Sulfur UR - http://partner.mit.edu/projects/environmental-cost-benefit-analysis-ultra-low-sulfur-jet-fuels UR - https://trid.trb.org/view/1364654 ER - TY - ABST AN - 01570718 TI - Sound Structural Transmission Soundproofing Residential Buildings in Noise Impacted Areas Near Airports with Ventilated Windows AB - The purpose of Project 26 was to investigate windows' environmental performance because the windows in a residential building are often considered the weakest link in the sound insulation program. Steps were also taken to achieve an optimal solution for providing sound insulation while the improving the IAQ and energy efficiency for residential buildings near airports. KW - Airport noise KW - Damping (Engineering) KW - Dwellings KW - Environmental impacts KW - Sound transmission KW - Windows (Buildings) UR - http://partner.mit.edu/projects/sound-transmission-indoors----integrated-windows UR - https://trid.trb.org/view/1363062 ER - TY - ABST AN - 01478549 TI - Effect of Ice Accretion of Full-Scale, Swept-Wing, Aerodynamic Performance and Control Effects AB - The objective of the project is to develop a systematic understanding of the aerodynamics and control effects of ice contamination on swept wings. KW - Aerodynamics KW - Aircraft KW - Deicing KW - Ice KW - Wings (Aircraft) UR - https://trid.trb.org/view/1247727 ER - TY - ABST AN - 01461939 TI - Assessing and Implementing Innovative Revenue Strategies--A Guide for Airports AB - As the domestic and world economies continue to exert stress on the economic health of the aviation industry, airports seek to reduce expenditures as well as diversify and improve their revenue streams. These efforts are apparent by the growing practice to solidify current sources of revenue while looking to improve future financial conditions in situations where financial forecasts are difficult; i.e., many airports are developing new and innovative revenue-generating techniques to supplement more traditional methods. Research is needed to collect information about and analyze the effectiveness of existing and new and innovative techniques for generating revenue for airports. Research is also needed to analyze untried ideas for capturing a reasonable percentage of the value created by airport passenger and cargo activity in order to help an airport's economic condition. The research proposed in this study would evaluate a wide range of revenue-generating tools and techniques now in practice as well as develop innovative techniques, perhaps not yet in practice. Based on the ability to measure an airport's long-term contribution to regional economic value, the study would identify alternative techniques that could capture a portion of that value as a new revenue source for airport planning, operation, expansion, environmental considerations, and overall development. KW - Air transportation KW - Airline passengers KW - Airport operations KW - Alternatives analysis KW - Economic impacts KW - Research projects KW - Revenues KW - Technological innovations UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2781 UR - https://trid.trb.org/view/1230159 ER - TY - ABST AN - 01575502 TI - Technical Issue Resolution of a SAE Aerospace Recommended Practice for Aircraft Non-Volatile PM by December 2011 AB - Project 37 is focused on well defined research needs associated with sampling non-volatile PM from gas turbine engines. These needs arise from the deliberations of the SAE E31 committee as they pursue the development of a recommended practice. This work is based and builds on preliminary studies conducted under PARTNER Projects 29 and 34. KW - Aircraft KW - Environmental impacts KW - Particulates KW - Pollutants KW - Turbine engines UR - http://partner.mit.edu/projects/non-volatile-particulate-matter-–-sae-e31-aerospace-recommended-practice-research-issues UR - https://trid.trb.org/view/1367845 ER - TY - ABST AN - 01571716 TI - Sonic Boom Metrics AB - As demand for long range business travel increases and technologies for efficient supersonic flight mature, a market for small supersonic civil aircraft appears to be forming. However, a major remaining impediment to the operation of such aircraft is the cruise noise signature. Sonic boom noise issues are different from many other aspects of aircraft noise in that the potential annoyance occurs en route, along the flight path rather than just near airports. Maximum utility will require supersonic flight over land, currently prohibited by law. Recent research on shaped sonic booms has indicated low boom designs are possible and result in significantly less objectionable signatures than classic booms of the 1960s - 1980s. Supersonic aircraft operation and sonic boom signatures were investigated for low boom designs, as the overarching goal of Project 8. KW - Aircraft noise KW - Civil aircraft KW - Metrics (Quantitative assessment) KW - Sonic boom KW - Supersonic aircraft UR - http://partner.mit.edu/projects/sonic-boom-mitigation UR - https://trid.trb.org/view/1363294 ER - TY - ABST AN - 01478552 TI - Development of Next Generation Burner Operations Settings for Fire Testing of Power Plant Components AB - The objective of the project is to develop the operational settings for the next generation (NexGen) burners for use in the fire testing of power plant components per AC20.135 and other such documents. KW - Burners KW - Components KW - Electric power plants KW - Flammability tests KW - Next generation design UR - https://trid.trb.org/view/1247730 ER - TY - ABST AN - 01463299 TI - Synthesis of Information Related to Airport Problems. Topic S10-05. Ramp Safety Practices AB - The Transportation Research Board's Airport Cooperative Research Program (ACRP) Synthesis 29: Ramp Safety Practices addresses the current state of ground handling practices, focusing on safety measures and training. Issues addressed in the report include ramp safety operations, staff roles and responsibilities, safety training, audit and inspection programs, safety violation programs, and collaborative safety initiatives, such as foreign object debris programs. KW - Airport operations KW - Airport surface traffic control KW - Auditing KW - Inspection KW - Ramps KW - Safety programs KW - Training UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2825 UR - https://trid.trb.org/view/1231525 ER - TY - ABST AN - 01461946 TI - Synthesis of Information Related to Airport Problems. Topic S10-5. Ground Handling Training and Practices AB - Traditionally, airport operators have trained personnel on ramp security and movement area safety regulations and practices. Over the past few years, airports and airlines have been asked to develop comprehensive safety and operational training programs for ramp activities, adding non-movement areas and aircraft safety envelopes and assorted ground handling equipment to the traditional airfield traffic lanes training. Many of these training programs have been developed in absence of industry standard or an assessment of effective or common practices. In fact, the Government Accountability Office has found in the Reauthorization Issues Paper that "At least 29 fatal ramp accidents have occurred since 2001. However, efforts to improve airport ramp safety are hindered by a lack of complete accident data and standards for ground handling. FAA has generally taken an indirect role in overseeing ramp safety, and there are no federal or industry-wide standards for ramp operations. Varied standards for ramp operations could lead to confusion about operating procedures and safety rules among ground handling companies that provide service to several airlines and increase the likelihood of accidents." Research is needed to collect these practices, examine the rationale for the practice and what factors influence the practice. The objective of this synthesis project is to provide airport operators and users with a summary of ground handling practices and training tool resources. The audience for this synthesis would be airport and aviation safety and training professionals. The synthesis report will provide case studies of airports, airlines and ground services operators that engage in training and have established practices. The research will highlight common elements of successful programs and training tools. The research for this project will include literature review and interview of up to ten ground handling operations organizations. Common elements of identified programs and effective practices will be identified and reported. KW - Air traffic control facilities KW - Airport operations KW - Airport surface traffic control KW - Aviation safety KW - Best practices KW - Fatalities KW - Research projects KW - Training UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2825 UR - https://trid.trb.org/view/1230166 ER - TY - ABST AN - 01461757 TI - Synthesis of Information Related to Airport Problems. Topic S03-06. Adaptive Re-use of Vacated on Airport Facilities AB - Over the last decade, the air transport industry's financial condition has deteriorated significantly. Several air carriers and service organizations have either failed or have been forced to file for bankruptcy. During this period, a number of factors have contributed to the dramatic financial losses for airlines, particularly legacy carriers, including rapid cost escalation for fuel, employee benefits, retiree obligations, September 11 terrorism, and losses of profitable passenger and cargo component traffic. In response, air carriers and service providers have reduced their operating costs, restructured their operations, and adopted new business strategies to counter unsustainable financial losses and to achieve long-term financial viability. A core part of some business' recovery strategies have been to invalidate no-longer-needed long term facility leases with airports. Many carriers now contract for services in lower cost locations or that use non-union employees. For example, the majority of major aircraft scheduled maintenance is now undertaken through contracts with non-union maintenance centers in Asia. Airport revenues and budgets are negatively impacted when an airline or service provider vacates a long-term leased facility. When an airport tenant vacates a facility, particularly under bankruptcy protection, the airport becomes immediately responsible for closing the facility, remediating hazardous conditions left by the tenant, and implementing a reuse strategy. All of these tasks are unbudgeted expenses, and many times, difficult to implement. KW - Air transportation facilities KW - Bankruptcy KW - Cost effectiveness KW - Employee benefits KW - Financial analysis KW - Labor unions KW - Research projects KW - Terrorist attacks of September 11, 2001 KW - Vacant land UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2903 UR - https://trid.trb.org/view/1229977 ER - TY - ABST AN - 01461756 TI - Synthesis of Information Related to Airport Problems. Topic S04-05. Bird Harassment, Repellent, and Deterrent Techniques on Airports AB - Birds strikes make-up 97% of the reported aircraft strikes. In the recent past, there have been many more aircraft incidents/accidents stemming from bird strikes on and off airport property. Airports are often located next to wildlife attractants such as waste management and transfer facilities, water management facilities, wetlands, agriculture, shorelines and other habitats that provide shelter, nesting area and feeding area for birds. Additionally, successful bird management and repellant techniques are location, ecosystem and species specific. The large number of bird strikes has resulted in a major effort by United States and Canadian airports officials to find ways to manage wildlife attractants in the airport environs and repel bird strike hazards. KW - Air traffic control KW - Air transportation crashes KW - Aircraft pilotage KW - Airport operations KW - Airports KW - Bird strikes KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2904 UR - https://trid.trb.org/view/1229976 ER - TY - ABST AN - 01461755 TI - Synthesis of Information Related to Airport Problems. Topic S04-06. Current Airport Inspection Practices Regarding FOD/Wildlife Hazards AB - Self-inspection to promote airfield safety is a primary responsibility of the airport operator. Recent events have focused increased attention on airports' responsibilities to mitigate FOD and wildlife hazards. Airports conduct airfield and mandatory runway inspections, in part to monitor for and mitigate such hazards. In addition, upon notification from air traffic control or findings from self-inspection, airports respond and remove FOD and/or animal carcasses from operational surfaces. There is wide variation in how airport operators incorporate FOD and wildlife hazard inspection into airport management. Additionally, there is no readily available compendium of current airfield and runway monitoring and inspection practices at U.S. airports from which airport operators can review and improve their own inspection practices. FAA is sufficiently concerned to have recently issued an advisory circular governing the purchase of FOD detection systems with AIP funding. They have also issued a CERTALERT emphasizing the need for timely FOD removal, and expect to issue a FOD management advisory soon. This project will synthesize current literature and FOD and wildlife hazard inspection practices across airports to develop a comprehensive compendium of current practices in this area. The report will describe the range of inspection practices, from low-tech to fully automated and high-tech, and reasons for why the practice is chosen by an airport operator, including all benefits in addition to cost. The objective of this synthesis project is to compile FOD and wildlife management inspection practices across a wide variety of North American airports. The target audience for this synthesis is airport operators responsible for FOD, wildlife hazard, and other airfield and runway safety inspections. KW - Air traffic control KW - Airport operations KW - Airport runways KW - Research projects KW - Safety inspections KW - Wildlife KW - Wildlife mitigation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2905 UR - https://trid.trb.org/view/1229975 ER - TY - RPRT AN - 01173615 AU - Abramowitz, A AU - Federal Aviation Administration AU - Federal Highway Administration TI - Summary Report: Airplane Fuselage Section Tests with Overhead Stowage Bins PY - 2010/05 SP - 43p AB - From 1991 to 2000, the Federal Aviation Administration (FAA) conducted vertical and longitudinal and static and dynamic tests of various narrow-body transport airplane fuselage sections, which included different types of in-service overhead stowage bins. Vertical drop impact tests were conducted at the FAA William J. Hughes Technical Center, Atlantic City International Airport, New Jersey. Longitudinal, simulated impact sled tests were conducted at the Transportation Research Center, East Liberty, Ohio. This report summarizes the distribution of loads among the bin support members for both static and dynamic loading conditions, the strengths, and failure modes (if any) of various overhead stowage bins. This information will provide a basis to assess the adequacy of the design standards and regulatory requirements for overhead stowage bins. KW - Aircraft operations KW - Aviation safety KW - Civil aircraft KW - Dynamic loads KW - Fuselages KW - Impact tests KW - Overhead KW - Storage facilities UR - https://trid.trb.org/view/934463 ER - TY - RPRT AN - 01173147 AU - Previti, A J AU - Gallagher, D W AU - Cyrus, H AU - Federal Aviation Administration AU - Hi-Tec Systems, Incorporated AU - Federal Aviation Administration TI - Evaluation of Retro-Reflective Beads to Increase Airport Surface Marking Conspicuity PY - 2010/05//Technical Note SP - 102p AB - Manufacturers have postulated that retro-reflective beads that have a higher index of refraction increase the conspicuity of paint markings and, thus, would aid in the prevention of runway incursions. The purpose of this project was to determine the adequacy of various types of retro-reflective beads that are used to increase the conspicuity of painted markings when applied to airport surface markings. The increased conspicuity could assist in the prevention of runway incursions. Five types of retro-reflective beads were evaluated: three are currently approved by the Federal Aviation Administration (FAA) for use on airfield markings, as indicated in FAA Advisory Circular 150/5370-10D and two are the newly proposed retro-reflective beads. The beads were applied to standard paint on three types of airport pavement surfaces: hot-mix asphalt (HMA), Portland cement concrete (PCC), and aged HMA. Three test sites were chosen. Test Site One was located inside the FAA William J. Hughes Technical Center National Airport Pavement Test Facility on new HMA. Test Site Two was located at the FAA William J. Hughes Technical Center Aircraft Parking Apron on aged PCC surface. Test Site Three was on Taxiway Bravo at the Atlantic City International Airport, which is comprised of aged HMA. This evaluation covered a 1-year period starting in August 2008. This research validates previous research performed on Type I, Type III, and Type IV retro-reflective beads. No previous research was performed on the two newly proposed retro-reflective beads. The initial application tests concerning coverage, water, and pull-off strength were deemed successful. On new HMA, the test marking with Type IV retro-reflective beads remained conspicuous for the longest period of time. Type I, Type III, and Manufacturer B retro-reflective beads remained conspicuous for approximately half that time, and Manufacturer A for approximately one-quarter of the time. All the approved retro-reflective beads proved suitable for use on aged HMA and aged PCC over a 1-year period. The proposed retro-reflective beads from Manufacturer A and Manufacturer B also proved suitable for use on aged HMA and aged PCC. KW - Airport operations KW - Airport runways KW - Airport surface traffic control KW - Evaluation and assessment KW - Glass beads KW - Landside operations (Airports) KW - Reflectorized road markings KW - Retroreflectivity KW - Road marking materials KW - Runway incursions UR - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=44d897ec-7deb-480b-9c12-3863b8bd667e&f=TN10-10.pdf UR - https://trid.trb.org/view/927801 ER - TY - RPRT AN - 01173055 AU - Garg, Navneet AU - SRA International, Incorporated AU - Federal Aviation Administration TI - Full-Scale Tests on Rubblized Pavement Test Items at the National Airport Pavement Test Facility PY - 2010/05//Technical Note SP - 42p AB - Rubblization is defined as the process of fracturing existing concrete pavement in-place into smaller interconnected pieces. Rubblization breaks the slab action and minimizes or prevents the occurrence of reflective cracks in the asphalt concrete overlay. This is the first study conducted on the full-scale accelerated pavement testing of rubblized concrete pavements with hot-mix asphalt overlay under heavy aircraft loading. Full-scale traffic tests were completed on three rubblized and nonrubblized rigid airport pavements overlaid with 5 inches of hot-mix asphalt at the Federal Aviation Administration National Airport Pavement Test Facility. Initially, the overlaid pavements were trafficked with a four-wheel landing gear (with wander) and a 55,000-lb wheel load. No significant distresses were observed during the first 5000 passes. The wheel load was then increased to 65,000 lb and a six-wheel landing gear was used. Test item MRC (rubblized concrete pavement on conventional base) exhibited complete structural failure. Test item MRG (rubblized concrete on grade) was suffering severe structural deterioration at the end of trafficking but retained sufficient structural capacity to support the applied load. Test item MRS (rubblized concrete over econocrete base) did not exhibit severe structural deterioration at the end of trafficking. Four trenches were excavated perpendicular to the centerline of the test items to conduct posttraffic investigation into the failure mechanism of the pavement structure. The trenching included tests for layer characterization (plate load tests, California Bearing Ratio tests, in situ densities, moisture contents, layer profile measurements, and visual evaluations) and removal of each of the pavement layers to reveal the subgrade interface and subsequent subgrade layers below. This report summarizes the results from pavement layer characterization tests, pavement structure uniformity from heavy-weight deflectometer tests, pavement performance during the traffic tests, changes in the modulus of the rubblized concrete layer with deterioration in pavement structure backcalculated using BAKFAA. The report also summarizes the results from the posttraffic tests and provides some insight into the failure mechanism of rubblized concrete airport pavements. KW - Airport runways KW - Asphalt rubber KW - Comminution KW - Concrete pavements KW - National Airport Pavement Test Facility KW - Pavement cracking KW - Pavement testing KW - Reflection cracking KW - Wheel loads UR - https://trid.trb.org/view/927804 ER - TY - RPRT AN - 01159640 AU - Botch, Sabra R AU - Davidson, Marc S AU - Ricaurte, Eduard M AU - Chaturvedi, Arvind K AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Toxicological Findings in 889 Fatally Injured Obese Pilots Involved in Aviation Accidents PY - 2010/05//Final Report SP - 18p AB - Obesity continues to be a public health concern and its impact on aviation community has not been fully evaluated. Toxicological findings in fatally injured aviation accident obese pilots were examined. The Civil Aerospace Medical Institute's (CAMI's) Scientific Information System was used to develop a dataset, entailing fatally injured obese pilots involved in aviation accidents, 1990–2005. A pilot with a body mass index (BMI) of > 30 kg·m•2 was considered obese. Toxicological results and aeromedical histories of these aviators were retrieved from the CAMI toxicology and medical certification databases, and the cause/factors in the related accidents were retrieved from the National Transportation Safety Board's aviation accident database. In 311 of the 889 pilots, carbon monoxide, cyanide, ethanol, and drugs were found, and glucose and hemoglobin A1c (HbA1c) were elevated. Many of these drugs were for treating overweight, depression, hypertension, and cardiac conditions. In a pilot (BMI: 39.33 kg·m•2) wherein phentermine was detected, vitreous and urinary glucose concentrations were 301 and 6,050 mg 11.5 dL•1, respectively; HbA1c was 12.4%. Of the 889 pilots, 107 had an obesity-related medical history. The health and/or medical condition(s) of, and/or the use of ethanol and/or drugs by, pilots were the cause/factors in 55 (18%) of the 311 accidents. Although the drugs found are commonly used in the general population, they were primarily used for treating obesity-related medical conditions. Findings emphasize monitoring of obesity and diabetes in pilots and understanding the potential implications of these health conditions in relation to flight safety. KW - Air pilots KW - Air transportation crashes KW - Aviation safety KW - Crash investigation KW - Fatalities KW - Forensic medicine KW - Obesity KW - Toxicology UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201010.pdf UR - https://trid.trb.org/view/919967 ER - TY - RPRT AN - 01159637 AU - Prinzo, O Veronika AU - Campbell, Alan AU - Hendrix, Alfred M AU - Hendrix, Ruby AU - Federal Aviation Administration AU - Federal Aviation Administration TI - U.S. Airline Transport Pilot International Flight Language Experiences, Report 3: Language Experiences in Non-Native English-Speaking Airspace/Airports PY - 2010/05//Final Report SP - 44p AB - In 1998, the International Civil Aviation Organization (ICAO) took a heightened interest in the role of language in airline accidents. Its Air Navigation Commission was directed to complete the task of strengthening relevant ICAO provisions concerning language requirements. Member states agreed to take steps to ensure air traffic control (ATC) personnel and flight crews involved in flight operations in airspace where the use of the English language is required were proficient in conducting and comprehending radiotelephony communications in English. Since then, ICAO developed its English- Language Proficiency requirements (ELP) and urged its members to document their ELP test implementation plans by March 8, 2008. Until all ATC personnel and flight crews involved in flight operations obtain a passing level of ELP, the language-based problems international pilots face is not known. This report is a compilation of written responses and comments by a group of 48 U.S. pilots of their difficulties in international operations who met with interviewers to discuss their language experiences flying into countries where English may or may not be the local or national language among its radio operators, controllers, and pilots. In this report, the pilots’ responses to questions 31-38 and their comments from discussions of those questions with interviewers are presented as a compiled narrative. The pilots’ responses had nine major thrusts: (1) Traveling into non-native English-speaking countries can be a positive learning experience leading to professional growth and development; (2) English-language proficiency varies from country to country and individual to individual; however, problems occur everywhere; (3) Hearing multiple languages on the radio restricts situational awareness and diminishes pilots’ expectations as information derived from the party line decreases; (4) Radio protocol is lost in a multilingual environment; (5) Whenever communication problems occur, flight deck operations slow down as the flight crew diverts attention away from other tasks, so more of their attention is directed to listening to what the controller said; (6) Communicating with non-native English-speaking controllers requires more effort and concentration to ensure the intent of the controller’s transmission is understood; (7) When off-normal events arise, controllers have difficulty communicating in Common English, and pilots have difficulty understanding them; (8) Voice characteristics contribute to intelligibility and the ease with which pilots and controllers understand each other; and (9) Advanced avionics such as TCAS/CDTI, FMS, and CPDLC/DataCom offer possible solutions to the language barrier. KW - Air traffic control KW - Airline pilots KW - Aviation safety KW - Comprehension KW - English language KW - International transportation KW - Language KW - Proficiency KW - Voice communication UR - U.S. Airline Transport Pilot International Flight Language Experiences, Report 3: Language Experiences in Non-Native English-Speaking Airspace/Airports UR - https://trid.trb.org/view/919966 ER - TY - ABST AN - 01480016 TI - Research Plan to Evaluate Single-Pilot Synthetic and Enhanced Vision System Operations AB - The objective of the project is to conduct research to identify factors affecting single-pilot performance with advanced vision technologies (such as enhanced vision systems (EVS) and synthetic vision systems (SVS)) in low visibility conditions. KW - Air pilots KW - Enhanced vision systems KW - Evaluation and assessment KW - Synthetic vision systems KW - Vision UR - https://trid.trb.org/view/1249079 ER - TY - ABST AN - 01483459 TI - Continued Support of Probability of Failure Allocation Efforts AB - The Contractor shall produce a report describing the following: (1) the methods by which the Contractor has generated expendable launch vehicle (ELV) debris lists/catalogs for the launches of past vehicles; (2) the methods by which members of the commercial space launch industry and the Federal Government launch ranges have generated ELV debris lists/catalogs for launches of past vehicles. The Contractor shall conduct a survey of the commercial launch industry and Federal Government launch ranges to gather sufficient information with which to document the methods by which these parties have generated ELV debris lists/catalogs for the launches of past vehicles; and (3) descriptions of existing empirical data sets of ELV debris maintained by members of the industry or the ranges, to include lists/catalogs of gathered debris and the results of analyses of radar tracks of falling debris. For data sets of gathered debris, this description shall include a description of the methods by which the debris was recovered and analyzed. For data sets of radar analyses, this description shall include a description of the capabilities and limitations of the equipment, as well as the method used to track the debris. The Contractor shall prepare two presentations for delivery to the Range Commanders Council Range Safety Group Risk Committee. The first shall describe the effort and the progress made to date at the spring meeting in 2010 and the second to describe the report at the fall meeting in 2010. The Federal Aviation Administration (FAA) shall provide the Contractor with the list of desired industry and Federal range respondents, not to exceed a total of five. The Contractor shall coordinate all requests for information from the industry and ranges through the FAA Task Lead. The Contractor shall address outstanding FAA comments to its draft report on probability of failure allocation, provided to ACTA on January 12, 2010. The original report was prepared and delivered under task order 14, subtask 1 of this contract. In addition, the Contractor shall conduct a sensitivity study of the results of specific vehicles of interest listed in the FAA's comments. Finally, the Contractor shall reassess the current database of vehicles. KW - Civil aviation KW - Debris KW - Failure analysis KW - Launch vehicles KW - Probability KW - Radar KW - Supporting KW - Surveys UR - https://trid.trb.org/view/1252276 ER - TY - ABST AN - 01483456 TI - Debris Modeling of ELVs on Launch AB - The Contractor shall produce a report describing the following: (1) the methods by which the Contractor has generated expendable launch vehicle (ELV) debris lists/catalogs for the launches of past vehicles; (2) the methods by which members of the commercial space launch industry and Federal launch ranges have generated ELV debris lists/catalogs for launches of past vehicles; and (3) descriptions of existing empirical data sets of ELV debris maintained by members of the industry or the ranges, to include lists/catalogs of gathered debris and the results of analyses of radar tracks of falling debris. The Contractor shall conduct a survey of the commercial launch industry and Federal Government launch ranges to gather sufficient information with which to document the methods by which these parties have generated ELV debris lists/catalogs for the launches of past vehicles. For data sets of gathered debris, this description shall include a description of the methods by which the debris was recovered and analyzed. For data sets of radar analyses, this description shall include a description of the capabilities and limitations of the equipment, as well as the method used to track the debris. The Contractor shall prepare two presentations for delivery to the Range Commanders Council Range Safety Group Risk Committee. The first shall describe the effort and the progress made to date at the spring meeting in 2010 and the second to describe the report at the fall meeting in 2010. The Federal Aviation Administration (FAA) shall provide the Contractor with the list of desired industry and Federal range respondents, not to exceed a total of five. The Contractor shall coordinate all requests for information from the industry and ranges through the FAA Task Lead. KW - Aircraft KW - Aviation safety KW - Commercial space transportation KW - Data collection KW - Debris KW - Launch vehicles KW - Orbital debris KW - Radar KW - Service life UR - https://trid.trb.org/view/1252273 ER - TY - ABST AN - 01481131 TI - Human Response - Annoyance AB - No summary provided. KW - Annoyance KW - Behavior KW - Human interaction KW - Traveler response UR - https://trid.trb.org/view/1250176 ER - TY - ABST AN - 01461811 TI - Guidelines for Airport Sound Insulation Programs AB - To assist sponsor-approved noise programs, FAA published AC 150/5100-9A in July 1993 that announced the availability of the Guidelines for the Sound Insulation of Residences Exposed to Aircraft Operations (the Guidelines). The Guidelines themselves were published in 1992 for military and FAA airports programs to serve as a project management handbook for studying, initiating, and implementing sound insulation measures developed under airport noise compatibility programs. The Guidelines were updated in 2005 by the U.S. Navy for application at military airports. The Navy updated the guidelines to meet their current program objectives and to reflect current building codes and insulation product specifications. Research is needed to develop updated guidance for sponsors to effectively manage noise insulation programs of eligible structures in conformance with FAA Noise Compatibility Program (NCP) and Airport Improvement Program (AIP) funding requirements. The objective of this research is to develop updated guidelines for sound insulation of residential and other noise sensitive buildings for potential use by airport and non-airport sponsors to develop and effectively manage their aircraft noise insulation projects. Noise sensitive buildings are defined as "residences (single family and multi-family), schools, hospitals, churches, and other non-compatible structures identified in the sponsor's NCP and approved by the FAA as a project in the NCP," as defined in AIP Handbook FAA Order 5100.38C paragraph 812.A. KW - Aircraft noise KW - Aircraft operations KW - Airplanes KW - Airport noise KW - Airport operations KW - Damping (Engineering) KW - Guidelines KW - Handbooks KW - Noise KW - Noise barriers UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2795 UR - https://trid.trb.org/view/1230031 ER - TY - ABST AN - 01463273 TI - Synthesis of Information Related to Airport Problems. Topic S01-04. Airline and Airport-Airline Consortiums to Manage Terminals and Equipment AB - The Transportation Research Board's (TRB's) Airport Cooperative Research Program (ACRP) Synthesis 31: Airline and Airline--Airport Consortiums to Manage Terminals and Equipment discusses the current state of Airline-Airport consortiums in the United States. Issued addressed in the report include scope of responsibilities, consortium formation, membership, contractual agreements and insurance, organizational structures, performance standards, financial models, and organizing tips and lessons learned from existing consortiums. KW - Airlines KW - Airport terminals KW - Airports KW - Contract administration KW - Financial analysis KW - Insurance KW - Organizational structure UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2902 UR - https://trid.trb.org/view/1231499 ER - TY - ABST AN - 01461759 TI - Synthesis of Information Related to Airport Problems. Topic S01-03. Airport Insurance Coverage and Risk Management Practices AB - With airport operators responsible for a wide range of activities, and the potential for litigation to arise from a variety of events occurring on and off the airport premises, airports typically purchase insurance coverage to mitigate against risk of loss, as well as self-insure or obtain specific deductibles/retentions for certain risks. Since the 9/11 terrorism attack, and in the aftermath of various hurricanes and other natural disasters, significant challenges have been posed to airport authorities with regards to their property and casualty insurance needs. Airports in some locations have experienced challenges in obtaining insurance coverage. While some airport authorities have a risk manager and established practices to determine their needs for each of these coverages, others do not. In those cases, the airport authority must rely solely on the recommendations of a hired risk management consultant or insurance broker, or to simply continue to renew insurance coverage annually without any additional analysis. The objective of this project is to synthesize current practices airport operators use in deciding insurance requirements and risk management activities.. The audience for this report is airport executives and risk managers. A synthesis of practices will review literature and survey a representative sample of airports to report on airport insurance coverages. The report will document current practices and identify the key factors for airports to consider when making decisions on their own insurance requirement needs and risk management practices. KW - Airport operations KW - Aviation insurance KW - Insurance industry KW - Insurance rates KW - Litigation KW - Research projects KW - Risk assessment KW - Risk management KW - Terrorism UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2901 UR - https://trid.trb.org/view/1229979 ER - TY - ABST AN - 01461758 TI - Synthesis of Information Related to Airport Problems. Topic S01-04. Airline and Airport-Airline Consortiums to Manage Terminals and Equipment AB - Airports and airlines continue to work together to find new strategies for delivering services to passengers and maintaining operations at airports in a cost-effective manner while providing quality service to passengers or users. While frequently facilities and services at airports are managed under the control of the airport operator or individual airlines, at some airports certain services or operations are conducted through consortiums of airlines, or airlines and the airport operator. The objective of the project is to synthesize current literature and survey results from consortiums existing at airports who: (a) provide services to passengers or groups of airlines or other airport users or (b) maintain facilities at an airport. The survey will serve as an initial resource for airport operators and airlines considering the use of consortiums at their airport. The target audience for this report is airport executives responsible for airline and tenant agreements who may be interested in advocating for and supporting consortiums to provide airport services. The synthesis investigator will review literature and survey a representative sample of airport operator and consortium principals to describe the current state of the practice. KW - Airlines KW - Airport operations KW - Passenger transportation KW - Quality of service KW - Research projects KW - State of the practice KW - Strategic planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2902 UR - https://trid.trb.org/view/1229978 ER - TY - ABST AN - 01483860 TI - SPIDER Test Add-on AB - The Contractor shall produce a report describing the following: (1) The methods by which the Contractor has generated expendable launch vehicle (ELV) debris lists/catalogs for the launches of past vehicles. (2) The methods by which members of the commercial space launch industry and Federal launch ranges have generated ELV debris lists/catalogs for launches of past vehicles. The Contractor shall conduct a survey of the commercial launch industry and Federal launch ranges to gather sufficient information with which to document the methods by which these parties have generated ELV debris lists/catalogs for the launches of past vehicles. (3) Descriptions of existing empirical data sets of ELV debris maintained by members of the industry or the ranges, to include lists/catalogs of gathered debris and the results of analyses of radar tracks of falling debris. For data sets of gathered debris, this description shall include a description of the methods by which the debris was recovered and analyzed. For data sets of radar analyses, this description shall include a description of the capabilities and limitations of the equipment, as well as the method used to track the debris. The Contractor shall prepare two presentations for delivery to the Range Commanders Council Range Safety Group Risk Committee. The first shall describe the effort and the progress made to date at the spring meeting in 2010 and the second to describe the report at the fall meeting in 2010. The Federal Aviation Administration (FAA) shall provide the Contractor with the list of desired industry and Federal range respondents, not to exceed a total of five. The Contractor shall coordinate all requests for information from the industry and ranges through the FAA Task Lead. KW - Aircraft KW - Aircraft industry KW - Civil aircraft KW - Launch vehicles KW - Space debris UR - https://trid.trb.org/view/1252694 ER - TY - ABST AN - 01483457 TI - Debris Modeling of ELVs AB - The Contractor shall produce a report describing the following: (1) the methods by which the Contractor has generated expendable launch vehicle (ELV) debris lists/catalogs for the launches of past vehicles; (2) the methods by which members of the commercial space launch industry and Federal launch ranges have generated ELV debris lists/catalogs for launches of past vehicles; and (3) descriptions of existing empirical data sets of ELV debris maintained by members of the industry or the ranges, to include lists/catalogs of gathered debris and the results of analyses of radar tracks of falling debris. The Contractor shall conduct a survey of the commercial launch industry and Federal Government launch ranges to gather sufficient information with which to document the methods by which these parties have generated ELV debris lists/catalogs for the launches of past vehicles. For data sets of gathered debris, this description shall include a description of the methods by which the debris was recovered and analyzed. For data sets of radar analyses, this description shall include a description of the capabilities and limitations of the equipment, as well as the method used to track the debris. The Contractor shall prepare two presentations for delivery to the Range Commanders Council Range Safety Group Risk Committee. The first shall describe the effort and the progress made to date at the spring meeting in 2010 and the second to describe the report at the fall meeting in 2010. The Federal Aviation Administration (FAA) shall provide the Contractor with the list of desired industry and Federal range respondents, not to exceed a total of five. The Contractor shall coordinate all requests for information from the industry and ranges through the FAA Task Lead. KW - Aircraft operations KW - Aviation safety KW - Civil aviation KW - Commercial space transportation KW - Data collection KW - Debris KW - Launch vehicles KW - Radar KW - Risk analysis KW - Service life UR - https://trid.trb.org/view/1252274 ER - TY - ABST AN - 01570226 TI - EDS Assessment of CLEEN Technology AB - PARTNER Project 36 is a capability demonstration of how the Environmental Design Space, being developed under Project 14, could support the assessment of the potential technology packages that would be awarded under the future continuous lower energy, emissions, and noise (CLEEN) technologies program for civil subsonic jet airplanes, as applied to two current EDS vehicle models, specifically the single aisle and twin aisle models. KW - Air transportation KW - Assessments KW - Energy KW - Noise KW - Pollutants UR - http://partner.mit.edu/projects/eds-capability-demonstration-assessing-cleen-program UR - https://trid.trb.org/view/1361794 ER - TY - ABST AN - 01570225 TI - EDS Development and Application AB - The main goal of the effort is to develop a new, critically needed capability to assess the interdependencies among aviation-related noise, emissions, and associated environmental impact and cost valuations, including cost-benefit analyses. A building block of this suite of software tools, which provides an integrated analysis of noise and emissions at the aircraft level, is the Environmental Design Space. KW - Aircraft KW - Applications KW - Benefit cost analysis KW - Development KW - Environmental impacts KW - Noise KW - Pollutants UR - http://partner.mit.edu/projects/environmental-design-space UR - https://trid.trb.org/view/1361793 ER - TY - ABST AN - 01483867 TI - Next Generation Aircraft Debris Hazard Area Calculator Requirements Definition and Prototyping AB - The Contractor shall identify and document requirements for the next generation aircraft debris hazard area calculator. These requirements shall be based upon requirements for the Shuttle Hazard Area to Aircraft Calculator (SHAAC), developed and enhanced under multiple task orders of this contract, and the lessons learned in its design, development, testing, and operations. These requirements shall address the input, output, interface, and computational algorithm needs of a tool to support airspace management around space operations through the prediction of aircraft debris hazard areas associated with the reentries of capsule-type vehicles, such as the SpaceX Dragon and the Orbital Sciences Cygnus, and controlled reentries of other space objects, including satellites. These requirements shall address the following: (a.) The input of predicted vehicle state vector data in a format specified by the Federal Aviation Administration (FAA). (b.) The input of debris characteristics specific to the reentry vehicles being analyzed. (c.) The output of input predicted state vector data, formatted for input into existing air traffic tools such as the Display System Replacement (DSR) and NOTAM system (format templates to be provided by the FAA). (d.) The output of computed predicted debris hazard area packages, consisting of both graphical and textual representations of the computed areas, for manual entry into existing air traffic tools (format templates to be provided by the FAA). (e.) Output of additional parameters, including ---- Input trajectory and computed hazard areas in KML format ---- Fall time of debris, by class, from breakup to various altitudes, such as 60,000 ft, 18,000 ft, and surface, output in time since breakup and GMT based on both predicted and realtime input vehicle state vector data ---- Length, width, and orientation of each computed hazard area based on input predicted vehicle state vector data ---- GMT of the vehicle's entry and exit of each predicted hazard area based on input predicted vehicle state vector data ---- GMT of the beginning and end GMT at which an underlying Air Route Traffic Control Center is at risk of falling debris based on input predicted vehicle state vector data ---- Graphical representation of portions of the predicted trajectory and hazard areas that correspond geographically to input predicted times of loss of signal and acquisition of signal (f.) An interface to a realtime stream of vehicle state vector data, delivered via virtual private network (VPN) or other Internet protocol. (g.) The automated entry of state vector data received via the realtime stream into the computation of a best estimate debris hazard area. (h.) The automated graphical representation of vehicle geographical position based on input realtime state vector data. (i.) The logging of all realtime data received. (j.) The playback of logged realtime data (k.) Potential algorithm improvements needed to address failure modes associated with capsule-type vehicles and the controlled reentries of other space objects, including: ---- Realtime hazard area computation during periods of loss of signal ---- Predicted hazard area computation based on trajectory guidance and performance uncertainties, including those uncertainties associated with the performance of the deorbit burn. Prototyping of these requirements, through pseudo-code or beta-software, shall be conducted, where applicable and possible. The requirements identified shall be documented, along with their corresponding rationale, in a report suitable for distribution to AST and its Air Traffic Organization partners. KW - Aircraft KW - Hazard analysis KW - Next generation design KW - Prototypes KW - Space debris KW - Space shuttles UR - https://trid.trb.org/view/1252701 ER - TY - ABST AN - 01478859 TI - Fundamental Engineering Studies of Magnetic Particle Inspection and Impact on Standards and Industrial Practice AB - This project will identify the most relevant factors in magnetic particle inspection for which existing engineering data is insufficient, assess the parameter ranges that proved acceptable performance for typical aircraft and engine components, and document the results of these studies for use in revision of industry specifications. Also, to complete an assessment of existing process control/monitoring tools and province needed improvements. In the meantime, develop/validate magnetic particle inspection (MPI) guidance materials for use by the airlines and original equipment manufacturers (OEMS) that incorporate "lessons learned" in this program and incorporate other recently developed data and information. KW - Air traffic control KW - Civil aviation KW - Jet engines KW - Magnetic particle testing KW - Original equipment manufacturer (OEM) KW - Validation UR - https://trid.trb.org/view/1247983 ER - TY - RPRT AN - 01158540 AU - Department of Transportation AU - Federal Aviation Administration TI - Review of Screening, Placement, and Initial Training of Newly Hired Air Traffic Controllers PY - 2010/04/01 SP - 21p AB - This report provides the results of The U.S. Department of Transportation Office of Inspector General's (OIG's) audit of the Federal Aviation Administration’s (FAA’s) policies and procedures for screening, placing, and initially training newly hired air traffic controllers. Over the next decade, FAA plans to hire and train nearly 15,000 new controllers to replace those who were hired after the 1981 strike and are now retiring. With this large influx of new hires planned, examining and improving its processes for integrating new controllers into the current workforce will be a significant challenge for FAA. OIG's audit objectives were to (1) evaluate how FAA determines whether candidates have the requisite abilities to become successful controllers, (2) determine what procedures FAA uses to place controllers at air traffic facilities, and (3) assess whether the initial training provided by the FAA Academy adequately prepares new controllers for facility on-the-job training (OJT). Briefly, FAA’s process for selecting and placing new controllers does not sufficiently evaluate candidates’ aptitudes before placing them at facilities. Currently, FAA does not use results of its controller aptitude test (the Air Traffic Selection and Training test, or AT-SAT) to determine the level of facility in which new controllers are placed. Instead, FAA assigns new controllers to locations based primarily on their facility choice and available vacancies. As a result, new controller candidates are being assigned to some of the busiest air traffic control facilities in the Nation with little consideration of whether they have the knowledge, skills, and abilities necessary to become certified controllers at those locations. These include critical facilities within the National Airspace System, such as the Southern California Terminal Radar Approach Control and the Chicago O’Hare and Atlanta Hartsfield Air Traffic Control Towers. FAA also does not use candidates’ initial performance at the Academy to determine the level of facility in which new controllers are placed. Although all controller candidates must attend 2 to 3 months of initial training at the Academy after passing AT-SAT, controller candidates are assigned to a facility before entering Academy training. Initial training at the FAA Academy is currently focused more on short-term memorization rather than developing a long-term skill set and, according to facility managers, does not adequately prepare candidates to begin facility training at their assigned locations. Facility managers OIG spoke with stated that candidates arrive after passing Academy training unprepared to begin facility training, often requiring additional time and resources to refresh them on subjects previously taught at the Academy. FAA internal studies have noted similar concerns. In an internal analysis conducted in November 2007, FAA found that Academy training needed to focus more on basic air traffic control concepts—such as phraseology, issuing clearances, and aircraft characteristics—and less on retaining knowledge just long enough to pass a test. The study recommended numerous changes to initial training, but more than 2 years since its completion, changes have not been implemented. OIG is making recommendations to FAA on actions needed to improve its controller screening, placement, and initial training programs. KW - Air traffic control KW - Air traffic controllers KW - Employee screening KW - Hiring policies KW - Personnel performance KW - Selection and appointment KW - Training UR - http://www.oig.dot.gov/sites/dot/files/Controller%20training%204.1.10.pdf UR - https://trid.trb.org/view/917942 ER - TY - RPRT AN - 01565449 AU - Previti, Anthony J AU - Cyrus, Holly AU - Gallagher, Donald W AU - Hi-Tec Systems, Incorporated AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Airborne Evaluation of Retro-Reflective Beads PY - 2010/04//Technical Note SP - 56p AB - This project was undertaken by the Federal Aviation Administration (FAA) Airport Safety Technology Research and Development Sub-Team as part of an effort to determine the relative conspicuity, from an aircraft on approach, of Type I and Type III retro-reflective beads. Retro-reflective beads are designed to redirect and return light back to its source. The inclusion of retro-reflective beads in painted surface markings can increase their conspicuity. It has been suggested that Type III retro-reflective beads, which have a higher index of refraction (IOR) compared to Type I beads, will substantially increase the conspicuity of paint markings and could help prevent runway incursions. The FAA uses Federal Specification TT-B-1325D, “Beads (Glass Spheres) Retro-Reflective,” to specify retro-reflective beads. Previous studies by the United States Air Force and the FAA have shown that in cases where the light source is not in close proximity to the observer’s line of sight, the benefit of using higher IOR beads is negligible. Since 1994, all research on retro-reflective beads has been focused on surface markings from the ground to improve the conspicuity of taxiway hold position markings, which aid in the prevention of runway incursions. Due to advances in bead technology, it has been suggested that additional tests be conducted from the pilot’s perspective on approach to a runway. Type I and Type III retro-reflective beads were installed on the same type of airport pavement markings at opposite ends of Runway 13/31 at Atlantic City International Airport (ACY) for a period of 8 months and side by side on Runway 10 at Savannah/Hilton Head International Airport (SAV) for a period of 2 months. Subjective data was collected in the form of questionnaires completed by test subjects from aircraft approaching the runway at both locations. The test subjects were queried concerning ease of marking detection and conspicuity. Objective measurements were taken at the beginning and the end of the evaluation. The majority of the test subjects involved in the tests at both ACY and SAV stated they do not use runway markings as a visual cue on approach to a runway at night. They focus on the runway lights. Of the subjects participating, all but one reported no difference in ease of detection between Type I and Type III bead markings. The chromaticity and retro-reflectivity characteristics of the bead markings were acceptable following initial application and throughout the evaluation period. While the Type III beads had a greater retro-reflectivity reading after initial installation, the effects on conspicuity from a pilot’s perspective on approach to the runway were minimal. Also, the higher retro-reflectivity readings of the Type III beads only lasted a few months at ACY then leveled out to the same retro-reflectivity values as the Type I beads for the remainder of the markings’ useful life. This study revalidates the airborne research performed in 1994 and is consistent with other ground-based research performed to date including research completed in 2009. KW - Airport runways KW - Approach KW - Atlantic City International Airport KW - Evaluation KW - Glass beads KW - Retroreflectivity KW - Road markings KW - Runway incursions KW - Savannah/Hilton Head International Airport KW - Visibility UR - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=d1181518-1484-4087-9da4-0fe5525ad9e8&f=TN10-8.pdf UR - https://trid.trb.org/view/1354997 ER - TY - RPRT AN - 01173198 AU - Reinhardt, J W AU - Federal Aviation Administration TI - Development of an Improved Fire Test Method and Criteria for Aircraft Electrical Wiring. PY - 2010/04//Final Report SP - 95p AB - The Federal Aviation Administration (FAA), as part of its hidden in-flight fire mitigation program, developed an improved flammability test method for aircraft electrical wiring insulation materials (including jackets and other wire protective materials). A comprehensive fire test research and development (R&D) project was conducted on aircraft electrical wiring insulation materials in an effort to continue mitigating the threat of in-flight fires. Previous work at the FAA and the National Fire Protection Association have indicated that the current FAA-required 60-degree Bunsen burner test for electric wire was inadequate to qualify wire when bundled and subjected to a severe ignition source. A literature search and in-house fire tests were conducted during this effort. The results of the literature search indicated that there was no small-scale flammability test standard available that considered radiant heat and wire bundling in its specifications or acceptance criteria that included burn length and after-flame extinguishing time; therefore, an improved flammability test standard for aircraft wiring was required. In-house fire tests were conducted to develop an improved flammability test and provide support data; tests included the current FAA-required 60-degree Bunsen burner test, the microscale combustion calorimetry test (ASTM D 7309-07), the thermogravimetric analysis (ASTM E 2550-07), the intermediate-scale fire test, and the radiant heat panel test. From this R&D effort, an alternative radiant heat panel test method was developed. This method was effective in evaluating the in-flight fire resistance qualities of aircraft electrical wiring insulation. KW - Aircraft KW - Electrical wiring KW - Fire causes KW - Fires KW - Flammability tests KW - Test procedures UR - http://www.fire.tc.faa.gov/pdf/10-2.pdf UR - https://trid.trb.org/view/927752 ER - TY - RPRT AN - 01158548 AU - Johnson, Robert D AU - Federal Aviation Administration AU - Federal Aviation Administration TI - General Unknown Screening by Ion Trap LC/MS/MS PY - 2010/04//Final Report SP - 22p AB - During the investigation of aviation accidents, postmortem specimens from accident victims are submitted to the Federal Aviation Administration’s Civil Aerospace Medical Institute (CAMI) for toxicological analysis. The first, and perhaps most important, step in the analysis process is the initial screening of biological specimens for illicit, medically prescribed, and over-the-counter compounds that may be present and could have been the cause of the accident. Currently, our General Unknown Screening (GUS) procedure involves both gas chromatography/mass spectrometry (GC/MS), liquid chromatography/diode array detection (LC/DAD) and fluorescence detection techniques. Both techniques have inherent limitations that prevent the detection of certain types of compounds. LC/DAD, however, is more limited due to poor sensitivity and specificity. Therefore, our laboratory developed and validated an LC/MS/MS procedure that provides far superior sensitivity and specificity to that of LC/DAD. The combination of GC/MS with LC/MS/MS will allow for the detection of more compounds at lower concentrations than our current techniques. KW - Air transportation crashes KW - Crash investigation KW - Forensic medicine KW - Toxicology UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201008.pdf UR - https://trid.trb.org/view/917962 ER - TY - RPRT AN - 01158534 AU - Prinzo, O Veronika AU - Campbell, Alan AU - Hendrix, Alfred M AU - Hendrix, Ruby AU - Federal Aviation Administration AU - HCS Consulting Services AU - Federal Aviation Administration TI - United States Airline Transport Pilot International Flight Language Experiences Report 2: Word Meaning and Pronunciation PY - 2010/04//Final Report SP - 48p AB - In 1998, the International Civil Aviation Organization (ICAO) took a heightened interest in the role of language in airline accidents. Its Air Navigation Commission was directed to strengthen relevant ICAO provisions concerning language requirements. Member states agreed to take steps to ensure air traffic control (ATC) personnel and flight crews involved in flight operations in airspace where the use of the English language is required were proficient in conducting and comprehending radiotelephony communications in English. Since then, ICAO developed its English Language Proficiency (ELP) requirements and urged its members to document their ELP test implementation plans by March 8, 2008. Until all ATC personnel and flight crews involved in flight operations obtain a passing level of ELP, the language-based problems international pilots face is not known. This report is a compilation of written responses and comments by a small focus group of 48 U.S. pilots of their difficulties in international operations. The focus group consisted of 12 international U.S. pilots each from American, Continental, Delta, and United Airlines. Each focus group met with two interviewers to discuss their language experiences flying into countries where English may or may not be the local or national language among its radio operators, controllers, and pilots. In this report, the pilots’ responses to questions 24-30 and their comments from discussions of those questions with interviewers are presented as a compiled narrative. The pilots’ responses had eight major thrusts: (1) Once pilots get past the controller’s accented English, understanding is not a problem during routine operations; (2) the lack of standardized pronunciation of NAVAIDs, waypoints, intersections, etc. complicates understanding what was said; (3) Currency in flight time in the theater of operation is critical to understanding accented English and will influence how easily controllers from different countries are understood; (4) Poor radios and transmission quality contribute to the unintelligibility of some controller transmissions; (5) Variations in pronunciation can detract from flying, as pilots must listen intently to clearances; (6) Training is essential for crews lacking currency going into a foreign country; (7) Differences associated with U.S. and ICAO phraseology need to be resolved and procedural ambiguities eliminated; and (8) Technological advancements such as controller pilot datalink communications (CPDLC) and automatic dependent surveillance (ADS) can mitigate some of the problems associated with accented English. The authors offer 10 recommendations to improve communication practices, which include development of a standardized phraseology, its presentation, delivery technique, and meaning, training, and implementation of ICAO’s ELP by all member states. KW - Air traffic control KW - Air traffic controllers KW - Comprehension KW - English language KW - International KW - Proficiency KW - Pronunciation KW - Voice communication UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201007.pdf UR - https://trid.trb.org/view/917961 ER - TY - ABST AN - 01465301 TI - Trajectory Management - Oceanic (OTTM) AB - The NextGen Concept of Operations and an Enterprise Architecture have been developed to establish a framework for the future based on today's best information. These documents define two major concepts upon which NextGen will develop Four Dimensional Trajectory Based Operations (TBO) and Air Traffic Management. The four dimensionals measure spatial coordinates, altitude and time. A set of systems would collect and disseminate 4D data to provide complete situational awareness to pilots, controllers and air traffic managers. The goal is allow flights to find their best route, rather than restrict them to controlled paths. Currently the Federal Aviation Administration (FAA) controls air traffic in the National Airspace System (NAS) using defined flight paths and airspace restrictions that do not take full advantage of the capabilities of an aircraft or its systems. NextGen will transition FAA to a more collaborative environment where pilots and FAA managers work together to tailor an aircraft's route for optimum safety and efficiency. KW - Air traffic control KW - Air traffic controllers KW - Aviation safety KW - Flight characteristics KW - Flight paths KW - Flight trajectories UR - https://trid.trb.org/view/1233534 ER - TY - ABST AN - 01483840 TI - Historical Reentry Capsule Mission Analysis AB - The development of a report describing: (1) failure modes of historical reentry capsule missions; (2) a reliability assessment of the selected commercial reentry vehicle by similarity with a baseline capsule for which a quantitative risk assessment has already been constructed; (3) a comparison of the similarities and differences in the probability of failure estimates from tasks 1 and 2; and (4) a summary of functional, operational, and verification test program differences between the selected commercial reentry vehicle and the baseline capsule selected for the reliability assessment by similarity task. The work will be carried out by a subject matter expert in the area of aerospace safety engineering assessment, preferably a technical expert who has previously conducted similar analyses for a reentry capsule that would serve as the selected baseline capsule. KW - Aerospace engineering KW - Alternatives analysis KW - Commercial space transportation KW - Failure modes KW - Risk assessment UR - https://trid.trb.org/view/1252674 ER - TY - ABST AN - 01570561 TI - Exposure to Flame Retardants in Commercial Aircraft AB - No summary provided. KW - Civil aircraft KW - Exposure (Pollutants) KW - Fire retardants KW - Flames KW - Safety factors UR - https://trid.trb.org/view/1362692 ER - TY - ABST AN - 01570231 TI - Development and Evaluation of Climate Metrics for Aviation Based on Climate-Chemistry Modeling Analyses AB - Project 42 seeks to enhance the evaluation of climate metrics capabilities and limitations in the context of aviation's impact on climate change, analyzing key uncertainties associated with these metrics, and, to the extent possible, make recommendations about how best to use these metrics to gauge aviation-induced climate change. The purpose of the metrics analyses is to meet the need for better linking of aviation emissions with climate impacts, with specific attention to evaluating and further developing aviation climate impacts metrics (including change in surface temperature), and to interrelate aviation climate impacts (CO&#8322; and non-CO&#8322; effects) on various time horizons to help develop better understanding of impacts due to emissions tradeoffs. KW - Aviation KW - Chemistry KW - Climate KW - Metrics (Quantitative assessment) KW - Modeling UR - http://partner.mit.edu/projects/development-and-evaluation-climate-metrics UR - https://trid.trb.org/view/1361799 ER - TY - ABST AN - 01489350 TI - Application of Hazard Analysis & Critical Control Points (HACCP) Methods to Disease Transmission on Fomites in Aircraft AB - No summary provided. KW - Aircraft cabins KW - Communicable diseases KW - Diseases and medical conditions KW - Fomites KW - Hazard analysis UR - https://trid.trb.org/view/1258364 ER - TY - ABST AN - 01482359 TI - Further Studies of Infectious Disease Transmission in Airliner Cabins AB - No summary provided. KW - Aircraft cabins KW - Airplanes KW - Communicable diseases KW - Diseases and medical conditions UR - https://trid.trb.org/view/1251245 ER - TY - ABST AN - 01482352 TI - Studies of Infectious Disease Transmission in Airliner Cabins AB - No summary provided. KW - Aircraft cabins KW - Communicable diseases KW - Diseases and medical conditions KW - Studies KW - Transmission (Transfer) UR - https://trid.trb.org/view/1251238 ER - TY - RPRT AN - 01359713 AU - Volpe National Transportation Systems Center AU - Federal Aviation Administration TI - Point-to-Point Commercial Space Transportation in National Aviation System PY - 2010/03/10/Final Report SP - 33p AB - The advent of suborbital transport brings promise of point-to-point (PTP) long distance transportation as a revolutionary mode of air transportation. In 2008, the International Space University (ISU) of Strasbourg, France, published a report documenting its appraisal of PTP transportation technology. This report describes the conditions that should be put in place to foster and sustain the growth of this industry from the technical, market, financial, infrastructure, safety, and legal perspectives. The ISU study calculates that transatlantic flight times for suborbital vehicles from London to New York would take less than 1¼ hours, less than one-third the travel time required by the supersonic aircraft Concorde and a fraction of that required by conventional commercial aircraft. This potential for the rapid global transport of passengers and the fast distribution of goods and services make PTP transportation an attractive space technology concept worth exploiting. Based on ISU findings, the Federal Aviation Administration (FAA) Office of the Associate Administrator for Commercial Space Transportation (AST) recognized a need to identify issues and approaches for integrating PTP systems into the National Airspace (NAS) and International Air Space (IAS). The goal of this study is to provide FAA AST with technical support in formulating effective policies and regulations that address issues associated with the air traffic management (ATM) of commercially-operated, suborbital PTP transportation focused on the long distance delivery of both humans and cargo. The Volpe Center examined the issues associated with integrating PTP Systems into the NAS and international airspace by: KW - Air traffic control KW - Air transportation KW - Long distance travel KW - National Airspace System KW - Point-to-point services KW - Suborbital launches KW - Technological innovations UR - http://ntl.bts.gov/lib/42000/42700/42779/point_to_point.pdf UR - https://trid.trb.org/view/1125694 ER - TY - RPRT AN - 01526336 AU - Zingale, Carolina M AU - Willems, Ben AU - Ross, Jennifer M AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Future En Route Workstation Study (FEWS III): Human-in-the-Loop Simulation of Air Traffic Controller Management of Advanced Aircraft Concepts PY - 2010/03//Technical Report SP - 123p AB - The Federal Aviation Administration (FAA) and the Joint Planning and Development Office have developed the Next Generation Air Transportation System (NextGen) in an effort to transform the existing air traffic system to manage anticipated increases of up to three times current traffic levels by 2025 (FAA, 2008b). In this third volume of the Future En Route Workstation Study (FEWS) series, the authors conducted a simulation with eleven en route air traffic controllers to provide an initial evaluation of three NextGen-related concepts: the increased use of Area Navigation (RNAV) routes, aircraft self-spacing (one aircraft follows a lead), and aircraft grouping (two or more aircraft fly as in military formation flight). The simulation was conducted under very high traffic conditions (two to three times current levels) using a Baseline system that simulated the En Route Automation Modernization (ERAM) system and using the FEWS system that added features and capabilities to support controller tasks. The authors found many benefits for the FEWS system. The participants managed more aircraft, held traffic less, and reported lower workload and higher performance when they used the FEWS system. The authors also found benefits for the use of RNAVs that implemented both lateral and vertical conformance constraints. The participants managed more aircraft and issued fewer voice clearances to aircraft. The authors found few objective benefits of self-spacing and grouping. The participants commented favorably on self-spacing, but they commented negatively on grouping. KW - Air traffic control KW - Air traffic controllers KW - Approach control KW - Enroute traffic control KW - Navigation KW - Next Generation Air Transportation System KW - Simulation KW - Work area KW - Workload UR - http://hf.tc.faa.gov/publications/2010-03-future-en-route-workstation-study/full_text.pdf UR - https://trid.trb.org/view/1307225 ER - TY - RPRT AN - 01162926 AU - Zuschlag, Michael AU - Chandra, D AU - Helleberg, J AU - Estes, S AU - Volpe National Transportation Systems Center AU - Research and Special Programs Administration AU - Federal Aviation Administration TI - Symbols for Cockpit Displays of Traffic Information PY - 2010/03 SP - 78p AB - A web-based study assessed pilots ability to learn and remember traffic symbols that may be shown on a Cockpit Display of Traffic Information (CDTI). These displays convey data obtained from Automatic Dependent Surveillance-Broadcast (ADS B) and related Aircraft Surveillance Applications System (ASAS) technologies, as well as other surveillance data sources. Three aspects of using the traffic symbols were evaluated: intuitiveness, ease of learning, and ease of remembering the symbols. Four symbol sets were tested, each with approximately 22 symbols. Each participant saw only one of the four symbol sets. The sets used different visual features of the traffic symbol to represent the Directionality, Data Quality, Air/Ground State, Alert Level, Selection State, and Pairing State of nearby aircraft. A total of 623 pilots with a broad range of experience participated. Results showed that while some conventions are well understood, such as the use of red and yellow for warnings and cautions (respectively), other conventions may be confusing and should be avoided. Results of the study were considered by a Federal Advisory Committee that develops standards for these traffic displays (RTCA Special Committee 186). KW - Air traffic control KW - Aircraft operations KW - Aircraft pilotage KW - Approach control KW - Cockpit display of traffic information KW - Cockpits KW - Crash avoidance systems KW - Human factors in crashes KW - Warning systems UR - https://trid.trb.org/view/920714 ER - TY - RPRT AN - 01156895 AU - Knecht, William AU - Ball, Jerry AU - Lenz, Michael AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Effects of Video Weather Training Products, Web-Based Preflight Weather Briefing, and Local Versus Non-Local Pilots on General Aviation Pilot Weather Knowledge and Flight Behavior, Phase 2 PY - 2010/03//Final Report SP - 30p AB - This research had two main phases. Phase 1 investigated three major questions, one of which was whether or not video weather training products could significantly affect general aviation (GA) pilot weather knowledge and flight behavior in marginal meteorological conditions. Fifty GA pilots took a general weather knowledge pre-test, followed by exposure to either one of two weather training videos (the Experimental groups) or to a video having nothing to do with weather (the Control group). They next took a post-test to measure knowledge gain induced by the training product. Finally, they planned for and flew a simulated flight mission through marginal weather from Amarillo, TX, to Albuquerque, NM. Multivariate modeling implied that a combination of higher pilot age, receiving either weather training product, and takeoff hesitancy could significantly, correctly predict 86.7% of diversions from deteriorating weather and 77.8% of full flight completions. The question then became whether or not this model would be robust over time. In the present study (Phase 2), after a time lapse of 3-4 months, 44 of the 50 original Phase 1 pilots returned for further testing. Again, they were tested for weather knowledge and flew a simulated flight mission similar to Phase 1’s. No significant change in weather knowledge was evident from Phase 1 to 2, nor were any significant differences seen between the three treatment groups. Additionally, the 3-factor model of Phase 1 failed to significantly predict flight diversions or flight completions in Phase 2. The combined results of Phases 1 and 2 imply that the effects on weather knowledge and flight behavior of a single 90-minute training video seem minimal in comparison to the complexities of weather itself and flight into weather. This is consistent with intuition. Moreover, what small effects are produced seem to decay with time. None of this is unexpected. It merely means that weather is complex, and effective weather training must be intensive to begin with and ongoing to remain effective. KW - General aviation pilots KW - Knowledge KW - Preflight briefing KW - Training KW - Videotapes KW - Weather UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201017.pdf UR - https://trid.trb.org/view/917657 ER - TY - RPRT AN - 01156868 AU - Loo, Sin Ming AU - Kiepert, Josh AU - Klein, Derek AU - Pook, Michael AU - Chou, Shih-Feng AU - Overfelt, Tony AU - Watson, Jean AU - Boise State university AU - Auburn University AU - Federal Aviation Administration TI - Evaluation of the Effects of Hydrogen Peroxide on Common Aircraft Electrical Materials PY - 2010/03//Final Report SP - 22p AB - Aircraft can be contaminated with unwanted chemical or biological elements. For years, hydrogen peroxide has been used to disinfect equipment in the medical community. The diluted vapor form of hydrogen peroxide is being considered for use as a decontaminant/disinfectant/sanitizer of transportation vehicles aircraft, buses, subway trains, ambulances, etc. Previous work showed that STERIS Corporation’s Vaporized Hydrogen Peroxide (VHP®) technology could be used successfully in complex transportation vehicles. However, the compatibility of the process with typical aircraft avionics has not been established. This report documents a preliminary evaluation of the effects of hydrogen peroxide exposure on avionics (i.e., avionics wires, active circuit boards, and dummy circuit boards). KW - Aircraft KW - Avionics KW - Disinfectants KW - Electrical equipment KW - Electrical wiring KW - Hydrogen peroxide UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201005.pdf UR - https://trid.trb.org/view/917656 ER - TY - ABST AN - 01465302 TI - Trajectory Management - Arrivals (RNAV/RNP w/ 3D and Required Time Arrival) AB - This project will ensure that the safe and efficient transition of aircraft from en route to terminal airspace with appropriate sequencing and spacing. Several key mechanisms will be necessary to support this more efficient transition. Required Navigation Area Navigation/Required Navigation Performance (RNAV/RNP) procedures with vertical constraints and required time of arrival will provide the precision necessary to avoid using extra separation between aircraft. Use of metering times at key merge points will be used by air traffic managers as used today in Center-TRACON Automation System Traffic Management Advisory (CTAS TMA). In this type of operation, an aircraft's meter point time (MPT) is used to determine when it enters into the TRACON airspace and is given clearance to continue to the assigned runway. Metering must take into account runway load balancing and will serve to reduce (but not eliminate) the need for delay absorption needed inside the TRACON. KW - Air traffic control KW - Aircraft separation KW - Airport ground transportation KW - Arrival time KW - Flight trajectories KW - Required navigation performance UR - https://trid.trb.org/view/1233535 ER - TY - ABST AN - 01477977 TI - Broadening the Scope of AQP Through Training Evaluation and Development AB - The objective of the project is to focus on the development and analysis of aviation training with the purpose of providing guidelines, tools, and methodologies to supplement and improve upon current training practices. KW - Aviation KW - Development KW - Guidelines KW - Methodology KW - Training UR - http://www.tc.faa.gov/logistics/grants/pdf/2010/10-G-001.doc UR - https://trid.trb.org/view/1247634 ER - TY - ABST AN - 01464017 TI - Quick Response for Special Needs. Task 18. Primer on Carbon Credits and Revenue Opportunities for Airports AB - The growing concern for the impact of CO2 emissions on the environment has led to policies and regulations designed to control and limit greenhouse gas (GHG) emissions. One outcome of these regulations has been the development of carbon markets, where carbon credits are bought, sold, and traded. As airports evaluate their options in the new market and regulatory environment, there may be potential for them to generate revenue by generating and selling credits in the carbon market. However, as the carbon credit market continues to evolve, there are many questions regarding airport participation, including the kind of credits airports can create or trade, who can take credit for various actions at an airport, the minimum level of credits needed to be marketable, and how carbon trading would affect airport compliance obligations, including grant assurances made to the federal government. Research is needed to provide the airport community with current, relevant information on the carbon trading market and potential opportunities and/or challenges to their participation in this market. The objective of this research is to prepare a primer for airports that describes the carbon credit market and outlines potential opportunities for and challenges to airport participation. KW - Air quality management KW - Airport operations KW - Airports KW - Carbon dioxide KW - Climate change KW - Greenhouse gases KW - Jet engine fuels KW - Pollutants UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2811 UR - https://trid.trb.org/view/1232245 ER - TY - ABST AN - 01464126 TI - Quick Response for Special Needs. Task 17. Risk Assessment of Proposed ARFF Standards AB - Federal legislators are considering issues that could eventually lead to a change in aircraft rescue and firefighting (ARFF) requirements at airports. To date discussion has centered on "voluntary consensus standards" promulgated by the National Fire Protection Association (NFPA), although there are International Civil Aviation Organization (ICAO) standards as well. The practical effects of a change to the federal requirements could include (1) an increase in ARFF staffing, (2) a reduction in ARFF response times, (3) increases in the airport area that must be served within the response time, and (4) increases in ARFF equipment. Airport operators, ARFF professionals, and federal regulators need a fuller understanding of each of these potential effects, as well as the potential safety effects of the proposed changes. ACRP's Web-Only Document 7: How Proposed ARFF Standards Would Impact Airports (http://onlinepubs.trb.org/onlinepubs/acrp/acrp_webdoc_007.pdf.) describes current NFPA and ICAO standards for ARFF at airports. This research, led by GRA, Incorporated, examined the cost implications if airports adopted these standards. To assess potential benefits, the researchers analyzed 10 years' of accident data and National Transportation Safety Board (NTSB) reports to estimate whether or not, if the proposed standards had been implemented previously, there would likely have been a change in the survivability. As a result of the information presented in ACRP Web-Only Document 7, airport practitioners have requested an in-depth examination of the NFPA and ICAO standards. This research will expand the analysis of historical accident data within the context of specific NFPA and ICAO changes to ARFF staffing, reduction in ARFF response time, increase in the airport area to be served within the response time, and increase in ARFF equipment. Specifically, the question is: to what extent could the proposed ARFF standards be expected to mitigate risks and accident fatalities at airports? This research should include either a statistical analysis or another modeling method to assess how each element in the NFPA and ICAO standards differs from current FAA regulations and the potential impact such differences might have made to accident history. At a minimum, 20 years of accident data should be used in conducting a statistical analysis of the proposed standards in terms of how such standards could prevent or reduce the number of injuries/fatalities. Then, using information obtained from ACRP Web-Only Document 7 and other relevant literature in the area of assessing the value of mitigating a human fatality or serious injury, the researchers should assess the economic costs and benefits of the proposed changes. KW - Air transportation crashes KW - Aircraft operations KW - Aircraft safety KW - Airport operations KW - Civil aviation KW - Economic impacts KW - Fire fighting KW - National Fire Protection Association KW - Policy making KW - Policy, legislation and regulation KW - Research projects KW - Statistical analysis UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2810 UR - https://trid.trb.org/view/1232354 ER - TY - RPRT AN - 01207144 AU - Senzig, David A AU - Baker, Gary M AU - Balasubramanian, Sathya N AU - Volpe National Transportation Systems Center AU - Research and Innovative Technology Administration AU - Federal Aviation Administration TI - Environmental Modeling of Trans-Arctic and Re-routed Flights PY - 2010/02 SP - 14p AB - Recent work by researchers at Stanford University showed potentially large impacts on Arctic temperature increases due to aircraft over-flights. The FAA’s Office of Environment and Energy tasked the Volpe Center, the MITRE Corporation, and Stanford were conducting an analysis of potential impacts of re-routing aircraft away from the Arctic region. This report discusses the methods used in developing the alternative cases used in the analysis. This report also presents the primary fuel consumption and oxides of Nitrogen emissions for the major Origin-Destination city pairs, airlines, and aircraft types identified in MITRE’s analysis. KW - Aircraft exhaust gases KW - Arctic Regions KW - Environmental impacts KW - Fuel consumption KW - Nitrogen oxides KW - Temperature UR - http://ntl.bts.gov/lib/33000/33500/33556/Transarctic_and_Rerouted_Flights_1_.pdf UR - https://trid.trb.org/view/935568 ER - TY - RPRT AN - 01162646 AU - Washburn, B E AU - Ohio State Department of Agriculture AU - Federal Aviation Administration TI - Evaluation of Trash-Transfer Facilities as Bird Attractants PY - 2010/02//Final Report SP - 25p AB - Wildlife collisions (wildlife strikes) with aircraft pose a serious risk to aircraft and cost civil aviation in the United States an estimated $490 million annually. Traditional putrescible-waste landfills are very attractive to and are used by many birds, especially gulls, creating a hazard to aircraft if located near airports. The Federal Aviation Administration currently recommends that the location of municipal solid waste landfills and trash-transfer facilities should not be within 5 statute miles of an airport. Little information is available regarding the attractiveness of trash-transfer facilities to wildlife and the potential risk to aviation, particularly on a national scale. The objectives of this study were to (1) document wildlife use of trash-transfer facilities and (2) determine if the building design or the on-site management characteristics of trash-transfer facilities influence their attractiveness to wildlife species. Twenty-nine trash-transfer facilities and four control sites, located in seven states (representative of various U.S. geographical regions) were studied. Wildlife (primarily birds) abundance and activity were quantified at each facility and control site twice per week for one year. KW - Aircraft operations KW - Airport operations KW - Aviation safety KW - Bird strikes KW - Civil aviation KW - Risk assessment KW - Solid waste disposal UR - https://trid.trb.org/view/920591 ER - TY - RPRT AN - 01162617 AU - Herricks, Edwin E AU - Woodworth, E AU - King, R AU - University of Illinois, Urbana-Champaign AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Deployment of Avian Radars at Civil Airports PY - 2010/02//Final Report SP - 64p AB - As part of a multiple-year Federal Aviation Administration (FAA) Airport Safety Technology Research and Development Program, avian radar units were deployed at the Seattle-Tacoma International Airport and the Naval Air Station Whidbey Island, Oak Harbor, Washington, by the University of Illinois Center of Excellence in Airport Technology. The deployment activities included identification and selection of radar vendors and products, contracting for radar system deployment, site selection for radar placement, completion of FAA obstruction and frequency applications, installation, and operation of the radar systems. Although this document provides a general protocol for avian radar deployment and addresses a wide range of issues associated with radar use in the complex environment of a typical civil airport, the actual activities that must be completed for avian radar deployment will be site- and situation-specific. KW - Airport operations KW - Aviation safety KW - Bird strikes KW - Civil aviation KW - Radar KW - Radar air traffic control KW - Seattle (Washington) KW - Threats UR - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=9c75384c-57aa-42bf-b7a3-44cbd943b160&f=09-61.pdf UR - http://www.airporttech.tc.faa.gov/Download/Airport-Safety-Papers-Publications-Detail/dt/Detail/ItemID/65/Deployment-of-Avian-Radars-at-Civil-Airports UR - https://trid.trb.org/view/920588 ER - TY - RPRT AN - 01162506 AU - va Es, G W H AU - van derGgeest, P J AU - Cheng, A AU - Hackler, L AU - Federal Aviation Administration AU - Airport and Aircraft Safety Research and Development AU - Cherokee CRC AU - Federal Aviation Administration TI - Estimation of Landing Stopping Distances from Flight Data PY - 2010/02//Final Report SP - 26p AB - The need for improved capacity at airports to accommodate the rapid growth of air traffic has led to the investigation of operational landing performance as a safe and feasible means to increase the traffic flow. While the capacity issue becomes important, it is imperative that the increase in capacity does not let safety decline. A key task is to investigate the airplane landing performance to provide operations safety guidelines for reducing the risks of incidents and accidents associated with new technologies and procedures. For this, a clear knowledge of the day-to-day landing operations is required. The objective of the present study was to derive and analyze methods for calculating the full-stop landing distance from flight operational data. In total, eight methods have been defined to calculate the ground distance from actual landing data. All these variants have been implemented in the processing software. After reprocessing all available cases, the statistical properties and possible correlations of each variant were investigated and presented. Based on these results, it was concluded that ground stopping distances obtained with the maximum instantaneous deceleration approach may be considered as the most useful or realistic candidate to serve as an indicator for the actual airplane landing performance. KW - Air traffic KW - Air transportation KW - Aircraft operations KW - Aircraft pilotage KW - Aviation safety KW - Deceleration KW - Landing KW - Stopping distances UR - https://trid.trb.org/view/920617 ER - TY - RPRT AN - 01156924 AU - Williams, Clara A AU - King, Raymond E AU - Federal Aviation Administration AU - Federal Aviation Administration TI - The Effects of Testing Circumstance and Education Level on MMPI-2 Correction Scale Scores PY - 2010/02//Final Report SP - 18p AB - The Minnesota Multiphasic Personality Inventory-2 (MMPI-2) is used by the Federal Aviation Administration to assess psychopathology in air traffic control specialist applicants after a conditional offer of employment is extended. Two groups are compared in this study on their level of Scale K, which is used as a measure of defensiveness (putting one’s best foot forward – “faking good”), but which may be influenced by socioeconomic status and education. Group 1 had already been hired and took the MMPI-2 as part of a voluntary research protocol while in training. Group 2 took the MMPI-2 as part of their medical screening process for hiring. There was a significant difference between the two groups (2 indicated a higher level of K than 1) on the level of K, suggesting that K is likely measuring defensiveness. Group 1 faced no consequences for their results, while Group 2 faced potential additional psychological assessment as a consequence of their MMPI-2 performance, and possibly even ultimate medical disqualification. While the hypothesis that groups would differ on K as a function of testing circumstances was supported, the hypothesis that K would rise as a function of education was not. KW - Air traffic controllers KW - Education KW - Flight personnel KW - Psychological tests KW - Selection and appointment UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201003.pdf UR - https://trid.trb.org/view/917324 ER - TY - RPRT AN - 01155829 AU - Johnson, Robert D AU - Lewis, Russell J AU - Angier, Mike K AU - Federal Aviation Administration AU - Federal Aviation Administration TI - False Carbamazepine Positives Due To 10,11-Dihydro-10-Hydroxycarbamazepine Breakdown in the GC/MS Injector Port PY - 2010/02//Final Report SP - 12p AB - During the investigation of aviation accidents, postmortem specimens from accident victims are submitted to the Federal Aviation Administration’s Civil Aerospace Medical Institute (CAMI) for toxicological analysis. A case recently received by CAMI screened positive for the anticonvulsant medication carbamazepine (Tegretol®) by gas chromatography/mass spectrometry (GC/MS). The carbamazepine found during the routine screening procedure was subsequently confirmed using a carbamazepine-specific GC/MS procedure. Concurrently, it was discovered that the accident victim had been prescribed oxcarbazepine (Trileptal®). Oxcarbazepine is nearly structurally identical to carbamazepine and is metabolized by cytosolic enzymes in the liver to the active compound 10,11- dihydro-10-hydroxycarbamazepine. The carbamazepine initially found in this case was present due to the breakdown of the active oxcarbazepine metabolite in the GC/MS injector port. In the current study this conversion is investigated, the percentage of carbamazepine formed at various injector port temperatures is determined, and these three compounds are quantified in nine fluid and tissue specimens from the case in question. Lastly, liquid chromatography/mass spectrometry (LC/MS) was used to demonstrate the absence of carbamazepine, and its formation, in the same specimens. KW - Air transportation crashes KW - Aviation safety KW - Crash investigation KW - Forensic medicine KW - Toxicology UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201004.pdf UR - https://trid.trb.org/view/916317 ER - TY - ABST AN - 01570557 TI - Hazard Analysis and Critical Control Point Methodology Applied to Disease Transmission AB - No summary provided. KW - Aircraft cabins KW - Airplanes KW - Diseases and medical conditions KW - Hazard analysis KW - Methodology UR - https://trid.trb.org/view/1362688 ER - TY - ABST AN - 01481046 TI - Development of Risk Paradigm for Pesticides and Ozone/Ozone By-Products AB - No summary provided. KW - Development KW - Ozone KW - Paradigm KW - Pesticides KW - Risk assessment UR - https://trid.trb.org/view/1250089 ER - TY - ABST AN - 01483432 TI - Aviation Network Security AB - No summary provided. KW - Aviation KW - Communication systems KW - Networks KW - Security UR - https://trid.trb.org/view/1252249 ER - TY - ABST AN - 01570720 TI - Sensors and Prognostics to Mitigate Bleed Air Contamination Events AB - No summary provided. KW - Air pollution KW - Air quality management KW - Aircraft exhaust gases KW - Hazard mitigation KW - Mitigation measures (Ecology) KW - Prognostics KW - Sensors UR - https://trid.trb.org/view/1363064 ER - TY - ABST AN - 01489348 TI - Developing a Risk Paradigm for Pesticides and VOC's from Ozone Reactions in Aircrafts AB - No summary provided. KW - Aircraft KW - Ozone KW - Paradigm KW - Pesticides KW - Volatile organic compounds UR - https://trid.trb.org/view/1258362 ER - TY - ABST AN - 01461940 TI - Considering and Evaluating Airport Privatization AB - Interest in airport privatization is increasing, especially as local and regional governments look for ways to make their airports as efficient, competitive, and financially viable as possible. Consideration by communities, governing boards, airport officials, and other stakeholders on whether to privatize all or part of an airport is a significant decision with long-term impacts. As such, the decision-making process must ensure that a thorough and complete review is undertaken, so financial and other implications of privatization are fully understood and, hence, an informed, transparent decision can be made. Experience in the United States with the wide range of options for full and partial privatization of airports is limited. Private-sector participation in airports--through ownership, management, or new investment programs--can take many forms, including outright sale of assets; management contracts; public-private partnership (P3) agreements; long-term leases; design-build-finance-operate; and other private finance initiatives. Airport privatization has been adopted or considered in various forms at many foreign and a limited number of U.S. airports. The Airport Privatization Pilot Program, under 49 U.S.C. Section 47134, provides a limited number of airports in the United States with a vehicle for airport privatization and continues to generate discussion among airport operators and owners, governing boards, and airport officials. Some airport proprietors have prepared applications to participate in the program using various models for the privatization of U.S. airports. As the discussion of these issues continues, U.S. airport stakeholders require an objective presentation of the international experience with airport privatization and the relative advantages and disadvantages of privatization for U.S. airports. The objective of this research is to develop a guidebook on airport privatization that assists airport proprietors, policymakers, and other relevant stakeholders as they consider and analyze the potential advantages and disadvantages of implementing various approaches to airport privatization. KW - Airport operations KW - Benefit cost analysis KW - Decision making KW - Economic analysis KW - Privatization KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2780 UR - https://trid.trb.org/view/1230160 ER - TY - RPRT AN - 01482455 AU - Iowa Department of Transportation AU - Applied Pavement Technology, Incorporated AU - Robinson Engineering AU - Federal Aviation Administration TI - Estherville Municipal Airport Pavement Management Report PY - 2010/01 SP - 147p AB - Applied Pavement Technology, Inc., with assistance from Robinson Engineering Company, updated the airport pavement management system (APMS) for the Iowa Department of Transportation. During this project, pavement conditions at Estherville Municipal Airport were assessed in September 2009 using the pavement condition index (PCI) procedure. During a PCI inspection, the types, severities, and amounts of distress present in a pavement are quantified. This information is then used to develop a composite index that represents the overall condition of the pavement in numerical terms, ranging from 0 (failed) to 100 (excellent). The PCI number provides an overall measure of condition and an indication of the level of work that will be required to maintain or repair a pavement. The distress information also provides insight into what is causing the pavement to deteriorate, which is the first step in selecting the appropriate repair action to correct the problem. KW - Airports KW - Estherville Municipal Airport KW - Maintenance management KW - Pavement Condition Index KW - Pavement distress KW - Pavement maintenance KW - Pavement management systems KW - Pavement performance UR - http://www.iowadot.gov/aviation/data_driven/publications/Pavement_condition_index/PCIEST.pdf UR - https://trid.trb.org/view/1251169 ER - TY - RPRT AN - 01155818 AU - Brill, D R AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Calibration of Faarfield Rigid Pavement Design Procedure PY - 2010/01//Final Report SP - 73p AB - The Federal Aviation Administration (FAA)-developed Rigid and Flexible Iterative Elastic Layer Design (FAARFIELD) is a computer-based thickness design procedure for airport pavements. For rigid pavements and overlays, the procedure combines a three-dimensional finite element analysis of the rigid pavement system with a performance/failure model based on full-scale traffic tests. For flexible pavements, FAARFIELD uses the same structural response and failure models as LEDFAA version 1.3. The updated rigid pavement failure model in FAARFIELD is based on full-scale tests results from the National Airport Pavement Test Facility and a re-analysis of historical full-scale tests conducted by the U.S. Army Corps of Engineers prior to the 1970s. The FAARFIELD design procedure is intended to supersede the pavement thickness design curves in FAA Advisory Circular (AC) 150/5320-6D. The design curves are considered adequate for traffic mixes including aircraft up to dual-tandem aircraft gears, including the Boeing 747, but cannot be used for newer models with more complex gear geometries. Since it is desirable that rigid pavement thickness designs performed using FAARFIELD not deviate too greatly from equivalent designs using the existing design charts when the design aircraft mix is restricted to the older models, a calibration study was performed. Based on this study, a calibration factor equal to 1.12 was applied to FAARFIELD design stresses to ensure that FAARFIELD rigid pavement design thicknesses are compatible with the earlier procedure for aircraft traffic up to and including the B747. An additional analysis was performed comparing the calibrated FAARFIELD designs with designs based on a modification of the AC 150/5320 KW - Aircraft operations KW - Airport runways KW - Calibration KW - Finite element method KW - Flexible pavements KW - Pavement design KW - Rigid pavements KW - Structural analysis KW - Structural design UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar0957.pdf UR - https://trid.trb.org/view/916411 ER - TY - RPRT AN - 01155070 AU - Knecht, William AU - Ball, Jerry AU - Lenz, Michael AU - Federal Aviation Administration AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Effects of Video Weather Training Products, Web-based Preflight Weather Briefing, and Local Versus Non-Local Pilots on General Aviation Pilot Weather Knowledge and Flight Behavior, Phase 1 PY - 2010/01//Final Report SP - 46p AB - This research has two main phases. Phase 1 investigated three major questions: 1) Do video weather training products significantly affect general aviation (GA) pilot weather knowledge and flight behavior in marginal meteorological conditions? 2) How are modern Web-based weather products used during GA preflight briefing? 3) Do local Oklahoma GA pilots differ appreciably from other pilots in either weather knowledge or weather-related flight behavior? Fifty GA pilots took a general weather knowledge pre-test, followed by exposure to either one of two weather training videos (the Experimental groups) or to a video having nothing to do with weather (the Control group). They next took a post-test to measure knowledge gain induced by the training product. Finally, they planned for, and flew, a simulated flight mission through marginal weather from Amarillo, TX, to Albuquerque, NM. Question 1: Few highly significant, direct effects were found for the two 90-minute video weather training products all by themselves. Follow-up multivariate modeling implied that a combination of higher pilot age, receiving either weather training product, and takeoff hesitancy could significantly, correctly predict 86.7% of diversions from deteriorating weather and 77.8% of full flight completions. However, we must conservatively conclude that weather knowledge and GA weather flying behavior are complex and unlikely to be profoundly changed by a single, brief training product. Phase 2 will address this issue. Question 2: The data-collecting emulation of www.aviationweather.gov suggested that mere time spent on preflight briefing was not a good predictor of either quality of preflight briefing or subsequent flight safety. Nonetheless, these data are just an opening look at what should eventually be a far more intensive study of modern weather briefing and its relation to flight safety. Question 3: No important differences were seen between local and non-local pilots. These findings imply that CAMI studies are likely to be generalizable to the national population of U.S. GA pilots. KW - General aviation pilots KW - Knowledge KW - Preflight briefing KW - Training KW - Videotapes KW - Weather KW - Websites (Information retrieval) UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201001.pdf UR - https://trid.trb.org/view/915836 ER - TY - RPRT AN - 01155057 AU - Kupfer, Doris M AU - White, Vicky L AU - Jenkins, Marita C AU - Burian, Dennis AU - Federal Aviation Administration AU - Advancia Corporation AU - Federal Aviation Administration TI - Examining Smoking-Induced Differential Gene Expression Changes in Buccal Mucosa PY - 2010/01//Final Report SP - 30p AB - Gene expression changes resulting from conditions such as disease, environmental stimuli, and drug use can be monitored in the blood. However, a less invasive method of sample collection is of interest because of the discomfort and specialized personnel necessary for blood sampling, especially if multiple samples are being collected. Buccal mucosa (cheek swabs) are easily collected and may be an alternative sample material for biomarker testing. A limited number of studies, primarily in the smoker/oral cancer literature, address this tissue’s efficacy as an RNA source for expression analysis. The current study was undertaken to determine if total RNA isolated from buccal mucosa could be used as an alternative tissue source to assay relative gene expression. In this study, qPCR and microarray analyses were used to evaluate gene expression in buccal cells. Initially, qPCR was used to assess relative transcript levels of four genes from whole blood and buccal cells collected from the same seven individuals at the same time. The RNA isolated from buccal cells was degraded but was of sufficient quality to be used with RT-qPCR to detect expression of specific genes. Second, buccal cell RNA was used for microarray-based differential gene expression studies by comparing gene expression between smokers and nonsmokers. An amplification protocol allowed use of 150-fold less buccal cell RNA than had been reported previously with human microarrays. The authors report here the finding of a small number of statistically significant differentially expressed genes between smokers and nonsmokers, using buccal cells as starting material. Gene Set Enrichment Analysis confirmed that these genes had a similar expression pattern as results from another study. The results suggest that despite a high degree of degradation, RNA from buccal cells from cheek mucosa could be used to detect differential gene expression between smokers and nonsmokers. However, the RNA degradation, increase in sample variability, and microarray failure rate show that buccal samples should be used with caution as source material in expression studies. KW - Gene expression KW - Genetics KW - RNA isolation KW - Smoking UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM10-02.pdf UR - https://trid.trb.org/view/915838 ER - TY - CONF AN - 01608503 AU - Christensen, Don AU - Mallela, Jag AU - Hein, David AU - Kalberer, Eric AU - Farrar, Mike AU - Bonaquist, Ramon AU - Federal Aviation Administration TI - Effect of Deicing and Anti-Icing Chemicals on HMA Airfield Runways PY - 2010 SP - 16p AB - The purpose of Airfield Asphalt Pavement Technology Program (AAPTP) Project 5-3 was to investigate the performance of hot-mix asphalt (HMA) airfield pavements subjected to deicing and anti-icing chemicals (DIAIC). The most commonly used DIAICs include potassium acetate, sodium acetate, urea, and ethylene and propylene glycol. Recently, several Nordic countries have reported what appears to be damage in HMA pavements related to the use of DIAICs. The exact mechanism of this damage is not clear, although it appears to be a form of moisture damage accelerated by the low surface tension and relatively high density of many DIAIC solutions. DIAIC-related damage does not appear to be common in airfield pavements in the U.S. and Canada. If it is suspected that an HMA mixture is susceptible to DIAIC-related damage, a simple procedure called the immersion tension test can be used to perform an evaluation. In cases where DIAIC-related damage is a problem, mixture performance can be improved by using a stiffer binder and/or by incorporating hydrated lime into the mixture. When an HMA mixture prone to DIAIC-related damage is used in an airfield pavement, it is essential to thoroughly compact the pavement to reduce the air voids to the lower end of the specified range. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Air voids KW - Airport runways KW - Anti-icing KW - Calcium hydroxide KW - Deicing chemicals KW - Hot mix asphalt KW - Moisture damage KW - Pavement performance KW - Tension tests UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/240/Effect-of-Deicing-Chemicals-on-HMA-Airfield-Pavements UR - https://trid.trb.org/view/1419970 ER - TY - CONF AN - 01608490 AU - Boyer, Bob AU - Buncher, Mark AU - Federal Aviation Administration TI - Guidelines for Use of Highway Specifications for HMA Airport Pavements PY - 2010 SP - 16p AB - Airfield Asphalt Pavement Technology Program (AAPTP) Project 06-05 called for the development of guidelines to be used by practicing airport pavement design engineers on the utilization of state highway hot mix asphalt specifications for use in airport pavements. Federal Aviation Administration (FAA) specifications (P-401, P-401 Superpave and P-403) were first reviewed for current criteria acceptance ranges. State specifications were gleaned to identify general topical areas. Interviews were conducted with each FAA Region Engineer and select State Aviation Offices to gain a better insight as to when, how, which and where state specifications were utilized for airfield projects. Public Law and FAA Orders pertaining to the use of state specifications for airfields were also reviewed. From the above reviews and interviews, a draft guideline document in the language and format of a draft FAA Engineering Brief (EB) was developed that an experienced engineer could use to develop a state standard airport pavement (SSAP) specification for airports <60,000# aircraft gross weight (AGW). In the draft EB-XX, critical elements were listed as well the recommended approach of how each was to be addressed in order to ensure equal quality and performance as expected with a P-401 mix. The critical elements were traffic, materials, composition, construction, acceptance, quality control, measurement and payment. The draft EBXX was continually refined through a series of test cases on 10 different state specifications, representing a variety of FAA regions and climatic environments. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Climate KW - Guidelines KW - Hot mix asphalt KW - Mix design KW - Pavement design KW - Pavement performance KW - Quality control UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/239/Guidelines-for-Use-of-Highway-Specifications UR - https://trid.trb.org/view/1419969 ER - TY - CONF AN - 01608488 AU - Buttlar, William G AU - Dave, Eshan V AU - Sherman, Daniel S AU - Federal Aviation Administration TI - Hybrid Reflective-Crack Relief System at Greater Peoria Regional Airport: A Case Study PY - 2010 SP - 17p AB - Reflective cracking continues to be a major contributor to premature deterioration of asphalt overlays. The design methodologies for asphalt overlays are predominantly empirical, hindered by a lack of fundamental understanding of reflective cracking mechanisms and a shortage of validated damage models. This paper describes a comprehensive reflective cracking study involving instrumented field sections, laboratory testing, and advanced numerical modeling techniques. In coordination with the Illinois Division of Aeronautics, a series of test sections were constructed at the Greater Peoria Regional Airport (GPRA) in central Illinois. In particular, a novel high-performance, partial-depth composite patching method was developed for retardation of reflective cracking over an existing pavement with 50 mm wide thermal cracks. A hybrid reflective crack relief system was designed and installed, which involved a combination of a strain tolerant interlayer mixture used in conjunction with a fiberglass reinforcement grid applied in wide strips. Fundamental laboratory tests, including low-temperature creep, strength, and fracture tests were conducted on overlay and interlayer materials. Finite element analyses of field test sections were conducted, including viscoelastic bulk material modeling and cohesive zone fracture modeling. Results of parametric analyses conducted to calibrate the numerical models to measured responses caused by thermal cycling are presented. Field performance data is also presented and compared to historical performance data relating to traditional overlay systems used at GPRA, showing a significant increase in performance for the new hybrid interlayer system. The comprehensive lab, field, and modeling study provides significant new insight towards the mechanisms of reflective cracking in airfield pavements and its mitigation. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Creep KW - Deterioration KW - Finite element method KW - Low temperature KW - Overlays (Pavements) KW - Pavement cracking KW - Pavement performance KW - Structural deterioration and defects KW - Test sections UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/260/Hybrid-Reflective-Crack-Relief-System-at-Greater-Peoria-Regional-Airport-A-Case-Study UR - https://trid.trb.org/view/1418998 ER - TY - CONF AN - 01608485 AU - Celaya, Manuel AU - Nazarian, Soheil AU - Rao, Chetana AU - Von Quintus, Harold AU - Federal Aviation Administration TI - Delamination Detection of HMA Airport Pavements with NDT Devices PY - 2010 SP - 16p AB - Sufficient bonding between the hot mix asphalt (HMA) layers is essential to ensure the desired structural capacity of a pavement. Delamination or debonding problems are particularly more severe on airfield pavements, due to higher traffic loads applied by aircrafts. Further progression of delamination may result in stripping of the lower layers due to the intrusion of moisture or may develop other dangerous distresses such as foreign object debris (FOD). Rapid nondestructive test (NDT) methods to determine the existence and extent of delamination in asphalt pavements are needed. In this paper, the existing NDT procedures and equipment that have the potential to address the problem were identified and their effectiveness and potential for success were evaluated. The identified NDT methods, which included the Ground Penetrating Radar, Thermography, sonic/seismic and impulse response, were evaluated on a controlled pavement section that was specifically constructed with various levels of debonding at different depths and with different asphalt mixes. The theoretical and practical strength and limitations of different methods are discussed in this paper. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Asphalt pavements KW - Bonding KW - Delamination KW - Ground penetrating radar KW - Hot mix asphalt KW - Moisture content KW - Nondestructive tests KW - Thermographs UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/253/Delamination-Detection-of-HMA-Airport-Pavements-with-NDT-Devices UR - https://trid.trb.org/view/1419044 ER - TY - CONF AN - 01608482 AU - Fabre, C AU - Balay, J M AU - Lerat, P AU - Federal Aviation Administration TI - Full-Scale Aircraft Tire Pressure Tests PY - 2010 SP - 19p AB - This paper describes an outdoor full-scale test led by Airbus S.A.S in partnership with the French authorities DGAC-STAC, LCPC, LRPC-T, MICHELIN and VANCOUVER² to improve experimental and theoretical knowledge related to the effects of aircraft internal tire inflation pressure on the behavior of and damage to flexible pavement. Since some modern aircraft have tire pressures exceeding 15 bar, the tests focus on pressures from 15 bar to 17.5 bar. The experimental pavement located on the Toulouse-Blagnac airport in France includes up to seven different test sections, representative of current airfield flexible pavement worldwide. Variant parameters from one section to another are thickness of AC surface layer and its performance in respect of rutting, and surface treatment as grooving. The aircraft simulation vehicle drives four dual-wheel gears sufficiently spaced enough in order to prevent from any interaction between them, making it possible to test two different tire pressures (15 and 17.5 bar) and two weights per wheel (ultimate weights, 28.5 and 33.2 tons) simultaneously. The seven test sections are instrumented to measure resilient strains, and resilient and permanent displacements (rutting). The structure has been initially designed according to the French airport pavement design method, for 10,000 passes of B747-400 gear. Tests will continue until the simulator runs are no longer possible due to the high rut depth level. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Deformation KW - Flexible pavements KW - France KW - Pavement performance KW - Prototype tests KW - Rutting KW - Simulation KW - Surface course (Pavements) KW - Tire pressure UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/269/Full-Scale-Aircraft-Tire-Pressure-Tests UR - https://trid.trb.org/view/1418993 ER - TY - CONF AN - 01608472 AU - Godiwalla, Adil AU - Federal Aviation Administration TI - 23 Year Assessment and Total Reconstruction of Apron at Ellington Airport Using Beam on Elastic Foundation Technique PY - 2010 SP - 9p AB - The apron at Ellington Airport has settled about 9" to 12" due to movement of the geographical fault. The apron is about 40 years old and this happened in 1945-1985 time period. Therefore, the apron has to be shut down in the vicinity as there was a deep and large bump in the apron (about 6" to 12" in depth). U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Aprons (Airports) KW - Beams KW - Ellington Air Force Base (Tex.) KW - Foundations KW - Reconstruction KW - Settlement (Structures) UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/226/23-Year-Assessment-and-Total-Reconstruction-of-Apron-at-Ellington-Airport-using-Beam-on-Elastic-Foun UR - https://trid.trb.org/view/1420004 ER - TY - CONF AN - 01608446 AU - Hudspeth, Skip AU - Hayhoe, Gordon F AU - Federal Aviation Administration TI - Full-Motion Aircraft Simulator Enhancements to Improve Cockpit Response to Pavement Roughness PY - 2010 SP - 15p AB - As a preliminary to a project to measure pilot’s subjective response to vertical cockpit vibrations in ground maneuvers, the software of the Boeing 737 full-motion simulator located at the on Federal Aviation Administration (FAA) Mike Monroney Aeronautical Center in Oklahoma City has been modified to enhance the representation of cockpit response to pavement roughness. Modifications made to the software include the ability to load longitudinal elevation profiles measured on airport pavements, suppression of the generic roughness simulation models, and the addition of flexible body modes to the flight system dynamic simulation model. The modifications are described, together with the procedure used to transfer the computed vertical cockpit accelerations to the motion system. Cockpit accelerations computed in response to a number of test profiles are compared with accelerations measured with a physical accelerometer positioned below the pilot’s seat in the simulator cockpit. Comments made by two test pilots regarding the fidelity of the cockpit acceleration responses during taxiing, takeoff, and landing are reported. The pilots considered the responses to feel realistic except for the representation of background roughness, induced tire noise and the absence of responses to passing over centerline lights and concrete pavement joints. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Cockpits KW - Concrete pavements KW - Flight simulators KW - Landing KW - Roughness KW - Takeoff KW - Taxiing KW - Tire/pavement noise UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/230/Full-Motion-Aircraft-Simulator-Enhancements-to-Improve-Cockpit-Response-to-Pavement-Roughness UR - https://trid.trb.org/view/1419973 ER - TY - CONF AN - 01608426 AU - Bunch, Wendell AU - Herricks, Edwin E AU - Federal Aviation Administration TI - Observational Validation of Avian Radar Systems PY - 2010 SP - 12p AB - At airports, avoiding collisions between birds and aircraft is the focus of both wildlife management and bird strike hazard warning systems. In the past, the tools available to airport personnel were limited to human observation, which documented species and numbers, followed by scientific analysis. With the advent of radar technologies and the availability of relatively inexpensive radar systems, a new tool was introduced to airport safety management systems. Avian radar provides an opportunity to extend observational capabilities to 24/7 time frames and the ability to expand spatial coverage in both distance and altitude. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Air transportation crashes KW - Aircraft operations KW - Aviation safety KW - Bird strikes KW - Hazards KW - Radar air traffic control KW - Wildlife UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/229/Observational-Validation-of-Avian-Radar-Systems UR - https://trid.trb.org/view/1420355 ER - TY - CONF AN - 01608414 AU - McCullagh, Paul AU - Tipnis, Manoj AU - Federal Aviation Administration TI - A Case Study - Upgrade of the Terminal Apron at Mumbai International Airport PY - 2010 SP - 16p AB - Chattrapati Shivaji International Airport (CSIA) at Mumbai, India, currently handles in excess of 21 million passengers and 465,000 metric tonnes (512,500 Tons) of cargo per annum. These figures are forecast to grow to 40 million passengers and 1 million metric tonnes (1.1 million Tons) of cargo per annum by 2015. In April 2006, Mumbai International Airport Private Limited (MIAL) signed an Operational, Management and Development Agreement with the Airports Authority of India (AAI) to operate, maintain, develop, design, construct, upgrade, modernize, finance and manage the airport for a period of 30 years, with an extension option for a further 30 years. In 2007, Larsen & Toubro Limited, ECC Division (L&T) were awarded a contract by MIAL to upgrade the airport as part of the CSIA Expansion and Renovation Program. MIAL is a joint venture company owned by a GVK Group consortium and Airports Authority of India (AAI). As part of the CSIA Expansion and Renovation Program, the existing international terminal and the associated aprons are being replaced. The project consists of the replacement of approximately 540,000 m2 of existing rigid pavements with over 950,000 m2 of new pavement. The aprons will be in use throughout the 3 year construction period, and are currently operating near saturation traffic levels. Detailed staging has been implemented to achieve a balance between the operational use of the aprons and adequate work faces to achieve construction efficiency. The project timeline is further complicated by an annual monsoon period of four months duration. The reconstructed aprons have been designed to International Civil Aviation Organization (ICAO) standards utilizing FAARFIELD software for pavement design. Geometric and pavement designs were designed in accordance with ICAO Annex 14 and ICAO Aerodrome Design Manual Parts 1, 2 and 3. FAA Advisory Circular 150/5320-6E was used as a guide for pavement designs and detailing. The forecast usage for each apron taxilane and aircraft stand was analyzed and pavement thicknesses were determined using FAARFIELD. The aircraft parking stands were designed using fewer departures but with correction factors to cater for reduced wander. Both designs gave similar results, hence a uniform pavement thickness was adopted throughout. The majority of the new apron footprint rests over existing concrete and flexible pavements which will be used as a foundation for the new rigid pavements to economize the design and expedite construction. The apron requires vertical shape correction which leads to varying degrees of cut and fill over the existing surface. The existing apron pavement will be reused in a number of ways, including rubblization of the existing concrete pavements, recycling of other concrete pavements for use as subbase where rubblization is not feasible, and removal of the existing wearing courses and utilization of the underlying pavement courses as subbase. Where none of this is possible due to inadequate cover over subgrade, new full depth pavements have been adopted. The subbase for the new concrete pavements is therefore a mixture of rubblized concrete, existing subbase and new subbase. Utilizing rubblised concrete as a subbase for new rigid pavements is a highlight of the project. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Aprons (Airports) KW - Chhatrapati Shivaji International Airport KW - Comminution KW - Construction KW - Flexible pavements KW - Pavement design KW - Rigid pavements KW - Subbase (Pavements) KW - Thickness KW - Wearing course (Pavements) UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/223/A-Case-Study-Upgrade-of-the-Terminal-Apron-at-Mumbai-International-Airport UR - https://trid.trb.org/view/1419977 ER - TY - CONF AN - 01608406 AU - Song, Injun AU - Garg, Navneet AU - Federal Aviation Administration TI - High Tire Pressure and Temperature Effects on Hot Mix Asphalt Concrete Permanent Deformation Using Customized Asphalt Pavement Analyzer (APA) PY - 2010 SP - 14p AB - New pavement standards are needed due to the advent of newer aircraft exceeding the current International Civil Aviation Organization (ICAO)’s 217 psi (1.50 MPa) tire pressure limit. The Federal Aviation Administration (FAA) owns a customized Asphalt Pavement Analyzer (APA) which can apply higher tire pressures and loads for aircraft loading conditions. Cores with 6 inches (152 mm) diameter by 3 inches (76 mm) high were taken from the FAA’s National Airport Pavement Test Facility (NAPTF) high tire pressure area and prepared for tests at two different contact pressures of 100 psi and 250 psi using the customized APA. The test was also performed at two different temperatures of 70°F and 140°F. The APA test results were analyzed in terms of rut depth and rut slope with different tire pressures and temperatures. The recorded rut depth measurements by the APA were compared and confirmed by manual measurements after the testing. The gradation of the Hot Mix Asphalt (HMA) mix in the cores is provided with test results. The results show that the rut depth increased significantly with higher contact pressures and temperatures. Also, the permanent deformation was more sensitive to temperature than to the contact pressure changes. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Deformation KW - Hot mix asphalt KW - National Airport Pavement Test Facility KW - Ruts (Pavements) KW - Temperature KW - Tire pressure KW - U.S. Federal Aviation Administration KW - Wheel loads UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/268/High-Tire-Pressure-and-Temperature-Effects-on-Asphalt-Concrete-Permanent-Deformation-using-Customize UR - https://trid.trb.org/view/1418992 ER - TY - CONF AN - 01608399 AU - Majumdar, Siddhartha AU - Herricks, Edwin E AU - Federal Aviation Administration TI - Managing Data from Avian Radar Systems PY - 2010 SP - 12p AB - Avian radar systems have been deployed to several airports in a performance assessment program developed by the University of Illinois Center of Excellence for Airport Technology Airport Safety Management Program (CEAT) for the Federal Aviation Administration Research and Development Branch, AJP63. As part of the CEAT Performance/Capability Assessment Program for Avian Radar Systems at Civil Airports, avian radar deployment began in 2006 with the acquisition of radar units and completion of initial calibration testing and licensing. The deployments were intended to assess this new technology at civil airports, exploring a wide range of technical and operational issues, including issues of data and data management. Data generated by avian radar can support airport safety management systems by improving the understanding of the movements and the timing of movements of birds on and around an airport. Even when avian radar cannot be monitored in real-time, the analysis of archived data can support directed management efforts to reduce or eliminate bird hazards through such applications as evaluating avian risks on or around the airport or predicting hazardous events at specific locations. Thus, the ability to review such archived data is essential to the successful use of avian radar as a tool for improved airport safety. However, the magnitude of data produced by the radar can create an obstacle to achieving this goal. Under normal operation, a single radar will produce approximately 150 gigabytes (GB) of processed data a year, consisting of plots-and-tracks files that support a range of post-processing options. In addition, records of raw radar data, which provide maximum opportunity for post-collection analysis, can require many GB of data storage in a very short time. After the initial deployment of an avian radar system at the Naval Air Station Whidbey Island, Oak Harbor, WA (NASWI) and a second system at the Seattle Tacoma International Airport (SEA), radar data was generated, and data analysis and management became a major and continuing effort in the performance assessment program. Although the basic data products of avian radars are well understood, the format and complexity of the data stream and the methods for management of high-frequency and long-term data were not well-defined for this technology and for application in an airport environment. Beginning with the acquisition of the first radar units, data issues were explored by CEAT and procedures were developed to acquire, process, analyze, and interpret radar data. Based on this experience, CEAT developed a comprehensive data management system that has evolved from on-site recording of radar data to a networked system that automatically processes and displays data, including a real-time display of radar detections. This paper will review the general characteristics of radar data generation with particular focus on plots-and-tracks information used in post-processing. Post-processing will be reviewed, illustrating the information products developed by CEAT. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Aviation safety KW - Bird strikes KW - Data analysis KW - Data management KW - Detection and identification systems KW - Radar KW - Real time information UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/228/Managing-Data-from-Avian-Radar-Systems UR - https://trid.trb.org/view/1420017 ER - TY - CONF AN - 01608391 AU - Mayer, David AU - Herricks, Edwin AU - Federal Aviation Administration TI - Locating Avian Radars at Civil Airports PY - 2010 SP - 12p AB - The site selection process is a critical element of eventual avian radar performance on a civil airport. Finding an acceptable site requires prioritizing identified needs and then carefully analyzing competing issues. From a wildlife detection perspective, the most important criteria for site selection are providing good detection capability for known critical areas on the airport. Critical areas are those locations where observational data suggests a high hazard potential due to site attractants or the actual use of the area known from observations. From a radar operations perspective, the most critical criterion is minimizing clutter interference for critical areas. These two factors can generally be accommodated by several locations. The final location can then be determined by considering infrastructure needs, such as the enclosures needed for the radar system (including towers or other structures required for the radar antenna), power supply, and the availability of high speed connectivity. Finding the correct balance between these components is the first step in bringing an avian radar system on-line at any civil airport, and each component creates unique challenges to the siting process. The process is further complicated by the requirement for Federal Aviation Administration (FAA) Form 7460 approval, which addresses issues of possible obstructions and frequency interferences and is required prior to the placement of the radar on the airport. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport control towers KW - Airports KW - Civil aircraft KW - Detection and identification KW - Infrastructure KW - Obstructions (Navigation) KW - Radar air traffic control UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/227/Locating-Avian-Radars-at-Civil-Airports UR - https://trid.trb.org/view/1420015 ER - TY - CONF AN - 01608386 AU - Shirazi, Hamid AU - Speir, Richard AU - Ayres, Manuel AU - Federal Aviation Administration TI - General Safety Management Systems Gap Analysis Survey for US Airport PY - 2010 SP - 15p AB - The cost of accidents has become critical for the aviation industry; however, currently, most airports deal with safety issues in a reactive manner and without a systematic approach to optimize available resources and to minimize risk. Moreover, the International Civil Aviation Organizations (ICAO’s) Contracting States have agreed to that the implementation of Safety Management Systems (SMS) will become an international standard effective in November 2010. This decision represents one of the most significant changes in the regulatory framework for the operation of airports in recent years. The Federal Aviation Administration (FAA) is strongly supporting the adoption of such an international standard and intends to implement SMS at U.S. airports in a way that complements the requirements of 14 CFR Part 139, Certification of Airports. The FAA is now evaluating the best way to introduce an SMS requirement and plans to issue a notice of proposed rulemaking (NPRM) about SMS in the near future. As part of the actions already taken in that direction, the FAA has developed an SMS advisory circular for airports, initiated the second SMS Pilot Study and is sponsoring the development of additional guidance, which this research is a part of. As part of an Airport Cooperative Research program (ACRP) project to develop a Guidebook on Airport Safety Management Systems, two surveys were conducted to compile the perceptions of airport personnel. The first survey had the objective to identify the SMS elements in place at Part 139 airports. The second survey was conducted in the form of interviews with key personnel of airports participating in the 1st FAA Pilot Project on Airport SMS. The latter had the objective of obtaining feedback for a draft Guidebook prepared by the research team. These interviews offered another opportunity to conduct a general gap analysis with 15 participating airports. An analysis of the data gathered from the airport surveys was performed to assist in determining what SMS strengths and weaknesses exist within US airports. Based on the analysis, an assessment is made on existing SMS elements available at US airports, and the Guidebook on airport SMS (ASMS) should address these differences. As a secondary benefit, the results of the survey provided insight, although with limitations, into the present safety culture at different airport locations, airport types and for the airport community as a whole. This paper presents a summary of the results obtained from the airport surveys. The analysis of survey responses and interviews provided a general gap analysis for ASMS on Part 139 airports. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Air transportation crashes KW - Airport Cooperative Research Program KW - Airports KW - Data analysis KW - Decision making KW - International Civil Aviation Organization KW - Location KW - Safety management KW - Surveys KW - U.S. Federal Aviation Administration UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/208/General-Safety-Management-Systems-Gap-Analysis-Survey-for-US-Airport UR - https://trid.trb.org/view/1420395 ER - TY - CONF AN - 01608362 AU - Cooley, L Allen AU - Ahlrich, R C AU - James, Robert S AU - Federal Aviation Administration TI - Design of Hot Mix Asphalt for Airfield Pavements Using the Superpave Gyratory Compactor PY - 2010 SP - 16p AB - Approximately 90 percent of America’s paved runways are paved with hot mix asphalt (HMA). However, only a small percentage of the total HMA placed in the United States is used for airfields. Historically, HMA for airfield pavements has been designed using the Marshall mix design method. Conversely, the vast majority of non-airfield HMA pavements placed during the last 5 to 7 years have been designed using the Superpave mix design system. The percentage of HMA that is being designed using the Superpave mix design system is increasing every year. Therefore, mix design experience is being gained by HMA contractors, commercial labs, and industry personnel in the area of Superpave. Since the Marshall mix design procedure is becoming the exception to the rule, industry personnel are becoming increasingly unfamiliar with the Marshall mix design method. As such, the airfield industry needs to implement the Superpave mix design system in airfield pavements in order to benefit from the industry’s experience with Superpave. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Design methods KW - Hot mix asphalt KW - Marshall test KW - Mix design KW - Paving KW - Superpave UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/274/Design-of-Hot-Mix-Asphalt-for-Airfield-Pavements-Using-the-Superpave-Gyratory-Compactor UR - https://trid.trb.org/view/1418997 ER - TY - CONF AN - 01608356 AU - Cudmore, Paul AU - Federal Aviation Administration TI - GPS, GIS & Wireless Technologies for Effectively Supporting Airfield Safety Including Incursion Reduction PY - 2010 SP - 15p AB - Airfield operations have increased in complexity and volume over the past several years due to a number of factors including but not limited to increased regulatory requirements, budget constraints, requirements for more take-offs/landings, training issues and losing experienced airfield operators (retirement for example). The Flight Safety Foundation has indicated that as air traffic is on the rise, issues such as mitigating human error and training are critical to continuing to ensure safe working environments, not to mention the need to adopt new technologies to enhance safety and support an economically viable industry. As such, new tools and resources to help manage the workload and improve its efficiency, while maintaining and or enhancing safety, are appreciated by airport operators. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Air traffic KW - Airport operations KW - Aviation safety KW - Budgeting KW - Geographic information systems KW - Global Positioning System KW - Human error KW - Landing KW - Retirement KW - Takeoff KW - Wireless communication systems KW - Working conditions UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/209/GPS,-GIS-and-Wireless-Technologies-for-Effectively-Supporting-Airfield-Safety-Including-Incursion-Re UR - https://trid.trb.org/view/1420397 ER - TY - CONF AN - 01608352 AU - Buncher, Mark AU - Federal Aviation Administration TI - Guidelines for Airfield Rubblization PY - 2010 SP - 16p AB - Airfield Asphalt Pavement Technology Program (AAPTP) Project 04-01 called for the documentation of the state of the art in rubblization technology for airfield pavements and for developing guidelines covering project feasibility, thickness design/material characterization, quality assurance criteria and methods, and construction/equipment issues. The AAPTP 04-01 Final Report can be found at www.aaptp.us. This paper is an abbreviated description of the key findings from that report. An extensive review of the literature on rubblization for both highways and airfields was conducted under this project. A comparison of current rubblization specifications was provided, along with a summary of all airfield rubblization projects known to date. The combination of thin slabs (less than 9-inches) and weak underlying support (little to no subbase and soft subgrade that is often saturated) can produce marginal stability and difficulty in effectively rubblizing the portand cement concrete (PCC) to specified criteria. A suggested criteria and protocol was developed for assessing the suitability of rubblization as a rehabilitation technique if the concrete slabs are less than 9 inches thick and have weak underlying support. Even when a significant portion of a project is assessed with a moderate to high level of risk, there are a number of recommendations and considerations in the planning, design and construction stages to optimize success. Structural characterization of the rubblized layer is covered; along with other thickness design considerations such as minimum overlay thickness. To determine appropriate design modulus values for a rubblized layer, the literature was reviewed for studies where back-calculated modulus values of rubblized layers (Erub) were determined. In addition, new back-calculations were performed for several projects, providing a total of 17 unique rubblized sections. The average in-place Erub value was 205 ksi, with the absolute range being 100-430 ksi. Quality control and assurance of the rubblization process is addressed, providing recommendations regarding test strips, test pits and particle-size acceptance criteria. Guidance on equipment and other issues are also covered. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Backcalculation KW - Comminution KW - Optimization KW - Overlays (Pavements) KW - Portland cement concrete KW - Quality assurance KW - Quality control KW - Rehabilitation (Maintenance) KW - Stability (Mechanics) KW - Subbase (Pavements) KW - Thickness UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/238/Guidelines-for-Airfield-Rubblization UR - https://trid.trb.org/view/1419968 ER - TY - CONF AN - 01608342 AU - Guo, Edward H AU - Federal Aviation Administration TI - Concrete Pavement Strength and Beam Flexural Strength PY - 2010 SP - 14p AB - The complete failure of a concrete pavement can be divided into three stages: from brand new to a crack initiated; from the first crack initiation to full depth and full length; and from one crack to many cracks those lead to end of pavement service life. The validation of “fatigue failure” concept embedded in Federal Aviation Administration (FAA) design specifications since 1970’s was based on an assumption: the concrete pavement strength is relatively close to the concrete beam flexural strength following ASTM C78. In past ten years, this assumption has been repeatedly verified by the full scale tests for different pavements under static and slow rolling loads at the Federal Aviation Administration’s (FAA’s) National Airport Pavement Test Facility (NAPTF). However, different conclusion was obtained recently based on experimental studies in [8] and [9]: the pavement strength is 2.8 times in average higher than the beam flexural strength. Their test procedures were reviewed and data were re-analyzed. It has been found that the test results themselves are reliable, but the analysis procedure leads to an overestimate of pavement strength. Three-stage failure was clearly recorded from the tests. The response at the end of second stage was analyzed using linear-elastic model that is only valid in the first stage. After the data is reanalyzed up to the end of the first stage, the conclusions by the FAA become similar. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Concrete pavements KW - Cracking KW - Failure KW - Flexural strength KW - National Airport Pavement Test Facility KW - Service life KW - Static loads KW - Test procedures UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/266/Pavement-Strength-and-Beam-Flexural-Strength UR - https://trid.trb.org/view/1418981 ER - TY - CONF AN - 01608333 AU - Hein, David K AU - Hall, Jim AU - Olidis, Chris AU - Jones, Justin AU - Federal Aviation Administration TI - Best Practices for Airport Design/Build Procurement PY - 2010 SP - 15p AB - Budget cuts and decreased airline capacity have caused most airports to scale back their capital programs. Still, over the past few years more and more airport owners have been looking for new methods of designing and building facilities quickly and economically. One project delivery method that is gaining popularity across North America is Design/Build (D/B). D/B projects combine the design and construction phases into one contract that is awarded to a single entity, usually a joint venture made up of consultants and contractors. In D/B projects, the design firms’ role may be significantly different than traditional design/bid/build (D/B/B) projects. These role changes can create significant opportunities for airport consultants and project sponsors, but they can also pose challenges and risks. This paper summarizes the findings of the Innovative Pavement Research Foundation research report IPRF 01-G-002-06-1 Using Design/Build Acquisition for Airfield Pavements including best practices for the successful use of the D/B method for airport pavements. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Airports KW - Best practices KW - Budgeting KW - Construction projects KW - Design bid build KW - Design build KW - Pavement performance UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/261/Best-Practices-for-Airport-DesignBuild-Procurement UR - https://trid.trb.org/view/1418999 ER - TY - CONF AN - 01608329 AU - Wang, Jinfeng AU - Herricks, Edwin E AU - Federal Aviation Administration TI - Bird-Aircraft Strike Threat Assessment Using Avian Radar Information PY - 2010 SP - 12p AB - Bird-aircraft collisions or bird strikes have been a major concern to aviation safety since the early days of aviation. The number of bird strikes has increased sharply over recent years and is expected to keep increasing in the United States (US) and perhaps throughout the world due to the increasing air traffic and bird population. More than 12,500 bird strikes occur every year to US civil and military aircraft, as reported in Richardson. Richardson's financial evaluation shows that bird strikes cost the U.S. commercial aviation over $600 million every year. Birds near the airport post serious threat to the aircraft. Statistical analyses in Transport Canada, Cleary et al. and Federal Aviation Administration (FAA) show that about 91% of departure collisions and 83% of arrival collisions occur within 5 nautical miles (9260 meters) of the airport and 92% of all bird strikes happen below 3000 feet (914.4 meters) relative to ground level. Because there is no effective way to influence bird activity in the air, the only chance to minimize the threat of bird strikes is to avoid flying through regions with high bird density. Therefore, evaluating bird strike threats to aircraft near the airport is a very critical element in programs to reduce bird strikes. Bird strike threat is directly influenced by bird activity in terms of bird density (bird count/area), bird body mass, collision speed and flight direction as mentioned in Tedrow, Dolbeer and Transport Canada. Although the threat is generally assumed to be higher in areas where bird densities are high, the result may not be consistent with the assumption because of the area location (e.g. close to or far away from aircraft flight routes), bird species and bird flight behavior. Collision speed is important where more damage is likely at higher speeds, so collisions at higher altitude may be more damaging because speeds are greater. It is more meaningful to evaluate bird strike threat in some critical target areas inside and outside the airport where bird strikes mostly occur. Radar has been proven to be a useful and effective tool in bird movement study since the 1960s in Eastwood and Gauthreaux et al. With radar, information collected for a target can include velocity, heading direction, latitude, longitude and altitude. Radars function around the clock and operate effectively under poor hearing and viewing conditions. Advancement in radar and processing technology support analysis of bird movement dynamics. In this study, the authors use radar to collect bird activity data to further evaluate bird strike threats to aircraft operations at the Naval Air Station Whidbey Island (NASWI), located in Oak Harbor, Washington. The overall wildlife management program at NASWI is designed to improve safety through bird hazard management. The NASWI installation has two sections: Ault Field, which is the focus of aircraft operations, and the Seaplane Base, which provides administration and housing support for NASWI staff. The threat analysis focuses on Ault field, located on the Strait of Juan de Fuca. The Strait of Juan de Fuca is a large water body connecting the Georgia Strait and Puget Sound to the Pacific Ocean. The geographical location of Ault Field is 48° 21' 8" N, 122° 39' 15" W. As shown in Figure 1, there are two runways that form an "X" pattern: runway7/25 is oriented east/west and runway 14/32 is oriented north west/southeast. There are also several taxiways connecting runways and the military aircraft ramp areas. The Strait attracts many seabirds, and there is a large bird community that includes raptors, passerines, and waterfowl in the area. The authors objective was to evaluate bird strike threat in critical target areas on and around Ault Field using a threat assessment model. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Air traffic KW - Aircraft operations KW - Aviation safety KW - Bird strikes KW - Crashes KW - Radar KW - Statistical analysis KW - Wildlife UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/234/Bird-Strike-Threat-Assessment-Using-Avian-Radar-Information UR - https://trid.trb.org/view/1419975 ER - TY - CONF AN - 01608327 AU - Woodworth, Elizabeth AU - Herricks, Edwin E AU - Federal Aviation Administration TI - Procedures for FOD Detection System Performance Assessments: Radar-Based and Dual Sensor Systems PY - 2010 SP - 10p AB - As part of a comprehensive performance assessment of Foreign Object Debris (FOD) detection systems at civil airports, assessments of a radar system and a hybrid electro-optical and radar detection system was conducted by the Center of Excellence for Airport Technology (CEAT). The radar-based sensor was the QinetiQ TarsierTM FOD detection system. The hybrid sensor was the Xsight FODetectTM FOD detection system. The performance assessments were designed to provide a rich data resource that could assess the performance of both individual sensors and combined sensor systems. Targets included a variety of items, some with known detection characteristics, such as radar cross sectional area (RCS) for radar-based sensors and color and surface condition for electro-optical systems. Targets also had different shapes and sizes and were made of different materials to provide target characteristics that would challenge detection systems. Assessment campaigns were scheduled over a 12-month period with the intent of testing under varied weather conditions. The performance assessment of the radar-based TarsierTM FOD detection system was initiated in 2004. It included a preliminary test at John F. Kennedy International Airport (JFK) in January 2005 and an assessment of an operational system from June 2007 to March 2008 on an entire runway at Providence’s John F. Green International Airport (PVD). The assessment of the Xsight FODetectTM FOD detection system (a hybrid sensor) began in early 2008; the Xsight FODetectTM system was installed at Boston’s Logan International Airport (BOS). This installation provided partial runway coverage with a total of five sensor units. The BOS studies were initiated in June 2008 and ended in March 2009. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Detection and identification KW - Evaluation and assessment KW - Foreign object damage (Aviation) KW - John F. Kennedy International Airport KW - Logan International Airport KW - Performance measurement KW - Radar KW - Sensors KW - T. F. Green Airport (Providence, Rhode Island) KW - Weather conditions UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/242/Protocol-and-Procedures-for-FOD-Detection-System-Performance-Assessments-Radarbased-and-Dual-Senso UR - https://trid.trb.org/view/1419971 ER - TY - CONF AN - 01608322 AU - Morian, Dennis AU - Stoffels, Shelley AU - Reiter, Joe B AU - Prisby, Robert A AU - Federal Aviation Administration TI - Multiple Laboratory Study of Field-Cured Flexural Beam Strength Results PY - 2010 SP - 10p AB - The uniformity of concrete material properties, particularly strength, is important to the performance of concrete infrastructure elements, and in particular airfield pavements. Since airfield pavement design methods rely on assumptions about concrete flexural strength as a primary level input, it is vital that the actual in-place concrete comply with these assumptions. In addition, to achieve consistent performance and avoid random performance problems associated with variation in the actual concrete placed, it is important that the material used be uniform in strength and other properties directly related to performance. Consequently, the airfield industry has relied upon flexural strength testing as the means for specifying and accepting airfield concrete, U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Beams KW - Concrete pavements KW - Flexural strength KW - Laboratory studies KW - Pavement performance KW - Testing UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/247/Multiple-Laboratory-Study-of-Flexural-Beam-Strength-Results UR - https://trid.trb.org/view/1419003 ER - TY - CONF AN - 01608314 AU - Donovan, Phillip AU - Tutumluer, Erol AU - Federal Aviation Administration TI - Linking Granular Base/Subbase Residual Deformations in NAPTF Pavement Test Sections to Transverse Rut Profiles PY - 2010 SP - 16p AB - This paper presents findings from a recent research study focused on the analysis of the behavior of unbound aggregates to offset wheel loads at the Federal Aviation Administration's (FAA’s) Center of Excellence for Airport Technology (CEAT) established at the University of Illinois. Test data from full-scale aircraft gear loading conducted at the FAA’s National Airport Pavement Test Facility (NAPTF) were used to investigate the effects of wander (offset loads) on the deformation behavior of unbound aggregate layers in asphalt pavement test sections. The overall objective was to develop a better understanding of the complex rebound (recovered) and residual (unrecovered) deformation trends of granular materials due to passing of each of the 6-wheel B777 type and the 4-wheel B747 type gears for various combinations of applied load magnitudes and loading sequences (stress history effects), traffic directions, and wander positions and sequences. The NAPTF rutting performance data for the CC1 flexible pavement test sections were gathered for transverse pavement surface profiles and the individual deformations in the P209/P154 granular base/subbase layers indicated by the Multi-Depth Deflectometer (MDD) data. The unique analyses of the MDD data pioneered the use of critical transverse profile points and critical point multiplication factors to calculate individual pass residual transverse profiles. It then combined the individual profiles through an entire wander pattern to simulate the actual applied traffic on NAPTF sections and determine the creation of the residual deformation basin and the final transverse profile. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Aircraft KW - Airport runways KW - Flexible pavements KW - National Airport Pavement Test Facility KW - Ruts (Pavements) KW - Subbase (Pavements) KW - Test sections KW - Wheel loads UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/265/Linking-Granular-BaseSubbase-Residual-Deformations-in-NAPTF-Pavement-Test-Sections-to-Transverse-Ru UR - https://trid.trb.org/view/1418982 ER - TY - CONF AN - 01608306 AU - Garzon, Jorge AU - Duarte, C A AU - Buttlar, William G AU - Federal Aviation Administration TI - Computational Simulations of a Full-Scale Reflective Cracking Test PY - 2010 SP - 15p AB - Prediction and simulation of load-related reflective cracking in airfield pavements require three-dimensional models in order to accurately capture the effects of gear loads on crack initiation and propagation. In this paper, the authors demonstrate that the Generalized Finite Element Method (GFEM) enables the analysis of reflective cracking in a three-dimensional setting while requiring significantly less user intervention in model preparation than the standard FEM. This novel computational tool is used to simulate a full scale reflective cracking simulator being considered for the National Airport Pavement Test Facility (NAPTF). This paper demonstrates how numerical simulations enable the evaluation of three-dimensional crack behavior, particularly the study of vertical crack propagation versus crack channeling. These findings lead to a better understanding of the mechanisms controlling reflective cracking and help test designers in the selection of test simulator geometry, boundary conditions, and in selecting sensor types and locations. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Finite element method KW - Pavement cracking KW - Sensors KW - Simulation KW - Testing KW - Three dimensional flow UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/217/Computational-Simulations-of-a-Full-Scale-Reflective-Cracking-Test UR - https://trid.trb.org/view/1420360 ER - TY - CONF AN - 01608298 AU - Federal Aviation Administration TI - 2010 FAA Worldwide Airport Technology Transfer Conference: Next Generation of Airport Technology PY - 2010 SP - v.p. AB - This was an international conference on the development of technology and its applications for airports. This conference provided a unique opportunity for both the aviation industry and the research community to interact and exchange information that ensures safe and more efficient airport operations. More than 165 people attended this conference from all over the world including aviation personnel, research scientists and engineers, aviation consultants, manufacturers and suppliers. Seventy-eight (78) papers were accepted and seventy (70) presentations were given during the conference. Papers and presentations in the technical areas described below were presented: Airport Pavement Design and Evaluation; Airport Pavement Management; Full Scale Pavement Testing; Construction Materials and Methods; Aircraft Rescue and Fire Fighting (ARFF); Runway Surface Technology; Visual Guidance; Airport Wildlife Hazards; Runway Incursion Reduction; Planning/Design for New Large Aircraft. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Air transportation crashes KW - Airport operations KW - Airport runways KW - Bird strikes KW - Fire fighting KW - Pavement management systems KW - Pavement performance KW - Runway incursions KW - Technology transfer KW - Test procedures KW - Wildlife UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Past-Airport-Technology-Transfer-Conferences/Airport-Technology-Transfer-Conference-2010 UR - https://trid.trb.org/view/1410526 ER - TY - CONF AN - 01608296 AU - Marks, David G AU - Lange, David A AU - Federal Aviation Administration TI - Development of Residual Stress Measurement for Concrete Pavements through Cantilevered Beam Testing PY - 2010 SP - 11p AB - Knowledge of residual stresses is important in understanding and predicting the performance of concrete pavements. However, there is not a standard pavement test to determine these stresses. Prior pavement research was inspired by the hole-drilling strain-gage method used in metals. This method involves drilling a small hole into the specimen and measuring the resulting stress relaxation near the hole with strain gages. The strain change is then used to calculate the residual stresses in the metal. The pavement research at the Federal Aviation Administration’s National Airport Pavement Test Facility showed the promise of using core rings to create a similar stress relaxation in cantilevered concrete beams. Testing at the University of Illinois continued the use of core rings and cantilevered beams and also introduced a method using notches. Strain gages on each beam measured the strain relaxation due to a core ring, one notch, or many notches. Strain relaxation was clearly seen in the core ring and notch beam tests, and this relaxation was most pronounced with the notch tests. Sawing a notch on both sides of a strain gage was able to relax all of the strain induced by the cantilever loading, making the residual stress calculation quite simple. A two-dimensional finite element analysis was used to parallel the testing and to learn more about the stress distributions in notched cantilevered beams. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Beams KW - Concrete pavements KW - Finite element method KW - National Airport Pavement Test Facility KW - Pavement performance KW - Residual stress KW - Strain gages KW - Strain measurement UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/245/Development-and-Validation-of-Core-Ring-Residual-Stress-Test-in-Concrete-Pavements UR - https://trid.trb.org/view/1419002 ER - TY - CONF AN - 01608293 AU - Salas, Andres AU - Roesler, Jeffery R AU - Lange, David AU - Federal Aviation Administration TI - Batching Effects on Properties of Recycled Concrete Aggregates for Airfield Rigid Pavements PY - 2010 SP - 13p AB - The use of recycled concrete aggregates (RCA) as a substitute for natural aggregates in new concrete produces both economic and environmental advantages. The majority of recycled concrete aggregate applications for pavements have been primarily applied to support layers for roads and airfields. This paper summarizes initial work completed in partnership with the O’Hare Modernization Program to examine the effect of recycled concrete aggregates (RCA) on the concrete’s fresh and strength properties for airfield rigid pavement applications. A recent method proposed for batching and mixing recycled concrete aggregate called the two-stage mixing approach (TSMA) was evaluated in order determine its effect on the concrete’s fresh and strength properties relative to virgin aggregate concrete (VAC). The principle process for the TSMA is initially coating the recycled aggregates with cementitious paste to improve the uniformity and strength of the interfacial transition zone. This paper reports the results of an experimental program in which different percentages of recycled coarse aggregates were substituted for virgin coarse aggregates. After employing the TSMA, the workability of RCA concrete was similar to the virgin aggregate concrete. Based on the compressive and the splitting tensile strength results, the RCA should meet current strength requirements for construction of airfield concrete pavements. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Cement paste KW - Compressive strength KW - Concrete aggregates KW - Flexural strength KW - Properties of materials KW - Rigid pavements KW - Tensile strength UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/263/Batching-Effects-on-Properties-of-Recycled-Concrete-Aggregates-for-Airfield-Rigid-Pavements UR - https://trid.trb.org/view/1419000 ER - TY - CONF AN - 01608292 AU - Bonvino, Enzo AU - Bonvino, Umberto AU - Federal Aviation Administration TI - Tensional State Activated by Nose Gear of the Airbus 380-800 PY - 2010 SP - 12p AB - The airport pavement project requires, in general, the mass of the critical take-off aircraft; particularly it uses the load transmitted by one of the main landing rear gears; in fact the contemporary presence of two main gears on the same slab is rare. The anterior or secondary gear has essentially directional functions and it is not considered in the calculation because the load that transmits to the aircraft pavement is negligible. In this research, instead, the anterior gear of the Airbus 380 (nicknamed Super Jumbo) is examined. The Airbus A380 have all the typologies of landing gear with which the modern commercial aircrafts are equipped: directional anterior twin wheels (Nose Landing Gear - NLG), rear double tandem bearing wheels (Wing Landing Gear - WLG) and rear tridem bearing wheels (Body Landing Gear - BLG). Through a computational code FEM (Finite Element Analysis) and the predisposition of numerous models, the authors show that, for particular conditions of static load, the NLG, often neglected in the airport pavement design, determines tensile stress more elevated than those activated by the bearing rear gears WLG and BLG. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Bearing capacity KW - Finite element method KW - Landing gear KW - Loads KW - Pavement design KW - Takeoff KW - Tension UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/215/Tensional-State-Activated-by-Nose-Gear-of-the-Airbus-380-800 UR - https://trid.trb.org/view/1420356 ER - TY - CONF AN - 01608287 AU - Popescu, Lorina AU - Leahy, Rita B AU - Carl L Monismith AU - Monismith, Carl L AU - Federal Aviation Administration TI - Analysis and Design of Airfield Pavements Using Laboratory Tests and Mechanistic-Empirical Methodology PY - 2010 SP - 17p AB - This paper describes the use mechanistic-empirical pavement analyses together with material properties determined from laboratory tests to design and evaluate performance of thick lift hot mix asphalt (HMA) pavements for large commercial aircraft loadings. Key material properties for the HMA are obtained from shear (AASHTO T-320, ASTM D-7312) and flexural fatigue (AASHTO T-321, ASTM D-7460) tests. Use of shear test data to establish mix performance criteria for taxiways at the San Francisco International Airport (SFO) and mix design for the HMA used as the surface course for New Doha International Airport are briefly described. Examples of full depth HMA structural section design for wide body heavy aircraft (e.g., Boeing 747-400, Boeing 777-800, Airbus 380-800, and Airbus 350-800) are included. The long life pavement designs include use of conventional and modified binders for the HMA, rich bottom layers in the pavement sections, and flexural strain criteria based on laboratory fatigue tests for the HMA mixes. Associated with the design methodology is a discussion of construction considerations. Mix quality control including compaction requirements and limits on binder content and layer thickness variability as well as the use of tack coats for HMA multiple lift construction are discussed. In addition, preparation of the upper portion of the subgrade to insure proper HMA construction is discussed. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Binder content KW - Civil aircraft KW - Compaction KW - Flexural strength KW - Hot mix asphalt KW - Laboratory tests KW - Mechanistic-empirical pavement design KW - Mix design KW - Properties of materials UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/144/Analysis-and-Design-of-Airfield-Pavements-Using-Laboratory-Performance-Tests-and-Mechanistic UR - https://trid.trb.org/view/1420399 ER - TY - CONF AN - 01608285 AU - Watkins, Quintin AU - Boudreau, Richard L AU - Rau, Robert AU - Hansen, Heinz AU - Federal Aviation Administration TI - Rubber Tire Buildup Removal at Hartsfield-Jackson Atlanta International Airport PY - 2010 SP - 17p AB - Landing areas on each of the five parallel runways at Hartsfield-Jackson Atlanta International Airport experience heavy rubber tire buildup. Ranked as one of the world’s busiest airports for more than a decade, the runways experience numerous aircraft landings each day (1,400 operations represent the peak daily arrivals in 2009). The rubber tire buildup caused by these frequent landings causes the surface frictional characteristics to creep towards unsafe conditions, requiring an aggressive maintenance plan. To combat this, the airfield operations unit conducts skid tests every two weeks, and removal of the rubber tire buildup occurs when minimum threshold values are measured. Currently the two primary arrival runways are being cleaned every four months. Throughout the years, the airfield maintenance unit has removed rubber tire buildup in different ways. From the late 1960’s to the mid 1990’s, waterblasting was the most utilized method. In the mid 1990’s, the use of steel shot blasting became more common. While readily removing rubber tire buildup and restoring safe friction values to the runway surface, both waterblasting and steel shot abrasion have had detrimental affects on the micro-texture, macro-texture and grooves of the concrete pavement. The runway pavements range from 3 years old to nearly 40 years old. Each runway is concrete-surfaced, and each has subtle differences in the concrete mix constituents comprising the concrete. These differences consist of cementitious materials and proportioning (Portland cement, fly ash, slag cements), mineral aggregates (manufactured sand and natural sands) as well as admixtures. Two of the runways have been regrooved within the last five years due to damage from the rubber removal process. Each concrete surface might perform differently under the different maintenance treatments utilized to remove the rubber buildup from the surface. Presently, the use of chemicals is used as the primary means of removal. A discussion of advantages and disadvantages of each method is summarized based on cost and schedule impacts as well as the historical friction values and pavement surface loss. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Admixtures KW - Airport runways KW - Hartsfield-Jackson Atlanta International Airport KW - Landing KW - Macrotexture KW - Maintenance KW - Microtexture KW - Rubber KW - Skids UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/222/Rubber-Tire-Buildup-Removal-at-Hartsfield-Jackson-Atlanta-International-Airport UR - https://trid.trb.org/view/1419976 ER - TY - CONF AN - 01608283 AU - Christensen, Don AU - Bennert, Tom AU - McQueen, Roy D AU - Brar, Harkanwal AU - Federal Aviation Administration TI - Superpave Gyratory Compaction Requirements for FAA’s Hot Mix Asphalt Specification PY - 2010 SP - 11p AB - Superpave mix design technology for hot mix asphalt (HMA) is commonly used by the highway industry; however, HMA mix design methods for civil airport pavements are still based on the Marshall method, as included in Federal Aviation Administration's (FAA’s) P-401 specification. With the shift in the industry away from the Marshall methods, the equipment and expertise required for the Marshall designs are becoming less common. As a result, it has become necessary for the FAA to establish their specifications and mix design methods on Superpave methods using the Superpave Gyratory Compactor (SGC). For the Superpave methods to produce results and performance equivalent to the Marshall method, the volumetric mix properties must be established at a requisite number of gyrations. The primary focus of the first phase of this research, which is the subject of this paper, is to establish the number of gyrations needed to produce mixes with volumetric properties (e.g., air voids, VMA and VFA) equivalent to well performing Marshall mixes. An equivalent compaction level of 70 gyrations is proposed to replace the 75 blow Marshall compaction method in the FAA’s P401 specification. Phase II of this research, currently underway, will compare the performance of mixes designed using these two compaction methods. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Air voids KW - Gyratory testing machines KW - Hot mix asphalt KW - Marshall test KW - Mix design KW - Pavement performance KW - Superpave UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/273/Superpave-Gyratory-Compaction-Requirements-for-FAA%E2%80%99s-Hot-Mix-Asphalt-Specification UR - https://trid.trb.org/view/1418996 ER - TY - CONF AN - 01608256 AU - Peshkin, David AU - Van Dam, Tom AU - Bruinsma, James AU - Federal Aviation Administration TI - Application of a Materials-Related Distress Rating System for Portland Cement Concrete Airfield Pavements PY - 2010 SP - 19p AB - The Pavement Condition Index (PCI) procedure is a well-documented standard used by the aviation industry to visually assess pavement condition. During a PCI survey, visible signs of deterioration are observed and recorded by distress type, severity, and quantity. The results, aggregated into a score from 0 to 100, are widely acknowledged to be a consistent, objective, and repeatable tool that can be used to represent and communicate the overall condition of a pavement. When regularly applied to all of the pavements in a defined network, the PCI becomes an important tool in the management of that network. However, a significant shortcoming of the PCI procedure is that it does not adequately address materials-related distress (MRD). Without going into great detail on the development and progression of different types of MRD, there are several aspects of MRDs that affect the evaluation and management of affected pavements. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Deterioration KW - Pavement distress KW - Pavement performance KW - Pavements KW - Portland cement concrete UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/147/Application-of-a-new-materials-related-distress-rating-procedure-to-the-evaluation-of-Portland-cemen UR - https://trid.trb.org/view/1420394 ER - TY - CONF AN - 01608254 AU - Edwards, Lulu AU - Barker, Walter A AU - Alexander, Don R AU - Federal Aviation Administration TI - Laboratory Tests for Granular Materials for Flexible Airfield Pavements PY - 2010 SP - 11p AB - The U.S. Army Engineer Research and Development Center (ERDC) conducted a series of full-scale traffic experiments on flexible pavement test sections to evaluate design criteria for military pavements. The experimental research objectives were to evaluate the minimum thickness of asphalt surfacing for the F-15 and C-17 aircrafts, evaluate the performance of marginal base materials in flexible pavements, and evaluate the newly developed thickness criteria for flexible pavements. Standard triaxial and repeated-load triaxial tests were conducted on the 5 granular materials used in the test sections. These tests were also conducted on CH subgrade clay having California Bearing Ratio (CBR) values of 4, 10, and 15. By closely following the protocol described in the National Cooperative Highway Research Program Report 453 for the development of laboratory test procedures for evaluating the quality of granular materials, ERDC developed test protocols to evaluate the resilient modulus and shear strength of the materials being tested. This paper presents the test protocols, example material test results, and a proposed procedure for analysis of the material test data. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - California bearing ratio KW - Flexible pavements KW - Granular materials KW - Laboratory tests KW - Modulus of resilience KW - Repeated loads KW - Shear strength KW - Structural number (Pavements) KW - Thickness UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/249/Laboratory-Tests-for-Granular-Materials-for-Flexible-Airfield-Pavements UR - https://trid.trb.org/view/1419007 ER - TY - CONF AN - 01608238 AU - Frederick, Louis AU - McQueen, Roy D AU - Decker, Christopher S AU - Berntson, A Kay AU - Federal Aviation Administration TI - Night Paving in Trinidad--Achieving Quality PY - 2010 SP - 16p AB - In 2003, the Airports Authority of Trinidad and Tobago (AATT) began construction of hot mix asphalt (HMA) overlay for Runway 10-28 at Piarco International Airport, Port of Spain, Trinidad. Due to problems with aggregate quality, overlay placement and pilot complaints on runway roughness, the paving works were suspended and the Trinidad and Tobago Civil Aviation Authority (CAA) requested that the U.S. Federal Aviation Administration (FAA) conduct a roughness survey using their airport pavement inertial profiler with their PROFAA analytical software to quantify the extent of the roughness. That survey confirmed that the pavement was rough as characterized by several commonly used roughness indexes, including simulated straight-edge, Boeing Bump Index (BBI), aircraft response, International Roughness Index (IRI), and simulated California Profilograph Index (PI). The FAA also identified several other issues associated with HMA production and placement and recommended that remedial actions be initiated to correct the problems. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Hot mix asphalt KW - International Roughness Index KW - Overlays (Pavements) KW - Paving KW - ProFAA (Computer program) KW - Roughness KW - Simulation UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/225/Night-Paving-in-Trinidad-%E2%80%93-Achieving-Quality UR - https://trid.trb.org/view/1419980 ER - TY - CONF AN - 01608209 AU - Zou, Hong AU - Valentini, Silvia AU - Federal Aviation Administration TI - Extreme Cold Weather and Field Strength Testing of Engineered Material Arresting Systems (EMAS) PY - 2010 SP - 16p AB - The Engineered Material Arresting System (EMAS) was jointly developed by the Federal Aviation Administration (FAA), The Port Authority of New York and New Jersey (PANYNJ), and Engineered Arresting Systems Corporation (ESCO-ZA) in the 1990’s as an alternate means of providing overrun safety when the mandated 1,000-foot-long Runway Safety Area (RSA) could not be economically achieved. The current EMAS system, EMASMAX®, manufactured (ESCO-ZA), is currently the only system that meets the requirements of FAA Advisory Circular AC150/5220-22A and is installed at 30 airports in the U.S. To date, the system has successfully arrested six overrunning aircraft, and has proven to be a reliable, efficient remedy for length-deficient runway end safety areas. Due to a lack of historical data, there have been some questions regarding EMAS’ long-term durability. In particular, there was of a lack of data regarding the ability of the system to maintain performance and survive for up to 20 years in extreme cold environments, or any quantitative method to evaluate the condition of the installed systems. This paper discusses two studies conducted by the FAA and ESCO-ZA to answer these questions: Extreme Cold Weather Testing and Development of a Field Strength Test Method. The results of the cold weather study have shown that EMAS is unaffected by extreme cold and temperature cycling, and can be expected to be durable for up to 20 years or more in extreme cold climates, while the development and certification of a field test method now provides a way to test the viability of installed beds. Combined, these studies result in a higher confidence that properly-maintained EMAS systems can survive harsh runway environments for up 20 years. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Air transportation crashes KW - Airport runways KW - Cold weather KW - Durability KW - Environmental impacts KW - Port Authority of New York and New Jersey KW - Runway overruns KW - Survival KW - Testing KW - U.S. Federal Aviation Administration UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/219/Recent-Advances-in-EMAS-Technology UR - https://trid.trb.org/view/1420361 ER - TY - CONF AN - 01608198 AU - Vélez-Vega, Eileen M AU - Bardt, David R AU - Federal Aviation Administration TI - Sustainable Construction Practices in Airport Pavement Rehabilitation Projects PY - 2010 SP - 13p AB - Project sustainability is many times, if not always, linked to the U.S. Green Building Council (USGBC) Leadership in Energy and Environmental Design (LEED) certified criteria, better known as green building. But for airport pavement rehabilitation projects, the LEED certification is not available. However, sustainable construction practices have been and are currently implemented in airports around the U.S. Commercial airports such as Boston Logan and Chicago O’Hare have developed successful sustainable construction practices in their rehabilitation projects. Many engineers and contractors are already using sustainable design and construction practices in airport pavement rehabilitation projects, but may not be aware of the benefits and positive environmental impacts of their practices. This paper will highlight sustainable construction practices used at airport pavement rehabilitation projects including asphalt reclamation, concrete pavement recycling, and the traditional LEED registered process for airport buildings. The practices applied by Kimley-Horn and other aviation design professionals have been implemented in general and commercial aviation projects not only for the goal of being sustainable, but as a cost savings technique. For example, the reduction of project truck hauling has resulted in less pollutant emissions and material waste. This paper will also outline the findings of Kimley-Horn’s internal research on airport sustainable projects and the available resources for the aviation engineer. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Chicago O'Hare International Airport KW - Costs KW - Environmental impacts KW - Full-depth reclamation KW - Logan International Airport KW - Rehabilitation (Maintenance) KW - Sustainable development KW - Wastes UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/264/Sustainable-Construction-Practices-in-Airport-Pavement-Rehabilitation-Projects UR - https://trid.trb.org/view/1419001 ER - TY - CONF AN - 01608197 AU - Von Quintus, Harold L AU - Mallela, Jagannath AU - Lytton, Robert L AU - Federal Aviation Administration TI - Techniques for Mitigation of Reflective Cracks PY - 2010 SP - 16p AB - Reflective cracks are a major concern to airport management personnel, because they can significantly reduce the service life of hot mix asphalt (HMA) overlays of airside airport pavements. Reflective cracks also pose safety problems for airfield pavements because of their potential to cause Foreign Object Debris (FOD), and loss of ride quality or smoothness. These reflective cracks have to be maintained to prevent the generation of loose aggregate and increased roughness that can be detrimental to aircraft operations. The purpose of Airport Asphalt Pavement Technology Program (AAPTP) Project 05-04 was to provide guidance for designing rehabilitation strategies of airside pavements to mitigate the occurrence of reflective cracks in HMA overlays of rigid and flexible pavements. The technical approach and data sources used to determine the effectiveness of different treatment methods was extracted from three areas: information and data included in the literature (including the comparative field studies), data and information obtained from airfields and roadway projects that have placed one to multiple treatment methods, and information from detailed site visits. The probability of success and risk factors were used to rate the reflective cracking mitigation methods. The overall rating of a mitigation method was simply determined by multiplying its probability of success and risk values. Decision trees were prepared for selecting appropriate reflective cracking mitigation techniques and methods that depend on the type and condition of the existing pavement. The decision trees were prepared based on the results from previous research studies, forensic investigation of rehabilitation strategies for the methods identified, a detailed survey of various projects, and experience documented in the literature. This paper overviews the decision tress and recommendations from AAPTP Project 05-04 for mitigation of reflective cracks in HMA overlays. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Flexible pavements KW - Hot mix asphalt KW - Pavement management systems KW - Reflection cracking KW - Rehabilitation (Maintenance) KW - Ride quality KW - Rigid pavements UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/237/Techniques-for-Mitigation-of-Reflective-Cracks-in-HMA-Overlays UR - https://trid.trb.org/view/1419052 ER - TY - CONF AN - 01608192 AU - Yu, Xinhua AU - Zhou, Yumin AU - Peng, Jiudong AU - Tan, Zhiming AU - Guo, Edward AU - Federal Aviation Administration TI - Joint Load Transfer Efficiency of Rigid Pavement Considering Dynamic Effects under a Single Moving Load PY - 2010 SP - 12p AB - The mechanistic analysis presented in this paper is only a beginning of new approach for understanding the real joint load transfer capability on airport and highway concrete pavements. It gives up the two major assumptions those have been popularly adopted by hundreds of published papers: the load is transferred under a wheel with zero speed and with fixed position. The real load transfer in field is always under wheels with non-zero speed and with varied position at any moment. The objective of this study focuses on quantifying the dynamic effects of a moving wheel while it is crossing a joint on a pavement. The analysis is conducted using a model of two-slab system on Kelvin foundation under a moving wheel with variable speed v, different pavement damping Cs, foundation reaction modulus k and foundation damping Ck. The dynamic joint load transfer efficiency is temporarily and empirically defined by the peak strain ratio LTE(S) on the two sides of a joint. The primary findings include: (1) The higher speed of a moving wheel leads to the higher LTE(S); (2) The larger the pavement damping Cs leads to the higher LTE(S); (3) The numerical ratio c(=LTE(S)dynamic/ LTE(S)static) varies in the range 1 to 2 mainly depending on speed v and damping Cs; (4) The LTE(S )dynamic is not sensitive to foundation reaction modulus k and foundation damping Ck. Further researches are needed for appropriate applications of the new model in practice. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Concrete pavements KW - Damping (Physics) KW - Foundations KW - Joints (Engineering) KW - Load transfer KW - Rigid pavements UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/216/Joint-Load-Transfer-Efficiency-of-Rigid-Pavement-Considering-Dynamic-Effects-Under-a-Single-Moving-L UR - https://trid.trb.org/view/1420358 ER - TY - CONF AN - 01608190 AU - Lazar, Peter AU - Herricks, Edwin E AU - Federal Aviation Administration TI - Procedures for FOD Detection System Performance Assessments: Electro-Optical FOD Detection System PY - 2010 SP - 14p AB - As part of a comprehensive performance assessment of Foreign Object Debris (FOD) detection systems at civil airports, assessments of an electro-optical, intelligent vision system was conducted by the Center of Excellence for Airport Technology (CEAT). The performance assessments of FOD detection technologies were designed to provide a rich data resource that could assess the performance of both individual sensors and combined sensor systems. Targets included a variety of items, some with known detection characteristics, such as radar cross sectional area (RCS) for radar-based sensors and color and surface condition for electro-optical systems. Targets also had different shapes and sizes and were made of different materials to provide target characteristics that would challenge detection systems. Assessment campaigns were scheduled over a 12-month period with the intent of testing under varied weather conditions. The electro-optical FOD detection system that was the subject of this assessment was the iFerret™ FOD detection system developed by Stratech Systems, Ltd. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Detection and identification KW - Evaluation and assessment KW - Foreign object damage (Aviation) KW - Intelligent transportation systems KW - Performance measurement KW - Radar KW - Sensors KW - Weather conditions UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/243/Procedures-for-the-Performance-Assessment-of-an-Electro-Optical-FOD-Detection-System UR - https://trid.trb.org/view/1419972 ER - TY - CONF AN - 01608175 AU - Larkin, Albert AU - Jia, Qingge AU - Guo, Edward AU - Federal Aviation Administration TI - FAA PAVEAIR, a New Web-Based Pavement Management Software and a Discussion of Anomalies in Calculating Pavement Condition Index Using the ASTM Standard PY - 2010 SP - 11p AB - The Federal Aviation Administration (FAA) has developed and continues to develop and refine NonDestructive Testing (NDT) technologies to assess airport pavement condition. Recent advances in computer hardware and software and data acquisition systems have significantly improved NDT effectiveness and value. The FAA has developed back calculation software to collect and interpret data from Falling/Heavy Weight Deflectometer equipment. This software, titled BAKFAA, was developed by the FAA and has been available for several years. Results obtained from BAKFAA can provide information on the structural capacity of the pavement layers from measured deflection basins and assuming uniform layer thickness. In addition, the FAA has developed ProFAA, an airport pavement profile evaluation program. ProFAA and BAKFAA are both available to the public at no charge with access to the source code for local modification. The most recent FAA software program currently under development is an internet based computer program for use as an Airport Pavement Management System (APMS). This software is called FAA PAVEAIR and its development is discussed below. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Backcalculation KW - Falling weight deflectometers KW - Nondestructive tests KW - Pavement layers KW - Pavement management systems KW - Software KW - Structural analysis KW - U.S. Federal Aviation Administration UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/206/Technical-Notes-on-ASTM-D-5340-for-Pavement-Condition-Survey UR - https://trid.trb.org/view/1420363 ER - TY - CONF AN - 01608140 AU - Prowell, Brian D AU - Watson, Donald E AU - Hurley, Graham C AU - Brown, E Ray AU - Federal Aviation Administration TI - Evaluation of Stone Matrix Asphalt (SMA) For Airfield Pavements PY - 2010 SP - 16p AB - Stone Matrix Asphalt (SMA) was developed in Germany over 30 years ago. Its success has led to its usage throughout Europe on both highway and airfield pavements. In 1990, an American Association of State Highway and Transportation Officials (AASHTO) led European Asphalt Study Tour introduced SMA to the United States (U.S.) SMA has demonstrated good performance on highway pavements in the U.S., but has seen little use on airfields. Recently, there has been resurgence in interest in SMA in the U.S. as a more durable paving option than Superpave or other dense-graded mixes. SMA is a gap-graded asphalt mixture with a high percentage (> 70 percent) of coarse aggregate. Gap-graded refers to the fact that SMA mixtures typically have very little material retained on the sand size sieves (e.g. between 2.36 mm and 0.075 mm). SMA is differentiated from dense-graded mixes by its coarse aggregate skeleton, consisting of a limited number of particle sizes, which carries the load. Mastic, consisting of mineral filler, fibers, and asphalt binder, fills the voids between the coarse aggregate skeleton. The percentage by weight passing the 0.075 mm sieve is typically greater than 8 percent. Asphalt contents range from 6 to 7.5 percent by weight of total mix. Fiber, either cellulose or mineral, is generally added to prevent draindown of the binder during construction. SMA has been used extensively on airfields in both China and Norway. Additionally, airfields have been constructed using SMA in Australia, Belgium, Germany, Italy, Mexico, and the United States (U.S.). Additional details on specifications and individual projects are provided in reference. The U.S. Air Force constructed SMA runways in Germany and Italy. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Air voids KW - Airport runways KW - Australia KW - Belgium KW - Binders KW - China KW - Coarse aggregates KW - Germany KW - Italy KW - Mexico KW - Norway KW - Pavement performance KW - Stone matrix asphalt KW - Superpave KW - United States UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/236/Evaluation-of-Stone-Matrix-Asphalt-(SMA)-for-Airfield-Pavements UR - https://trid.trb.org/view/1419047 ER - TY - CONF AN - 01608126 AU - Depaux, Bernard AU - Lerat, Patrick AU - Michaut, Jean-Paul AU - Federal Aviation Administration TI - Presentation of the French Guide to the Application of European Standards for Bituminous Mixtures and Surface Dressings for Airport Pavements PY - 2010 SP - 13p AB - Given the specific nature of airport pavements, and the appearance of new product standards derived from European standards, this study helps project managers to make the right product choices for their airport pavement construction and rehabilitation projects. The first part of this communication provides a reminder of airport terminology and definitions. The second part indicates the procedure to be followed when choosing products and defining the performance requirements of mixtures (formulation) and the characteristics of their components, in order to provide the best possible response to the project requirements. The third part provides recommendations for characteristics to be achieved, both in laboratory testing (mix design sample for type testing, and formulation levels) and on site, from production of the mixture to its application. The annexes consist of various summary tables intended to facilitate the designer’s task. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Bituminous mixtures KW - Construction management KW - European Standards KW - France KW - Mix design KW - Rehabilitation (Maintenance) KW - Surface treating UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/270/Presentation-of-the-Guide-to-the-Application-of-European-Standards-for-Bituminous-Mixtures-and-Surfa UR - https://trid.trb.org/view/1418994 ER - TY - CONF AN - 01608125 AU - Balay, Jean-Maurice AU - Caron, Cécile AU - Lerat, Patrick AU - Federal Aviation Administration TI - Adaptation of the French Rational Road Design Procedure to Airfield Pavement: the Alize-Airfield Software PY - 2010 SP - 12p AB - Alize-Lcpc is the reference software for roads and motorways pavement design in France since more than thirty years. It is a rational method, based on the computation of the resilient stresses and strains in roadways by the classical multi-layer elastic linear model. The design is carried out by comparing these calculated values in all the layers, to the admissible stresses and/or strains values which are evaluated according to the fatigue characteristics of the materials (bounded materials) or their rutting behavior due to plasticization (untreated materials and soils), taking into account the cumulative traffic specified for the pavement. In France, the adaptation of the road design approach to airport pavement is now in progress, leading to the development of a specific version of Alize-Lcpc software dedicated to the design of both flexible and rigid airport pavements. This paper firstly sums up the basis of the French rational pavement approach. It describes the possibilities of the new software, which are illustrated by an example of thickness design for a flexible pavement. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Fatigue (Mechanics) KW - Flexible pavements KW - France KW - Pavement layers KW - Rigid pavements KW - Rutting KW - Software KW - Thickness UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/141/Adaptation-of-the-French-rational-design-procedure-to-airfield-pavement,-the-Alize-Airfield-software UR - https://trid.trb.org/view/1420401 ER - TY - CONF AN - 01608121 AU - McGarvey, Kevin AU - Panko, Michael AU - Hurt, Casey AU - Mehta, Yusuf AU - Sukumaran, Beena AU - Federal Aviation Administration TI - Use of the Superpave Gyratory Compactor as a Predictor of Field Performance of Unbound Material PY - 2010 SP - 10p AB - With continuous and repeated loading of runways and the introduction of larger planes, such as the Boeing-747 and Airbus A380, which weighs approximately 1.3 million pounds, a runway’s ability to resist rutting becomes even more critical. The Federal Aviation Administration (FAA) has been testing airport pavements under heavy aircraft loading with a wander pattern at the National Airport Pavement Test Facility (NAPTF) in order to improve airport pavement design for these heavy planes. The loads and the load wander of these large aircrafts have a dramatic effect on the stability and strength of the unbound aggregate layers because it causes constant particle rearrangement and compaction. In earlier testing cycles of the pavement systems, the subbase layer compacted excessively past the maximum Modified Proctor Density (ASTM D1557) during the simulated trafficking. The densification of this material caused the pavement system to rut. In order to monitor the performance of the runway, stress, strain, deflection, temperature, and other environmental gauges have been placed in the various layers of the pavement. Another problem that has been encountered during the previous construction cycles is moisture migration to the subgrade layer. Moisture migration causes a shear slip plane between the subbase and subgrade layer. The shear failure can increase the rate of deformation in the runway pavement. This study is focused on studying the compaction characteristics of the subbase material during aircraft trafficking using a combination of laboratory tests and field data. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Deformation KW - Environmental impacts KW - Field tests KW - Mechanical loads KW - Pavement management systems KW - Ruts (Pavements) KW - Simulation KW - Strain measurement KW - Temperature UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/248/Use-of-the-Superpave-Gyratory-Compactor-as-a-Predictor-of-Field-Performance-of-Unbound-Material UR - https://trid.trb.org/view/1419004 ER - TY - CONF AN - 01608112 AU - Matsui, Kunihito AU - Ozawa, Yoshiaki AU - Takehara, Kazuya AU - Federal Aviation Administration TI - Backcalculation of Airfield Pavement Structures Based on Wave Propagation Theory PY - 2010 SP - 17p AB - Nondestructive testing equipment called FWD (Falling Weight Deflectometer) has been widely utilized for structural evaluation of pavement. This paper presents backcalculation of multilayered pavement layer parameters from FWD tests by using dynamic backcalculation software which authors have recently developed. The theoretical solution for a system of axisymmetric wave propagation equations was developed using Hankel transform in radial direction and Fast Fourier Transform in time domain and was implemented into this backcalculation software. This software is called Wave_BALM (Wave propagation based Back Analysis for Layer Moduli). The viscoelastic model used herein is called the Voigt solid (or Kelvin solid). The validity of this software was examined by using FWD time history data of airfield pavement provided by Federal Aviation Administration (FAA). Reliability of the results was confirmed by the following observations, 1) Backcalculation was conducted by using fifty sets of randomly generated seed values and the variation of the results was found small. 2) Excellent agreement between computed and measured deflections is confirmed. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Deflection KW - Falling weight deflectometers KW - Fast Fourier transforms KW - Nondestructive tests KW - Pavement layers KW - Software KW - Structural design KW - Wave motion UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/250/Back-Calculation-of-Airfield-Pavement-Structures-Based-on-Wave-Propagation-Theory UR - https://trid.trb.org/view/1419016 ER - TY - CONF AN - 01608087 AU - Caron, Cécile AU - Theillout, Jean-Noël AU - Brill, David R AU - Federal Aviation Administration TI - Comparison of US and French Rational Procedures for the Design of Flexible Airfield Pavements PY - 2010 SP - 23p AB - In the United States (US), FAARFIELD is now the new standard Federal Aviation Administration (FAA) design software for airfield pavements. In France, the Alizé-Airfield pavement program, developed by the Laboratoire Central des Ponts et Chaussées (LCPC) under a cooperative agreement with the Service Technique de l’Aviation Civile (STAC), is intended to become the reference design software. A similar rational approach to design is used in these two programs. It consists in comparing computed strains induced by traffic loads at critical levels of the designed structure to allowable strains. This paper deals with the comparison of US and French procedures for the design of flexible airfield pavements. It is aimed at describing the specifics of each of the two computer programs (e.g., model hypotheses, probability considerations, use of conservative parameters). A sensitivity study is conducted so as to quantify the change in output data with respect to the change in input parameters in both software programs. The versions used for comparison are FAARFIELD version 1.302 and Alizé-Airfield pavement 4.1.0. This parametric study concerns the influence of various input parameters (subgrade and asphalt moduli, gross weight, number of passes, layer thicknesses) on flexible thickness design for both isolated aircraft and traffic mixes, and considering both asphalt and subgrade failure criteria. A comparison of computed mechanical values obtained from FAARFIELD output files and Alizé-Airfield pavement charts is also presented. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Alternatives analysis KW - Flexible pavements KW - France KW - Pavement design KW - Software KW - Subgrade (Pavements) KW - Thickness KW - Traffic loads KW - United States UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/142/Comparison-of-US-and-French-rational-procedures-for-the-design-of-airfield-pavements UR - https://trid.trb.org/view/1420404 ER - TY - CONF AN - 01608081 AU - Hayhoe, Gordon F AU - Federal Aviation Administration TI - Correspondence between ICAO ACN Overload Criteria and Cumulative Damage Factor Calculations PY - 2010 SP - 13p AB - Criteria for overload evaluation of airport pavements are contained in International Civil Aviation Organization (ICAO) documents Annex 14, Attachment A and the Aerodrome Design Manual Part 3, and are stated in terms of the amount the ACN of an overload airplane can exceed the listed PCN of the pavement. But most modern airport pavement design procedures define the level of pavement deterioration in terms of cumulative damage factor (CDF). A mathematical relationship between an increment of ACN and an increment of CDF is derived so that overload operations evaluated by a CDF-based design procedure can be compared directly with the ICAO criteria. The relationship states that, if the allowable value of the ACN of an overload aircraft relative to the PCN of the pavement is taken to be given by, for example, a ratio of 1.1, then this represents an allowable change in CDF of approximately 0.5 due to the addition of an overload aircraft relative to the design condition of CDF = 1. The numerical value of the ratio of change of CDF to change of ACN varies with the sensitivity of the CDF-based design procedure to changes in airplane loading. The relationship can be calibrated for the CDF-based design procedure if desired. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Cumulative damage factor KW - Design standards KW - Deterioration KW - Pavements KW - Wing loading UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/232/Correspondence-Between-ICAO-ACN-Overload-Criteria-and-Cumulative-Damage-Factor-Calculations UR - https://trid.trb.org/view/1419974 ER - TY - CONF AN - 01608078 AU - Zollinger, Dan G AU - Little, Dallas N AU - Godiwalla, Adil AU - Jones, Justin AU - Hall, Jim W AU - Federal Aviation Administration TI - Design Considerations Associated with the Rehabilitation of R/W 9‐27 at IAH PY - 2010 SP - 10p AB - Runway 9‐27 was originally constructed in 1987, by AEO (PDC) Contract 265, as a 10,000 ft x 150 ft pavement on the south side of the Houston International Airport (IAH) airport.  The center 9,400 ft portion of the runway consisted of a 3 inch asphalt surface course on a 28” Lime/Cement/Fly‐ash (LCF) base course and a 28 inch stabilized subbase course.  The first 300 ft on each end of the runway consisted of 14 inch Portland Cement Concrete (PCC) over a 3 inch asphalt concrete (AC) bond breaker on a 14 inch LCF base course and a 28 inch stabilized subbase course.   U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Asphalt concrete KW - Asphalt concrete pavements KW - Base course (Pavements) KW - George Bush Intercontinental Airport KW - Pavement design KW - Portland cement concrete KW - Rehabilitation (Maintenance) KW - Subbase (Pavements) UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/224/Rehabilitation-of-Runway-9-27-at-IAH UR - https://trid.trb.org/view/1419978 ER - TY - CONF AN - 01608077 AU - Broutin, Michaël AU - Theillout, Jean-Noël AU - Federal Aviation Administration TI - Towards a Dynamical Back-Calculation Procedure for HWD; A Full-Scale Validation Experiment PY - 2010 SP - 16p AB - Heavy Weight Deflectometer (HWD) is the international reference device to assess the bearing capacity of airport pavements. Usual processing methods are based on static elastic models and backcalculations from the pseudo-static deflection bowls. These bowls are reconstituted from the deflection peak values measured on each geophone. These methods have shown their limits. This is the reason why interest for dynamic methods has been growing for a few years. The French civil Aviation technical Centre (STAC) is developing a finite element dynamical model taking into account the whole force signal applied on the load plate. That makes it possible to model the impact of the falling weight on the structure and the resulting deformations. Dynamic backcalculations allow determining the elastic modulus and damping in the pavement materials. The fitting includes the entire temporal signal of each geophone. This paper describes the developed theoretical model and presents a full-scale experiment performed on the STAC’s flexible testing facility in order to assess its appropriateness. Results of dynamical backcalculation are compared to pseudo-static backcalculation results (modulus of each material) and to experimental data obtained from laboratory tests performed on materials (modulus and damping factor). This paper includes three parts: (1) First, description of the experiment. (2) Second, presentation of the theoretical model and backcalculation procedure. (3) Third, comparison with pseudo-static results and in-situ validation. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Backcalculation KW - Bearing capacity KW - Deflectometers KW - Deformation KW - Finite element method KW - Heavy weight deflectometers KW - Modulus of elasticity UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/251/Towards-a-Dynamical-Back-Calculation-Procedure-for-HWD-A-Full-Scale-Validation-Experiment UR - https://trid.trb.org/view/1419043 ER - TY - CONF AN - 01608071 AU - Rushing, John F AU - Mejías, Mariely AU - Brown, E Ray AU - Federal Aviation Administration TI - Development of Criteria for Using the Superpave Gyratory Compactor to Design Airport Pavement Mixtures PY - 2010 SP - 16p AB - It is important that the Superpave asphalt mix design method be adopted as an option for airfield pavements. The design of asphalt mixtures for airfields has been accomplished using the Marshall method since the 1940’s. The Superpave design method was developed and adopted by state department of Transportation's (DOTs) beginning in the mid 1990’s and, currently, most transportation departments have adopted this concept. Since most of the paving work by the asphalt industry is funded by state DOTs and private work (which typically use DOT criteria), it is becoming more difficult to find laboratories and contractors that continue to use the Marshall method. This study evaluated the number of gyrations for a number of mixtures required to provide a density equal to 75 blows with the Marshall hammer. Since the 75 blow Marshall mixture had performed well in the past it was believed that providing a density with the gyratory compactor equal to that obtained with Marshall compaction would be a good way to adopt Superpave and still have confidence of good performance. This paper describes the details of the study and provides a recommended number of gyrations with the Superpave gyratory compactor to provide a mixture that will perform similar to 75 blow Marshall mixture. U1 - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Design methods KW - Gyratory testing machines KW - Marshall test KW - Mix design KW - Pavement performance KW - Paving KW - Superpave UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/272/Development-of-Criteria-for-using-the-Superpave-Gyratory-Compactor-to-Design-Airport-Pavement-Mixtur UR - https://trid.trb.org/view/1418995 ER - TY - RPRT AN - 01336934 AU - Federal Aviation Administration TI - Federal Aviation Administration Flight Plan, 2010-2019 PY - 2010 SP - 64p AB - This is the Federal Aviation Administration's (FAAs) fifth annual update to the controller workforce plan. The FAA issued the first comprehensive controller workforce plan in December 2004. This 2010 report incorporates changes in air traffic forecasts, controller retirements and other factors into the plan. In addition, it provides staffing ranges for all of the FAAs air traffic control facilities and actual onboard controllers as of September 26, 2009. KW - Air traffic KW - Air traffic control KW - Air traffic controllers KW - Air transportation KW - Flight plans KW - Personnel retention KW - Professional employment KW - Recruiting KW - Training KW - U.S. Federal Aviation Administration UR - https://trid.trb.org/view/1097938 ER - TY - RPRT AN - 01321749 AU - Federal Aviation Administration TI - Report to Congress: National Plan of Integrated Airport Systems (NPIAS), 2011-2015 PY - 2010 SP - 100p AB - The National Plan of Integrated Airport Systems (NPIAS) for Fiscal Years (FY) 2011 to 2015 is submitted to Congress in accordance with Section 47103 of Title 49 of the United States Code. A national airport plan has been prepared at regular intervals since the mid-1940s. The plan identifies 3,380 public-use airports (3,332 existing and 48 proposed) that are significant to national air transportation and, therefore, eligible to receive grants under the Federal Aviation Administration (FAA) Airport Improvement Program (AIP). The development data contained in this report were largely compiled in 2009. The report estimates that over the next 5 years, there will be $52.2 billion of AIP eligible infrastructure development for all segments of civil aviation. This is an increase of 5 percent ($2.5 billion) over the last report issued 2 years ago. This report reflects an increase in development estimates for all categories of airports, except large hubs and new airports which are predicting slight decreases in AIP eligible development over the next 5 years. Airport capital development needs are driven by traffic growth resulting in the need to expand facilities, rehabilitation or reconstruction of infrastructure due to use and age of facilities, and changing aircraft technology requiring airports to update or replace equipment and infrastructure. The NPIAS is used by FAA in administering the AIP. It supports the goals identified in the FAA Flight Plan for safety and capacity by identifying airports and airport improvements that will help achieve those goals. Fifty-seven percent of the development is intended to rehabilitate existing infrastructure and keep airports up to standards for the aircraft that use them. Forty-three percent of the development in the report is intended to accommodate growth in travel, including more passengers, cargo and activity, and larger aircraft. This report includes a section on the condition and performance of the national airport system, highlighting six topics: safety, capacity, pavement condition, financial performance, surface accessibility, and environment. The findings are favorable indicating that the system is safe, convenient, well maintained, and largely supported by nonfederal revenue (rents, fees, and taxes paid by users). KW - Airport capacity KW - Airport ground transportation KW - Airport Improvement Program KW - Airports KW - Condition surveys KW - Environment KW - Financing KW - National Plan of Integrated Airports Systems KW - Safety KW - Transportation planning UR - http://www.faa.gov/airports/planning_capacity/npias/reports/historical/media/2011/npias_2011_narrative.pdf UR - https://trid.trb.org/view/1082756 ER - TY - RPRT AN - 01155804 AU - Federal Aviation Administration TI - FAA Aerospace Forecast, Fiscal Years 2010-2030 PY - 2010 SP - 106p AB - This years forecast confirms what we already know: Aviation is a business subject to highly volatile and unpredictable external influences. Whether it is the economy, the global political climate or environmental concerns, our industry is affected at every level. The good news is that aviation has shown time and time again that it can adapt and meet those challenges while continuing to provide safe, efficient transportation. This years forecast anticipates that these challenges will remain for at least 20 more years. But it also shows our confidence this industry will not only face these challenges head on, but will thrive. Aviation has been especially hard hit by the turbulence that has rocked our economy. As the economy dipped, airline demand fell sharply. Airlines have tightened their belts, passengers have modified their traveling habits, and our airports have had to adapt. But, economic growth will return along with passengers and increasing operations. We expect to see changes in the industry as it rebounds over the next several years, with international markets growing faster than domestic markets, and large airports growing faster than smaller ones. We also expect the trend toward larger regional jets to continue while most of the smaller regional jets will be retired from the fleet. For the remainder of 2010, we expect that last years trends will continue before the industry turns the corner. But we do expect growth in the longer-term. For the short-term, we will continue to see declines in both domestic and international capacity as carriers respond to the impacts of the economic downturn. The airlines will continue to make adjustments to fleets and operations to match changing demand. KW - Aerospace engineering KW - Air traffic KW - Air transportation KW - Airport operations KW - Airport planning KW - Civil aviation KW - Economic analysis UR - http://www.faa.gov/data_research/aviation/aerospace_forecasts/2010-2030/media/2010%20Forecast%20Doc.pdf UR - https://trid.trb.org/view/916427 ER - TY - RPRT AN - 01155644 AU - Federal Aviation Administration TI - Answering the Call to Action on Airline Safety and Pilot Training PY - 2010 SP - 201p AB - The most important job of the U.S. Department of Transportation (DOT) and the Federal Aviation Administration (FAA) is to protect the safety of the traveling public. The authors aim to achieve this goal through ensuring that operators provide effective and high quality training to flight crews and other personnel; identifying and implementing most effective practices; maintaining and improving critical infrastructure; ensuring compliance with laws and regulations; developing new laws and regulations when appropriate; and working collaboratively with all interested parties. On February 12, 2009, a Colgan Air Bombardier Dash-8 Q400, operating as Continental Connection Flight 3407, crashed while on approach to Buffalo, New York. The National Transportation Safety Board (NTSB) conducted a public hearing on this accident from May 12-14, 2009. During that hearing and subsequent congressional hearings on June 10 and June 11, 2009, several issues came to light regarding pilot training and qualifications, flight crew fatigue, and consistency of safety standards between operators. KW - Air pilots KW - Aircraft pilotage KW - Airport operations KW - Aviation safety KW - Flight crews KW - Flight training KW - Training UR - https://www.ntis.gov/Search/Home/titleDetail/?abbr=PB2010106526 UR - https://trid.trb.org/view/916369 ER - TY - ABST AN - 01483839 TI - Independent Flight Safety Analysis: Falcon 9 Upper Stage and Dragon Payload Reentry Aerodynamic Heating and Demise Evaluation AB - The Contractor shall develop and deliver analyses pertaining to reentry heating and breakup of the SpaceX Falcon 9 launch vehicle upper stage and fueled Dragon payload, in accordance with the regulations listed in 14 CFR Part 417 and industry recognized best practices. The analyses shall include computation of initial state using trajectory analysis software; development of a thermal model using data sets and supporting analyses conducted and developed under task order 7; aero-thermal demise calculations under end-on, side-on, and tumbling reentry orientations; and analysis of results. The analysis scope is limited to address the planned configuration for the second flight of the SpaceX Falcon 9 launch vehicle from Cape Canaveral Air Force Station, Florida and the potential for an explosive impact on the African continent as well as for flights in the same configuration to the International Space Station to address the potential for an explosive impact over Europe. These analyses will use the best available data, including data sets provided by SpaceX, and the Federal Aviation Administration (FAA). As such, the number of analyses performed and the extent to which they are conducted may be constrained by the availability of the required data. Data to be provided by SpaceX and the 45th Space Wing include: (1) vehicle and payload characteristics, such as weights, dimensions, aerodynamic and thrust parameters, and descriptions of vehicle systems and subsystems; (2) structure and material properties; and (3) trajectory state vectors. Where possible the Contract shall utilize data sets and supporting analyses conducted and developed under task orders 3, 4 and 7 of this contract, or perform the work in parallel to minimize the effort and resources involved. The FAA will use the results of the analyses described above to inform its licensing determination of the proposed operation. The Contractors shall make all requests for data through the FAA point of contact. KW - Aerodynamics KW - Africa KW - Aviation safety KW - Best practices KW - Commercial space transportation KW - Falcon aircraft KW - Launch vehicles UR - https://trid.trb.org/view/1252673 ER - TY - ABST AN - 01483434 TI - Synthetic Speech and Visual Data Communications for Flight Deck Use AB - No summary provided. KW - Data communications KW - Flight decks KW - Speech synthesis UR - https://trid.trb.org/view/1252251 ER - TY - ABST AN - 01464262 TI - Quick Response for Special Needs. Task 15. Aviation-Industry Issue Familiarization and Training for Part-time Airport Policymakers AB - Few airports have adequate budgets with which to train the part-time policymaking leadership and key policy stakeholders on issues that affect airport policy decisions. Many airports are unable send part-time commissioners, board members, new policy leaders, or other policy-related stakeholders to conferences or seminars to learn and discuss the regulatory or national-political framework within which airports must operate. The Federal Aviation Administration (FAA), responsible for providing regulatory oversight for all airports, cannot interpret all nuances of their regulations to fit individual airport governance, purpose, or motivation models. It is understood that part-time airport policy leadership may not need to know much of this information to the degree of those who are working full-time within the terminal or airfield environment, on a technical or managerial basis. However, an overview of policy issues affecting airport administrative and operational decisions would provide airport policy leaders, stakeholders, and policy-related decision-makers a common framework to understand administrative and operational necessity, and thereby make better informed policy decisions. The target audience for this project would be airport executives and their part-time policy leaders, and key policy-making stakeholders. The project will include a review of current Airport Cooperative Research Program (ACRP) research, current literature, and industry practices related to airport-policy issues that are typically discussed with members of airport boards, part-time commissioners, policy-reviewing advisory committees, city councils, city managers, and other key participants in airport policy discussions. The research team will survey airports, interview FAA Airport District Office managers, and key industry associations. The project will assess all collected material and produce a concise summary of key policy issues (A Primer), as well as (stand-alone) recommendations of best practices for conveying information to the part-time policy makers, and recommend an agenda or syllabus for presenting key policy issues. KW - Airport operations KW - Aviation KW - Civil aviation KW - Decision making KW - Part time employees KW - Policy making KW - Regulations KW - Training UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2679 UR - https://trid.trb.org/view/1232491 ER - TY - ABST AN - 01461822 TI - Airport Leadership Development Program AB - Future airport leaders require a deeper understanding of current issues and critical concerns as seen from the top of an airport organization. There are few low-risk settings where airport executives can exercise self-evaluation of leadership and decision-making skills with a group of their peers and mentors, and further develop the business acumen needed to direct public- and private-sector organizations in the airport industry. Airport leadership development programs exist in the industry but many have broader goals or present fundamental knowledge to entry-level executives. Research is needed to assist existing and future airport leaders to assess, obtain, and refine their individual leadership skills. Such programs exist in other industries and participants frequently derive long-lasting resource relationships from contact with other participants and instructors that will benefit continued growth. Moreover, such experiences and the skills that are developed are often portable throughout the industry. The objective of this research is to design, develop, pilot-test, and evaluate a complete airport leadership development program that can be used by others to assist existing and future airport leaders assess, obtain, and refine airport-industry leadership skills. KW - Airport industry KW - Airport operations KW - Decision making KW - Economic development KW - Leadership KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2806 UR - https://trid.trb.org/view/1230042 ER - TY - ABST AN - 01464072 TI - Legal Aspects of Airport Programs. Topic 3-06. An Index and Digest of Decisions in LRD 1 AB - The Airport Cooperative Research Program (ARCP+ Legal Research Digest 1, Compilation of Airport Law Resources (January 2008) ("Digest 1") provides a comprehensive listing of airport-related legal resources, including judicial decisions, government publication, scholarly journals and other periodicals. The listing of judicial decisions is extensive and sorted by subject area. The indexing of judicial decisions in this manner makes the Compilation a useful tool for airport management and airport lawyers. However, people using the journal must still review an individual decision listed to determine the holding and its relevance to a particular legal issue that they face. Airport lawyers and airport management would benefit if they had access to single source document that not only listed judicial decisions relating to a particular legal issue but that also provided a summary of relevant holdings and a link to the source document itself. ACRP Research Digest 4, Compilation of Department of Transportation (DOT) and Federal Aviation Administration (FAA) Airport Legal Determinations and Opinion Letters Through December 31, 2007 (2008) ("Digest 4") provides an index similar to Digest 1, as well as summaries and links to source documents for DOT and FAA administrative decisions, determinations and legal opinions. A similar compilation of judicial decisions (with summaries and links to source documents) would complement the information contained in Digest 4, by providing comparable information about adjudications that did not involve Federal administrative determinations and about subsequent judicial determinations on administrative decisions that were challenged in court. The objective of this research project is to make these judicial decisions readily and inexpensively available to airport attorneys, the public and other researchers. Ideally, the product of this research, if all phases are implemented, would be a web-based searchable database containing the full text of each document as well as a short summary of the outcome. The database should allow searches by topic, court, and airport involved. The final research report should be a legal research digest similar in form, organization and content to Digest 4. Where applicable, the summary should identify by case name the administrative decision being reviewed. The summary should be in sufficient detail to serve as a research guide addressing all major holdings. KW - Airport access KW - Airport operations KW - Decision making KW - Laws KW - Legal factors KW - Policy making UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2877 UR - https://trid.trb.org/view/1232300 ER - TY - RPRT AN - 01526327 AU - Friedman-Berg, Ferne AU - Allendoerfer, Kenneth AU - Deshmukh, Atul AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Voice Over Internet Protocol: Speech Intelligibility Assessment PY - 2009/12//Technical Note SP - 36p AB - In this study, the authors examined the speech intelligibility of five codecs and parameter settings to determine their suitability for Air Traffic Control use. These codecs (g711r64, g726r32, g729r8, g723r53, and g726r16) convert analog communications to digital communications. Standard intelligibility tests were used − the Modified Rhyme Test (MRT) and the Message Completion Task (MCT) − to examine intelligibility differences. For the MRT, codec type had an effect on intelligibility. Performance in an uncompressed audio condition was the best, followed by codecs g711r64 and g726r32, then g729r8, and then g723r53 and g726r16, respectively. Reaction times were consistent with the performance data, with the better performing codecs having shorter reaction times. Subjective intelligibility and acceptability ratings matched the performance and reaction time data. For the MCT, the intelligibility and acceptability ratings for all codecs were high, but no clear pattern was found in the performance data. The authors recommend that the National Airspace System Voice Switch (NVS) program further evaluate the three best performing codecs, g711r64, g726r32, and g729r8. These codecs delivered the best performance, the shortest reaction times, and the most positive feedback. It is also recommended that the NVS Program Office investigate the effect of channel noise, ambient noise, and level of network utilization on the intelligibility of different codecs. KW - Air traffic control KW - Assessments KW - Digital communication systems KW - Reaction time KW - Voice communication KW - Voice over Internet Protocol UR - http://hf.tc.faa.gov/publications/2009-voice-over-internet-protocol/full_text.pdf UR - https://trid.trb.org/view/1307207 ER - TY - RPRT AN - 01526256 AU - Hah, Sehchang AU - Yuditsky, Tanya AU - Schulz, Kenneth A AU - Dorsey, Henry AU - Deshmukh, Atul R AU - Sharra, Jill AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Evaluation of Human Performance While Wearing Respirators PY - 2009/12//Technical Report SP - 56p AB - The goal of this study was to assess the feasibility of respirator use in Air Traffic Control and Technical Operations. The authors evaluated several models of Powered Air Purifying Respirators (PAPRs) and N95 respirators for usability, effects on human performance, and effects on the wearer’s well-being. The authors found that binoculars could not be used with any of the PAPRs. Wearing a PAPR affected communication, but the characteristics of the respirator, especially the sound level and frequency spectrum of the noise, played a significant role in determining the extent of the effect and the subjective experience of wearing it. The accuracy levels of face-to-face communication were below those that were considered to be minimally acceptable. For the N95 respirators, we found negative effects on face-to-face communication and observed obstructiveness during simulated maintenance. KW - Air traffic control KW - Communication KW - Feasibility analysis KW - Human factors KW - Respirators KW - Sound level UR - http://www.tc.faa.gov/its/worldpac/techrpt/tc0910.pdf UR - https://trid.trb.org/view/1307230 ER - TY - RPRT AN - 01336909 AU - Federal Aviation Administration TI - Economic Impact of Civil Aviation on the U.S. Economy PY - 2009/12 SP - 23p AB - Civil aviation has become a vital component of todays lifestyle and of modern economic life. Just as Thomas Friedman asserts that cheap and ubiquitous telecommunications have lowered impediments to international competition and innovation, the airline industry has shattered barriers of distance that once limited many global economic transactions. More and more households and businesses have become reliant on the advantages and cost effectiveness of air transportation. Like the Internet and new laborsaving technologies, the growth and maturation of the aviation industry, and civil air transport in particular, is truly a modern marvel. Even during these turbulent economic times, aviation remains a unique link for commerce that contributes to the revitalization of the economy. KW - Air traffic KW - Air transportation KW - Civil aviation KW - Economic impacts KW - International travel KW - Technological innovations KW - Travel demand UR - http://www.faa.gov/air_traffic/publications/media/FAA_Economic_Impact_Rpt_2009.pdf UR - https://trid.trb.org/view/1097948 ER - TY - RPRT AN - 01155826 AU - Avers, Katrina Bedell AU - King, S Janine AU - Nesthus, Thomas E AU - Thomas, Suzanne AU - Banks, Joy AU - Federal Aviation Administration AU - Xyant Technology, Incorporated AU - Federal Aviation Administration TI - Flight Attendant Fatigue, Part I: National Duty, Rest, and Fatigue Survey PY - 2009/12//Final Report SP - 28p AB - Today’s aviation industry is a 24/7 operation that produces a variety of challenges for cabin crew members including extended duty periods, highly variable schedules, frequent time zone changes, and increased passenger loads. While these operational requirements may be necessary, they are far from ideal with respect to the human body’s biological rhythms for managing sleep and alertness. In fact, acute sleep loss, sustained periods of wakefulness, and circadian factors resulting from this form of misalignment all contribute to fatigue and fatigue-related mishaps (Caldwell, 2005; Rosekind et al., 1996). This survey study was conducted to identify the specific operational factors that may contribute to fatigue in cabin crew operations. A retrospective survey was disseminated to flight attendants representing 30 operators (regional = 17, low-cost = 7, and network = 6). The survey addressed 7 main topics: work background, workload and duty time, sleep, health, fatigue, work environment, and general demographics. Participants were 9,180 cabin crewmembers who voluntarily and anonymously completed the survey and met the criteria to be included in the report (i.e., active flight attendant that had flown the previous bid period with their current airline). This report outlines the results of this survey and provides specific recommendations regarding fatigue issues in cabin crew operations. KW - Aviation safety KW - Fatigue (Physiological condition) KW - Flight attendants KW - Hours of labor KW - Surveys KW - Work schedules (Personnel) KW - Workload UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200924.pdf UR - https://trid.trb.org/view/916316 ER - TY - RPRT AN - 01155815 AU - Dolbeer, R A AU - SRA International, Incorporated AU - Dolbeer Wildlife Consulting AU - Federal Aviation Administration TI - Wildlife Strike Reporting, Part 2 - Sources of Data in Voluntary System PY - 2009/12//Final Report SP - 37p AB - A study was conducted in the mid-1990s to determine the level of participation of airports and other aviation safety stakeholders in the Federal Aviation Administration voluntary wildlife strike reporting system. A statistical analysis of reported strikes resulted in findings that only a certain percentage of wildlife strikes were actually being reported. According to data collected since 1990, the number of reported strikes has increased. Researchers are certain that several factors have contributed to that increase, including broader participation in the reporting process, increased number of hazardous species, a steady increase in the number of aircraft in the sky, and changes in reporting statistics. These factors were recently verified by Part 1 of a two-part study into the reporting trends titled Wildlife Strike Reporting, Part 1, Trends 1990-2008. This report represents Part 2 of that study. The objectives of Part 2 were to (1) summarize trends in persons and other entities that report wildlife strikes and in methods used to report or obtain this strike information, (2) identify sources of data presently not used that might supplement the number of strikes captured, and (3) provide recommendations for enhancing the reporting of strikes or entry of strike information collected in other data sources to correct deficiencies. KW - Aviation safety KW - Bird strikes KW - Civil aviation KW - Crash data KW - Crash reports KW - Hazards KW - Statistical analysis KW - Wildlife UR - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=025bd73f-7822-4612-9bf2-703e7caf8de0&f=09-65.pdf UR - http://www.airporttech.tc.faa.gov/Download/Airport-Safety-Papers-Publications-Detail/dt/Detail/ItemID/66/Trends-in-Wildlife-Strike-Reporting UR - https://trid.trb.org/view/916409 ER - TY - RPRT AN - 01155812 AU - Blake, D AU - Federal Aviation Administration TI - Effects of Cargo Loading and Active Containers on Aircraft Cargo Compartment Smoke Detection Times PY - 2009/12//Final Report SP - 25p AB - The purpose of this project was to evaluate how smoke detection times are affected when the same quantity of smoke is released in either an empty or fully loaded cargo compartment. It also evaluated the effect on smoke detection times from active cargo containers that produce additional airflow patterns. Active containers are equipped with climate control systems that maintain the containers temperature and humidity for the duration of the flight. Tests were conducted in the main deck cargo compartment of a Boeing 727 and in the aft, below-floor cargo compartment of a B-747SP. Although there was some variability in the test results, in general, the smoke detectors alarmed quicker in loaded compartments than in empty compartments. In addition, the operation of the active cargo containers did not have a consistent influence on smoke detection times for the airflow conditions tested. KW - Air cargo KW - Air conditioning systems KW - Boeing 727 aircraft KW - Cargo aircraft KW - Cargo facilities KW - Fire detection systems KW - Freight traffic KW - Freight transportation UR - http://www.fire.tc.faa.gov/pdf/09-52.pdf UR - https://trid.trb.org/view/916398 ER - TY - RPRT AN - 01155808 AU - Dolbeer, R A AU - SRA International, Incorporated AU - Dolbeer Wildlife Consulting AU - Federal Aviation Administration TI - Trends in Wildlife Strike Reporting, Part 1 - Voluntary System 1990-2008 PY - 2009/12//Final Report SP - 54p AB - A study was conducted in the mid-1990s to determine the level of participation of airports and other aviation safety stakeholders in the Federal Aviation Administrations (FAA) voluntary wildlife strike reporting system. A statistical analysis of reported strikes resulted in findings that only a certain percentage of wildlife strikes were actually being reported. According to data collected since 1990, the number of reported strikes has increased. Researchers are certain that several factors have contributed to that increase, including broader participation in the reporting process, increased numbers of hazardous species, a steady increase in air traffic, and a change in reporting statistics. The primary objective of this analysis was to examine the trends in strike reporting from 1990-2008 to determine if the percentage of strikes reported to the FAA for inclusion in the National Wildlife Strike Database is increasing. A second objective was to document trends in the percent of strikes reported to the FAA that can identify the species of the wildlife struck, which is the most critical piece of data in a strike report. Based on the findings of the first two objectives, a third objective was to assess if the data presently collected under a voluntary system are adequate for understanding the problem of wildlife strikes in the United States, or if additional measures, such as mandatory strike reporting, should be taken. This report is the first of a two-part study focused on the subject of reporting wildlife strikes with civil aircraft in the U.S. Part 1 examines current strike reporting trends to determine if the current voluntary system is providing a sufficient quantity of data to support an accurate, statistical understanding of the national wildlife strike issue. Part 2 focuses on determining if changes are needed in the way wildlife strike data are collected by the FAA, and in particular if a mandatory reporting system needs to be implemented. KW - Aircraft operations KW - Aircraft pilotage KW - Aviation safety KW - Bird strikes KW - Civil aviation KW - Hazards KW - Statistical analysis KW - Wildlife UR - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=025bd73f-7822-4612-9bf2-703e7caf8de0&f=09-63.pdf UR - http://www.airporttech.tc.faa.gov/Download/Airport-Safety-Papers-Publications-Detail/dt/Detail/ItemID/66/Trends-in-Wildlife-Strike-Reporting UR - https://trid.trb.org/view/916408 ER - TY - RPRT AN - 01155807 AU - Seaton, C AU - Casteller, D AU - Derheim, G AU - Offermann, H AU - Edmonds Community College AU - United Airlines AU - Abaris Training Resources Incorporated AU - Federal Aviation Administration TI - Online Course and Regional Laboratory Development in Composite Maintenance Education, Including Training Repair Manual PY - 2009/12 SP - 89p AB - The major objective of this study was to develop and assess the feasibility of teaching an online class, combined with a regional laboratory that is consistent with industry training standards published as part of a Cooperative Agreement in a Federal Aviation Administration report and Commercial Aircraft composite Repair Committee SAE Aerospace Information Report document. These standards consist of terminal course objectives and teaching points. This development represented an application of online teaching methodologies, commonly used in the social sciences such as business management and mathematics, into engineering technology. Engineering courses have not typically used the latest teaching technologies, and this approach will provide specific advantages not commonly achieved in traditional classroom frameworks. In addition, a training repair manual was developed as an important training tool for the laboratory portion of the class to expose students to the importance and use of authoritative documentation in the conduct of composite materials maintenance. Advantages of the online course approach were demonstrated as follows: (1) Greatly reduced education costs due to limited travel expenses; (2) Ability for the student to fit classroom activities within busy schedules due to the asynchronous nature of online learning; (3) Independence of global time zone effects; (4) Ability to involve experts in the composites' field to participate to a wide student audience, providing access to considerable knowledge and experience which is not as accessible in the traditional classroom; and (5) Broader student participation, mandated by the online methodology. Three major sections of the course were addressed, annotated by the number of students completing each in the prototype class: (1) a prerequisite course to bring students to a common level of understanding before taking the awareness course, (2) the awareness course, which represents the industry standard developed in earlier phases of this Cooperative Agreement, and (3) a hands-on laboratory. KW - Awareness KW - Civil aviation KW - Composite materials KW - Computer online services KW - Maintenance KW - Technological innovations KW - Training UR - https://trid.trb.org/view/916404 ER - TY - RPRT AN - 01155097 AU - Chou, S F AU - Sk, M H AU - Sofyan, N I AU - Overfelt, R A AU - Gale, W F AU - Gale, H S AU - Shannon, C G AU - Fergus, J W AU - Watson, J AU - Auburn University AU - Federal Aviation Administration TI - Evaluation of the Effects of Hydrogen Peroxide on Common Aviation Structural Materials PY - 2009/12//Final Report SP - 24p AB - Infected passengers can unintentionally contaminate the interior of aircraft; deliberate biological contamination from criminals and international adversaries is also possible. Previous work has provided information regarding the delivery mechanism and capability of STERIS Corporation's Vaporized Hydrogen Peroxide (VHP * ) technology as a decontaminant/disinfectant/sanitizer for transportation vehicles like aircraft, buses, subway trains, ambulances, etc. The present report documents a materials compatibility evaluation of the effects of hydrogen peroxide exposure on the physical and mechanical properties of the following commercial grade structural materials: 2024-T351, 2024-T6 and 7075-T6 aluminum, 304 stainless steel, carbon fiber/epoxy composites and glass fiber/epoxy composites, including FR4 laminate materials widely used for printed circuit boards. Measurements of changes in sample weights due to absorption, oxidation, or corrosion were made as were evaluations of changes in tensile and flexural mechanical properties. The tensile properties of samples of the metallic samples were unaffected by exposures to either vapor phase or 35% liquid phase hydrogen peroxide. In addition, the carbon fiber/epoxy, glass fiber/carbon fiber epoxy, and the FR4 printed circuit board materials exhibited no significant changes in flexural strength or strain at peak load after 10 VHP exposures. However, some mechanical degradation in the composite samples was observed after 168 hour exposure to 35% liquid hydrogen peroxide. It is recommended that condensation be avoided during application of vapor phase hydrogen peroxide. *VHP is a registered trademark of the STERIS Corporation, Mentor, OH. KW - Aircraft KW - Decontamination KW - Hydrogen peroxide KW - Materials UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM09-23.pdf UR - https://trid.trb.org/view/916017 ER - TY - RPRT AN - 01155072 AU - Holcomb, Kali AU - Avers, Katrina AU - Dobbins, Lena AU - Banks, Joy AU - Blackwell, Lauren AU - Nesthus, Thomas AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Flight Attendant Fatigue, Part IV: Analysis of Incident Reports PY - 2009/12//Final Report SP - 40p AB - Voluntary safety reporting is one method by which aviation personnel can report safety issues to their airline and the Federal Aviation Administration. The Aviation Safety Reporting System (ASRS) is a program managed by the National Aeronautics & Space Administration (NASA) Ames Research Center. This study reviewed flight attendant reports from the ASRS database to identify the frequency of fatigue reports and the conditions under which fatigue occurred. During June 2008, 2,628 cabin crew reports were downloaded from the NASA ASRS Web site for reports made between January 1990 and December 2007. CAMI researchers reviewed each full-form report narrative for possible contributors to fatigue, or indicators of fatigue. Although the overall number of flight attendant ASRS reports for which full-form coding was completed has decreased over the last 3 years, both total flight attendant reporting and the number of full-form narratives related to fatigue have increased substantially. This voluntary data allows regulators and operators to discover potential problems in the aviation industry before they result in a mishap. The results of this review indicate that flight attendant fatigue may be occurring more frequently and warrant more attention. KW - Aircraft incidents KW - Aviation safety KW - Aviation Safety Reporting System KW - Fatigue (Physiological condition) KW - Flight attendants KW - Reporting KW - Voluntary UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM09-25.pdf UR - https://trid.trb.org/view/916016 ER - TY - ABST AN - 01461829 TI - Legal Aspects of Airport Programs. Topic 3-04. Airport Rates and Charges: Law and Policy AB - No summary provided. KW - Airport operations KW - Aviation law KW - Laws KW - Legal factors KW - Policy making KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2875 UR - https://trid.trb.org/view/1230049 ER - TY - ABST AN - 01465303 TI - Trajectory Based Operations - Aircraft Arrival Mgt Sys (AAMS) / Enroute (PiS Metering) AB - Traffic Management Advisor (TMA) is a vital part of the National Airspace System (NAS) and enhances air traffic operations, by reducing delays and increasing efficiency of airline operations. Current TMA functionality, known as TMA - Segment I, is in daily use throughout the NAS. Sustaining the existing TMA system beyond April 2009 is necessary to encourage continued use of TMA data by the airlines. Expediting Enhancement of the existing TMA to create Time Based Flow Management (TBFM) - Segment II (TMA with mid-term NextGen enhancements), is necessary to support the end-state portfolio of NextGen enhancements, known as Integrated Enterprise Solution (IES) - Segment III. KW - Air traffic control KW - Airport operations KW - Arrival time KW - Delays KW - Flight trajectories KW - Next Generation Air Transportation System UR - https://trid.trb.org/view/1233536 ER - TY - ABST AN - 01570533 TI - NIST Traceable PM Calibration Source for Aircraft AB - Project 37 is focused on well defined research needs associated with sampling non-volatile PM from gas turbine engines. These needs arise from the deliberations of the SAE E31 committee as they pursue the development of a recommended practice. This work is based and builds on preliminary studies conducted under PARTNER Projects 29 and 34. KW - Aircraft exhaust gases KW - Calibration KW - Particulates KW - Pollutants UR - http://partner.mit.edu/projects/non-volatile-particulate-matter---sae-e31-aerospace-recommended-practice-research-issues UR - https://trid.trb.org/view/1362664 ER - TY - ABST AN - 01483838 TI - RRAT HITS Data Interface, LATRA/REEDM Enhancements AB - The Contractor shall update the ship impact probability interface within the Range Risk Analysis Tool (RRAT) to accept ship traffic data provided by the Federal Aviation Administration (FAA). The ship data to be provided shall be input to or otherwise interfaced with RRAT in its native format. The Contractor shall update the existing documentation to reflect the addition of the capabilities described above. The Contractor shall update the Launch area toxic Risk Analysis (LATRA) and (REEDM) software applications to compute toxic risk from the impact of vehicles carrying toxic propellants. Near field toxic risk, expressed as a function of average and maximum downrange distance, concentration, and bearing to the point where the toxic cloud lifts off the ground, shall be computed based on the potential for the toxic propellants to disperse and deflagrate upon impact. The Contractor shall update the software to provide the user with the area of the hazard footprint as an output. Hazard area footprint dimensions shall be computed from available parameters, including the cloud dimensions, concentration distribution, cloud height above ground, and cloud transport speed. The Contractor shall update the existing documentation to reflect the addition of the capabilities described above. KW - Clouds KW - Documentation KW - Impacts KW - Risk analysis KW - Ships KW - Toxicity KW - Traffic data UR - https://trid.trb.org/view/1252672 ER - TY - ABST AN - 01461828 TI - Legal Aspects of Airport Programs. Topic 3-05. Analyses of State and Federal Regulations that May Impede State Initiatives to Reduce an Airport's Carbon Footprint AB - There is a growing movement among State and Federal agencies to focus on transportation systems, including airports, in the ongoing efforts to reduce carbon emissions. In California, for example, the Governor signed Assembly Bill 32 (AB32), the Global Warming Solutions Act of 2006. AB 32 calls for a reduction by 2020, of greenhouse gas emissions (GHG emissions) in the State of California to levels recorded in 1990. The San Diego Airport's Master Plan became the subject of focus by the California Attorney General who sought to have the Airport's Master Plan environmental review address the impact of the expansion plan on GHG emissions, pursuant to its obligations under AB32. The Attorney General and the San Diego Airport entered into an MOU that specifies the measures the Airport will take to reduce GHG emissions. However, under federal law, only the U.S. Environmental Protection Agency and the Federal Aviation Administration have authority to regulate aircraft emissions. It can be expected that ongoing state and federal mandates to reduce GHG emissions will have an impact on Airports nationwide as the EPA and States seek ways to accomplish GHG reductions. It would be helpful to airport lawyers to have a digest of airport initiatives and state and federal laws and regulations that govern an airport's ability to implement GHG reduction efforts consistent with their concurrent obligation to permit aviation activity as mandated by federal statutes, regulations, and the FAA. The intent of this ACRP Legal Topic is to survey and categorize airport efforts to reduce GHG emissions and to summarize state and federal laws that affect an airport's ability to implement GHG reductions. A compilation of carbon reduction initiatives at airports which categorize the efforts in terms of distinguishing between green building requirements and other building code directives (for example, enegy efficiency initiatives, lighting and HVAC efficiency improvements, and use of solar energy), and efforts directed at reducing aircraft GHG emissions (for example by use of preconditioned air units and aircraft tugs, or limits on engine idling). The Consultant shall survey existing literature, research state and federal statutes, case law, and survey airport proprietors, and other knowledgeable persons in order to identify initiatives and GHG reduction trends as described above. Of particular interest should be state legislation which specifically requires airport GHG impacts to be addressed in any expansion plan environmental reviews. The report should synthesize the literature, statutes, regulations, and case law gathered by the Consultant's research efforts. The primary data collected through surveys and interviews should be tabulated and presented to supplement the legal synthesis. KW - Aircraft exhaust gases KW - Aircraft operations KW - Airport operations KW - Engine idling KW - Environmental impacts KW - Greenhouse gases KW - Legal factors KW - Research projects KW - San Diego International Airport UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2876 UR - https://trid.trb.org/view/1230048 ER - TY - RPRT AN - 01167134 AU - Banks, Joy O AU - Avers, Katrina E AU - Nesthus, Thomas E AU - Hauck, Erica L AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Flight Attendant Fatigue, Part V: A Comparative Study of International Flight Attendant Fatigue Regulations and Collective Bargaining Agreements PY - 2009/11//Final Report SP - 19p AB - In 2008, Congress directed the Civil Aerospace Medical Institute (CAMI) to conduct follow-on studies of six recommendation areas noted in an integrated report by the National Aeronautics and Space Administration (NASA) and CAMI regarding flight attendant fatigue. The report concluded that some degree of fatigue-related performance affects were likely under current prescriptive rules. Internationally, fatigue risk is managed almost solely through prescriptive rules based on the maximum hours of work and minimum hours of rest. Traditional prescriptive rules, however, have limited applications to round-the-clock operations, often excluding fatigue-contributing factors such as time zone transitions, layover and recovery, time of day, and circadian rhythms (Cabon et al, 2009). Prescriptive rules directly affect crew scheduling and are critical to operator viability; however, due to economic recession, operators are routinely scheduling up to the regulation limits, which could result in an increased likelihood of fatigue and fatigue-related mishaps (Nesthus, Schroeder, Connors, et al., 2007). In the present study, the authors obtained regulations (n=38) and collective bargaining agreements (CBA) (n=13) regarding flight attendant duty time and rest from International Civil Aviation Organization (ICAO) member states using several resources: Civil Aviation Authority Web sites, an international cabin safety symposium, Web-based ICAO information exchange, and FAA international field offices and aviation safety inspectors. They analyzed each regulation and CBA to identify duty time and rest rules related to working hour limits, sleep and rest requirements, circadian rhythms, and other factors. When comparing the United States (U.S.) maximum hours of work and minimum hours of rest with other countries, the authors concluded that U.S. prescriptive rules are among the least restrictive, representing a greater than typical risk for fatigue related incidents. They recommend the U.S. establish a sanctioned fatigue workgroup of subject matter experts, aviation stakeholders, medical and research scientists, and aviation Safety Management System experts to evaluate current regulations and develop an adaptive fatigue mitigation safety system combining scientific principles and knowledge with operational support. KW - Aviation safety KW - Collective bargaining KW - Fatigue (Physiological condition) KW - Flight attendants KW - Hours of labor KW - Performance KW - Regulations KW - Rest periods KW - Sleep UR - https://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200922.pdf UR - https://trid.trb.org/view/927284 ER - TY - RPRT AN - 01162602 AU - Federal Aviation Administration TI - Airport Improvement Program (AIP), FY 1982-FY 2009: FAA Alaskan Region Airport Divison PY - 2009/11 SP - 95p AB - The Airport Improvement Program (AIP) provides grants to public agencies and, in some cases, to private owners and entities -- for the planning and development of public-use airports that are included in the National Plan of Integrated Airport Systems (NPIAS). KW - Airport Improvement Program KW - Airports KW - Alaska KW - Construction projects KW - Entitlement KW - Financial analysis KW - Planning and design UR - http://www.faa.gov/airports/alaskan/aip/media/aip_fy82_fy09.pdf UR - https://trid.trb.org/view/920658 ER - TY - RPRT AN - 01155081 AU - Guzman, Laura AU - Kupfer, Doris M AU - Burian, Dennis AU - University of Central Oklahoma, Edmond AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Testing MiniSTR Primers for Addition to a PCR-Based Forensic Specimen Identification Protocol PY - 2009/11//Final Report SP - 10p AB - An assay has been developed for polymerase chain reaction (PCR)-based human identity testing using the Federal Bureau of Investigation’s human Combined DNA Identity System (CODIS) primers. Recent forensic literature has identified difficulties using these primers due to amplicon size and the degraded nature of DNA from forensic samples. Primers termed mini Short-Tandem Repeat (STR) primers targeted to the same loci as the CODIS primers but which have smaller amplicons have been developed. Two of the three miniSTR primer pairs examined with our established assay were successfully tested with forensic DNA. This allowed the substitution of new primers for detection of a locus, D16S539, which was poorly defined in our assay and the addition of a primer pair for a locus, FGA, not previously included. The replacement of the D16S539 CODIS primers with the miniSTR primers will provide more accurate results for this locus. The addition of the FGA mini STR primers to the core set of tested loci will increase the overall power of discrimination of our assay. KW - Bioassay KW - Forensic medicine KW - Genotyping KW - Specimens KW - Testing UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200921.pdf UR - https://trid.trb.org/view/916014 ER - TY - RPRT AN - 01150543 AU - Hill, S I AU - Dayton University AU - Federal Aviation Administration TI - Federal Aviation Administration Aging Mechanical Systems Program: Emergency Evacuation System PY - 2009/11//Final Report SP - 92p AB - The Federal Aviation Administration (FAA) was tasked to determine if material degradation in emergency evacuation systems (EES) was a major mode of failure for the air operators. The FAA Aging Mechanical Systems Program was established to examine the current reported problems with EES, to investigate the adequacy of the current testing standard, and to identify potential long-term material problems. The current reported problems with EES, EES testing, and material-related issues were evaluated. EES-related reports and incidents, covering 1 January 1999 to 31 August 2006, were categorized and summarized into a database. Mechanical attachment problems were the primary source of the EES reported incidents, regardless of the aircraft model. This issue must be addressed by the aircraft manufacturers, since the EES manufacturers do not have design responsibility for this portion of the EES system, except for the Boeing 777. Material-related EES reports were mainly due to corrosion, failure, or wearing of mechanical attachment components. Reported slide abrasions, seam tears, punctures, or holes were probably due to improper handling during assembly or improper packing. A small and limited number of slide entries could be associated with material degradation or seam separation. The requirements for EES qualification tests need to be clarified. Some airlines report an inadvertent deployment as a successful test meeting the requirement of testing one slide per door per aircraft type in their fleet every 3 years. While an inadvertent deployment may serve as a go-no-go qualification test, it does not provide sufficient information regarding time of inflation or deflation. Southwest Airlines interpretation of Title 14 Code of Federal Regulations 121.703 (17) for a reportable Service Difficulty Report is distinctly different from the rest of the industry. It is recommended that the FAA review the requirements and provide guidance to the airlines and maintenance operations for the correct interpretation of this regulation. KW - Air transportation KW - Air transportation crashes KW - Civil aviation KW - Emergency management KW - Evacuation KW - Hazards and emergency operations KW - Passenger safety KW - U.S. Federal Aviation Administration UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar0921.pdf UR - https://trid.trb.org/view/913014 ER - TY - RPRT AN - 01150294 AU - Federal Aviation Administration TI - Review of FAA's Progress in Enhancing Air Traffic Control Systems Security PY - 2009/11 SP - 26p AB - This report presents the results of our review of Federal Aviation Administration’s (FAAs) renewed initiatives in addressing air traffic control (ATC) systems security weaknesses discussed in our FY 2007 audit report of the Departments information security program. In that report, (1) the authors identified the need to implement an operational business continuity plan (BCP) to ensure continued en route services; (2) in the event of a long-term disaster. We also identified the need to enhance the system security certification and accreditation process across all air traffic control systems, not just the ones used to support en route operations. KW - Accreditation KW - Air traffic control KW - Contingency planning KW - Safety and security KW - Safety audits KW - Security checkpoints KW - U.S. Federal Aviation Administration KW - Weaknesses UR - http://www.oig.dot.gov/sites/dot/files/ATC_BCP-_Final_Report_11-03-2009.pdf UR - https://trid.trb.org/view/913022 ER - TY - ABST AN - 01483450 TI - FAA SPIDER Proof-of-Concept Fragment Impact Testing AB - The Redstone Test Center (RTC) will conduct up to 40 fragment impact (FI) tests in support of testing, firing selected stainless steel projectiles into aluminum sheets at varying aspect angles to determine penetration velocities, entrance and exit velocities. KW - Aircraft KW - Fragmentation KW - Impact tests KW - Penetration resistance KW - Proof of concept KW - Stainless steel KW - Velocity UR - https://trid.trb.org/view/1252267 ER - TY - ABST AN - 01569536 TI - Process to Identify Candidate Instrument Approaches for Cancellation AB - No summary provided. KW - Air traffic control KW - Aviation safety KW - Flight cancellations KW - Instrumentation UR - https://trid.trb.org/view/1360992 ER - TY - RPRT AN - 01526382 AU - Ahlstrom, Vicki AU - Sollenberger, Randy AU - Koros, Anton AU - Dorsey, Henry AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Workstation and Workplace Ergonomics at Federal Aviation Administration Operations Control Centers: Phase 1 - Evaluation of Ergonomic Issues PY - 2009/10//Technical Report SP - 56p AB - The purpose of this study was to collect data on current workplace ergonomic conditions at Federal Aviation Administration Operations Control Centers. Ergonomic issues and associated work-related musculoskeletal disorders can arise due to a combination of factors including environmental conditions, workstation design, frequency and duration of tasks, and psychosocial considerations. In order to create a comprehensive picture of Operational Control Center ergonomics, researchers collected a range of data. Researchers collected data on the workplace environment, including temperature, lighting, and noise. They collected workstation data, measuring the dimensions and features of the desks and chairs and comparing them to standards. Researchers observed and recorded the frequency and duration of user activities during periods of typical work. Finally, they collected data through a questionnaire, which allowed the participants to provide feedback and ratings on their current level of discomfort and on various aspects of their work environment. The research team identified instances where measurements of the current workplace did not meet recommended standards, including temperature, lighting, and workstation adjustability. These deficiencies could result in increased ergonomic risk to the users, a concern that was reflected in the questionnaire results. Questionnaire responses also identified potential ergonomic issues beyond the physical workstation, including psychosocial and organizational factors. These issues and some potential solutions are discussed in detail in this report. KW - Air traffic controllers KW - Control centers KW - Ergonomics KW - Surveys KW - U.S. Federal Aviation Administration KW - Work environment KW - Workplace layout UR - http://hf.tc.faa.gov/publications/2009-workstation-and-workplace-ergonomics/full_text.pdf UR - https://trid.trb.org/view/1307205 ER - TY - RPRT AN - 01157031 AU - Federal Aviation Administration TI - Status of the Aviation Rulemaking Committees 77 Initiatives for Reducing Delays in the New York Area Federal Aviation Administration PY - 2009/10 SP - 20p AB - Following the record-breaking flight delays of summer 2007, the Secretary of Transportation established the Aviation Rulemaking Committee (ARC) to identify ways to reduce delays and congestion at the New York (NY) area airports. The Federal Aviation Administration (FAA) has stated that NY delays impact the entire national airspace system due to those airports' high volume, complex traffic patterns, and airspace management problems. On December 13, 2007, the ARC issued its report highlighting 77 initiatives for improving aviation operations and infrastructure. This report presents the results of our review examining FAA's actions in response to the ARC's recommendations. The authors conducted this audit at the request of the Chairman of the House Subcommittee on Aviation, who expressed the Subcommittee's concern about the effectiveness of delay-reduction efforts at the NY airports. Our audit objective was to examine FAA's progress in implementing the 77 ARC initiatives. KW - Air traffic KW - Air transportation KW - Airport congestion KW - Airport operations KW - Civil aviation KW - Flight delays KW - New York (New York) KW - Regulations UR - https://trid.trb.org/view/917276 ER - TY - RPRT AN - 01150617 AU - Billingsley, T B AU - Espindle, I P AU - Griffith, John Daniel AU - Massachusetts Institute of Technology AU - Federal Aviation Administration TI - TCAS Multiple Threat Encounter Analysis PY - 2009/10 SP - 28p AB - The recent development of high-fidelity U.S. airspace encounter models at Lincoln Laboratory has motivated a simulation study of the Traffic Alert and Collision Avoidance System (TCAS) multiple threat logic. We observed from archived radar data that while rarer than single-threat encounters, multiple threat encounters occur more frequently than originally expected. The multi-threat logic has not been analyzed in the past using encounter models. To generate multi-threat encounters, this report extends the statistical techniques used to develop pairwise correlated encounters. We generated and simulated a large number of multi-threat encounters using the TCAS logic imprlementad in Lincoln Laboratory's Collision Avoidance System Safety Assessment Tool. KW - Air traffic control KW - Air transportation crashes KW - Aircraft operations KW - Aviation safety KW - Crash avoidance systems KW - Risk assessment KW - Statistical analysis KW - Traffic alert and collision avoidance system KW - Warning systems UR - https://trid.trb.org/view/912941 ER - TY - RPRT AN - 01150342 AU - Dadia, D D AU - Federal Aviation Administration TI - Modeling Wing Tank Flammability PY - 2009/10//Final Report SP - 116p AB - An investigation into the fire safety of a wing fuel tank has been performed to aid in the effort to eliminate or reduce the possibility of a wing fuel tank explosion in a commercial aircraft. A computational model is built to predict the generation of flammable mixtures in the ullage of wing fuel tanks. The model predicts the flammability evolution within the tank based on in-flight conditions of a wing fuel tank. The model is validated through supporting experiments performed in an altitude chamber, the wind tunnel facility as well as data obtained from flight tests. The results from the experiments are compared to the computational results. Computational results from the altitude chamber follow the general trend of the experimental results, but produce them at a different flash point. This is due to the replenishment of species with lower flash point at the surface of the fuel which emulates the flash point of the entire fuel to be lower. Experimental results for the aluminum wing tests from the wind tunnel experiments are in good agreement with the computational results as well. A simpler model is developed from a program that calculates fuel air ratio within the ullage of fuel tanks in order to reduce the required number of inputs to the model. This model is applied to the data sets for the experiments performed in the altitude chamber and wind tunnel. For the tests conducted in the altitude chamber, the correlation estimates the hydrocarbon concentrations extremely well during ascent and descent. During the on-ground condition the estimation is good, but not as accurate as the ascent or descent conditions. For the tests conducted in the wind tunnel, the computational values follow the general trend of the experimental values, but the computational values estimates the total hydrocarbon concentration approximately 10% lower than the experimental value consistently. Flammability studies are also performed in order to track the effects of temperature, pressure, and oxygen concentration on the upper and lower flammability limits. For the temperature and pressure profiles considered in this work, it is found that the temperature and pressure effects on the flammability limits are minimal. In contrast, the oxygen concentration has a significant effect on the flammability limits of the vapor; the flammable region narrows with a decrease in oxygen concentration. KW - Aircraft KW - Aircraft operations KW - Aviation safety KW - Civil aviation KW - Explosions KW - Flammability KW - Fuel tanks KW - Wings (Aircraft) UR - http://www.fire.tc.faa.gov/pdf/TT09-48.pdf UR - https://trid.trb.org/view/913068 ER - TY - RPRT AN - 01150273 AU - Cheraghi, S H AU - Jorgensen, M J AU - Myose, R Y AU - Wichita State University AU - Federal Aviation Administration TI - Detection and Prevention of Carbon Monoxide Exposure in General Aviation Aircraft PY - 2009/10//Final Report SP - 111p AB - Exposure to carbon monoxide (CO), which is formed by the incomplete combustion of carbon-containing materials such as aviation fuels, is associated with headache, dizziness, fatigue, and at elevated doses, death. Exhaust system failures in general aviation (GA) aircraft can result in CO exposure. When this occurs in an aircraft, the end result could be an accident. This research on detection and prevention of CO exposure in GA aircraft addressed the following objectives: (1) to identify protocols to quickly alert users to the presence of excessive CO in the cabin and (2) to evaluate inspection methods and maintenance practices with respect to CO generation. These objectives were accomplished by review of (1) the National Transportation Safety Board database for CO-related incidents/accidents, (2) current CO detector technology, and (3) industry inspection and maintenance practices, Advisory Circulars, and FAA regulations with respect to GA exhaust systems. KW - Aircraft exhaust gases KW - Aircraft operations KW - Carbon monoxide KW - Environmental impacts KW - Fuel mixtures KW - General aviation KW - Poisons KW - Toxicity UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar0949.pdf UR - https://trid.trb.org/view/913065 ER - TY - RPRT AN - 01146785 AU - Avers, Katrina E AU - Hauck, Erica L AU - Blackwell, Lauren V AU - Nesthus, Thomas E AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Flight Attendant Fatigue, Part VI: Fatigue Countermeasure Training and Potential Benefits PY - 2009/10//Final Report SP - 20p AB - Today’s aviation industry is a 24/7 operation that produces a variety of challenges for cabin crew members, including extended duty periods, highly variable schedules, and frequent time zone changes. While these operational requirements may be necessary, they are far from ideal with respect to the human body’s biological rhythms for managing sleep and alertness. In fact, acute sleep loss, sustained periods of wakefulness, and circadian factors resulting from this form of misalignment are all contributors to fatigue and fatigue-related mishaps (Caldwell, 2005; Rosekind et al., 1996). The strategic management of fatigue is necessary for safety improvement throughout the industry. Employee educational programs regarding the dangers of fatigue, the causes of sleepiness, and the importance of proper sleep hygiene to improve sleep quality may be critical for effective fatigue management (Caldwell, 2005). This report outlines specific recommendations regarding fatigue countermeasures training and its potential benefits to flight attendant operations. KW - Aviation safety KW - Countermeasures KW - Fatigue (Physiological condition) KW - Flight crews KW - Sleep KW - Training UR - https://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200920.pdf UR - https://trid.trb.org/view/906457 ER - TY - RPRT AN - 01146757 AU - Chaturvedi, Arvind K AU - Craft, Kristi J AU - Kupfer, Doris M AU - Burian, Dennis AU - Canfield, Dennis V AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Application of DNA Profiling in Resolving Aviation Forensic Toxicology Issues PY - 2009/10//Final Report SP - 18p AB - Biological samples from the victims of aviation accidents are submitted to the Civil Aerospace Medical Institute (CAMI) for toxicological evaluation. Body components of aviation accident fatalities are often scattered, disintegrated, commingled, contaminated, and/or putrefied at accident scenes. These situations may impose difficulties in victim identification and tissue matching, thereby in the toxicological analysis of authentic samples and the interpretation of the associated analytical results. The use of DNA typing has been exemplified in the literature to resolve the sample misidentification issue. However, the prevalence of this type of issue in relation to aviation accident forensic toxicology has not been well-established. Therefore, the CAMI toxicology database was searched for the period of 1998−2008 for those accidents/cases wherein DNA profiling was performed. During this period, samples from 3523 accidents were received by CAMI. Of these, there were 3366 aviation accidents wherein at least one fatality had occurred. Biological samples from a total of 3319 pilots were received. Of these, 3275 were fatally injured. The 3319 pilots translated into the equivalent number of aviation accidents. Of the 3319 accidents, there were only 15 (≈ 0.5%) accidents wherein DNA profiling was performed on the biological samples. Six occupants (four fatalities and two injured victims) were involved in one accident and five (two fatalities and three injured victims) in another. Three fatalities occurred in three accidents each, two fatalities in eight accidents each, and one fatality in one accident. In one accident, there were two occupants with non-fatal injuries. DNA profiling was conducted upon the requests of families in two accidents, of accident investigators in three, and of pathologists in four. In six accidents, contradictory toxicological findings—such as selective presence of analytes in samples—led the CAMI laboratory to initiate DNA profiling. The requests made by families and investigators were primarily triggered by the inconsistency between the toxicological results and the history of the use of the drugs by the victims, while by the pathologists because of the commingling of samples. In three (20%) of the 15 accidents, at least one submitted sample was misidentified or mislabeled. The low number of the accident cases requiring DNA profiling suggests that the sample-submitting agencies take extensive precautionary measures to ensure that the origin of the submitted biological samples are correctly identified. Furthermore, the present study confirms that DNA typing can be used as a tool for establishing the authenticity of the aviation biosamples, thereby their associated toxicological conclusions. KW - Air transportation crashes KW - Aircraft crash victims KW - Crash investigation KW - DNA analysis KW - Forensic medicine KW - Postmortem KW - Quality assurance KW - Quality control KW - Toxicology UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200919.pdf UR - https://trid.trb.org/view/906459 ER - TY - ABST AN - 01483865 TI - Software Support and Maintenance AB - The Contractor shall develop and deliver analyses pertaining to reentry heating and breakup of the SpaceX Falcon 9 launch vehicle upper stage and fueled Dragon payload, in accordance with the regulations listed in 14 CFR Part 417 and industry recognized best practices. The analyses shall include computation of initial state using trajectory analysis software; development of a thermal model using data sets and supporting analyses conducted and developed under task order 7; aero-thermal demise calculations under end-on, side-on, and tumbling reentry orientations; and analysis of results. The analysis scope is limited to address the planned configuration for the second flight of the SpaceX Falcon 9 launch vehicle from Cape Canaveral Air Force Station, Florida and the potential for an explosive impact on the African continent as well as for flights in the same configuration to the International Space Station to address the potential for an explosive impact over Europe. These analyses will use the best available data, including data sets provided by SpaceX, and the Federal Aviation Administration (FAA). As such, the number of analyses performed and the extent to which they are conducted may be constrained by the availability of the required data. Data to be provided by SpaceX and the 45th Space Wing include: (1) vehicle and payload characteristics, such as weights, dimensions, aerodynamic and thrust parameters, and descriptions of vehicle systems and subsystems; (2) structure and material properties; and (3) trajectory state vectors. Where possible the Contract shall utilize data sets and supporting analyses conducted and developed under task orders 3, 4 and 7 of this contract, or perform the work in parallel to minimize the effort and resources involved. The FAA will use the results of the analyses described above to inform its licensing determination of the proposed operation. The Contractors shall make all requests for data through the FAA point of contact. KW - Best practices KW - Commercial space transportation KW - Falcon aircraft KW - Launch vehicles KW - Software KW - Software maintenance KW - Spacecraft KW - Technical support UR - https://trid.trb.org/view/1252699 ER - TY - ABST AN - 01461926 TI - Recycling Strategies for the Airport Industry AB - Recycling is a critical aspect of ongoing efforts at airports and airlines to reduce environmental impacts. As airports throughout the country continue to implement and expand recycling programs, consideration should be given to their compatibility with airline recycling programs and the potential for increased recycling of materials from aircraft. Identifying practices and opportunities to improve the types and amount of material recycled from onboard aircraft will serve to further both airlines' and airports' environmental sustainability objectives. Cost-effective recycling of materials from onboard aircraft presents many challenges. From an airline perspective, there are logistical challenges associated with collecting, separating, and storing materials onboard for removal and recycling on the ground. Likewise, airport recycling programs are complicated by varying state and local requirements, local recycling capabilities, airport infrastructure, waste hauling contracts, and airside safety concerns, among other factors. As a result of these complexities, airport recycling programs across the country can vary significantly. The objective of this research is to analyze current airport recycling programs to identify practices to improve the recycling of materials from onboard aircraft, including suggested improvements to increase the amount and type of materials that may be cost-effectively recycled. The research will include consultation with airport and airline environmental managers and research into innovative recycling practices. Given the increased focus on accounting for improved environmental performance, the research should also identify suggested methods to properly allocate credit and economic benefit for recycled materials among the entities engaged in recycling at an airport. The resulting product will be a reference guide for airports contemplating initiating or improving a recycling program that identifies specific measures that can be taken to improve the potential for increased recycling from onboard aircraft.    
KW - Aircraft KW - Airlines KW - Airports KW - Cost effectiveness KW - Environmental impacts KW - Logistics KW - Recycled materials KW - Recycling KW - Research projects KW - Sustainable development UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2786 UR - https://trid.trb.org/view/1230146 ER - TY - ABST AN - 01570555 TI - Helicopter Lighting System AB - No summary provided. KW - Helicopters KW - Lighting systems KW - Vehicle safety UR - https://trid.trb.org/view/1362686 ER - TY - ABST AN - 01461941 TI - Developing a Database-Driven Web Application for Benchmarking Airport Performance AB - Benchmarking is the process of identifying best practices in a particular organization or industry and using measures to track performance against an organizational or industry level of quality or excellence. Benchmarks have various purposes. They can be used to measure progress within a particular organization or to compare performance among similar or competing organizations. At airports, benchmarks have frequently been used to measure financial and operational performance. Recently they have also been used to relate levels and types of commercial services with customer satisfaction. Five recognized basics of benchmarking are (1) deciding what and how to measure performance, (2) identifying and analyzing key performance metrics, (3) determining peers for performance comparisons, (4) refining performance goals, and (5) monitoring progress and communicating results to decision makers. Benchmarking is most valuable when used as a catalyst to increase performance to that of leading organizations, which have similar demographic, economic, or operational characteristics. For airports, such peer comparisons can help place performance into perspective and improve the understanding of airport performance. KW - Air transportation KW - Airport operations KW - Data collection KW - Economic impacts KW - Financial analysis KW - Websites (Information retrieval) UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2779 UR - https://trid.trb.org/view/1230161 ER - TY - ABST AN - 01477990 TI - An Investigation of Anti-Icing Endurance Times of Aircraft Ground De/Anti-Icing Fluids: Snow Pellets, Thermodynamic and Aerodynamic Fluid Failure and Non-Glycol Fluids AB - The purpose of this research is to (1) develop, validate, and document experimental methods for the determination of holdover times for snow pellets using the cold room generated snow pellets, (2) understand, develop, and validate a thermodynamic model to predict the failure of a fluid by snow and identify the sensitive parameters, (3) compare holdover times for snow pellets for de-icing fluids, (4) run wind tunnel tests on contaminated fluids, (5) correlate the thermodynamic failure to the aerodynamic failure, and; (6) develop a more representative series of tests with non-glycol fluids to evaluate the potential problems before their use on aircraft. KW - Aircraft KW - Anti-icing KW - Anti-icing fluids KW - Holdover time KW - Temperature endurance tests UR - https://trid.trb.org/view/1247647 ER - TY - ABST AN - 01570534 TI - Multi-Scale Modeling Assessment of the Impacts of Aviation Emissions on Air Quality AB - The main science objective of this project is to quantify the potential incremental contribution of aviation emissions to air quality though their interaction with the background air. KW - Air quality management KW - Aircraft exhaust gases KW - Environmental impacts KW - Evaluation and assessment KW - Pollutants UR - http://partner.mit.edu/projects/investigation-aviation-emissions-air-quality-impacts UR - https://trid.trb.org/view/1362665 ER - TY - ABST AN - 01478843 TI - Probabilistic Damage Tolerance-Based Maintenance Planning for Small Airplanes AB - The purpose of this research is to develop a comprehensive probabilistic methodology such that Federal Aviation Administration (FAA) engineers can conduct a risk assessment of a genetic algorithm (GA) structural issue in support of policy decisions. KW - Aircraft maintenance KW - Airplanes KW - Decision making KW - Methodology KW - Risk assessment UR - http://www.tc.faa.gov/logistics/grants/doc/09-G-016.doc UR - https://trid.trb.org/view/1247967 ER - TY - ABST AN - 01478826 TI - Material Flammability: Two-Dimensional Burning Model for Aircraft Materials AB - The purpose of this research is to understand and predict the burning rate and flame spread characteristics of typical representative aircraft interior or body materials. This will help to understand the nature of current Federal Aviation Administration (FAA) flammability tests and help to develop improved materials. The approach is to exercise, extend and validate a pyrolysis model called ThermaKin. KW - Aircraft cabins KW - Aircraft operations KW - Aviation safety KW - Flammability tests KW - Materials by flammability KW - Pyrolysis UR - https://trid.trb.org/view/1247950 ER - TY - RPRT AN - 01162147 AU - Federal Aviation Administration TI - Streamlining the processing of experimental permit applications : environmental impact statement PY - 2009/09//Volumes held: Draft, F KW - Environmental impact statements UR - https://trid.trb.org/view/923133 ER - TY - RPRT AN - 01150604 AU - Gallagher, D AU - Cyrus, H M AU - Bassey, R AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Photoluminescent Material Evaluation PY - 2009/09 SP - 22p AB - The fundamental principle of photoluminescent technology is the ability of the photoluminescent material to absorb and store ambient ultraviolet light energy from its surroundings and then emit the stored energy as visible light. Two particular photoluminescent pigments have been used in the development of marking systems: zinc sulfide and strontium aluminate. Both afford a pale, flat, yellow-green color when viewed in lighted conditions; in darkness, the zinc sulfide material glows with a more yellow-tinged light compared to the greener emission of the strontium aluminate. While neither of these pigments provide significant levels of illumination, these markers are used for low-location lighting and escape route marking systems onboard aircraft. As a result of these developments, manufacturers of the photoluminescent materials approached the Federal Aviation Administration (FAA) to allow these materials to be used for airport markings, reflectors, signs, and construction barricades as well. The manufacturers were asked to provide specific information about their products, such as suggested paint application thickness, area covered per gallon, useful light emission duration, serviceable life, and longevity/durability data. The luminance characteristics of the photoluminescent materials were evaluated at the FAA William J. Hughes Technical Center to assess their suitability in an airport environment. The initial illumination, duration of useful light, and emission decay rate of the test samples were measured at predetermined intervals during photometric and subjective visual tests. KW - Airport operations KW - Airport runways KW - Marking materials KW - Night visibility KW - Photoluminescent materials KW - Reflectorized road markings KW - Visibility UR - http://www.tc.faa.gov/its/worldpac/techrpt/artn0935.pdf UR - https://trid.trb.org/view/912936 ER - TY - RPRT AN - 01150596 AU - Luxhoj, J T AU - Center for Advanced Infrastructure and Transportation AU - Federal Aviation Administration TI - Safety Risk Analysis of Unmanned Aircraft Systems Integration Into the National Airspace System: Phase 1 PY - 2009/09//Final Report SP - 84p AB - This report describes the system-level development of a hazard taxonomy for Unmanned Aircraft Systems (UAS). The taxonomy is termed the Hazard Classification and Analysis System (HCAS) and was developed by researchers at Rutgers University through a cooperative agreement with the Federal Aviation Administration (FAA). It was particularly emphasized that this study should remain focused at the systems level and not become operational in perspective. The Rutgers Phase 1 approach is based on the FAA regulatory perspective (i.e., Title 14 Code of Federal Regulations chapters on Aircraft, Airmen, Certification/Airworthiness, Flight Operations, and others). Such an approach uniquely distinguishes the HCAS taxonomy from all other UAS hazard analyses being performed by the Department of Defense, the RTCA-Special Committee 203, etc. The Phase 1 research goal was to develop a generalized taxonomy of system-level UAS hazards that would have broad applicability across FAA part types. The intent was that this Phase 1 study would lead to general research recommendations and guidelines in high-level support of the FAA UAS Program Office. The report describes the developmental steps leading to the HCAS taxonomy. KW - Aviation safety KW - Drone aircraft KW - Integrated systems KW - National Airspace System KW - Policy KW - Recommendations KW - Risk analysis KW - Taxonomy UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar0912.pdf UR - https://trid.trb.org/view/912937 ER - TY - RPRT AN - 01150573 AU - Kay, G AU - Urabe, D AU - Shields, A AU - DeTeresa, S AU - Lawrence Livermore National Laboratory AU - Federal Aviation Administration TI - Characterization of BMS 8-212 for Use in Penetration Simulations PY - 2009/09//Final Report SP - 24p AB - A program to simulate the performance of aircraft composite material as uncontained engine fragment barriers has been initiated and supported by the Federal Aviation Administration (FAA). Computational constitutive models of the shields are an important part of that program. An important initial step in the FAA program was the determination of the lamina properties of a representation carbon-fiber composite panel. BMS 8-212 lamina properties for use in the computational modeling of aircraft shielding systems were determined in this study. The carbon-reinforced BMS 8-212 composite lay-ups that were tested were unidirectional, 0.351 inches thick (45-ply) flat panels. The mechanical responses of the flat panel unidirectional specimens were assumed to be representative of the behavior of the matrix-dominated compressive BMS 8-212 lamina responses in the transverse and normal directions. The rate sensitivity of the flat-panel specimens was determined for loading rates between 0.001 s-1 and 1000 s-1. In that regime, the transverse and normal failure stresses were found to increase by approximately 1.5. KW - Aircraft engines KW - Carbon KW - Composite materials KW - Engine failure KW - Fiber composites KW - Performance measurement KW - Sensitivity analysis KW - Shear strain KW - Simulation UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar0940.pdf UR - https://trid.trb.org/view/912909 ER - TY - RPRT AN - 01150567 AU - Countermarsh, B A AU - Engineering Research and Development Center AU - Federal Aviation Administration TI - EMAS Cold Weather Performance Investigations PY - 2009/09//Final Report SP - 63p AB - At some airports, Engineered Material Arresting Systems (EMAS) are used in runway safety areas at to provide a mechanism for decelerating aircraft in the event of a runway overrun. The main component of an EMAS is energy-absorbing cellular concrete material that is relatively delicate. A system of sealants, coatings, and outer layers protect the cellular concrete from environmental conditions such as weather and jet blast. A research study was conducted to ascertain an EMASs durability in cold climates where temperatures cycle between freezing and thawing. Four series of tests were performed, including (1) thermal cycling on a large-scale EMAS bed, (2) temperature and humidity cycling on 1-cubic-foot EMAS samples, (3) adhesion tests on EMAS sealant materials, and (4) durability tests on the materials that comprise the top protective layer of EMAS blocks. The large-scale EMAS bed was thermally cycled from -20 degrees F to room temperature for 20 cycles over a 9-month period. Qualitative condition assessments were performed during the cycling, and quantitative post-cycling punch tests were performed and compared to the pre-cycling punch tests. KW - Airport runways KW - Aviation safety KW - Concrete KW - Deceleration KW - Durability KW - Engineered material arresting systems KW - Freeze thaw durability KW - Runway overruns UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar0914.pdf UR - https://trid.trb.org/view/912916 ER - TY - RPRT AN - 01150559 AU - Griffis, C A AU - Wilson, T AU - Schneider, J AU - Pierpont, P AU - Embry-Riddle Aeronautical University AU - Federal Aviation Administration TI - Unmanned Aircraft System Propulsion Systems Technology Survey PY - 2009/09//Final Report SP - 74p AB - This technology survey is an investigation of various propulsion systems used in Unmanned Aircraft Systems (UAS). Discussed are existing and near-future propulsion mechanisms of UAS, such as reciprocating piston engines, Wankel rotary engines, gas turbine engines, rocket-powered systems, electric motors, and battery-based systems. Also discussed are systems that use proton exchange membrane fuel cells, photovoltaics, ultracapacitors, and propellers. Each system is described in reference to a larger conceptual framework, with instances and profiles of existing UAS employing the system being described. Advantages and disadvantages of each type of propulsion system are identified along with associated technical issues and their respective applicability to a UAS context, all of which are described with regard to the concern over regulation and introduction of UAS into the National Airspace System. KW - Drone aircraft KW - Fuel cell vehicles KW - Motors KW - Proton exchange membrane fuel cells KW - Surveys KW - Technology assessment KW - Types of engines KW - Vehicle design UR - https://trid.trb.org/view/912944 ER - TY - RPRT AN - 01150511 AU - Huang, S S AU - Cho, JYN AU - Donvan, M F AU - Hallowell, Robert G AU - Frankel, R S AU - Massachusetts Institute of Technology AU - Federal Aviation Administration TI - Redeployment of the New York TDWR: Technical Analysis of Candidate Sites and Alternative Wind Shear Sensors PY - 2009/09 SP - 106p AB - The John F. Kennedy International Airport (JFK) and LaGuardia Airport (LGA) are protected from wind shear exposure by the New York Terminal Doppler Weather Radar (TDWR), which is currently located at Floyd Bennett Field, New York. Because of a September 1999 agreement between the Department of the Interior and the Department of Transportation, this location is required to be vacated not later than January 2023. Therefore, a study based on model simulation of wind shear detection probability was conducted to support future siting selection and alternative technologies. A total of 18 candidate sites were selected for the analysis, including leaving the radar where it is. (The FAA will explore the feasability of the latter alternative; it is included in this study only for technical analysis.) The 18 sites are: Six candidate sites that were identified in the initial New York TDWR site-survey studies in the 1990s (one of which is the current TDWR site), a site on Staten Island, two Manhattan skyscrapers, the current location of the WCBS Doppler weather radar in Twombly Landing, New Jersey, and eight local airports including JFK and LGA themselves. Results clearly show that for a single TDWR system, all six previously surveyed sites are suitable for future housing of the TDWR. Unfortunately, land acquisition of these sites will be at least as challenging as it was in the 1990s due to further urban development and likely negative reaction from neighboring residents. Evaluation results of the on-airport siting of the TDWR (either at JFK or at LGA) indicate that this option is feasible if data from the Newark TDWR are simultaneously used. This on-airport option would require software modification such as integration of data from the two radar systems and implementation of 'overHead' feature detection. KW - Aviation safety KW - Doppler radar KW - John F. Kennedy International Airport KW - LaGuardia Airport KW - Microbursts KW - Simulation KW - Warning systems KW - Weather conditions KW - Weather radar KW - Wind shear UR - https://trid.trb.org/view/912908 ER - TY - RPRT AN - 01150503 AU - Hottman, S B AU - Hansen, K R AU - Berry, M AU - New Mexico State University, Las Cruces AU - Federal Aviation Administration TI - Literature Review on Detect, Sense, and Avoid Technology for Unmanned Aircraft Systems PY - 2009/09 SP - 88p AB - This is a literature review of detect, sense, and avoid (DSA) documentation related or applicable to Unmanned Aircraft Systems that is currently in publication. The literature review focuses on noncooperative technologies and then types of systems, such as active or passive, for those technologies as applicable. Cooperative DSA technologies also are discussed. A summary of the technologies and systems is contained in the appendix C. KW - Civil aviation KW - Drone aircraft KW - Literature reviews KW - National Airspace System KW - Planning KW - Recommendations KW - Systems engineering KW - Technological innovations UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar0841.pdf UR - https://trid.trb.org/view/912934 ER - TY - RPRT AN - 01144540 AU - Loo, Sin Ming AU - Owen, Michael AU - Kiepert, Josh AU - Planting, Arlen AU - Pook, Michael AU - Klein, Derek AU - Jones, Byron AU - Beneke, Jeremy AU - Watson, Jean AU - Boise State University AU - Kansas State University, Manhattan AU - Federal Aviation Administration TI - Modular, Portable, and Reconfigurable Wireless Sensing System for the Aircraft Cabin PY - 2009/09//Final Report SP - 21p AB - This paper describes the design and prototyping of a modular, portable, reconfigurable, and wireless multipurpose sensor system for monitoring and recording environmental conditions in aircraft cabins. The objective of this small, portable embedded sensing system is to record aircraft cabin conditions on flights of convenience to generate a large database for determination of normal conditions. By designing a sensor system that can be easily reconfigured for different needs (with the ability and flexibility to accommodate different/extra sensors), the system can be used to measure parameters that meet multiple research requirements. Through design considerations such as generalized signal interface and hierarchical code structure that can be easily reworked for new sensors, this sensor system has been developed for optimum usefulness in aircraft environment research. In the current setup, the system is configured with temperature, humidity, sound level, carbon dioxide, and pressure sensors. The system has been calibrated in the laboratory without the use of a pressure chamber. Data from six flights are presented in this report. KW - Air quality KW - Aircraft cabins KW - Environment KW - Humidity KW - Monitoring KW - Portable equipment KW - Sensors KW - Sound KW - Temperature sensors KW - Wireless sensors UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM09-18.pdf UR - https://trid.trb.org/view/904196 ER - TY - RPRT AN - 01144489 AU - Leland, Richard AU - Rogers, Rodney O AU - Boquet, Albert AU - Glaser, Scott AU - Environmental Tectonics Corporation AU - Embry-Riddle Aeronautical University AU - Federal Aviation Administration TI - An Experiment to Evaluate Transfer of Upset-Recovery Training Conducted Using Two Different Flight Simulation Devices PY - 2009/09//Final Report SP - 20p AB - Air transport training programs provide simulator-based upset-recovery instruction for company pilots. However, no prior research demonstrates that such training transfers to an airplane in flight. The authors report on an FAA-funded research experiment to evaluate upset-recovery training transfer. Two groups of participants were given simulator-based training in upset-recovery, one in a high-end centrifuge-based device, the other using Microsoft Flight Simulator running on desktop computers. A third control group received no upset-recovery training at all. All three groups were then subjected to serious in-flight upsets in an aerobatic airplane. Pilots from both trained groups significantly outperformed control group pilots in upset-recovery maneuvering. However, performance differences between pilots from the two trained groups were less distinct. Moreover, pilot performance in both trained groups fell well short of the performance exhibited by pilots experienced in all attitude flight. Although the authors conducted flight testing in a general aviation airplane, their research has important implications for heavy aircraft upset-recovery trainers. KW - Education and training methods KW - Flight simulators KW - Flight training KW - Technology transfer KW - Training KW - Training simulators KW - Upset recovery training UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200917.pdf UR - https://trid.trb.org/view/904193 ER - TY - ABST AN - 01569520 TI - Statistical Analysis of Contributing Factors in Landing Performance During Commercial Operations AB - The purpose of the research is to develop an efficient methodology for identifying influential contributing factors in landing performance, identify tolerance regions for the influential factors during normal operations, and apply the proposed safety measures to tracking landing performance and reducing landing performance anomalies. KW - Air traffic control KW - Aircraft operations KW - Aviation safety KW - Civil aviation KW - Landing KW - Statistical analysis KW - Traffic anomalies UR - http://www.tc.faa.gov/logistics/grants/doc/09-G-017.doc UR - https://trid.trb.org/view/1360976 ER - TY - ABST AN - 01478830 TI - Forecasting the Future of Aviation Maintenance and the Impact on the US Aviation Maintenance Technician AB - The purpose of this effort is to systematically address areas pertaining to forecasting the future of the aviation maintenance technician. Specifically, this project will involve three distinct phases: Phase I: Foundational Research, Phase 2: Industry Evaluation, & Phase 3: Validation. KW - Aircraft maintenance technicians KW - Aircraft operations KW - Aviation safety KW - Forecasting KW - Maintenance KW - Technicians UR - http://www.tc.faa.gov/logistics/grants/doc/09-G-012.doc UR - https://trid.trb.org/view/1247954 ER - TY - ABST AN - 01569532 TI - Damage Tolerance Based Maintenance Planning of Aircraft Structures Subjected to Stochastic Process Random Effects AB - The objectives of the research are: (1) to develop, validate, and demonstrate a general probabilistic damage tolerance methodology that can model manufacturing defects and impact damages, considering environmental effects; (2) to provide a predictive modeling capability to study potential risk issues, rank importance of uncertainties, and; (3) to develop a methodology for reliability/risk-based design and inspection/maintenance planning. KW - Aircraft KW - Environmental impacts KW - Inspection KW - Maintenance KW - Planning KW - Tolerances (Engineering) UR - http://www.tc.faa.gov/logistics/grants/doc/09-G-015.doc UR - https://trid.trb.org/view/1360988 ER - TY - ABST AN - 01483202 TI - Data Communications Human Factor Air Traffic Control Implications on Preferential Treatment Service-for-Equipage Scenarios Across the NAS AB - No summary provided. KW - Air traffic control KW - Data communications KW - General aviation KW - Human factors UR - https://trid.trb.org/view/1252051 ER - TY - ABST AN - 01483445 TI - Pilot Awareness of Current and LED Elevated Runway Guard Lighting AB - No summary provided. KW - Air pilots KW - Airport runways KW - Awareness KW - Light emitting diodes KW - Lighting UR - https://trid.trb.org/view/1252262 ER - TY - ABST AN - 01483442 TI - Weather in the Cockpit (WITC) - Concept of Operations AB - No summary provided. KW - Aircraft operations KW - Cockpits KW - Concept analysis KW - Weather UR - https://trid.trb.org/view/1252259 ER - TY - ABST AN - 01462510 TI - Applying Intelligent Transportation Systems to Improve Airport Traveler Access Information AB - Many airports have developed elaborate and often highly sophisticated programs for providing travelers with ground access information, but there is no common format for presenting this information to the public, either on airport websites or via other electronic media. As U.S. airports consider making new or expanding existing capital investments to improve public access, there is increasing interest in the potential for creating a consistent format for quickly and effectively presenting information on viable ground access travel options using Intelligent Transportation Systems (ITS) technology. In the broadest sense, ITS encompass a range of wireless and wired communications-based information and electronics technologies. Although many metropolitan areas are developing traveler information systems, few existing systems address ground access requirements specific to airport travelers. Airport travelers have become accustomed to attaining necessary information using technology. In addition, travelers to and from airports, both resident and non-resident, often need real-time information about parking availability, access delays, and alternative travel modes. Research is needed to provide uniform guidance to assist airports in providing pre-trip planning and real-time information in a consistent or similar format. The objectives of this research are to (1) describe opportunities for using Intelligent Transportation Systems (ITS) technology to help travelers simply, efficiently, and interactively evaluate their airport ground transportation options; and (2) prepare a guidebook for use by airport operators (in cooperation with transportation service providers) to develop and implement ITS solutions specific to their environment. The guidebook should encompass existing and emerging technologies for presenting useful information, addressing all forms of ground transportation available to travelers to and from the airport. The guidebook should (1) identify options for providing interactive pre-trip planning using real-time information on ground access services and facilities and (2) provide functional specifications for and a mock-up of a web-based or other technology-based information delivery system for trip planning, adaptable for use at a wide variety of airports with a reasonable degree of commonality. The guidebook should also include a CD containing a downloadable version of the mockups and an interactive demonstration using a suitable application platform. The ITS approach should consider how desired traveler information can be provided using a framework similar in content yet customizable by individual airports. KW - Airport access KW - Airport ground transportation KW - Airport operations KW - Airport surface traffic control KW - Baltimore (Maryland) KW - Information systems KW - Intelligent transportation systems KW - Personal digital assistants KW - Research projects KW - Shared rides KW - Traveler information and communication systems UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2584 UR - https://trid.trb.org/view/1230731 ER - TY - ABST AN - 01569523 TI - Flight Loads Analysis of Light Agricultural Aircraft AB - The purpose of the proposed research effort is to quantify the operational loads and usage information for a small fleet of light agricultural aircraft. Such data is crucial for the development of loads exceedance spectra for fail-safe and safe-life evaluations of aircraft of this category. KW - Agricultural aviation KW - Aircraft KW - Aviation safety KW - Loads KW - Service life UR - http://www.tc.faa.gov/logistics/grants/doc/09-G-014.doc UR - https://trid.trb.org/view/1360979 ER - TY - ABST AN - 01479968 TI - Ultra-Low Flammability Polymer Materials for Aircraft AB - The purpose of this effort is to investigate: (1) new, reactive deoxybenzoin monomers, including "high performance" structures and branching topologies that improve processibility; (2) novel polyhydroxyamide derivative polymers, and; (3) new approaches for improved fire-safe polymer composite and nanocomposite materials. KW - Aircraft KW - Composite materials KW - Fire resistant materials KW - Flammability KW - Polymers UR - http://www.tc.faa.gov/logistics/grants/doc/09-G-013.doc UR - https://trid.trb.org/view/1249031 ER - TY - ABST AN - 01478822 TI - NSSA Security Work for FY2000 AB - The objective of this project is to provide on-going coordination and oversight of the various activities including an integrated accounting system that includes the formulation and execution of all resource requirements needed to accomplish projected missions. Safe Skies will also provide on-going evaluations of materials that can be utilized for the hardening of aircraft and provide permanent test bed operations to support the initiatives of the Federal Aviation, Department of Transportation, in conjunction with the Department of Homeland Security, Transportation Security Administration, so that new aviation technologies and systems can be evaluated in an operational environment. KW - Airport operations KW - Aviation safety KW - National security KW - Security KW - Technological innovations KW - Test beds UR - http://www.tc.faa.gov/logistics/grants/doc/09-G-011.doc UR - https://trid.trb.org/view/1247946 ER - TY - ABST AN - 01569522 TI - Satellite Based Aircraft Precision Approach and Landing Research AB - The objective of the project is to research the use of satellite-based navigation technology for aircraft precision approach and landing systems. KW - Air traffic control KW - Aircraft KW - Aviation safety KW - Landing KW - Satellite navigation systems KW - Technological innovations UR - http://www.tc.faa.gov/logistics/grants/doc/09-G-010.doc UR - https://trid.trb.org/view/1360978 ER - TY - ABST AN - 01548815 TI - Legal Aspects of Airport Programs. Topic 03-02. Compilation of State Aviation Authorizing Legislation AB - Each state has enacted legislation creating and empowering governmental entities such as state agencies, municipalities, airport authorities, joint power organizations, etc. to plan, design, construct, operate, and protect public airports. As a result, there is a national patchwork of legislation pursuant to which these airports operate. There is also considerable diversity from state to state in the breadth and specificity of legislation empowering airport owners and operators. It would be useful for policy-makers, airport operators, and other practitioners to have available a convenient and synthesized resource of all states' airport-specific legislation. The objective of this research project is to compile, review and summarize in digest form, each state's airport-specific legislation, including, but not limited to, laws establishing, developing, operating, expanding, and funding airports. The compilation should be limited to legislation expressly applicable to public airports rather than legislation applicable to local governments generally. The report should also compare and contrast the legislation concerning specific categories of statutory powers and limitations, such as: (1) Zoning and land use; (2) Purchasing authority; (3) Commercial operations and permitted uses; (4) Ground transportation access; (5) Public access and use; (6) Funding & taxing authority; (7) Land acquisition and divestment (sale, lease or exchange); (8) Law enforcement; (9) Right to sue and be sued; and (10) Grant of immunities, including sovereign, antitrust, and tort immunities. The compilation should be sufficient to provide airport operators with a useful guide to the various state enacted approaches to specific subjects. KW - Air transportation facilities KW - Airport authorities KW - Airport operations KW - Financing KW - Legislation KW - Local government agencies KW - Policy making UR - http://144.171.11.40/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2873 UR - https://trid.trb.org/view/1336287 ER - TY - ABST AN - 01464073 TI - Legal Aspects of Airport Programs. Topic 3-01. Fair Disclosure of Airport Impacts in Real Estate Transfers AB - The purpose of fair disclosure laws is to provide prospective home buyers with sufficient information to make informed decisions about the purchase of property. Airport operators are particularly interested that home buyers obtain information about the noise and flight paths associated with airport operations before prospective buyers make decisions about purchasing property located near an airport. In too many cases property is purchased near airports without full disclosure of the nature of airport operations and thus the potential for purchaser remorse based on the lack of disclosure of airport noise and operations. In some cases, the adoption of fair disclosure laws that include the disclosure of the potential impacts of aviation operations has been impeded by the fear of some homeowners, local officials, and representatives of the real estate industry that such disclosure may provide an exaggerated impression of the significance of aviation related impacts and thereby impair property values. Proponents of such disclosure laws maintain that the real estate market takes account of any aviation related impacts regardless of fair disclosure laws. Still others argue that existing fair disclosure laws are adequate to address issues that arise regarding the disclosure of airport noise and operations in the area where a home is purchased. The intent of this ACRP Legal Topic is to survey existing fair disclosure laws among the states, determine if and how existing fair disclosure laws are meeting the need for a disclosure to prospective purchasers of airport-related conditions and operations, and to develop an annotated model fair disclosure law. The model fair disclosure law developed for this topic should be in a form that is appropriate for consideration by state legislatures and local governments. The Consultant shall survey existing literature, research state laws, case law, and survey airport proprietors, trade associations, and other knowledgeable persons in order to identify circumstances and occurrences involving the issues described above. Of particular interest should be legislation or case law which specifically requires the disclosure of airport noise and operations in the area where a home is located. The report should synthesize the literature, statutes, regulations, and case law gathered by the Consultant's research efforts. The primary data collected through surveys and interviews should be tabulated and presented to supplement the legal synthesis. The report shall include an analysis of the essential features required for effective fair disclosure of aviation related impacts. The report should also develop a model fair disclosure law and a set of best practices for use by airport operators and local government land use regulatory agencies in implementing fair disclosure laws and ordinances in a manner that requires the full disclosure to prospective home buyers of airport-related conditions and operations. KW - Airport noise KW - Airport operations KW - Disclosure KW - Homebuyers KW - Laws KW - Real property KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2872 UR - https://trid.trb.org/view/1232301 ER - TY - RPRT AN - 01150613 AU - Pattersonn, J AU - Hughes Technical Center AU - Federal Aviation Administration TI - Runway Status Lights: Takeoff Hold Lighting System Evaluation PY - 2009/08//Technical Note SP - 40p AB - Takeoff hold lights (THL) are positioned along the runway centerline, and when illuminated, they are visible to an aircraft pilot at the beginning of the runway preparing for takeoff. Normally, these lights are off. A Runway Status Light (RWSL) System monitors the runway occupancy status and conveys this information to the pilots, ground vehicle operators, and others using special lighting components such as the THLs. Specifically, when a runway is occupied, the RWSL System turns on the THLs and provides a conspicuous visual warning to pilots preparing for takeoff that they should not continue. Project personnel from the Federal Aviation Administration (FAA) Airport Safety Technology Research and Development Subteam evaluated four THL configurations on Runway 13 at the Atlantic City International Airport. Three configurations contained a double row of red lights and one contained a single row of red lights. Project personnel collected data on the appearance of each configuration and recorded their findings on questionnaires. The results of this evaluation validated previous findings by the FAA Airport Safety Technology Research and Development Subteam that the double-row THL configuration spaced 6 ft from the runway centerline was more effective than the other three configurations. The 6-ft spacing created very distinct lines that did not, at any time, blend with the runway centerline fixtures. As a result, this configuration created a more conspicuous signal that was easily acquired by the pilots. Using double-row THLs significantly enhanced the THL system. KW - Air pilots KW - Airline pilots KW - Airport runways KW - Information systems KW - Lighting systems KW - Monitoring KW - Runway status lights KW - Takeoff UR - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=998454b3-7959-44d2-92fd-1a3200fcd4d1&f=TN09-25.pdf UR - https://trid.trb.org/view/912785 ER - TY - RPRT AN - 01150546 AU - Hayhoe, Gordon F AU - Patterson, J AU - Hughes Technical Center AU - Federal Aviation Administration TI - Towbarless Towing Vehicle Operations - Evaluation of Braking Action and Vehicle Conspicuity PY - 2009/08//Technical Note SP - 34p AB - General guidance on the operation of towbarless towing vehicles (TLTV) on airport operation areas is discussed with respect to braking during towing emergencies, painting, and lighting the TLTV and the aircraft being towed. Evaluations and recommendations are also given with regard to the topics discussed in the report. The braking evaluation was prompted by a runway incursion involving a Goldhofer AST-2 tractor and a Boeing 777 aircraft in which the 777 had none of its systems operational and no personnel present in the cockpit. A simulation analysis, conducted as part of the evaluation, indicates that a person in the cockpit qualified to apply the aircraft brakes probably could have stopped the TLTV/aircraft combination before the hold line and excessive damage would not have been caused to the nose gear of the aircraft during the aircraft braking action. This finding cannot be applied to other TLTV/aircraft combinations without analysis specific to that combination. The evaluation of painting and lighting (conspicuity) concerns was prompted by a number of airports reporting difficulty in seeing aircraft when being towed at night, particularly when the aircraft systems are not operational. The evaluation determined that TLTV/aircraft conspicuity may be increased by using brighter paint colors, reflective tape along the lower body panels of the TLTV, and additional warning lights on the body of the TLTV. KW - Aircraft operations KW - Airport operations KW - Airport runways KW - Boeing 777 aircraft KW - Braking KW - Runway incursions KW - Towed vehicles KW - Towing vehicles KW - Warning lights UR - https://trid.trb.org/view/912787 ER - TY - RPRT AN - 01150534 AU - Rasmussen, R AU - Landoff, S AU - National Center for Atmospheric Research AU - Federal Aviation Administration TI - Fluid Endurance Time Tests Using the NCAR Snow Machine: Ethylene Glycol-Based Type II and IV Fluids, Type I Fluids and Conditions Near and Above 0 Degrees C PY - 2009/08//Final Report SP - 28p AB - This report summarizes the results of three investigations of the use of the National Center for Atmospheric Research (NCAR) Snow Machine in anti-icing fluid endurance time tests. The first investigation focused on its performance for ethylene glycol-based Type II and Type IV fluids; the second examined its suitability for testing Type I fluids, and the third examined its suitability for testing at temperatures near and above 0 degrees C. Endurance time tests of Type II and IV fluids conducted in 2004 using the snow machine showed that it gave results that generally compared well with results from outdoor tests at the same conditions for all fluids except the only ethylene glycol-based fluid tested, ULTRA+. However, the number of tests was limited, and some had highly varying conditions. This report presents the results of subsequent ULTRA+ tests conducted to determine if the poor performance was more likely due to factors such as variable wind speed or direction, snowfall rate, or possibly experimental error, or to an inherent flaw in the snow machine for this particular fluid type. KW - Deicing KW - Durability tests KW - Equipment tests KW - Fluids KW - National Center for Atmospheric Research KW - Snow KW - Winter maintenance UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar0922.pdf UR - https://trid.trb.org/view/912776 ER - TY - RPRT AN - 01142087 AU - Botch, Sabra R AU - Johnson, Robert D AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Toxicological Findings of Pilots Involved in Aviation Accidents Operated Under Title 14 CFR Part 135 PY - 2009/08//Final Report SP - 12p AB - Introduction: Under the United States Code of Federal Regulations (CFR), aircraft flown under Title 14 (Aeronautics and Space) Part 135 are operated as either commuter or on-demand flights. The rules governing the operation of and the crewmembers on board such aircraft are detailed within these regulations. Aircraft operated under 14 CFR Part 135 include medical flights, on-demand cargo flights, on-demand air-taxis, and scheduled/non-scheduled domestic passenger flights with or without air cargo. Pilots operating under these regulations carry with them the added responsibility of passenger safety or, for those involved in emergency medical flights, the importance of their role for the survivability of patients in critical condition. The purpose of this study was to examine the toxicological findings of pilots involved in aircraft accidents operated under 14 CFR Part 135. Methods: Toxicological and aeromedical findings from Part 135 pilots that were involved in fatal accidents between the years 1997 and 2007 were collected. Toxicological information was obtained from the Civil Aerospace Medical Institute’s (CAMI’s) Bioaeronautical Sciences Research Laboratory. Accident information and the probable cause and/or factor(s) of these accidents were obtained from the National Transportation Safety Board (NTSB). Results: Between the years 1997 and 2007, CAMI received biological samples of 142 pilots operating under Part 135 who had been involved in aviation accidents. Of these 142 pilots, 139 had sustained fatal injuries. Of the 139 fatalities, 33 (23%) were found to have taken at least one drug and/or had consumed alcohol prior to the accident. The compounds detected in these pilots ranged from the benign (such as acetaminophen) to illicit compounds (such as cocaine and marijuana). The NTSB attributed either the cause and/or a factor in the accident to drugs and/or alcohol use in 6 of these 33 accidents. Conclusion: Over the examined time period, aviation accidents operated under these regulations accounted for ~4% of all fatal aviation accidents received at CAMI for toxicological analysis. Generally, these aircraft were operated without harm to crewmembers, passengers, or bystanders. When accidents did occur, the majority were not the result of drug or alcohol impairment but, instead, were due to mechanical malfunctions, pilot error, and/or operation of aircraft in adverse weather conditions. KW - Air pilots KW - Air transportation crashes KW - Aviation safety KW - Crash investigation KW - Emergency medical services KW - Toxicology UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200915.pdf UR - https://trid.trb.org/view/902276 ER - TY - RPRT AN - 01142076 AU - Chou, S F AU - Overfelt, R A AU - Gale, W F AU - Gale, H S AU - Shannon, C G AU - Buschle-Diller, G AU - Watson, J AU - Auburn University AU - Federal Aviation Administration TI - Effects of Hydrogen Peroxide on Common Aviation Textiles PY - 2009/08//Final Report SP - 30p AB - Modern transportation systems are subject to unintentional contamination from infected passengers, as well as deliberate contamination from criminals and political adversaries. Hydrogen peroxide has been used for years as a disinfectant in the medical community and is under consideration in the dilute vapor form as a decontaminant/disinfectant/sterilant for transportation vehicles like aircraft, buses, subway trains, ambulances, etc. Although the biological efficacy of STERIS Corporation’s Vaporized Hydrogen Peroxide (VHP® a registered trademark of the STERIS Corporation, Mentor, OH) technology has been demonstrated elsewhere, the compatibility of the process with typical aircraft materials has not been rigorously established. The present report documents a materials compatibility evaluation involving the effects of hydrogen peroxide exposure on the mechanical properties and flammability of the following commercial-grade textile materials: wool, nylon, polyester, Nomex®, and leather. KW - Aircraft materials KW - Aviation KW - Decontamination KW - Disinfectants KW - Hydrogen peroxide KW - Materials compatibility KW - Textiles UR - http://permanent.access.gpo.gov/lps121527/LPS121527.pdf UR - https://trid.trb.org/view/901825 ER - TY - ABST AN - 01483010 TI - Field Evaluation of Runway Guard Lights AB - No summary provided. KW - Airport runways KW - Evaluation and assessment KW - Field tests KW - Light KW - Lighting systems UR - https://trid.trb.org/view/1251755 ER - TY - ABST AN - 01570706 TI - Weather Technology in the Cockpit - User Needs Segment AB - No summary provided. KW - Aircraft operations KW - Cockpits KW - User needs KW - Weather UR - https://trid.trb.org/view/1363050 ER - TY - ABST AN - 01462509 TI - Eliminating or Reducing the Need for Baggage Recheck for Arriving International Passengers AB - International passengers arriving in the United States and connecting to another destination collect their baggage after they clear U.S. Immigration and before clearance by U.S. Customs and Agriculture with the exception of pre-cleared passengers. Non-cleared passengers reclaim their baggage before carrying it through to an area for inspection. At the same time, passengers are potentially monitored or questioned by federal officials with respect to various issues relating to their trip purpose and duration. During this process, the airline handles the passenger baggage several times. In reality, only a very small percentage of passengers are subjected to secondary processing. If the baggage for these passengers could be quickly identified and retrieved at the request of federal officials, this would permit other passengers to continue their journey unimpeded through the terminal without having to wait for and recheck their baggage. If this streamlining were possible, there could be a potential for improving operations with cost savings. The objectives of this research are to (1) identify potential alternative procedures that could be implemented to reduce or eliminate the need for the recheck of baggage for arriving international passengers at U.S. airports; (2) describe in detail the benefits and costs associated with these alternative procedures to airports, airlines, and federal agencies; and (3) compare and contrast potential alternative procedures with current practices. KW - Baggage KW - Baggage handling KW - Baggage screening KW - Checked baggage KW - International airports KW - International transportation KW - Radio frequency identification KW - Research projects KW - Technological innovations UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2585 UR - https://trid.trb.org/view/1230730 ER - TY - ABST AN - 01483016 TI - Color Boundaries for Color Deficient Observers AB - No summary provided. KW - Airport operations KW - Boundaries KW - Color KW - Color vision deficiency KW - Deficiencies KW - Technology UR - https://trid.trb.org/view/1251761 ER - TY - ABST AN - 01569545 TI - Airport Runway Incursion Safety Analysis and Prioritization AB - The purpose of this effort is to identify pertinent databases and other resources to perform runway incursion analysis and safety assessments. Additionally, the research is to idenitify risk factors that influence runway incursions. KW - Airport runways KW - Databases KW - Risk assessment KW - Runway incursions KW - Safety audits KW - Task prioritization UR - http://www.tc.faa.gov/logistics/grants/doc/09-G-005.doc UR - https://trid.trb.org/view/1361001 ER - TY - ABST AN - 01483205 TI - Metrics Research AB - No summary provided. KW - Airports KW - Metrics (Quantitative assessment) KW - Research UR - https://trid.trb.org/view/1252054 ER - TY - ABST AN - 01483249 TI - Phosphor LEDs AB - No summary provided. KW - Aviation safety KW - Light emitting diodes KW - Lighting KW - Lighting systems UR - https://trid.trb.org/view/1252098 ER - TY - ABST AN - 01483012 TI - Deployment and Operation of FOD Detection Systems at Airports with Runway Grove Testing AB - No summary provided. KW - Airport operations KW - Airport runways KW - Airports KW - Deployment KW - Detection and identification systems UR - https://trid.trb.org/view/1251757 ER - TY - ABST AN - 01462524 TI - A Handbook for Developing, Implementing, and Overseeing Airport Capital Plans AB - Airport capital improvements are dynamic and involve many elements, including phasing, financing, planning, design, and construction. Incorporating these various elements into a single plan, and then managing, overseeing, and communicating these multiple elements is a daunting task for airports and their interested stakeholders. Airport capital plans involve various stakeholders during their development, management, and oversight of the program. Capital plans change over time as projects move from planning to implementation, requiring updates to the scope, budget, financing, and schedule of those individual projects. Airport staff members from many different departments (e.g., planning, engineering, and finance), consultants, and outside agencies are involved in the project administration, each with their own set of priorities and responsibilities. The airlines and the FAA also have an interest in receiving timely and accurate information and have certain criteria that they are seeking when reviewing or evaluating the capital plan. It is not uncommon for roles and responsibilities to be misunderstood that inhibit effective communication. A collaborative business process that (1) describes all stakeholders and their respective roles, responsibilities, expectations, and information requirements and (2) identifies procedural steps is needed. This process can then be implemented at airports to facilitate communication among multiple stakeholders to ensure a successful capital plan. With many off-the-shelf or customizable software programs, capital plan information can be tracked overall or on an individual project basis. A defined process by which to best capture and communicate information used to administer the capital plan through a technological solution is also needed. This technological process is an important aspect of successfully maintaining the capital plan. This process is even more important once a project leaves the "planning" stage and enters the "implementation" stage. The objective of this research is to develop a handbook that identifies best management practices in all phases of development, management, financing, and oversight of airport capital plans and includes those elements, steps, and key milestones that are necessary to create a collaborative business process that ensures the consistent flow of information and maintains the capital plan. This includes reporting, updating, and tracking financial and individual project information and identifying the processes that facilitate communication between internal and external stakeholders (e.g., airlines, FAA, local and state officials). The handbook should also identify and translate the elements of the collaborative business process so that it can be incorporated into an information technology solution. This handbook will be developed for those individuals at an airport who have a responsibility in the development, financing, management, or oversight of the airport capital plan or who have information that is required to maintain and ensure the capital plan is current and up to date (e.g., project managers, CFOs, COOs, engineers). For the purposes of this project, an airport capital plan includes the capital improvement programs (i.e., individual projects) and the finance plan to support implementation. KW - Airports KW - Best practices KW - Capital KW - Capital management KW - Capital projects KW - Financial management KW - Handbooks KW - Intelligent transportation systems UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2570 UR - https://trid.trb.org/view/1230745 ER - TY - ABST AN - 01462521 TI - Practical Greenhouse Gas Emission Reduction Strategies for Airports AB - There is increasing concern over aviation's contribution to greenhouse gas (GHG) emissions and associated environmental impacts affecting airports and the aviation industry. As environmental pressures continue to increase nationwide, it is imperative that airports take every opportunity to reduce their carbon footprint. Research is needed to assist airports, in cooperation with airlines and airport tenants, in reducing their GHG emissions by identifying practical, low-cost solutions that will assist them in better serving their passengers, customers, and host communities. By fostering the exchange of ideas and experiences through the development of a handbook and other tools that identify and evaluate best practices, airports can voluntarily commence implementation of such practices. The objective of this research is to develop a handbook and supporting application(s) that can assist airports in identifying, evaluating, and implementing practical, low-cost strategies to reduce and manage GHG emissions. The supporting application(s) should include an interactive companion application and a presentation that can be used by airports to educate and inform stakeholders. The handbook and supporting application(s) should address a range of strategies that can be implemented by all types of airports either directly or in partnership with airport stakeholders, including airlines, airport tenants, and host communities. KW - Aircraft exhaust gases KW - Airport facilities KW - Airport operations KW - Airport planning KW - Carbon KW - Greenhouse effect KW - Greenhouse gases KW - Los Angeles International Airport KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2573 UR - https://trid.trb.org/view/1230742 ER - TY - ABST AN - 01570227 TI - Economic and Environmental Effects of the Introduction of a Cap and Trade Policy in Aviation AB - Project 31 analyzed the effects of a potential introduction of a cap-and-trade policy in the aviation industry. Analyses were conducted through the joint application of the Aviation Environmental Portfolio Management Tool, in particular the APMT Economics module, and a global model of economic growth and greenhouse gas emissions, the MIT Emissions Prediction and Policy Analysis (EPPA) model. Where the EPPA model's outputs provide information on the world economy, changes of greenhouse gas emissions and the expected cost of carbon, APMT Economics focused on the airline industry, and provided outputs such as operating costs of airlines, demand, or airline fleets. While the project focused initially on the implications of a cap-and-trade policy, the tools enabled the study of a variety of other mitigation options -- for example, the extent to which mandates for renewable fuels in one sector can influence price and availability in other sectors, or the relative economic efficiency of sector-based regulations and standards versus broader economy-wide measures. KW - Aviation KW - Cap and trade program KW - Economic factors KW - Environmental impacts KW - Operating costs KW - Policy KW - Pollutants UR - http://partner.mit.edu/projects/understanding-relationship-between-aviation-economics-and-broader-economy UR - https://trid.trb.org/view/1361795 ER - TY - ABST AN - 01570535 TI - Monitoring of Enroute and Open Rotor Noise AB - As part of the PARTNER noise research program, the Source Emission and Propagation project has the goals to provide a better understanding of aviation noise problems and to contribute to the development of improved noise impact prediction tools that lead to developing solutions. Project 2 is primarily concerned with the radiation (emission) of sound from aviation noise sources and how that sound is transmitted (propagated) from noise source to receiver. KW - Air routes KW - Aircraft noise KW - Monitoring KW - Pollutants KW - Rotor blades UR - http://partner.mit.edu/projects/source-emission-and-propagation UR - https://trid.trb.org/view/1362666 ER - TY - ABST AN - 01570532 TI - Noise Characterization and Improved Metrics to Assess Open Rotor Engine Architectures and Noise Impact to Airport Communities AB - Recent increases in fuel prices have driven the commercial aviation industry to focus on fuel efficiency. The efficiency of propellers and prop-fans has produced renewed interest in advanced "open rotor" engine designs. To contribute to the design process, noise predictions need to accurately identify the issues associated with these new designs and must forecast the annoyance of the population near airports due to the new noise sources. KW - Aircraft noise KW - Airport operations KW - Airport terminals KW - Communities KW - Noise generators KW - Rotor blades UR - http://partner.mit.edu/projects/open-rotor-noise-impact-%0Bairport-communities UR - https://trid.trb.org/view/1362663 ER - TY - ABST AN - 01570229 TI - Development of a Research Roadmap for Sound Structural Transmission AB - The purpose of Project 26 was to investigate windows' environmental performance because the windows in a residential building are often considered the weakest link in the sound insulation program. Steps were also taken to achieve an optimal solution for providing sound insulation while the improving the IAQ and energy efficiency for residential buildings near airports. KW - Airports KW - Damping (Engineering) KW - Development KW - Noise KW - Research KW - Sound transmission KW - Windows (Buildings) UR - http://partner.mit.edu/projects/sound-transmission-indoors----integrated-windows UR - https://trid.trb.org/view/1361797 ER - TY - ABST AN - 01461830 TI - Legal Aspects of Airport Programs. Topic 3-03. Survey of Minimum Standards Commercial Aeronautical Activities at Airports AB - Sponsors of airports that have received Federal Airport Improvement Program grants are under a federal obligation to operate their airport in a safe and efficient manner, while allowing access to all categories of aeronautical users on reasonable terms without unjust discrimination. The FAA encourages airport sponsors to adopt appropriate minimum standards for commercial use of the airport to help meet these potentially conflicting obligations. A compendium of comparative minimum standards would assist airport management and airport lawyers in developing appropriate standards that comply with their federal obligations. Currently, there is no comprehensive source of information to which airport lawyers can turn for minimum standards on commercial aeronautical activities at airports. The objective of the research is to identify commercial aeronautical activities (e.g., full service FBO or avionics repair) that are customary at airports, and rank them according to frequency of occurrence. The research should also identify minimum standards typically applied to these activities, and categorize minimum standards by type of commercial activity and by subject area, e.g., minimum insurance requirements or minimum square footage. KW - Air transportation facilities KW - Airport Improvement Program KW - Airport operations KW - Civil aviation KW - Government funding KW - Legal factors KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2874 UR - https://trid.trb.org/view/1230050 ER - TY - RPRT AN - 01526321 AU - Zingale, Carolina AU - Willems, Ben AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Review of Aircraft Self-Spacing Concepts: Implications for Controller Display Requirements PY - 2009/07//Technical Note SP - 30p AB - This report summarizes the concepts and the simulations conducted on pilot self-spacing and self-separation between 2005 and 2007 and focuses on the implications for air traffic control information needs and display enhancements. It follows a previous literature review on these concepts by McAnulty and Zingale (2005). In 2007, air traffic levels were predicted to double or triple by the year 2025. To manage this increase, the Federal Aviation Administration (FAA) has been planning to modernize the National Airspace System and to develop new concepts, procedures, and tools that will alter the roles and responsibilities of pilots and controllers. These concepts include the delegation of some responsibilities and procedures to the flight deck of appropriately equipped aircraft. It is anticipated that not all aircraft will be equipped to conduct these procedures at the same time. Therefore, some aircraft will be able to conduct such procedures as self-spacing and self-separation earlier than others, resulting in a mixed-equipage environment. Based on the level of traffic management required, controllers will need information to differentiate aircraft. The FAA must conduct extensive testing on these concepts and on the type of support provided to controllers to ensure that efficiency goals are realized while risks are minimized. KW - Air pilots KW - Air traffic control KW - Air traffic controllers KW - Aircraft KW - Aircraft separation KW - Approach control KW - Information display systems KW - National Airspace System KW - Simulation UR - http://www.tc.faa.gov/its/worldpac/techrpt/tctn093.pdf UR - https://trid.trb.org/view/1307210 ER - TY - RPRT AN - 01523708 AU - Truitt, Todd R AU - Muldoon, Robert AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Comparing the Tower Operations Digital Data System to Paper Flight Progress Strips in Zero-Visibility Operations PY - 2009/07//Technical Report SP - 116p AB - The current experiment used a high-fidelity, human-in-the-loop simulation to compare the Tower Operations Digital Data System (TODDS) to paper flight progress strips (FPSs) during zero-visibility Airport Traffic Control Tower operations. Sixteen current controllers participated in groups of two. Each group received touchscreen and TODDS training before completing eight practice and eight test scenarios. The participants worked at both the ground and local control positions under four experimental conditions. The participants used either the Integrated TODDS (electronic flight data integrated with surface surveillance, weather information, and digital-taxi communications), FPSs with Airport Surface Detection Equipment – Model X (ASDE-X), Perceptual-Spatial TODDS (electronic flight data integrated with weather information and digital-taxi communications, but no surface surveillance), or FPSs only, to control airport traffic. The participants had a Standard Terminal Automation Replacement System (STARS) display in all four conditions, but did not have an out-the-window view. Dependent measures included the number and duration of airport operations, number and duration of communications, TODDS usability, and participant opinion. The data revealed advantages for surface surveillance and TODDS. The Integrated TODDS provided additional benefits that may help reduce the risk of runway incursions, ease the flow of surface operations, and support the Staffed Virtual Tower concept. KW - Air traffic control KW - Airport traffic KW - Airport Traffic Control Tower KW - Electronic flight data KW - Runway incursions KW - Tower Operations Digital Data System UR - http://hf.tc.faa.gov/publications/2009-comparing-the-tower-operations-digital-data-system/full_text.pdf UR - https://trid.trb.org/view/1307238 ER - TY - RPRT AN - 01150568 AU - Rokhsaz, K AU - Dorfling, J AU - K, Kliment L AU - Wichita State University AU - Federal Aviation Administration TI - Operational Usage Information for a Commuter Propeller PY - 2009/07//Final Report SP - 70p AB - Wichita State University (WSU) supports the Federal Aviation Administration (FAA) research in the area of Operational Loads Measurement of commuter and general aviation aircraft. This research is aimed primarily at acquiring and reducing typical in-service usage data for the purpose of better understanding the flight loads experienced by the airframe. The program includes developing improved methods and criteria for processing and presenting large amounts of data. These activities result in information that can (1) lead to the understanding of the service-related factors affecting the operational life of the aircraft and (2) allow the FAA to reassess continued suitability of existing certification criteria. The University of Dayton Research Institute (UDRI) published the results from the processing and analysis of digital flight recorder data obtained from 910 flights of 30 BE-1900D aircraft during typical operational usage by a single commuter airline. These aircraft employ propellers with composite structures. The data used by UDRI also contained some information on engine and propeller usage, such as engine revolutions per minute (rpm) and torque and time at propeller reversal. This report documents the efforts of WSU to derive statistical summaries of aircraft usage data, ground operations data, and flight operations data pertaining to the propellers from this database. Statistical data are presented for parameters such as torque correlated with rpm, time in propeller reversal, alpha, and unsteadiness in alpha due to gust velocities. The scope of activities performed encompasses the service-related factors that affect the operational life of the propeller, as defined by the propeller manufacturer. WSU has generated the processed data in statistical formats that can enable the FAA, the propeller manufacturer, and the airline to better understand and control those factors that influence the structural integrity of these components. KW - Aircraft KW - Aircraft operations KW - Commuter airlines KW - Commuters KW - General aviation KW - Propeller driven aircraft KW - Statistical analysis KW - Structural analysis UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar0915.pdf UR - https://trid.trb.org/view/912781 ER - TY - RPRT AN - 01142522 AU - Evans, J E AU - Weber, M E AU - Wolfson, M M AU - Clark, D A AU - Newell, O J AU - Massachusetts Institute of Technology AU - Federal Aviation Administration TI - Roadmap for Weather Integration into Traffic Flow Management Modernization (TFM-M) PY - 2009/07 SP - 142p AB - This report provides recommendations for aligning new Collaborative Air Traffic Management Technologies (CATM-T) with evolving aviation weather products to improve NAS efficiency during adverse (especially severe) weather conditions. Key gaps indentified Include: Improving or developing pilot convective storm avoidance models as well as models for route blockage and capacity in severe weather is necessary for automated congestion prediction and resolution; forecasts used to characterize uncertainty that can be used by CATM tools, and, explicitly forecast key parameters needed for translation of weather to capacity impacts; time based flow management will require substantial progress in both the translation modeling and in predicting appropriate storm avoidance trajectories; near term efforts should focus on integration of the Traffic Management Advisor (TMA) with contemporary severe weather products such as the Corridor Integrated Weather System (CIWS); Human factors studies on product design to improve industrial decision making; Improved Collaborative Decision Making in 'difficult' situations, and the use of the probabilistic products are also essential; studies need to be carried out to determine how well en route and terminal capacity currently is being utilized during adverse weather events as to identify the highest priority areas for integrated weather-CATM system development. KW - Air traffic control KW - Air transportation KW - Airport congestion KW - Aviation safety KW - Human factors engineering KW - Storms KW - Traffic flow KW - Weather conditions KW - Weather forecasting UR - http://www.ll.mit.edu/mission/aviation/publications/publication-files/atc-reports/Evans_2009_ATC-347_WW-17918.pdf UR - https://trid.trb.org/view/902891 ER - TY - RPRT AN - 01142068 AU - Ling, Chen AU - Lopez, Miguel AU - Xing, Jing AU - University of Oklahoma, Norman AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Validating Information Complexity Questionnaires Using Travel Web Sites PY - 2009/07//Final Report SP - 26p AB - With the prevalent use of visual interfaces and the increasing demand to display more information, information complexity in human-computer interfaces becomes a major concern for technology designers. Complex interfaces affect the effectiveness, efficiency, and even the operational safety of a system. Previously, researchers at the Federal Aviation Administration developed two questionnaires to evaluate information complexity of air traffic control displays. This study adapted the questionnaires for commercial computer interfaces and validated them with two types of tasks on three travel Web sites. The results demonstrated that both questionnaires had acceptable reliability, validity, and sensitivity. KW - Air traffic control KW - Evaluation and assessment KW - Information complexity KW - Information display systems KW - Questionnaires KW - User interfaces (Computer science) UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM09-14.pdf UR - https://trid.trb.org/view/902270 ER - TY - RPRT AN - 01142045 AU - Nakagawara, Van B AU - Montgomery, Ron W AU - Wood, Kathryn J AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Evaluation of Next-Generation Vision Testers for Aeromedical Certification of Aviation Personnel PY - 2009/07//Final Report SP - 36p AB - Introduction: The Federal Aviation Administration (FAA) allows the use of a variety of vision screening devices to evaluate a pilot applicant’s vision performance for medical certification purposes. This study compares human subject test scores obtained using two new vision testing instruments (Optec 5000 and Titmus i400) with those from previously approved counterparts (Optec 2000 and Titmus 2A), which have been discontinued by their manufacturers. Method: Testing included near, intermediate, and distant visual acuity, when appropriate, as well as heterophoria and color perception. Aside from color vision deficiencies, visual performance for all subjects was within the minimum Federal Aviation Regulations (FAR) vision requirements for Class II airmen. The test subject population included 36 individuals who ranged in age from 18 to 66 (34.4 ± 14.2). Six subjects were 50 years of age or over, requiring intermediate vision testing and 12 were color deficient. Analysis was designed to detect statistically significant differences between the test scores obtained with the new instruments vs. the older models. Results: The results of this study indicate that both new instruments provided visual acuity and heterophoria scores that are statistically equivalent to the older models. Color vision test scores for the Titmus i400 were found to be statistically equivalent to those of the Titmus 2A, with little or no change in failure rate. Although the color vision scores of the Optec 5000 were statistically equivalent to those of the Optec 2000, it failed 50% of the color normal subjects in the study. Conclusion: FAA approval is recommended for the Titmus i400 for use in all applicable aviation vision tests. Conditional approval is recommended for the Optec 5000, provided the Aviation Medical Examiner has an appropriate alternate color vision test should individuals be identified as color deficient during the certification exam. KW - Aviation KW - Certification KW - Color vision KW - Medical certification KW - Personnel KW - Vision KW - Vision tests UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200913.pdf UR - https://trid.trb.org/view/902269 ER - TY - ABST AN - 01462515 TI - Evaluating Airfield Capacity AB - Airport capacity and its related implementation is a critical evaluation component of most airport planning projects; therefore, it is important that appropriate guidance be available to the aviation industry on measuring capacity and delay. While airport sponsors often employ more sophisticated methods for evaluating capacity, the FAA's Advisory Circular 150/5060-5 Airport Capacity and Delay (AC) is the formal Federal Aviation Administration (FAA) guidance on this topic. To use the AC or the Airport Capacity Model (ACM), airport planners must choose one or more runway nomographs that, singly or collectively, most closely match the airport's runway layout. There are also complex, higher fidelity simulation models which can be resource and data intensive, such as SIMMOD and TAAM. With the many current and evolving factors and limitations that influence capacity at a given airport, there is a need to enhance capacity modeling tools and techniques to provide the accuracy appropriate to make timely and cost-effective critical project funding decisions. The objective of this research is to develop a guidebook to assist airport planners with airfield and airspace capacity evaluation. The guidebook will address airport airfield and airspace capacity planning at all tyes of airports. The term "airfield" capacity refers to runways, taxiways, apron areas, and aircraft parking positions. "Airspace" capacity for this research is defined as the approach and departure procedures in the immediate vicinity of an airport that directly affects airfield capacity. KW - Airport capacity KW - Airport facilities KW - Airport operations KW - Airport runways KW - Airports KW - Benefit cost analysis KW - Master plans KW - Simulation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2579 UR - https://trid.trb.org/view/1230736 ER - TY - RPRT AN - 01139248 AU - Calvaresi-Barr, Ann AU - Department of Transportation AU - Federal Aviation Administration TI - Air Traffic Control: Potential Fatigue Factors PY - 2009/06/29 SP - 22p AB - This report presents the results of The U.S. Department of Transportation Office of Inspector General's (OIG's) audit of fatigue factors that could impact air traffic controllers. OIG conducted this review at three Chicago area air traffic control facilities: Chicago O’Hare International Airport Air Traffic Control Tower (Chicago O’Hare), Chicago Terminal Radar Approach Control Facility (Chicago TRACON), and Chicago Air Route Traffic Control Center (Chicago ARTCC). These 3 facilities are among the top 10 busiest air traffic control facilities in the United States. Nationwide, during 2007, Chicago O’Hare was the second busiest air traffic control tower with 927,000 airport operations, Chicago ARTCC the fourth busiest air route traffic control center with 2.8 million operations, and Chicago TRACON the sixth busiest TRACON with 1.4 million operations. OIG conducted this audit at the request of Senator Richard Durbin of Illinois. Senator Durbin expressed specific concerns that staffing shortfalls, longer hours on the job, and a growing shortage of certified controllers may be causing controller fatigue at these critical facilities. He asked that OIG review factors that could potentially cause controller fatigue at these locations. Consistent with Senator Durbin’s request, OIG's audit objectives were to (1) identify and evaluate key factors that could cause controller fatigue at Chicago O’Hare, Chicago TRACON, and Chicago ARTCC and (2) identify what measures FAA has taken to mitigate potential controller fatigue at these locations. OIG conducted its audit between January 2008 and February 2009 in compliance with generally accepted government auditing standards. Briefly, OIG identified a number of factors at Chicago O’Hare, Chicago TRACON, and Chicago ARTCC that could create potential fatigue conditions for controllers. These factors include minimal hours between shifts and counter rotational shifts with progressively earlier start times; scheduled overtime; and on-the-job training (OJT), which requires a high level of concentration and focus. OIG also found that overtime hours at Chicago O’Hare and Chicago TRACON had increased significantly between fiscal year (FY) 2006 and FY 2007 (by 75 percent and 67 percent, respectively). However, the potential impact on fatigue was negligible because controllers did not always work all days of a scheduled 6-day (i.e., overtime) work week. While all three facilities have high traffic volumes and complex airspace, their staffing levels exceeded established staffing ranges for those locations. Those ranges do not, however, consider the ratio of trainees to certified controllers. Fatigue can have serious safety implications and has been identified by the NTSB as a potential contributing factor in several operational errors (where controllers fail to maintain required distances between aircraft). Yet, FAA does not consistently address human factors issues, such as fatigue and situational awareness, during either the preliminary or final operational error investigation process. FAA is taking several actions at the national level to address NTSB recommendations regarding fatigue. These actions include amending FAA Order 7210.3 to (1) increase the time available for rest (between shifts) from 8 hours to 10 hours, (2) increase the time available for rest after working a midnight shift on the fifth day of the week from 12 hours to 16 hours for facilities that utilize a 6-day work week, and (3) allow controllers to sleep or rest when not controlling traffic. KW - Air route traffic control centers KW - Air traffic control KW - Air traffic controllers KW - Aviation safety KW - Chicago O'Hare International Airport KW - Countermeasures KW - Fatigue (Physiological condition) KW - Hours of labor KW - Terminal radar approach control (TRACON) UR - http://www.oig.dot.gov/sites/dot/files/pdfdocs/WEB_FILE2_Controller_Fatigue_AV2009065.pdf UR - https://trid.trb.org/view/898378 ER - TY - ABST AN - 01570708 TI - Use of Near-Term Operational Changes to Mitigate Environmental Impacts of Aviation AB - Concerns about the aviation's environmental impact have prompted research efforts around the world. Much of this research has focused on changes to future aircraft and engine designs: although these hold the prospect of significant environmental impact reductions on a per flight basis, it will take a long time for them to be developed and propagate through the operational fleet in sufficient numbers to have a significant impact on overall emission levels. Until then, strategies that reduce the environmental impacts of existing aircraft are needed. Therefore, there is a need to identify and evaluate ways to reduce the environmental impacts of aviation in the near term. Such changes would involve minor adjustments to operating procedures or limited equipment/infrastructure changes. The goal of Project 32 was to systematically evaluate and rank all the potential near-term operational changes against a common set of environmental impact and feasibility criteria, and hence make it possible to determine the relative potential of the various options and to understand which ones should be given priority. KW - Aircraft exhaust gases KW - Airport operations KW - Aviation KW - Environmental impacts KW - Pollutants UR - http://partner.mit.edu/projects/near-term-operational-changes UR - https://trid.trb.org/view/1363052 ER - TY - ABST AN - 01481130 TI - NextGen En Route Traffic Optimization to Reduce Fuel Burn and Emissions AB - No summary provided. KW - Air traffic KW - Fuel burn KW - Next Generation Air Transportation System KW - Optimization KW - Pollutants UR - https://trid.trb.org/view/1250175 ER - TY - ABST AN - 01570521 TI - Flight Data Monitoring: General Aviation Safety Information Analysis & Sharing AB - No summary provided. KW - Aviation safety KW - Flight data KW - Flight data monitoring KW - Information systems KW - Monitoring UR - https://trid.trb.org/view/1362652 ER - TY - ABST AN - 01489503 TI - Flight Data Monitoring: General Aviation Safety Information Analysis and Sharing AB - No summary provided. KW - Aviation safety KW - Flight data KW - Information systems KW - Monitoring UR - https://trid.trb.org/view/1258552 ER - TY - ABST AN - 01478821 TI - Pavement Rehabilitation Strategies for Ramps at Airports with Commercial Service Primary Service Levels AB - The purpose of this effort is to recommend and evaluate several pavement rehabilitation strategies for ramps located at National Plan of Integrated Airport Systems (NPIAS) designated primary commercial service airports that are non-hubs. A local airport which has ramps of varying conditions and age will be utilized to conduct a field study to evaluate pavement rehabilitation strategies. KW - Airport runways KW - Commercial service airports KW - Integrated systems KW - Pavement performance KW - Ramps KW - Rehabilitation (Maintenance) KW - Strategic planning UR - http://www.tc.faa.gov/logistics/grants/doc/09-G-009.doc UR - https://trid.trb.org/view/1247945 ER - TY - ABST AN - 01462523 TI - Understanding Airport In-Terminal Concession Programs AB - Airport in-terminal concessions provide an important passenger service amenity but also can provide significant financial benefits to the airport. During the past 10 years, many airports have evolved from generic non-branded food and news locations into shopping mall centers throughout the airport featuring national and regional food concepts and a wide variety of specialty retail brands. With the shift in approach, the planning for concessions and the business terms for concession agreements have changed dramatically. The objective of this research is to develop a resource manual that summarizes the considerations in concessions program planning, customer service standards, and business terms development. The project will also include a survey of the rental terms and total occupancy costs for major classifications of airport concessions at a comprehensive sample of large, medium, and small airports across the nation. Concession program planning will include issues related to selection of brands, local concepts, and analyzing passenger flows and adjacencies. Rules of thumb with respect to the amount of space dedicated to concessions by categories and general achievable expectations for sales per enplaned passenger and per square foot should also be developed. Best practices in customer service standards should be outlined. The project deliverables will also include a survey tool and an on-line database that can be updated on an ongoing basis to reflect changing occupancy costs to serve as an interactive tool for detailed comparison of approaches by airports. KW - Airport planning KW - Airport terminals KW - Best practices KW - Concessions KW - Customer service KW - Food service KW - Research projects KW - Shopping facilities UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2571 UR - https://trid.trb.org/view/1230744 ER - TY - ABST AN - 01462511 TI - Decision-Making Tool for Evaluating Passenger Self-Tagging AB - The evolution of self-service passenger processing over the last 10 years has had a significant impact on airport terminal facility design and operation. Airport terminal departures halls are no longer vast spaces with linear ticket counters staffed by an army of airline agents. Today, passengers are immediately greeted by a field of self-service kiosks that provide more choices and reduce queuing time. The recently opened Terminal 5 at London Heathrow was specifically designed around self-service check-in options, including passenger self-tagging, based on the target of accommodating 80 percent of originating passengers with self-service and the remainder with traditional full-service check-in options. As self-service check-in continues to evolve, the next logical step is for passengers, who are checking baggage for transport in the aircraft's cargo hold, to apply bag tags and place their checked bags on the conveyor belt for induction into the baggage handling system. While this activity is currently prohibited in the United States by Transportation Security Administration regulations, other North American cities, such as Montreal, as well as several European countries are allowing it. Passenger self-tagging has the potential to not only provide more check-in choices and expedite the process but also to greatly impact airport terminal facility design by increasing the capacity of existing facilities and reducing the space requirements for new facilities. However, the implications (positive or negative) of passenger self-tagging are not widely understood. With baggage handling and screening systems becoming an increasingly more important factor in airport terminal design and operation and passenger self-empowerment becoming a key method for increasing passenger level of service, further investigation is required to help operators and regulators in the U.S. aviation industry to better understand the future implications for passenger self-tagging. The objective of this research is to establish the current status of passenger self-tagging in the locations where it is allowed, identify the future implications for passenger self-tagging in the United States, and make recommendations for accommodating passenger self-tagging.
 
KW - Airport facilities KW - Airport operations KW - Airport terminals KW - Airport ticket counters KW - Baggage KW - Baggage handling KW - Checked baggage KW - Passenger transportation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2583 UR - https://trid.trb.org/view/1230732 ER - TY - ABST AN - 01570584 TI - SAE E31 Methodology Development and Associated PM and HAP Emissions Characteristics for a High-Bypass Turbofan Engine AB - Project 29's objectives are to characterize the emissions (small particles, condensable gaseous species and hazardous air pollutants) from modern and future aviation sources through measurements, and provide real-world emissions data inputs to health impact studies and air quality/climate models. KW - Aircraft exhaust gases KW - Methodology KW - Pollutants KW - Turbofan engines UR - http://partner.mit.edu/projects/emissions-characteristics-modernfuture-aviation-sources UR - https://trid.trb.org/view/1362893 ER - TY - ABST AN - 01570697 TI - Use of Isotopic Measurement and Analysis Approach to Uniquely Relate Aircraft Emissions to Changes in Ambient Air Quality AB - The objectives of Project 33 were to conduct analyses to aid in high precision determinations of community exposure attributable to aircraft and other airport sources, a critical question for interpreting local community concerns and for designing future campaigns. The measurements also facilitated and improved the ability of the Federal Aviation Administration (FAA) to make informed regional management decisions from the higher level of impact assessment. KW - Air quality management KW - Aircraft exhaust gases KW - Aircraft operations KW - Atmospheric temperature KW - Environmental impacts KW - Pollutants UR - http://partner.mit.edu/projects/isotopic-analysis-airport-air-quality UR - https://trid.trb.org/view/1363041 ER - TY - ABST AN - 01462517 TI - Guidebook for Estimating the Economic Impact of Air Cargo at Airports AB - Air cargo services are part of a complex network of diverse economic production and distribution activities carried out across a wide spectrum of airport configurations. In response to this diversity, approaches employed by airports must account for differing operational roles with a variety of facilities located in many locales. Adding to the complexity, the air cargo industry is under continuing pressure to implement additional oversight measures (e.g., security) for moving cargo on passenger aircraft and, to a lesser extent, on freighter aircraft. There is every indication that demand for these measures will continue to evolve and grow over time with increased costs to the industry and to the nation's economy as a result. The principal industry stakeholders concerned with and affected by these measures include the following: (1) airports, (2) airlines, (3) cargo forwarders, (4) air cargo truckers, (5) independent ground handlers, and (6) commercial shippers and consignees. The economic contribution of air cargo to airports and the communities they serve is significant. Therefore, it is important to provide effective tools and techniques to measure and value the contribution of air cargo activity to local, regional, and national economies, allowing improved response to changing global market conditions. The objective of this research is to develop a guidebook for use by airport operators and other air cargo industry stakeholders that provides tools and techniques for measuring existing and future economic impacts of air cargo activities at a national, regional, and local airport level in the context of changing market, financial, security, and other conditions. Critical issues in measuring economic impacts of air cargo activity at a given airport should include but not be limited to the following: (1) size of the air cargo market, (2) source and purpose of air cargo activity, (3) effect of changing fuel prices, (4) understanding complex linkages to changing economic conditions, (5) effect of increasing security requirements, and (6) availability and comparative cost of alternate cargo shipment modes. KW - Airports KW - Economic impacts KW - Freight handling KW - Freight security KW - Freight traffic KW - Freight transportation KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2578 UR - https://trid.trb.org/view/1230738 ER - TY - ABST AN - 01462518 TI - A Guidebook for Improving Environmental Performance at Small Airports AB - Small airports have limited resources and staffing and, as a result, these airports usually do not have an environmental practitioner on staff who is intimately knowledgeable in the environmental arena. No one resource is available to airport managers (or their governing boards) that outlines all the federal environmental regulations. In addition, practices that exceed requirements and promote environmental stewardship, sometimes referred to as "sustainable practices," are also not familiar to small airports. Airports and their governing boards are committed to being good neighbors, enhancing their environmental efforts, and increasing public awareness of those initiatives. Given that every airport is unique, each airport must select, prioritize, and implement practices based on individual circumstances. Research is needed to provide small airports with information and guidance on potential environmental initiatives applicable to their situations. The objective of this research is to provide managers of small airports with a guidebook (1) promoting environmental awareness, (2) identifying federal environmental compliance requirements, (3) outlining those best management practices that proactively enhance environmental stewardship, and (4) identifying resources/tools that airports can use to be proactive. The guidebook should be written so that a non-environmental practitioner can easily understand it. KW - Airport operations KW - Environmental impacts KW - Environmental policy KW - Environmental regulations KW - Handbooks KW - Small airports UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2576 UR - https://trid.trb.org/view/1230739 ER - TY - ABST AN - 01462512 TI - Sustainable Airport Construction Practices AB - Airports strive to be fiscally, socially, and environmentally responsible, and to be good neighbors. They consider their activities in terms of achieving excellence in economic growth, environmental stewardship, and social responsibility. While information is readily available to support a movement toward integrating sustainable concepts into facility design, there is less information available on sustainable practices, methods, procedures, and technologies that can be incorporated during construction. Airports can not wait until construction begins to start discussing sustainable practices, they must include planners, engineers, and their construction manager and/or contractor (if selected) who can assist the airport in the development of the bid documents that include sustainable construction practices. Airports must also ensure compliance with all federal, state, and local regulations. The objective of this research is to develop a Collection of sustainable practices that can be implemented during airport construction. The Collection will include best practices, methods, procedures, and technologies for all stakeholders involved in the planning, design, and construction of airport development or re-development projects and will be in a format that is easily usable by airports. KW - Airport access KW - Airport facilities KW - Airport ground transportation KW - Airport operations KW - Airport surface traffic control KW - Airport terminals KW - Construction KW - Construction of specific facilities KW - Construction sites KW - Environmental impacts UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2582 UR - https://trid.trb.org/view/1230733 ER - TY - RPRT AN - 01173192 AU - Federal Aviation Administration TI - National Aviation Research Plan, 2009 PY - 2009/06 SP - 104p AB - The 2009 National Aviation Research Plan (NARP) presents an established research plan that highlights the results of the research and describes how the Federal Aviation Administration (FAA) research and development (R&D) programs are progressing toward achieving the R&D targets through 2016. There are no major structural changes in the plan from the 2008 NARP. It maintains continuity with the previous R&D goals and the milestones supporting those goals. KW - Air traffic control KW - Air traffic controllers KW - Airport planning KW - Airport runways KW - Airport terminals KW - Aviation safety KW - Civil aviation KW - Strategic planning UR - http://www.faa.gov/about/office_org/headquarters_offices/ang/offices/tc/about/campus/faa_host/rdm/media/pdf/2009narp.pdf UR - https://trid.trb.org/view/927782 ER - TY - RPRT AN - 01140623 AU - Leonelli, F AU - Keller, S AU - F. J. Leonelli Group, Incorporated AU - Federal Aviation Administration TI - Research on Procedures and Guidance for Process/Repair Specifications PY - 2009/06//Final Report SP - 53p AB - A process specification is a detailed process requiring close control of certain parameters to produce a desired result. A process specification, as used in aircraft maintenance, may also be a subset of a repair procedure. Process specifications are used by manufacturers, airlines, and Federal Aviation Administration (FAA)-approved repair stations during the manufacturing process and in the performance of maintenance on U.S.-registered aircraft and products. However, there is little FAA guidance, particularly for repair stations, on how to develop process specifications for repairs and to obtain FAA approval for their use. This lack of guidance also affects the FAA inspectors responsible for coordinating approvals for these types of process specifications by adding them to repair stations Operations Specifications. This research revealed that there is some disagreement on how these process specification approvals should flow through the various FAA organizations and at what levels the specifications should be approved. However, this flow of information is not defined clearly in any FAA guidance and the personnel concerned have had to develop their own mechanisms to ensure new process specification approvals are routed and approved properly. The research team included recommendations on how process specification approvals should flow among FAA offices and directorates. It should be noted that many issues presented in this study are opinions from the personnel who participated in the research. Some of these may be contrary to official FAA policy, but are useful and should be considered in efforts to improve the development and approval of process specifications. KW - Air transportation KW - Aircraft maintenance KW - Guidelines KW - Maintenance KW - Recommendations KW - Regulations KW - Specifications KW - U.S. Federal Aviation Administration UR - https://trid.trb.org/view/901012 ER - TY - RPRT AN - 01139236 AU - Barbur, John AU - Rodriguez-Carmona, Marisa AU - Evans, Sally AU - Milburn, Nelda AU - Applied Vision Research Centre AU - Civil Aviation Authority AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Minimum Color Vision Requirements for Professional Flight Crew, Part III: Recommendations for New Color Vision Standards PY - 2009/06//Final Report SP - 47p AB - This report describes the findings of the third phase of the project sponsored by the United Kingdom Civil Aviation Authority on “Minimum Color Vision Requirements for Professional Flight Crew.” This third part of the project, “Recommendations for New Color Vision Standards,” involved collaboration and co-sponsorship by the Federal Aviation Administration. Minimum color vision requirements for professional flight crew have been established by assessing the level of color vision loss above which subjects with color deficiency no longer perform the most safety-critical, color-related tasks within the aviation environment with the same accuracy as normal trichromats. The new CAD (Color Assessment & Diagnosis) test provides accurate assessment of the applicant’s color vision. The results of the test establish with high specificity whether the subject’s red-green and yellow-blue color vision performance falls within the normal range and the class and severity of color vision loss in subjects with color deficiency. The results of the test also indicate whether the applicant’s color vision meets the minimum requirements for safe performance that have emerged as necessary from this investigation. If the new, experiment-based, pass/fail color limits were adopted as minimum requirements for professional flight crew, 36% of deutan subjects and 30% of protan subjects would be classified as safe to fly. Given the higher prevalence of deutan deficiencies, these findings suggest that 35% of color deficient applicants would be classified as safe to fly. KW - Aviation safety KW - Color blindness KW - Color vision KW - Evaluation and assessment KW - Flight crews KW - Standards UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200911.pdf UR - https://trid.trb.org/view/899169 ER - TY - RPRT AN - 01139232 AU - Canfield, Dennis V AU - Dubowski, Kurt M AU - Whinnery, James E AU - Lewis, Russell J AU - Ritter, Roxane M AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Increased Cannabinoids Concentrations Found in Specimens From Fatal Aviation Accidents Between 1997 and 2006 PY - 2009/06//Final Report SP - 16p AB - The Civil Aerospace Medical Institute’s toxicology laboratory receives biological specimens from more than 90% of all fatal aviation accidents that occur in the United States and its territories. As a part of the routine analysis of pilot specimens, the laboratory tests all cases for the presence of marijuana (cannabis). The National Institute on Drug Abuse (NIDA) and the Office of National Drug Control Policy (ONDCP) reported a 1.5-fold increase in the delta-9-tetrahydrocannabinol (THC) content of street cannabis seizures from 1997-2001 to 2002-2006. This study was conducted to compare the changes, over those years, in blood and urine cannabinoid concentrations with the potency of THC reported in the cannabis plant. In our laboratory, cannabinoids are screened using radioimmunoassay (RIA) for blood and fluorescence polarization immunoassay (FPIA) for urine and confirmed using GC/MS. A total of 95 individuals were found to be using cannabis from a total number of 2769 (3.4%) individuals tested over the period 1997 through 2006. Blood was received for analysis from 1676 fatally injured individuals. Urine was received for analyses from 1650 fatalities. Cannabinoids were found in 88 of the 1676 (5.3%) blood specimens received for analysis, and 64 of the 88 were from pilots. Cannabinoids were found in 68 of the 1650 (4.1%) urine specimens received for analysis, and 57 of the 68 were from pilots. Other impairing drugs were found in 39% of the cannabinoids-positive individuals. The mean concentration of THC in blood for 1997-2001 was 2.7 ng/mL; for 2002-2006, it was 7.2 ng/mL, a 2.7-fold increase in the mean THC concentration of specimens from aviation fatalities, compared to a 1.5-fold increase in cannabis potency reported by the NIDA and ONDCP over the 10 years of this study. The median age for cannabis users was 42 years (range 18-72) for aviation fatalities. For all blood and urine specimens tested from aviation fatalities, the mean age of the individuals with negative test results was 50 years (range 14-92). More than half of the fatalities tested were 50 years or older, whereas 80% of the positive cannabis users were under 50. THC concentrations in blood ranged from 0 ng/mL to 68 ng/mL, with a mean concentration of 5.5 ng/mL. Concentrations of 11-nor-9- carboxy-THC (THC-COOH) found in blood ranged from 0 ng/mL to 179 ng/mL, with a mean concentration of 17.5 ng/mL. Urine concentrations for THC-COOH ranged from 2 to 1,113 ng/mL, with a mean concentration of 137.9 ng/mL. KW - Air transportation crashes KW - Cannabis KW - Concentration (Chemistry) KW - Fatalities KW - Toxicology KW - Urine UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200912.pdf UR - https://trid.trb.org/view/899162 ER - TY - RPRT AN - 01135404 AU - Kelkar, A D AU - Whitcomb, J D AU - North Carolina A&T State University, Greensboro AU - Texas A&M University, College Station AU - Federal Aviation Administration TI - Characterization and Structural Behavior of Braided Composites PY - 2009/06//Final Report SP - 181p AB - The growing interest in small business jets in the general aviation industry is the motivation of this present research. The major objective in the small business jet industry is to reduce costs while keeping takeoff weights below 12,500 lb (5670 kg), which is a requirement of the Federal Aviation Administration. The overall objective of this research is the performance evaluation and modeling of biaxial braided composites manufactured using vacuum-assisted resin transfer molding. Biaxial braided composites with different braid angles were manufactured using carbon braids and two different resin systems (vinyl ester and epoxy). Static tension and tension-tension fatigue tests were performed. KW - Aviation KW - Braided composites KW - Civil aviation KW - General aviation aircraft KW - Private aircraft KW - Structural analysis KW - Takeoff KW - Vacuum assisted resin transfer molding KW - Weight UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar0852.pdf UR - https://trid.trb.org/view/892117 ER - TY - ABST AN - 01478824 TI - NextGen Weather Observation Network AB - The purpose of this research effort is to develop a strategy that produces an observational network which satisfies the weather sensing performance requirements associated with NextGen. KW - Next generation design KW - Sensors KW - Strategic planning KW - Weather conditions KW - Weather forecasting UR - http://www.tc.faa.gov/logistics/grants/doc/09-G-007.doc UR - https://trid.trb.org/view/1247948 ER - TY - ABST AN - 01478823 TI - Non-wildlife-attracting Native and Naturalized Turf Species Suitable for Use on Airfields Manager for Wildlife Hazards in the Northeast AB - The objective of this research effort is to investigate alternative turf species for use on airports where endophytic fescue is not suitable. As all airports face different wildlife issues, several plant species will be tested, including Schizachyrium scoparium, Carex pensylvaniaca, Thymus pulegioides, and Deschampsia flexuosa. A mix widely used by contractors will serve as a control. The suitability of these species to withstand the conditions found on airports will be evaluated. KW - Airports KW - Fescue KW - Native plants KW - Turf KW - Wildlife UR - http://www.tc.faa.gov/logistics/grants/doc/09-G-06.pdf UR - https://trid.trb.org/view/1247947 ER - TY - ABST AN - 01483199 TI - Development of a Three-Dimensional Radar Based Airspace Monitoring and Surveillance Instrument AB - No summary provided. KW - Airborne traffic surveillance KW - Airspace (Aeronautics) KW - Monitoring KW - Radar air traffic control KW - Surveillance UR - https://trid.trb.org/view/1252048 ER - TY - ABST AN - 01462520 TI - A Handbook for Addressing Water Resource Issues Affecting Airport Capacity Enhancement Planning AB - As air travel evolves, many airports are faced with the need to enhance capacity; but planning for increased capacity often brings with it a challenge of balancing business concerns and environmental protection. Enhanced capacity can provide environmental benefits by helping to eliminate congestion in the air and on the ground. Implementing those capacity improvements, however, must be coupled with the need to address environmental issues, including potential water resource impacts. Failure to address possible water resource issues effectively and obtain necessary permits and approvals can result in project delays. There is a need to better understand the water resource issues that airports face and how these issues affect the timeliness of project approvals, real project costs, and implementation of proposed projects or programs. Simultaneous consideration of potential water resource constraints along with planning airport capacity enhancement projects will benefit the entire aviation system. Therefore, airport operators and planners need guidance in recognizing potential impacts that capacity enhancement activities may have on water resources. Although directed at water resource issues in particular, this guidance could also be useful in addressing other environmental concerns. The objective of this research is to prepare a handbook for airport operators and planners to (1) identify issues and requirements relating to water resources (including quality and quantity, wetlands, and groundwater) that may affect the environmental review process linked to airport capacity improvements; (2) describe potential effects of not adequately addressing these issues and requirements; and (3) develop strategies airports can employ to implement improvements in a timely and cost-effective manner while protecting water resources. KW - Air transportation facilities KW - Air travel KW - Aircraft maintenance KW - Airport capacity KW - Airport facilities KW - Airport ground transportation KW - Airport operations KW - Deicing KW - Environmental protection KW - Maintenance practices KW - Research projects KW - Runoff KW - Water quality management UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2574 UR - https://trid.trb.org/view/1230741 ER - TY - ABST AN - 01462525 TI - Airport Performance Indicators AB - Performance measurement systems are a critical challenge for airports today.&nbsp;Many airports do not have them and those that do measure performance can improve their system. &nbsp;With reduced resources and the other challenges facing airports and the industry today, it is critical that airports have access to best practices to develop a performance measurement system and an extensive list of supporting performance indicators and measures that are linked to the system.&nbsp;ACRP is currently developing a guidebook for preparing airport performance measurement systems.&nbsp;Research is needed to develop an extensive list of supporting performance indicators and measures that are linked to the guidebook.&nbsp;The combination of these will greatly facilitate implementation of performance measurement systems at airports and make possible the comparability of information between airports over time. The objective of this research is to develop, for a wide variety of types and sizes of airports, a resource manual with a searchable (by airport type and size) CD-ROM that contains an extensive list of airport performance indicators, categorized by functional type, and identifies a subset of fundamental &ldquo;core&rdquo; performance indicators within each category.&nbsp;The resource manual will present and define each indicator, suggest methods for collecting relevant data for each indicator, and generally, support the implementation of an airport&rsquo;s performance measurement system as intended in ACRP Project 01-06, &quot;Guidebook for Developing an Airport Performance Measurement System.&quot;&nbsp;
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KW - Airport operations KW - Airport planning KW - Airport terminals KW - Airports KW - Customer satisfaction KW - Decision making KW - Performance measurement UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2569 UR - https://trid.trb.org/view/1230746 ER - TY - ABST AN - 01570587 TI - Assessment of CO₂ Emission Metrics for Commercial Aircraft Certification and Fleet Performance Monitoring AB - Aircraft regulatory standards, or aircraft certification requirements with associated stringency levels, are among the set of mechanisms that can be used to incentivize CO&#8322; emissions reductions from commercial aviation. Setting such standards requires the definition and identification of a metric (e.g., gC&#8322;2/km, gCO&#8322;/(kg*km)), correlating parameter, stringency level, and scope of applicability (i.e., type of aircraft, reference missions, fuel mix). Project 30 seeks to develop robust metrics that objectively and accurately reflect CO&#8322; emissions at the aircraft and fleet levels. KW - Aircraft exhaust gases KW - Carbon dioxide KW - Certification KW - Evaluation and assessment KW - Greenhouse gas mitigation KW - Greenhouse gases KW - Pollutants UR - http://partner.mit.edu/projects/metrics-aviation-co2-standard UR - https://trid.trb.org/view/1362896 ER - TY - ABST AN - 01462522 TI - A Primer for Information Technology Systems at Airports AB - Many executive managers at airports do not fully understand how to place a value on information systems and technology. At the same time, information technology (IT) professionals have a difficult time communicating and justifying the business benefits of newer technologies to executive management. As a result, airports tend to lag behind private industry in the strategic use of technology to improve business operations and financial performance. In addition, airports sometimes experience problems such as cost overruns, under-performance, implementation delays, internal disputes, poor reliability, unanticipated collateral impacts, and failure to consider integration. A change is occurring in the business model at airports, where the airport is becoming a fully involved service provider in the daily operation of all airport activities, including tenant activities. Airports do not always know how to tailor information systems and technology to best support their operations and thereby increase the value they can offer their staff, tenants, and passengers. As such, guidance in this area would be helpful to airport staff. The objective of this research is to develop an easy-to-read primer that speaks to two distinct audiences, the airport's executive manager and the information technology (IT) professional, in order to facilitate mutual understanding of each other's perspective of the fundamental considerations for IT at the airport. Fundamental considerations include functional architectural concepts, functional and strategic objectives, mutual and disparate expectations, total costs (i.e., life-cycle, acquisition, implementation, activation, operation, and maintenance), benefits, consequences, priorities, risks, and other relevant considerations. The primer will also (a) describe steps and approaches to acquire, implement, and maintain IT at the airport; (b) include a description of guiding technical principles; (c) present applicable standards and recommended practices (e.g., ACI, ICAO, ATA, IATA); (d) provide a list of considerations for making informed "go-no-go" acquisition, implementation, and commissioning decisions; (e) describe different approaches for placing the IT function within the airport organization; (f) present and define relevant terminology; and (g) be scalable to large, medium, and small airports. The primer should be concise, creative, visual, and straightforward in its discussion of (a) the considerations that are important to the executive manager, (b) the considerations that are important to the IT professional, (c) what the executive manager would like the IT professional to understand, (d) what the IT professional would like the executive manager to understand, and (e) issues that are common to both perspectives. KW - Airport facilities KW - Airport operations KW - Airport planning KW - Information management KW - Information systems KW - Information technology KW - Management KW - Management information systems KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2572 UR - https://trid.trb.org/view/1230743 ER - TY - ABST AN - 01462357 TI - Synthesis of Information Related to Airport Problems. Topic S08-01. Airport Terminal Facility Activation Techniques AB - Billions of Federal, State, and local dollars flow into planning, design, and construction of new and reconditioned airport facilities in order to efficiently accommodate passenger and cargo. One of the most critical steps in every project is activation, which includes planning, preparing, and coordinating airport operator activities to ready the new facility for immediate and full operation. Activation is the process that works out the bugs in the facility and systems before occupancy and use. There have been a number of well-publicized challenges (e.g., baggage handling system malfunctions, toll boths and automatic vehicle identification systems not positioned for optimal efficiency) that were uncovered during the activation process of facility commissioning and fixed before occupancy, or uncovered during initial occupancy because the facility activation process was not robust. Activation provides structure to a very complex set of processes that addresses the operational, as well as the physical attributes of the new or reconditioned facility and the continued services that personnel provide to and from the facility. Activation considers the upstream and downstream adjacent activities as well as the activities that the new facility was planned, designed and constructed to support. Maximum value to airport organizations and airport users results from these activation activities beginning months prior to the occupancy and use of a building, space, utility, or roadway opening. Facility activation steps are straightforward but often overlooked by many airports. In many cases, activation can uncover additional information on the total cost of ownership. A synthesis of the steps frequently included in the most successful international and domestic activations can offer significant benefit to airport operators and their program managers that may not have considered them. The target audience for this synthesis of airport practice includes airport executives, program managers, planners, designers, construction managers, and facility operators that are responsible for delivering airport facilities. The synthesis will include a literature review and survey of airport program and facility managers, including designers, operators, maintenance and safety managers that have recently commissioned, opened or remodeled a facility or infrastructure element in order to identify steps undertaken for successful activations. Facilities considered include physical landside and airside facilities such as buildings, parking structures, rental car facilities, roadways, utilities, runways, taxiways and ramps, and other industries (i.e., transit, hotel, military). KW - Air transportation facilities KW - Airport design KW - Airport planning KW - Airport runways KW - Infrastructure KW - Parking facilities UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2646 UR - https://trid.trb.org/view/1230578 ER - TY - RPRT AN - 01140728 AU - R. G. W. Cherry and Associates Limited AU - Federal Aviation Administration TI - Determination of Evacuation and Firefighting Times Based on an Analysis of Aircraft Accident Fire Survivability Data PY - 2009/05 SP - 29p AB - As part of a project commissioned by the Federal Aviation Administration data have been gathered on the relative proportion of accidents that involve Ground Pool Fires and statistical data on the following: (1) Time to initiate an evacuation; (2) Time to complete an evacuation; (3) Time to arrival of fire-fighters; and (4) Time for fire-fighters to establish control in a Ground Pool Fire accident. The data was extracted from accident reports and other information published by Investigating and Airworthiness Authorities using the Cabin Safety Research Technical Group Aircraft Accident Database as the search facility. KW - Air transportation crashes KW - Aircraft rescue and firefighting services KW - Arrival time KW - Aviation safety KW - Crash reports KW - Evacuation KW - Fire fighting UR - https://trid.trb.org/view/901022 ER - TY - RPRT AN - 01138319 AU - Kuchav, J K AU - Griffith, John Daniel AU - Espindle, L P AU - Massachusetts Institute of Technology AU - Department of the Air Force AU - Federal Aviation Administration TI - Safety Analysis of Upgrading to TCAS Version 7.1 Using the 2008 U.S. Correlated Encounter Model PY - 2009/05 SP - 72p AB - As a result of monitoring and modeling efforts by Eurocontrol and the FAA, two change proposals have been created to change the TCAS II V7.0 logic. The first, CP-112E, addresses safety issues referred to as SA01 events have to do with the reversal logic contained in the TCAS algorithm, e.g. when TCAS reverses the sense of an RA from climb to descend. Typically, reversals occur to resolve deteriorating conditions during an encounter. V7.0 contained reversal logic based on certain assumptions and engineering judgment, but operational experience obtained since deployment has compelled a re-evaluation in areas of that logic, specifically having to do with late reversals. The second change proposal, CP-115, rectifies observed confusion surrounding the aural annunciation AVSA during an RA by replacing it with the annunciation LOLO, and changing the TCAS V7.0 display and logic to appropirately support the change. Collectively, the changes to the TCAS logic in both CP-112E and CP-115 are referred to as TCAS II V7.1. Including in this document is a safety study that considers V7.1 as a whole, and also the first safety study that uses the U.S. correlated encounter model developed by Lincoln Laboratory for testing TCAS. KW - Air traffic control KW - Aircraft navigational aids KW - Airspace (Aeronautics) KW - Algorithms KW - Approach control KW - Aviation safety KW - Crash avoidance systems KW - Simulation KW - Traffic alert and collision avoidance system UR - https://trid.trb.org/view/898609 ER - TY - RPRT AN - 01135611 AU - Rogers, Paul B AU - Veronneau, Stephen JH AU - Peterman, Connie L AU - Whinnery, James E AU - Forster, Estrella M AU - Federal Aviation Administration AU - Federal Aviation Administration TI - An Analysis of the U.S. Pilot Population From 1983-2005: Evaluating the Effects of Regulatory Change PY - 2009/05//Final Report SP - 23p AB - The size of the U.S. civil aviator community has been of interest to researchers, policy makers, and special interest groups. A strict definition for membership in the U.S. pilot population was used that was based on Scientific Information System principles. This approach provides methods for scientists to describe, quantify, and predict changes in this population over the 23-year study period. The Bioinformatics Research Team at the Civil Aerospace Medical Institute (CAMI) analyzed and modeled the counts of the U.S. pilot population using a segmented linear regression model. A dataset was constructed, based upon the methods prescribed by Scientific Information System principles of data construction, from 1983 to 2005. This methodology was selected since the data represent the entire population of pilots, rather than just a sample. Thus, the statistical results are population parameters, rather than estimates, and are not subject to sampling error. The airmen population was constructed and examined for each year of the study period. The criterion for membership of the U.S. civil pilot population is based on the medical examination that each airman must pass to hold a pilot certificate. A segmented linear regression model was chosen because of its flexibility in accounting for any policy changes that occurred over the 23-year study period. The CAMI Scientific Information System provided the foundation to build a segmented linear regression model pertaining to the counts of the U.S. civil pilot population; from these results it was possible for the first time to explain the changing frequencies over time and make fact-based predictions concerning future population numbers. The capability now exists to categorize the population by gender, medical class, age, and experience over a two-decade time period, which may provide hints at some of the changes taking place within the aviation community as a whole. The model constructed clearly shows a decline in the overall U.S. civil aviator community. This decline is most evident in second-and third-class medical certificate holders. The percentage of women in the largely male-dominated population remained relatively stable over the study years. The age composition of both men and women changed substantially from the beginning of the study in 1983 to the end in 2005. Both segments of this population have grown significantly older. As a group, men were older than women over the study period. Therefore, when average flight time was calculated and categorized by medical class and gender, men were shown to have more flight experience. KW - Age KW - Air pilots KW - Civil aviation KW - Gender KW - Medical certification KW - Pilot experience KW - United States UR - http://permanent.access.gpo.gov/lps122495/200909.pdf UR - https://trid.trb.org/view/892073 ER - TY - RPRT AN - 01135587 AU - Prinzo, O Veronika AU - Thompson, Audrey C AU - Federal Aviation Administration AU - Xyant Technologies, Incorporated AU - Federal Aviation Administration TI - The ICAO English Language Proficiency Rating Scale Applied to Enroute Voice Communications of U.S. and Foreign Pilots PY - 2009/05//Final Report SP - 17p AB - This is the third and final report in a series that examined communications between pilots and air traffic controllers during en route operations. The first report examined message complexity and message length as factors associated with communication problems (e.g., readback errors (RBEs), requests for repeats (RfR), and breakdowns in communication (BIC). The second report examined these same communication problems by differentiating between pilots flying U.S. - and foreign-registry aircraft. Aircraft call signs were used to classify transmissions by aircraft registry (U.S.- English, Foreign-English, Foreign-Other). Language proficiency was identified as a factor for 66/90 (73%) communication problems among foreign aircraft and for 56/191 (29%) involving U.S. aircraft. However, there was no mention of the level of proficiency among these pilots. This report examined the language proficiency among these controllers and pilots by applying the International Civil Aviation Organization (ICAO) language proficiency scales to the messages of pilots flying U.S. - and foreign-registry aircraft. The previously identified communication problems were re-examined and rated according to ICAO’s six dimensions of language proficiency (pronunciation, structure, vocabulary, fluency, comprehension, interaction) by a certified rater. Each dimension receives a grade ranging from 1 (Pre- Elementary) through 6 (Expert). Approximately 94% of the pilots received an overall language proficiency rating (LPR) of 5 (Extended) because one or more of their utterances was graded Extended. The remaining 13 pilots’ LPR was 4 (Operational), 12 of whom flew Foreign-Other registry aircraft. Among U.S. English communication problems, 50% were RBEs, and 33% were RfR. Foreign-Other communication problems were 57% RfR, 44% of which were made by pilots with an overall rating of Extended. Furthermore, 21.4% of the Foreign-Other communication problems were RBEs, and 14.3% were from pilots with an overall LPR of Extended. In conclusion, ICAO requires its Contracting States to test their aviation personnel for language proficiency. Failure to reach the Expert level will require retesting at least once every 3 years if the test results place the pilot at Operational or every 6 years if Extended. This standard is designed to improve the ATC communication process and is likely to reduce the incidence of miscommunications. KW - Air pilots KW - Air traffic control KW - Air traffic controllers KW - English language KW - Proficiency KW - Voice communication UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200910.pdf UR - https://trid.trb.org/view/892075 ER - TY - RPRT AN - 01134956 AU - Federal Aviation Administration TI - Sitka Rocky Gutierrez Airport, airport improvement projects : environmental impact statement PY - 2009/05//Volumes held: Draft, F KW - Alaska KW - Environmental impact statements UR - https://trid.trb.org/view/895706 ER - TY - RPRT AN - 01142760 AU - Nagle, Thomas J AU - Federal Aviation Administration TI - Global Positioning System (GPS) Civil Monitoring Performance Specification PY - 2009/04/30 SP - 48p AB - This Civil Monitoring Performance Specification (CMPS) is published and maintained at the direction of the Program Manager for Civil Applications, Global Positioning Systems Wing (GPSW). The purpose of this document is to provide a comprehensive compilation of requirements for monitoring the GPS civil service and signals based on top level requirements to monitor all signals all the time. Upon approval this CMPS will be used by the GPS community to determine the adequacy of civil monitoring and provide focus for any needed monitoring improvements. This CMPS defines a set of metrics for assessing GPS performance against standards and commitments defined in official U.S. Government documents such as the Standard Positioning Service Performance Standard, the Navstar GPS Space Segment/Navigation User Interfaces (IS-GPS-200), Navstar GPS Space Segment/User Segment L5 Interfaces (IS-GPS-705), and Navstar GPS Space Segment/User Segment L1C Interfaces (IS-GPS-800). This CMPS will be revised to track changes in these key reference documents. The implementation of a system that satisfies these requirements will allow operations as well as users to verify that civil GPS performance standards and commitments are achieved. To the extent practicable, each metric defined is traceable to one or more specifications or commitments of performance. In cases where the metric is an indirect measurement of performance, the connection between the metric and the standard is explained and the threshold and/or goal necessary to achieve acceptable performance provided. This document also defines the scope and range of monitoring needs not directly traceable to the key reference documents but expected by civil users. These needs include the ability of the service to detect defects in signal and data, the rapid report of anomalous service behavior to satellite operations for resolution, and notification to users of the causes and effects of such anomalies for their various service types (e.g., positioning, timing, and navigation). This CMPS also addresses the need for archives of key data and events to support future improvements in GPS service and to respond to external queries about actual GPS service levels. This CMPS addresses the current L1 C/A signal and the GPS Standard Positioning Service (SPS) provided via that signal. It also includes the planned L1C, L2C, and L5 signals along with semi-codeless use of the GPS signals. This performance specification is not intended to state how civil monitoring will be implemented nor does it address the monitoring system architecture. The purpose of this CMPS is to provide the current requirements for monitoring of the civil service and signals for use by the U.S. Government in planning GPS development efforts. As a result, many of the requirements contained in this CMPS may be incorporated into the next generation operational control system (OCX), while other requirements may be allocated to other government entities for implementation. KW - Automated vehicle control KW - Global Positioning System KW - Highway operations KW - Monitoring KW - Navigational aids KW - Navstar system KW - Real time information KW - System architecture KW - User interfaces (Computer science) UR - http://pnt.gov/public/docs/2009/CMPS2009.pdf UR - https://trid.trb.org/view/903041 ER - TY - ABST AN - 01461945 TI - Synthesis of Information Related to Airport Problems. Topic S02-05. Strategies and Financing Opportunities for Airport Environmental Programs AB - Many opportunities exist for airports and airlines to obtain funding for airport environmental projects, including well-known sources of Federal Aviation Administration funding and new sources of funding that many airport operators are unaware of and do not know how to access. Comprehensively identifying funding opportunities for airport environmental projects is critical during the current economic downturn where projects are getting cut and staff members have limited resources and time to identify available funding opportunities. The objective of this synthesis project is to provide airport operators and users with a comprehensive tool for identifying potential sources of funding for airport environmental projects. The audience for this synthesis would be airport and aviation environmental specialists and environmental project managers. Airport operators and airlines that do not have the resources or experience to identify all of the potential sources of funding would find this report particularly valuable. The synthesis report will provide airport operators with a series of funding alternatives to facilitate important environmental projects being carried out that would otherwise be postponed. The research will highlight programs that airport operators can access for funding, but other programs found of interest to airlines, concessionaires, and lessees will be included to the extent identified. The research for this project will include a review of federal and state funding opportunities for environmental projects including airport environmental projects and other environmental projects associated with transportation or other closely related industries. Any airport experience with each program will be identified. The resulting product should also provide a table of grant proposal specifics and web resources for each program identified. KW - Air traffic control facilities KW - Airport operations KW - Airport surface traffic control KW - Environmental impacts KW - Financing KW - Project management KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2827 UR - https://trid.trb.org/view/1230165 ER - TY - ABST AN - 01462358 TI - Synthesis of Information Related to Airport Problems. Topic S06-01. Synthesis of Aviation Workforce Development Practices AB - Aviation industry leaders, including the Federal Aviation Administration, other federal and state government, airports, consultants, operators, tenants and aviation interest groups, are constantly seeking intelligent, trainable, and enthusiastic professionals to meet airport technical, operating and managerial demands. Airport operators are interested in supporting on-airport businesses in their quest to maintain an adequate workforce through recruitment and retention. Airports are also looking to provide job opportunities in their communities, in part, as a method of increasing support for the airport itself. As many of the industry's senior experts and key officials are retiring or leaving the industry, aviation professionals are competing to mentor, groom and hire the same few experienced aviation enthusiasts. Many aviation companies and schools have training and interrnship programs. Many programs partner schools, businesses and airports. This synthesis of practice will collect and report on existing, common and successful methods and resources currently available to develop and train personnel for aviation and airport professions. The synthesis also will report on additional research needed to increase the number of experienced job seekers in the aviation industry and provide the entire industry a continuous resource of interns available to mentor and aid in meeting growing workload demands. KW - Internships KW - Labor force KW - Personnel retention KW - Recruiting KW - Research projects KW - Training UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2645 UR - https://trid.trb.org/view/1230579 ER - TY - ABST AN - 01462356 TI - Synthesis of Information Related to Airport Problems. Task S09-02. Common Airport Pavement Maintenance Practices AB - The Federal Aviation Administration (FAA), under 49 USC 47105, requires that airports who accept Federal funds for airfield pavements grant assurances of preventative maintenance. Airport operators establish pavement maintenance management programs in order to comply with required grant assurances. FAA Advisory Circular 150/5380-6, Guidelines and Procedures for Maintenance of Airport Pavements, provides information on procedures for establishing a maintenance program, pavement inspection guidelines, and recommended general methods of repair for maintaining airport pavements. Currently, the Pavement Condition Index (PCI) procedure is the industry standard but may not be the method of choice for many airports. Large airports are using PCI, but few smaller airports have the staff resources or funds to develop and update PCI ratings. Less detailed and intensive rating systems exist and could be a feasible alternative for smaller airports, but those systems are not documented as thoroughly as the PCI procedure. This synthesis of airport practice would document how airports implement a pavement maintenance management program, including inspection and tracking pavement condition, scheduling maintenance, programming necessary funds, and repairing cracks and distresses in asphalt and concrete pavements. The target audiences for this report are airport pavement engineers and pavement maintenance managers and personnel. The synthesis will include a literature review and survey of airport pavement maintenance program managers to document unique success and challenges to airports. KW - Airport runways KW - Asphalt pavements KW - Concrete pavements KW - Implementation KW - Pavement Condition Index KW - Pavement cracking KW - Pavement distress KW - Pavement maintenance KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2647 UR - https://trid.trb.org/view/1230577 ER - TY - RPRT AN - 01150560 AU - Chludzinski, B J AU - Massachusetts Institute of Technology AU - Federal Aviation Administration TI - Evaluation of TCAS II Version 7.1 Using the FAA Fast-Time Encounter Generator Model, Volume 1 PY - 2009/04 SP - 100p AB - This report documents the Lincoln Laboratory evaluation of the Traffic Alert and Collision Avoidance System II (TCAS II) logic version 7.1. TCAS II is an airborne collision avoidance system required since 30 passenger seats operating in the U.S. airspace. Version 7.1 was created to correct two potential safety problems in earlier to Vertical Speed Limit or 'Adjust Vertical Speed, Adjust' RAs. Lincoln Laboratory evaluated the logic by examining more than eight million simulated pairwise encounters, derived from actual tracks recorded in U.S. airspace. The main goals of the evaluation were (1) ot study the performance of the revised sense reversal logic for enconuters where one pilot ignores the TCAS advisory, (2) to determine if the revised sense reversal logic has an adverse impact on encounters where both pilos follow the TCAS advisories; (3) to determine if the change from 'Adjust Vertical Speed, Adjust' advisories to 'Level Off, Level Off' advisories provides a safety benefit for TCAS. Three sets of encounters were examined to order to filfull these goals: encounters where both aircraft are TCAS-equipped and both pilots follow the advisories; encounters where both aircraft are TCAS-equipped and one pilot does not follow the advisory; and encounters where only one aircraft is TCAS-equipped. A detailed analysis followed by a summary is provided for each set of encounters. An overall summary is given at the end of the report. KW - Air traffic control KW - Air transportation KW - Aircraft operations KW - Aviation safety KW - Civil aviation KW - Flight paths KW - Simulation KW - Software UR - https://trid.trb.org/view/912917 ER - TY - RPRT AN - 01150526 AU - Federal Aviation Administration TI - Office of Safety: Safety Blueprint PY - 2009/04 SP - 8p AB - The primary service of the Air Traffic Organization (ATO) is to move air traffic safely and efficiently. Our customers are commercial, general aviation and the military. Our employees are the service providers the controllers, technicians, engineers and support personnel whose daily efforts keep aviation moving. We pride ourselves on our safety record. With more than 7,000 takeoffs and landings per hour, and more than 660 million passengers and 37 billion cargo revenue ton miles of freight a year, the men and women of the ATO safely guide approximately 50,000 aircraft through the National Airspace System (NAS) every day. KW - Air traffic KW - Air traffic controllers KW - Air transportation KW - Aviation safety KW - Civil aviation KW - General aviation UR - https://trid.trb.org/view/912725 ER - TY - RPRT AN - 01135632 AU - Chaturvedi, Arvind K AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Aerospace Toxicology: An Overview PY - 2009/04//Final Report SP - 48p AB - The field of aerospace toxicology is composed of aerospace and toxicology. The term aerospace—that is, the environment extending above and beyond the surface of the Earth—is also used to represent the combined fields of aeronautics and astronautics. Aviation is another term frequently and interchangeably used with aerospace and aeronautics and is explained as the science and art of operating powered aircraft. Toxicology is the basic science of poisons. It deals with the adverse effects of substances on living organisms. Any substance could be poisonous, depending upon its exposure amount and frequency. Although toxicology borrows knowledge from the fields of biology, chemistry, immunology, pathology, physiology, and public health, the most closely related field to toxicology is pharmacology. Economic toxicology, environmental toxicology, and forensic toxicology are 3 main branches of toxicology. Toxicology is a multidisciplinary field. Aerospace toxicology could be considered closely related to aerospace medicine. In this overview, a literature search for the period of 1960–2007 was performed, covering aerospace toxicology-related subject matter. The article is divided into the sections of introduction, agricultural aviation (aerial application), aviation combustion toxicology, postmortem aviation forensic toxicology, cabin air contamination, and references. Further readings are also suggested. It is anticipated that this overview article would be a reference source for the topics related to aerospace toxicology. KW - Air transportation crashes KW - Aviation medicine KW - Crash investigation KW - Fatalities KW - Forensic medicine KW - Toxicology UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200908.pdf UR - https://trid.trb.org/view/892072 ER - TY - RPRT AN - 01135613 AU - Rudnick, Stephen N AU - McDevitt, James J AU - First, Melvin W AU - Spengler, John D AU - Harvard University AU - Federal Aviation Administration TI - Inactivating Influenza Viruses on Surfaces Using Hydrogen Peroxide or Triethylene Glycol at Low Vapor Concentrations PY - 2009/04//Final Report SP - 14p AB - Any of the exposed surfaces in airplanes can become contaminated with infectious viruses, such as influenza, and facilitate transmission of disease. In this study, the authors disinfected surfaces contaminated with influenza viruses. Selection of the specific decontamination agents used in this study was based on three criteria: 1) no harm would be caused to the mechanical components or avionics of the airplane, 2) no potentially harmful residue would be left behind, and 3) the airplane could quickly be returned to service. The authors chose two decontamination agents that they believed fulfilled these criteria: 1) hydrogen peroxide (HP) at vapor concentrations in air below 100 ppm and 2) triethylene glycol (TEG) saturated air, which has a TEG vapor concentration of about 2 ppm at 25°C. For influenza viruses deposited on stainless-steel coupons and exposed for 15 min to 10 to 90 ppm of HP vapor, the number of log reductions of active viruses ranged from 3.6 to 4.7. The number of log reductions, however, was not linear with time; log reduction rate decreased significantly with increasing exposure time. For example, at a HP vapor concentration of 57 ppm, the number of log reductions was 3.2 after 2.5 min but just 4.0 after 10 min. Even after 60 min, the number of log reductions was only 5.6. At a HP vapor concentration of 10 ppm, the number of log reductions was 2.0 after 2.5 min. This corresponds to 99% inactivation of viruses, a significant reduction for such a low HP vapor concentration. For air saturated with TEG at 25-29°C, the number of log reductions of influenza viruses versus exposure time followed a linear relationship reasonably well. The decontamination rate was equal to 1.3 log reductions per hour. The potential for damage to the mechanical components or avionics of the airplane at a TEG vapor concentration of 2 ppm would be expected to be minimal. In addition, at a 2 ppm TEG vapor concentration, there is essentially no health risks to people. KW - Airplanes KW - Contaminants KW - Decontamination KW - Hydrogen peroxide KW - Surfaces KW - Viruses UR - http://www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA500495 UR - https://trid.trb.org/view/892074 ER - TY - RPRT AN - 01551249 AU - Nicholas, Bradley AU - Khera, Diana AU - Harris Miller Miller and Hanson, Incorporated AU - Research and Innovative Technology Administration AU - Federal Aviation Administration TI - Noise and Scope Study for Launch Vehicles PY - 2009/03/30/Final Report SP - 65p AB - In support of the Federal Aviation Administration (FAA) Office of the Associate Administrator Commercial Space Transportation, the John A. Volpe National Transportation Systems Center has retained the services of Harris Miller Miller & Hanson Inc. and the Aerospace Corporation to conduct a study of noise and sonic boom models which may be applicable to the computation of environmental impacts for the commercial space industry. This Final Report catalogs existing noise and sonic boom models from recent government and commercial launch environmental documents and a search of relevant literature. The models are evaluated against calculation methods presented in recent literature and the requirements of the National Environmental Policy Act as provided in FAA Order 1050.1E, FAA Order 5050.4B, and the Environmental Desk Reference for Airport Actions to determine the necessity of a new model. The process of developing a model is described though a summary of the recent draft Environmental Protection Agency document, Draft Guidance on the Development, Evaluation and Application of Environmental Models, and the direct experience of persons who have worked on past model development efforts for FAA's Integrated Noise Model (INM) and the Federal Highway Administration's Traffic Noise Model. The feasibility of integrating a new model into the INM is examined by comparing the input, computation methods, and output for the INM and launch noise and sonic boom models. KW - Commercial space transportation KW - INM (Integrated Noise Model) KW - Launch vehicles KW - Launching KW - Literature reviews KW - Methodology KW - Noise KW - Sonic boom KW - Traffic Noise Model UR - http://ntl.bts.gov/lib/54000/54100/54125/Noise__Scope_Study_for_Launch_Vehicles_Final_Report_March_2009.pdf UR - https://trid.trb.org/view/1340036 ER - TY - ABST AN - 01570558 TI - General Aviation System Safety Management Research AB - No summary provided. KW - Aviation safety KW - Research KW - Safety management UR - https://trid.trb.org/view/1362689 ER - TY - ABST AN - 01494908 TI - Comparative Emissions Database AB - The Comparative Emissions DataBase (CEDB) web interface was created by Aerodyne Research, Inc. (ARI) under the direction and funding of the US Department of Transportation and Federal Aviation Administration. The objective of this web tool is to facilitate application of the extensive data available in the CEDB, for comparing the potential environmental impact (especially for climate change) of moving passengers and freight via various transportation modes. The CEDB incorporates data from various sources - including measurements by ARI using novel high resolution instruments invented at ARI, as well as other research data available in the scientific literature - and covers air, road, rail and marine transportation modes. Other data sources include certification sources (e.g. EPA certification data). KW - Alternatives analysis KW - Climate change KW - Databases KW - Environmental impact analysis KW - Environmental impacts KW - Pollutants KW - Transportation modes UR - https://trid.trb.org/view/1264142 ER - TY - ABST AN - 01464250 TI - Quick Response for Special Needs. Task 14. Helping Airports Understand the Payment Card Industry Data Protection Standard (PCI DSS) AB - There is a need to provide background information on The Data Protection Standard for Payment Card Industry Data Security Standard (PCI DSS) and its applicability to the airport environment, to help ensure that airport systems meet this commercial standard. As airports assume more ownership of systems that accept payment from parking revenues, concession sales, and other services, airports are becoming merchants and/or service providers. As such, it is now incumbent upon airports to implement the same protections and controls that other businesses must implement to protect consumers' private financial information. A primer is needed by airports to help them understand the data and network protection responsibilities they must assume, when accepting card transactions. The objective of this research is to develop an analysis of the PCI DSS standard, and determine what airport systems may be affected by the standard. For example, common use systems that may handle airline related transactions; parking revenue systems; point of sale systems; airport museums; and on-line airport sales of goods or parking ticket payments. This research will result in an introductory guide for airports on their responsibilities associated with the commercial PCI DSS. This will raise awareness for the airport practitioner and identify what types of unique airport systems are affected, the issues to consider and the resources available to aid and fund compliance. The Research Funding is $25,000 for approximately 6 months to one year for the research period. The expected pay off is an introductory guide on PCI DSS that would be an essential tool for every airport CEO, CIO or IT Director. This guide will help airports become aware of their PCI DSS compliance responsibilities as merchants and/or service providers. The Transportation Research Board has research in progress for ACRP 10-05, Improved Understanding of the Benefits of Common Use Facilities at Airports, providing an in-depth review of the benefits to be derived by use of common use systems at an airport. KW - Airport facilities KW - Airport operations KW - Airport terminals KW - Compliance KW - Data quality KW - Decision support systems KW - Payment KW - Research projects KW - Smart cards UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2693 UR - https://trid.trb.org/view/1232479 ER - TY - ABST AN - 01462460 TI - Impact of Jet Fuel Price Uncertainty on Airport Planning and Development AB - In the summer of 2008, jet fuel prices were up more than 200% over those experienced in 2000. During this same period, jet fuel costs increased from 15% to 40% of total domestic airline operating costs. These increases are causing airlines to raise fares, cut schedules, and drop scheduled service to some communities. Domestic flight schedules for October 2008 (Official Airline Guide) show many airports are likely to see declines in air service of 8-10% with many airports in the 10-20% range and higher. Further service reductions are possible, especially if jet fuel prices are sustained at levels prevailing in the late spring and early summer of 2008. Higher jet fuel prices leading to higher fares could discourage non-business travel and limit the growth of some business travel. What exacerbates the problem is that jet fuel prices can change rapidly and in ways that are difficult if not impossible to forecast. The current level of uncertainty about future jet fuel prices poses significant challenges to airlines and airports. If airlines and airports were better able to predict the effect of jet fuel price changes on airline service and airport development and finance, they could strategize better (both individually and, where appropriate, collaboratively) how to plan for and accommodate such change. KW - Airlines KW - Airports KW - Aviation KW - Aviation fuels KW - Fuel costs KW - Operating costs KW - Research projects KW - Strategic planning KW - Travel costs UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2577 UR - https://trid.trb.org/view/1230681 ER - TY - ABST AN - 01477976 TI - Collaborative Research Supporting FAA Fire Safety Mission Through FAA-Rutgers Graduate Assistant Program AB - The purpose of this research is to improve the measurement capabilities of the airflow induction facility at the Federal Highway Administration (FAA) Tech Center which will be divided into three parts as follows: (1) automate the velocity, pressure and temperature readings during wind tunnel operations; (2) add additional instruments to the wind tunnel, including setting up the PIV system, to further improve its diagnostic capabilities and characterize the flow in the tunnel, and; (3) study the boundary layer over a wing section to characterize the convective cooling of wing tanks for possible modeling. KW - Airflow dynamics KW - Fire safety KW - Graduate study KW - Pressure KW - Temperature control KW - Velocity KW - Wind tunnels UR - http://www.tc.faa.gov/logistics/grants/doc/09-G-020.doc UR - https://trid.trb.org/view/1247633 ER - TY - RPRT AN - 01135617 AU - Copeland, Kyle AU - Sauer, Herbert H AU - Friedberg, Wallace AU - Federal Aviation Administration AU - National Oceanic and Atmospheric Administration AU - Federal Aviation Administration TI - Solar Radiation Alert System (Revised 30 May 2008) PY - 2009/03//Final Report SP - 24p AB - The Solar Radiation Alert (SRA) system continuously evaluates measurements of high-energy protons made by instruments on GOES satellites. If the measurements indicate a substantial elevation of effective dose rates at aircraft flight altitudes, the Civil Aerospace Medical Institute issues an SRA via the National Oceanic and Atmospheric Administration Weather Wire Service. This report describes a revised SRA system. SRA issue-criteria remain the same but significant improvements have been made in the calculations. The solar proton fluence to effective dose conversion coefficients have been recalculated using 2007 recommendations of the International Commission on Radiological Protection and the latest release of the Monte Carlo transport code, MCNPX 2.6.0. The shape of the <10 MeV secondary neutron spectrum is now accounted for down to 100 eV. The flux correction based on spectral index has been revised to smooth the flux spectrum of solar protons. Estimates of the >605 MeV spectral shape have been improved by the addition of correction factors for the differential interpretation of the >700 MeV integral flux channel. Estimates of galactic cosmic radiation background count rates in the GOES data are now median rather than mean values. Estimated solar cosmic radiation dose rates are about 10 times higher than those made using the previous version of the SRA system. KW - Alert systems KW - Geosynchronous operational environmental satellites KW - Radiation doses KW - Solar flare KW - Solar particles KW - Solar radiation KW - Space weather UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200906.pdf UR - https://trid.trb.org/view/891788 ER - TY - RPRT AN - 01135607 AU - Rogers, Rodney O AU - Boquet, Albert AU - Howell, Cass AU - DeJohn, Charles AU - Embry-Riddle Aeronautical University AU - Federal Aviation Administration AU - Federal Aviation Administration TI - An Experiment to Evaluate Transfer of Low-Cost Simulator-Based Upset-Recovery Training PY - 2009/03//Final Report SP - 18p AB - Many air transport training programs provide simulator-based upset-recovery instruction for company pilots. However, apparently no prior research exists to demonstrate that such training transfers to an airplane in flight. The authors report on two-phase FAA-funded research experiment to evaluate upset-recovery training transfer. In two separate training/testing evolutions involving two different general aviation aircraft, participant pilots were trained using low-cost desktop flight simulation, then subjected to serious in-flight upsets in an aerobatic airplane. Their performance in upset-recovery maneuvering was compared with the performance of control group pilots who received no upset-recovery training. Data collected during both flight testing periods suggest that simulator-based training improves a pilot’s ability to recover an airplane from an upset. However, in the most important measure of upset maneuvering skills—minimizing altitude loss—trained pilots fell well short of the performance routinely achieveable by pilots experienced in all-attitude manuevering. The authors summarize prior related research, describe the experiments, present and analyze data collected during both flight testing periods, and advance recommendations for future upset maneuvering training. Although the authors conducted flight testing in a general aviation airplane, their research has important implications for heavy aircraft upset-recovery trainers. KW - Air pilots KW - Aviation safety KW - Flight simulators KW - Flight training KW - Transferability KW - Upset recovery training UR - http://www.tc.faa.gov/logistics/grants/pdf/2005/05-G-019.pdf UR - https://trid.trb.org/view/891787 ER - TY - RPRT AN - 01134908 AU - Federal Aviation Administration TI - Port Columbus International Airport : environmental impact statement PY - 2009/03//Volumes held: Draft(4v), Final(4v),Maps B1 KW - Environmental impact statements KW - Ohio UR - https://trid.trb.org/view/895658 ER - TY - ABST AN - 01478854 TI - Improving Aviation Safety Through Training & Design AB - The purpose of this research is to improve pilot preparedness in the cockpit. The proposed work builds on prior work assessing current problems with automated systems on the flight deck and developing potential solutions to problems generated by these new systems. It also builds on a recent industry survey conducted by Research Integrations, Incorporated and George Mason University. The results suggest that there are a number of urgent questions for which the aviation industry does not have answers and a number of avenues for which research would be useful and important. KW - Air pilots KW - Automation KW - Aviation safety KW - Innovative preparedness KW - Training UR - https://trid.trb.org/view/1247978 ER - TY - RPRT AN - 01150334 AU - Mahapatra, R N AU - Bhojwani, P AU - Lee, J H AU - Kim, Y AU - Texas A&M University, College Station AU - Federal Aviation Administration TI - Microprocessor Evaluations for Safety-Critical, Real-Time Applications: Authority for Expenditure No. 43 Phase 3 Report PY - 2009/02//Final Report SP - 43p AB - This report discusses the findings concerning safety issues in using todays commercial off-the-shelf (COTS) microprocessors on aircraft. The report addresses the applicability of RTCA/DO-254 to microprocessors, documents potential safety concerns when using modern COTS microprocessors on aircraft, and proposes potential approaches for addressing these safety concerns. The research was performed in multiple phases with participation from avionic system developers (BAE Systems, The Boeing Company, Lockheed Martin, and Smiths Aerospace) and Federal Aviation Administration organizations responsible for aircraft safety research and development. Phase 1 established the project scope and identified the research parameters, as well as reviewed the available literature and surveyed microprocessor users to identify the issues and potential solutions associated with the use of COTS microprocessors in regulated, safety-critical applications. Phase 2 developed the project objectives and found an approach to work toward the solution of these issues and the achievement of these objectives. Phase 3, documented in this report, evaluated the proposed approach and continued the development of processes, services, and prototype tool development. Phase 4, depending heavily on industry experience, will attempt to determine if new approaches can be developed to ensure system safety and provide more effective methods to accumulate safety evidence for certification while reducing the time and cost to develop and certify complex systems. These results will be documented in a Microprocessor Selection and Evaluation Handbook to facilitate application to real-time, safety-critical applications. KW - Aircraft operations KW - Aviation safety KW - Avionics KW - Certification KW - Critical systems KW - Microprocessors KW - Real time information UR - http://www.faa.gov/aircraft/air_cert/design_approvals/air_software/media/AR-08-55.pdf UR - https://trid.trb.org/view/913019 ER - TY - RPRT AN - 01126500 AU - Pfleiderer, E M AU - Scroggins, C L AU - Manning, C A AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Logistic Regression Analysis of Operational Errors and Routine Operations Using Sector Characteristics PY - 2009/02//Final Report SP - 21p AB - Two separate logistic regression analyses were conducted for low- and high-altitude sectors to determine whether a set of dynamic sector characteristics variables could reliably discriminate between operational error (OE) and routine operation (RO) traffic samples. OE data were derived from SATORI re-creations of OEs occurring at the Indianapolis Air Route Traffic Control Center between 9/17/2001 and 12/10/2003. RO data were extracted from System Analysis Recordings (SARs) taped between 5/8/2003 and 5/10/2003. Dynamic sector characteristics submitted as potential predictors were: Average Control Duration, Number of Handoffs, Number of Heading Changes, Number of Intersecting Flight Paths, Number of Point Outs, and Number of Transitioning Aircraft. In the low-altitude sector model, backward stepwise elimination reduced the variables to the Number of Intersecting Flight Paths, the Number of Point Outs, and the Number of Handoffs with 75% overall classification accuracy. In the high-altitude sector model, backward stepwise elimination reduced the variables to the Number of Intersecting Flight Paths, the Number of Heading Changes, the Number of Transitioning Aircraft, and Average Control Duration with 79% overall classification accuracy. Classification rates achieved through the use of the selected sector characteristics support the assumption that elements of the sector environment contribute to the occurrence of OEs. Continued investigations along these lines may highlight complexity factors that should be addressed to ensure that separation is maintained. KW - Air traffic control KW - Complexity KW - Error analysis KW - Logistic regression analysis KW - Operational errors KW - Sector characteristics UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200904.pdf UR - https://trid.trb.org/view/887585 ER - TY - RPRT AN - 01126495 AU - Johnson, R D AU - Lewis, R J AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Determination of Etomidate in Human Postmortem Fluids and Tissues PY - 2009/02//Final Report SP - 11p AB - Following an aviation accident, biological specimens from the operator of the aircraft are submitted to the Federal Aviation Administration’s Civil Aerospace Medical Institute for toxicological analysis. During the course of medical treatment following an aviation accident, pilots who later died as a result of their injuries may have been administered etomidate as an intravenous anesthetic. The authors' laboratory has developed a sensitive method for the identification and quantitation of etomidate in the biological specimens received from these pilots. Furthermore, the authors have evaluated the distribution of this compound in various postmortem tissues and fluids from 3 fatal aviation accident cases. When available, 10 specimen types were analyzed for each case, including blood, urine, vitreous humor, liver, kidney, skeletal muscle, lung, spleen, heart muscle, and brain. Specimens were extracted using solid-phase base extraction and analyzed by GC/MS. Deuterated etomidate was not available as an internal standard, so to eliminate any possible matrix effects during extraction all quantitative values in specimens other than blood were determined through standard addition. Blood etomidate concentrations in these three cases ranged from 12 to 41 ng/mL. Distribution coefficients for etomidate were determined for each of the specimen types analyzed. These coefficients are expressed relative to the blood concentration in that case. To the authors' knowledge, this is the first report presenting the distribution of etomidate in humans at therapeutic concentrations. KW - Air transportation crashes KW - Crash investigation KW - Forensic medicine KW - Postmortem KW - Toxicology UR - http://www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA494608&Location=U2&doc=GetTRDoc.pdf UR - https://trid.trb.org/view/887584 ER - TY - ABST AN - 01482363 TI - Chemical Sensors for Cabin Air Quality AB - No summary provided. KW - Air quality KW - Aircraft cabins KW - Sensors UR - https://trid.trb.org/view/1251249 ER - TY - ABST AN - 01482362 TI - Contaminant Transport in Airliner Cabins, Phase 2 AB - No summary provided. KW - Aircraft cabins KW - Communicable diseases KW - Contaminant transport KW - Contaminants KW - Diseases and medical conditions UR - https://trid.trb.org/view/1251248 ER - TY - ABST AN - 01482348 TI - Health Effects of Mild Hypoxia During Air Travel - a Study of Physiological Effects and Impact; Evaluation of Triethylene Glycol for Inactivation of Influenza Virus Aerosols AB - No summary provided. KW - Air travel KW - Glycols KW - Health hazards KW - Physiological aspects KW - Public health KW - Viruses UR - https://trid.trb.org/view/1251234 ER - TY - ABST AN - 01480725 TI - Inverse/Optimal Thermal Repair of Composites AB - No summary provided. KW - Composite materials KW - Repairing KW - Thermal resistance UR - https://trid.trb.org/view/1249798 ER - TY - RPRT AN - 01523699 AU - Ahlstrom, Vicki AU - Muldoon, Robert AU - Dorsey, Henry AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Factors Affecting the Communication of Status Information Between Technical Operations and Air Traffic Personnel PY - 2009/01//Technical Report SP - 35p AB - The purpose of this study is to identify and assess ways to improve communication of system status between two key groups within the Federal Aviation Administration: Technical Operations and Air Traffic. To accomplish this goal, researchers employed qualitative measures to examine a number of elements related to how these two groups communicate system status, including information needs and methods of information transfer. Three major processes emerged that related to the communication of system status: coordination, information transfer, and logging. The information needs and methods used for each process are different. The authors present some common complications that may arise during communication of system status between the two groups as well as some conditions for successful communication. This study highlights the importance of a shared situational awareness for effective communication and identifies several potential strategies for facilitating effective communication between Technical Operations and Air Traffic personnel. KW - Air traffic KW - Airport operations KW - Alertness KW - Communication KW - Coordination KW - Information transfer KW - Personnel KW - U.S. Federal Aviation Administration UR - http://hf.tc.faa.gov/publications/2009-factors-affecting-the-communication-of-status-information/full_text.pdf UR - https://trid.trb.org/view/1307228 ER - TY - RPRT AN - 01142758 AU - Chandra, Divya C AU - Federal Aviation Administration AU - Volpe National Transportation Systems Center TI - Utility and Recognition of Lines and Linear Patterns on Electronic Displays Depicting Aeronautical Charting Information PY - 2009/01 SP - 81p AB - This report describes a study conducted to explore the utility and recognition of lines and linear patterns on electronic displays depicting aeronautical charting information. The study gathered data from a large number of pilots who conduct all types of flight operations. Lines and linear patterns that were useful to different pilot groups were identified based on pilot qualifications, types of flight operations, and typical flight length. Pilots were also asked to identify nine test linear patterns in isolation. This task was difficult, but some linear patterns were more recognizable than others. The tested lines and linear patterns will be considered in the development of an updated the Society of Automotive Engineers (SAE) International Aerospace Recommended Practices (ARP) document on Electronic Aeronautical Symbols (ARP 5289A). The Federal Aviation Administration or the International Civil Aviation Organization may choose to adopt this industry document by reference at a later date. Note that this research applies to any electronic display that shows the lines and linear patterns tested in this study, regardless of the intended function of the display. KW - Aeronautical charts KW - Civil aviation KW - Electronics KW - Information technology KW - Instrument displays KW - Navigation charts KW - Overhead utility lines KW - Symbols UR - http://ntl.bts.gov/lib/34000/34900/34924/DOT-VNTSC-FAA-09-03.pdf UR - https://trid.trb.org/view/903013 ER - TY - RPRT AN - 01135240 AU - Atwood, Dave AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Full-Scale Engine Detonation and Power Performance Evaluation of Swift Enterprises 702 Fuel PY - 2009/01//Final Report SP - 181p AB - As of this writing, the Environmental Protection Agency (EPA) exemption for general aviation from compliance with the 1990 Clean Air Act Amendments regarding the use of leaded fuel is still in effect. Recent petitions to the EPA call for either a ban or the study of the health effects of lead in aviation gasoline. It is likely that environmental and cost pressures of using leaded fuels will continue to increase for the general aviation community. Past extensive testing by the Federal Aviation Administration (FAA) William J. Hughes Technical Center on an unleaded replacement for the current leaded 100 low-lead (100LL) aviation gasoline centered on the petroleum industrys use of specialty chemicals. Significant engine modifications may also be required on the high-compression, legacy fleet for operation on a lower-octane, unleaded fuel, which would likely result in changes to engine and aircraft performance and pilot-operating procedures. FAA testing has confirmed that significant detonation performance differences exist between unleaded and leaded fuels of the same octane. The FAA William J. Hughes Technical Center entered into a Cooperative Research and Development Agreement (CRDA) with Swift Enterprises of Indiana. Under the CRDA, Swift developed a high-octane, high-heat-content, bio-renewable aviation fuel that has the potential for significant reduction in life-cycle CO2 emissions and has the potential to be produced inexpensively on a mass scale. The Swift 702 fuel contains no alcohols or oxygenates. KW - Aircraft fuels KW - Aviation KW - Aviation fuels KW - Engine operation KW - Engines KW - Gasoline KW - Jet engine fuels KW - Jet engines KW - Octane requirements KW - Pollutants KW - Renewable energy sources KW - Unleaded gasoline UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar0853.pdf UR - https://trid.trb.org/view/892205 ER - TY - RPRT AN - 01125361 AU - Prinzo, O Veronika AU - Hendrix, A M AU - Hendrix, R AU - Federal Aviation Administration AU - Hendrix & Hendrix AU - Federal Aviation Administration TI - The Outcome of ATC Message Length and Complexity on En Route Pilot Readback Performance PY - 2009/01 SP - 38p AB - Field data and laboratory studies conducted in the 1990s reported that the rate of pilot readback errors and communication problems increased as controller transmissions became more complex. This resulted in the recommendation that controllers send shorter messages to reduce the memory load imposed on pilots by complex messages. More than 10 years have passed since a comprehensive analysis quantified the types and frequency of readback errors and communication problems that occur in the en route operational environment. Hence, a content analysis was performed on 51 hours of pilot and controller messages that were transmitted from 5 en route facilities in the contiguous United States between March and August 2006. This report contains detailed and comprehensive descriptions of routine air traffic control (ATC) transmissions and how ATC message complexity and message length affected pilot readback performance. The results show that message complexity had a statistically significant effect on the production of errors of omission only, while message length affected both the production of errors of omission and readback errors (substitution and transposition errors). When pilots requested that controllers repeat their messages, often these messages included the names of fixes, waypoints, and intersections, as well as the name of the next controlling sector or facility. Five recommendations are made: (1) No more than three aviation topics should be included in an ATC transmission. (2) A route clearance should be given as a stand-alone transmission. (3) The names of all fix, waypoint, location, and other identifiers should be repeated, and if necessary, spelled out following their first recitation. For example, "CLEARED DIRECT COBAD THAT'S CHARLIE OSCAR BRAVO ALFA DELTA" or "CLEARED DIRECT COBAD C-O-B-A-D." (4) Slang should not be used or accepted as part of aviation phraseology. (5) Effort should be undertaken to reduce excessive words/phrases -- on, your, to, is, etc. KW - Air pilots KW - Air traffic control KW - Air traffic controllers KW - Communication KW - Complexity KW - Length KW - Messages (Communications) KW - Readback performance UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM09-02.pdf UR - https://trid.trb.org/view/885713 ER - TY - RPRT AN - 01123435 AU - Collins, William E AU - Wayda, Michael E AU - CNI Aviation, LLC AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Index to FAA Office of Aerospace Medicine Reports: 1961 Through 2008 PY - 2009/01//Final Report SP - 94p AB - An index to Federal Aviation Administration Office of Aerospace Medicine Reports (1964-2008) and Civil Aeromedical Institute Reports (1961-1963) is presented for those engaged in aviation medicine and related activities. The index lists all FAA aerospace medicine technical reports published from 1961 through 2008: chronologically, alphabetically by author, and alphabetically by subject. KW - Aviation medicine KW - Civil Aerospace Medical Institute KW - Indexes (Information management) KW - Office of Aerospace Medicine KW - Technical reports UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM09-01.pdf UR - https://trid.trb.org/view/884413 ER - TY - RPRT AN - 01336912 AU - Federal Aviation Administration TI - Federal Aviation Administration Flight Plan, 2009-2013 PY - 2009 SP - 42p AB - The Flight Plan is the strategic plan for the agency, the plan to help us prepare for the future. The majority of Federal Aviation Administration's (FAA's) responsibilities are our core functions our everyday roles and responsibilities which are not specifically highlighted in this document. KW - Air traffic KW - Air transportation KW - Airport capacity KW - Airport operations KW - Aviation safety KW - Civil aviation KW - Flight plans KW - Technology assessment KW - U.S. Federal Aviation Administration UR - http://www.faa.gov/about/plans_reports/media/flight_plan_2009-2013.pdf UR - https://trid.trb.org/view/1097940 ER - TY - RPRT AN - 01336874 AU - Federal Aviation Administration TI - Federal Aviation Administration Citizens' Report, FY 2009. Summary of Performance and Financial Results PY - 2009 SP - 28p AB - The Federal Aviation Administration (FAA) FY 2009 Citizens Report is a summary of our more detailed Performance and Accountability Report (PAR). As an agency within the Department of Transportation (DOT), the FAA is not required to prepare a separate PAR or Citizens Report. However, to demonstrate accountability, we choose to present our performance, management, and financial information using the same statutory and guidance framework. In some cases, however, we may depart from the format required of Chief Financial Officers Act agencies. KW - Accountability KW - Aerospace engineering KW - Air traffic KW - Air transportation KW - Management KW - National security KW - Strategic planning KW - U.S. Federal Aviation Administration UR - https://trid.trb.org/view/1097941 ER - TY - RPRT AN - 01208120 AU - Hileman, James I AU - Ortiz, David S AU - Bartis, James T AU - Wong, Hsin Min AU - Donohoo, Pearl E AU - Weiss, Malcolm A AU - Waitz, Ian A AU - RAND Corporation AU - Partnership for AiR Transportation Noise and Emissions Reduction AU - Federal Aviation Administration TI - Near-Term Feasibility of Alternative Jet Fuels PY - 2009///Technical Report SP - 152p AB - This report discuses the results of a study on the use of alternative fuel in civil aviation. The study used the near-term production potential, compatibility with existing infrastructure and aircraft, near-term production costs, greenhouse gas emissions, the relative merit of using the fuel in aviation versions ground transportation, emissions affecting air quality and life-cycle greenhouse gas emissions to compare potential alternative jet fuels. Alternative jet fuels that could be commercially available in the next ten years from mainly North American sources were the primary focus. Benefits gained from producing and utilizing alternative jet fuels yielded economic benefits from production that generalized to all petroleum users, including civil aviation, whether or not the fuel was utilized in aviation. KW - Alternate fuels KW - Alternatives analysis KW - Economic benefits KW - Economic impacts KW - Feasibility analysis KW - Greenhouse gases KW - Jet engine fuels UR - http://www.rand.org/content/dam/rand/pubs/technical_reports/2009/RAND_TR554.pdf UR - https://trid.trb.org/view/968733 ER - TY - RPRT AN - 01167146 AU - Federal Aviation Administration TI - National Runway Safety Plan, 2009-2011 PY - 2009 SP - 40p AB - The Federal Aviation Administration (FAA) established the Runway Safety Program by FAA Order 7050.1 on November 1, 2002. This order placed the overall responsibility for the program on the Office of Runway Safety by requiring it to work with other FAA organizations and the aviation community to identify and implement activities/technologies designed to increase runway safety. The 55 percent reduction in the number of serious runway incursions since 2001 demonstrates the effectiveness of this program. In FY 2007, we saw a 23 percent reduction in the most serious (Category A and B) runway incursions from 2006. While the most serious runway incursions showed a reduction, overall incursions increased during the same time period. Although most of the incursions were Category C and D incursions which posed little or no risk to the public the FAA is committed to reducing the overall number of runway incursions. KW - Air transportation crashes KW - Airport operations KW - Airport runways KW - Aviation safety KW - Runway incursions UR - http://www.faa.gov/airports/runway_safety/publications/media/RunwaySafetyReport-kh10-plan.pdf UR - https://trid.trb.org/view/927691 ER - TY - RPRT AN - 01150633 AU - Atac Incorporated AU - Federal Aviation Administration TI - Determining the Environmental Benefits of Implementing Continuous Descent Arrival Procedures PY - 2009 SP - 19p AB - Several research and development efforts to date have been aimed at demonstrating that Continuous Descent Arrival (CDA) procedures have the potential for significant environmental benefits including reductions in noise, emissions, and fuel burn. The benefits evaluation portion of these efforts typically involves evaluating small numbers of CDA flights under idealized flight test conditions. This paper focuses on the development and application of analytical methods for quantifying potential airport-wide environmental benefits of implementing CDAs. These efforts are being performed as part of the development of a CDA modeling capability within the U.S. Federal Aviation Administrations Aviation Environmental Design Tool (AEDT). Existing internationally accepted modeling methods and data are used, where appropriate, including methods described in the Society of Automotive Engineers (SAE) Aerospace Information Report (AIR) 1845, the Third Edition of European Civil Aviation Conference (ECAC) Doc 29,and data from EUROCONTROLs Aircraft Noise and Performance (ANP) database. These are used in conjunction with real-world operational and flight procedure data to look at the noise, emissions and fuel burn benefits of CDAs. The noise benefits are quantified in terms of changes in Day Night Average Sound Level (DNL) contours, the emissions benefits are quantified in terms of change in total mass of eight different pollutants, and the fuel burn benefits are quantified in terms of the change in total mass of the fuel burned. The benefits are evaluated based on both actual implementation levels and potential future levels of CDA implementation as a function of traffic flow density. This type of analysis may help support Air Traffic Management (ATM) decisions on CDA implementation based on tradeoffs between the efforts required to implement CDAs versus the predicted environmental benefits. KW - Air traffic control KW - Air transportation KW - Aircraft noise KW - Airport arrivals KW - Continuous descent approaches KW - Environmental impacts KW - Fuel burn KW - Noise control KW - Pollutants UR - http://www.faa.gov/about/office_org/headquarters_offices/aep/models/history/media/AWMA2008_Paper_CDA.pdf UR - https://trid.trb.org/view/913010 ER - TY - RPRT AN - 01150632 AU - Murray, D P AU - Ellis, R E AU - Federal Aviation Administration TI - Air Traffic Considerations for Future Spaceports PY - 2009 SP - 8p AB - As the commercial space launch industry continues to grow, plans for new spaceports from which to base launch and reentry operations continue to take shape. Many of these new spaceports will not be located within special use airspace that is routinely cleared of air traffic, creating potential conflicts and impacts in an airspace system that is itself continuing to grow. Processes for designing space vehicle flight corridors that maximize the utility of a proposed spaceport while minimizing the impact on existing air traffic must be developed in order to provide safe and efficient access to all potential users. The Federal Aviation Administrations Office of Commercial Space Transportation is exploring one such process. Used successfully for the Oklahoma Spaceport, this process examines existing air traffic patterns relative to proposed space vehicle requirements to help identify potential air space for space vehicle testing and operations. The FAA intends to construct a tool capable of performing this and other space and air traffic management functions in the near future. KW - Air traffic control KW - Airspace (Aeronautics) KW - Airspace utilization KW - Commercial space transportation KW - Launch vehicles KW - Space shuttles UR - http://www.faa.gov/about/office_org/headquarters_offices/ast/reports_studies/media/DMurray_ATCSpaceports_IAASS07_FINAL.pdf UR - https://trid.trb.org/view/913004 ER - TY - RPRT AN - 01150631 AU - Federal Aviation Administration TI - Federal Aviation Administration Fiscal Year 2010 Business Plan: Information Services PY - 2009 SP - 23p AB - The Federal Aviation Administration (FAA) is responsible for providing a safe and efficient national aviation system. Within the FAA, the Assistant Administrator for Information Services and Chief Information Officer (AIO) has the primary responsibility to formulate agency information technology (IT) policy and strategy, to protect agency IT assets from cyber-attacks, to ensure alignment between IT investment and agency business needs, and provide certain enterprise-wide shared services. Information is critical to the operation and mission of the FAA. IT drives the creation, processing, and delivery of that information in every major agency business process. Agency spending on IT accounts for approximately $2.5 billion annually, the largest cost item after salaries and benefits. The FAA Flight Plan recognizes both the cost and criticality of IT in the Safety, International Leadership, and Organizational Excellence Goals. KW - Aviation safety KW - Business planning KW - Civil aviation KW - Communication systems KW - Flight plans KW - Information systems KW - Information technology KW - Policy making UR - http://www.faa.gov/about/plans_reports/media/AIO%20Business%20Plan%20with%20Cover.pdf UR - https://trid.trb.org/view/912988 ER - TY - RPRT AN - 01150612 AU - Federal Aviation Administration TI - Federal Aviation Administration Fiscal Year 2010 Business Plan: Regions and Center Operations PY - 2009 SP - 26p AB - The office of the Assistant Administrator for Regions and Center Operations (ARC) provides cross-organizational leadership and delivers shared services throughout the agency in support of increased safety, greater capacity, international leadership, and organizational excellence. ARC is uniquely positioned in the FAA to play an essential role in NextGen by providing critical cross-organizational integration, collaboration and communication. KW - Airport capacity KW - Airport runways KW - Aviation KW - Aviation safety KW - Business planning KW - Flight plans KW - Integrated systems KW - Leadership KW - Training KW - U.S. Federal Aviation Administration UR - https://www.faa.gov/about/plans_reports/media/ARC%20Business%20Plan%20with%20Cover.pdf UR - https://trid.trb.org/view/912995 ER - TY - RPRT AN - 01150606 AU - Zee, S AU - Murray, D AU - Federal Aviation Administration AU - National Aeronautics and Space Administration TI - Collaborative Approaches in Developing Environmental and Safety Management Systems for Commercial Space Transportation PY - 2009 SP - 10p AB - The Federal Aviation Administration (FAA), Office of Commercial Space Transportation (AST) licenses and permits U.S. commercial space launch and reentry activities, and licenses the operation of non-federal launch and reentry sites. ASTs mission is to ensure the protection of the public, property, and the national security and foreign policy interests of the United States during commercial space transportation activities and to encourage, facilitate, and promote U.S. commercial space transportation. AST faces unique challenges of ensuring the protection of public health and safety while facilitating and promoting U.S. commercial space transportation. AST has developed an Environmental Management System (EMS) and a Safety Management System (SMS) to help meet its mission. Although the EMS and SMS were developed independently, the systems share similar elements. Both systems follow a Plan-Do-Act-Check model in identifying potential environmental aspects or public safety hazards, assessing significance in terms of severity and likelihood of occurrence, developing approaches to reduce risk, and verifying that the risk is reduced. This paper will describe the similarities between ASTs EMS and SMS elements and how AST is building a collaborative approach in environmental and safety management to reduce impacts to the environment and risks to the public. KW - Air transportation KW - Aviation safety KW - Commercial space transportation KW - Environmental policy KW - National security KW - Safety management KW - Spacecraft KW - U.S. Federal Aviation Administration UR - http://www.faa.gov/about/office_org/headquarters_offices/ast/reports_studies/media/EMS_and_SMS_paper_Final.pdf UR - https://trid.trb.org/view/913007 ER - TY - RPRT AN - 01150570 AU - Federal Aviation Administration TI - Federal Aviation Administration Fiscal Year 2010 Business Plan: Security and Hazardous Materials PY - 2009 SP - 22p AB - The Security and Hazardous Materials (ASH) Mission is to provide quality services to ensure and promote aviation safety in support of national security and the national aerospace system. The ASH Vision is to be recognized as the global leader having maximum impact on enhancing national security and aviation safety. To succeed in our Mission, ASH believes in the following guiding principles. Mission, people, and their families come first. Loyalty is a two-way street. Simple is good. Integrity is nonnegotiable. Disagreement does not equal disrespect. Everyone will be treated with respect and dignity. We can learn from our mistakes. Flexibility is the hallmark of a high -performing organization. All employees are accountable. We can overcome all challenges. Communication is critical to success. We must define, measure, and analyze to achieve desired results. ASH has the primary responsibility for critical infrastructure protection, emergency operations, contingency planning, and the safe transportation of hazardous materials in air commerce. ASH has four major program areas and staff offices that assist in carrying out these functions which are vital to both its mission, and to the FAA's mission. These are the Office of Hazardous Materials, the Office of Security, the Office of Field Operations, and the Office of Emergency Operations, Communications and Investigations. KW - Air traffic control KW - Business planning KW - Contingency planning KW - Flight plans KW - Hazardous materials KW - Hazards and emergency operations KW - National security KW - Safety and security KW - Training KW - U.S. Federal Aviation Administration UR - https://www.faa.gov/about/plans_reports/media/ASH%20Business%20Plan%20with%20Cover.pdf UR - https://trid.trb.org/view/912996 ER - TY - RPRT AN - 01150542 AU - Murray, D P AU - Livack, G S AU - Federal Aviation Administration TI - Graphical Cockpit-based Depictions of Space Vehicle Operations Based upon Use of Aeronautical Information Data Link Services PY - 2009 SP - 7p AB - To facilitate a more efficient use of domestic and oceanic airspace while maintaining the current level of safety for the public, the Federal Aviation Administration (FAA) is researching new technologies and capabilities that would speed the flow of flight critical information to necessary user recipients. The intent is to increase overall situational awareness for each user segment. To this end, the FAA is developing a Concept of Operations (ConOps) for the graphical cockpit depiction of space vehicle flight operations as part of a proposed addition to the FAAs Next Generation Air Transportation System (NextGen) Integrated Work Plan. The emergence of cockpit-based data link technologies permits the provision and use of data linked aeronautical information services directly to aircraft as well as the sharing of this same information with Air Traffic Control (ATC) and with the airlines operational control (AOC) function. This concept represents an additional means of enabling a framework for seamlessly integrating space vehicles on their way to and from space with more traditional air traffic management functions. By developing a means to provide timely alerts to aircraft, greater airspace access should be maintained from all users, without disruptions to todays global airspace use while, at the same time, fostering the development of this new fledging industry. KW - Air traffic control KW - Airport operations KW - Airspace (Aeronautics) KW - Civil aviation KW - Communication systems KW - Data link KW - Next Generation Air Transportation System KW - Technological innovations UR - http://www.faa.gov/about/office_org/headquarters_offices/ast/reports_studies/media/Graphical%20Cockpit-Based%20Depictions%20of%20Space%20Vehicle%20Operations.pdf UR - https://trid.trb.org/view/913017 ER - TY - RPRT AN - 01150540 AU - Federal Aviation Administration TI - Commercial Space Transportation Business Plan, Fiscal Year 2009 PY - 2009 SP - 11p AB - The mission of the Federal Aviation Administration (FAA) Associate Administrator for Commercial Space Transportation (AST) is to ensure public safety for licensed and permitted U.S. launch activities, and to support the continued growth and expansion of the U.S. commercial space transportation industry. Safety is AST's top priority. To meet its safety responsibilities, AST undertakes a variety of core business functions to ensure that uninvolved persons are protected from the dangers and potential hazards associated with commercial space launch operations. These functions include making license and experimental permit determinations, conducting inspections of licensed and experimental permit operations, and developing rulemaking products related to commercial launch activities. Also, AST is driven to evolve its processes and approaches toward ensuring public safety as the commercial space transportation industry evolves. With a focus on the rapid evolution and complexity of new launch vehicles, AST will lead agency efforts to establish new processes to evaluate and approve safety critical launch vehicle components and systems. Further, AST will continue to improve its processes and leverage partnerships with other government organizations to enhance the safety of launches occurring from both federal and non-federal launch sites. KW - Air transportation KW - Aviation safety KW - Commercial space transportation KW - Cost control KW - Flight plans KW - Launch vehicles KW - Spacecraft UR - https://trid.trb.org/view/912910 ER - TY - RPRT AN - 01150521 AU - Murray, D P AU - Federal Aviation Administration TI - Tiered Approach to Flight Safety Analysis PY - 2009 SP - 11p AB - A flight safety analysis quantitatively demonstrates that a launch or reentry vehicle is capable of flying a proposed mission below accepted limits for risk to the uninvolved public. Over time, sophisticated methodologies have been developed to estimate the risks posed by a particular mission by probabilistically modeling the outcomes of multiple potential vehicle failure scenarios and the various influences on those outcomes to a high level of engineering fidelity. However, variations in planned operations, along with limitations in the availability or quality of data, suggest a need for the identification of a broader, more generalized approach. Accordingly, a tiered approach to flight safety analysis is explored that advocates the use of simplifying, conservative assumptions in place of complex models as an initial iteration step. Subsequent iterations, if necessary, would employ increasingly less conservative assumptions and more complex modeling techniques until either an acceptable solution is reached or the highest available level of fidelity had been applied. The advantage of such an approach is twofold in that it encourages the design of safer operations for the sake of simplicity in the analysis and it standardizes methodologies for better comparison of results and determination of uncertainties. KW - Aerospace engineering KW - Air transportation KW - Aviation safety KW - Commercial space transportation KW - Launch vehicles KW - Risk analysis UR - http://www.faa.gov/about/office_org/headquarters_offices/ast/reports_studies/media/AIAA-2006-6499-295.pdf UR - https://trid.trb.org/view/913085 ER - TY - RPRT AN - 01150520 AU - Federal Aviation Administration TI - Federal Aviation Administration Fiscal Year 2010 Business Plan: Human Resource Management PY - 2009 SP - 22p AB - The Office of Human Resource Management (AHR) supports and advises on the management of the Federal Aviation Administration's (FAA's) people. AHR's vision is to become a dynamic, streamlined, entrepreneurial enterprise that is our customers' first choice and a model for others. While responsible for the most fundamental Human Resource functions, AHR is constantly looking for ways to improve organizational performance and customer satisfaction. This involves creating streamlined organizational structures and processes, consistent application of personnel policies, ensuring a skilled HR workforce, and the development and implementation of supporting technology. AHR systems and policies are designed to make the organization more effective through stronger leadership, an increased commitment of individual employees to organization-wide goals, and a better prepared, trained, and safer workforce. KW - Air transportation KW - Aviation safety KW - Civil aviation KW - Flight plans KW - Human resources KW - Leadership KW - Performance measurement KW - Strategic planning UR - http://www.faa.gov/about/plans_reports/media/2013/AHR_FY2013_Business-Plan_12-12-10.pdf UR - https://trid.trb.org/view/912987 ER - TY - RPRT AN - 01150516 AU - Federal Aviation Administration TI - Federal Aviation Administration Fiscal Year 2010 Business Plan: International Aviation PY - 2009 SP - 18p AB - Advancing the nation's longstanding leadership in the global arena is a primary responsibility of the Office of International Aviation (API). Our staff encourages, promotes and facilitates the adoption of the Federal Aviation Adminisration (FAA) policies and practices worldwide. API's critical role is ensuring the international activities of FAA's lines of business and staff offices are integrated. The API staff brings safety and efficiency to millions of passengers each year as we arrange highly regarded technical assistance and training and work to harmonize global standards so passengers can benefit from a seamless air transportation network. In FY 2010 our challenges include: Identifying international priorities for the FAA; Promoting NextGen as the agency moves forward in its commitment to expand the use of those concepts, technologies and procedures internationally; Increasing FAA's leadership presence by establishing a second office in Latin America; and Improving our support of the International Civil Aviation Organization (ICAO) by coordinating FAA's work with the Industry Safety Strategy Group (ISSG) for the Global Aviation Safety Road Map. Through our strategic activities in FY 2010, we are committed to supporting Presidential safety programs in Afghanistan, Africa, and Iraq and building mutually beneficial partnerships with civil aviation organizations in the Middle East, China, India and Latin America. We will continue to support creating government-industry partnerships and strengthening the capabilities of regional aviation authorities and organizations through technical assistance and training. We will collaborate with the Office of Energy and Environment in demonstrating best U.S. environmental practices and work across the lines of business to identify projects funded by donor organizations which will strengthen the global aviation infrastructure. We will continue our core activities to build and maintain bilateral and multilateral relationships, support FAA senior leadership in achieving U.S. objectives, and negotiate agreements that improve safety and efficiency worldwide. KW - Civil aviation KW - Developing countries KW - Flight plans KW - International transportation KW - Strategic planning KW - Technological innovations UR - http://www.faa.gov/about/plans_reports/media/API%20Business%20Plan%20with%20Cover.pdf UR - https://trid.trb.org/view/912989 ER - TY - RPRT AN - 01150333 AU - Federal Aviation Administration TI - Federal Aviation Administration Fiscal Year 2010 Business Plan: Government and Industry Affairs PY - 2009 SP - 4p AB - The first impression, and indeed, in some cases, the only contact Members of Congress and their staff have with the Federal Aviation Administration (FAA) is with the Office of Government and Industry Affairs. This customer-oriented office, small by comparison to most every other organization in the FAA, works directly for the Administrator, and is the principal linkage between the agency and the legislative branch of government. AGI works with other staff organizations to coordinate and present the FAA's legislative message. It is AGI that must work with other organizations within the FAA to facilitate their relations with Congress. And it is AGI that must consistently monitor and gauge the interest and needs of the members and leadership on Capitol Hill. AGI also coordinates our legislative initiatives and responses with the Department of Transportation. This kind of vigorous outreach is not limited to Congress. AGI also serves as liaison with the aviation industry, from manufacturers to carriers, and with other aviation related organizations. Additionally, AGI also serves as the principal point of contact for state and local governments. KW - Business planning KW - Communication systems KW - Customer service KW - Federal government KW - Outreach KW - Policy, legislation and regulation KW - U.S. Federal Aviation Administration UR - http://www.faa.gov/about/plans_reports/media/AGI%20Business%20Plan%20with%20Cover.pdf UR - https://trid.trb.org/view/912977 ER - TY - RPRT AN - 01150326 AU - Federal Aviation Administration TI - Federal Aviation Administration Fiscal Year 2010 Business Plan: Commercial Space Transportation PY - 2009 SP - 10p AB - The mission of the Federal Aviation Administration (FAA) Office of Commercial Space Transportation (AST) is to ensure protection of the public, property, and the national security and foreign interests of the United States during commercial launch or reentry activities, and to encourage, facilitate, and promote U.S. commercial space transportation. Safety is AST's top priority. To meet its safety responsibilities, AST undertakes a variety of core business functions to ensure that uninvolved persons are protected from the hazards associated with commercial space launch operations. These functions include making license and experimental permit determinations, conducting inspections of licensed and experimental permit operations, and developing rulemaking products related to commercial launch activities. AST also reviews its processes for ensuring public safety regularly as the commercial space transportation industry evolves. With a focus on the rapid evolution and complexity of new launch vehicles, AST will lead agency efforts to develop new and improved approaches to evaluate and approve safetycritical launch vehicle components and systems. Further, AST will continue to leverage partnerships with other government organizations to enhance the safety of launches occurring from both federal and non-federal launch sites. In addition to ensuring public safety, AST enables industry through a variety of activities intended to encourage, facilitate and promote the growth of U.S. commercial space transportation. AST's core business functions in this area include activities such as performing environmental projects, publishing reports on industry developments and trends, hosting stakeholder forums, and supporting development of policies that enhance the global competitiveness of the U.S. commercial space launch industry. Further, AST takes great pride in delivering timely and reliable products that meet or exceed stakeholder requirements. AST is committed to working with its stakeholders to identify approaches that will render even greater service and satisfaction, as well as cost savings. Finally, AST's greatest resource is its dedicated staff. AST strives to ensure that all of its staff members are properly trained and prepared to perform at the highest levels. KW - Aviation safety KW - Business planning KW - Civil aviation KW - Commercial space transportation KW - Flight plans KW - Space shuttles KW - Spacecraft KW - U.S. Federal Aviation Administration UR - http://www.faa.gov/about/plans_reports/media/AST%20Business%20Plan%20with%20Cover.pdf UR - https://trid.trb.org/view/912974 ER - TY - RPRT AN - 01150319 AU - Federal Aviation Administration TI - Federal Aviation Administration Fiscal Year 2010 Business Plan: Aviation Safety PY - 2009 SP - 26p AB - The Associate Administrator for Aviation Safety and staff have a singular mission: to promote aviation safety in the interest of the American public and the millions of people who rely on the aviation industry for business, pleasure, and commerce. To fulfill this mission, Aviation Safety (AVS) directs and manages safety programs that fall into three primary areas: 1. Continued Operational Safety: AVS's most important function (and one that AVS will never compromise) is to ensure that existing certificate holders continue to meet the safety requirements, standards, and regulations of their original certification. AVS does this through safety surveillance and oversight programs, audits, evaluations, air traffic oversight, education and training, research, and accident/incident investigations. 2. Standards and Policy: AVS creates and amends as necessary the rules and regulations that provide the safety standards for people, organizations, and equipment operating in the U.S. civil aviation system. AVS does this through policy development, analysis, and rulemaking. 3. Certification: AVS issues initial and renews existing certificates that allow (i) people, organizations, and equipment to operate in the U.S. civil aviation system, (ii) manufacturers to build aircraft and avionics, and (iii) organizations to provide maintenance services. KW - Air transportation policy KW - Airport operations KW - Airport runways KW - Aviation safety KW - Civil aviation KW - Flight plans KW - Policy KW - Risk assessment KW - Runway incursions KW - U.S. Federal Aviation Administration UR - http://www.faa.gov/about/plans_reports/media/AVS%20Business%20Plan%20with%20Cover.pdf UR - https://trid.trb.org/view/912956 ER - TY - RPRT AN - 01150317 AU - Federal Aviation Administration TI - Federal Aviation Administration Fiscal Year 2010 Business Plan: Communications PY - 2009 SP - 6p AB - The Office of Communications (AOC) is responsible for the development, executive direction and overall management of the Agency's national external and internal communications programs. In addition, the office manages the corporate web management and brand identity programs. For external communications, the office works with the news media to provide the public with accurate, timely, useful and important information about the agency's goals, policies, activities and operations. As part of that mission, Communications actively promotes Federal Aviation Administration (FAA) activities that deal with Safety, Capacity, International Leadership and Organizational Excellence. For internal communications, the office works to provide employees with timely, accurate and useful information about agency activities and their jobs. The office publishes FocusFAA, the employee newsletter, maintains the employee web homepage, and uses other communications methods to keep employees apprised of news and other information relevant to their jobs. In addition, the office provides corporate communications services, including graphics and media and manages the FAA web management and corporate identity (branding) programs. KW - Air transportation KW - Aviation safety KW - Business planning KW - Civil aviation KW - Communication systems KW - Cost control KW - Information dissemination KW - U.S. Federal Aviation Administration UR - http://www.faa.gov/about/plans_reports/media/AOC%20Business%20Plan%20with%20Cover.pdf UR - https://trid.trb.org/view/912975 ER - TY - RPRT AN - 01150313 AU - Federal Aviation Administration TI - Federal Aviation Administration Fiscal Year 2010 Business Plan: Civil Rights PY - 2009 SP - 13p AB - The Federal Aviation Administration (FAA) Office of Civil Rights (ACR) provides leadership and direction with regard to civil rights, diversity and equal opportunity matters. For the External Civil Rights Program, ACR will continue to consult with airport grant sponsors to develop goal methodologies for contracting projects and concession under the DOT Disadvantaged Business Enterprise (DBE) Program. The 2010 ACR Business Plan will focus on strategies to ensure equal opportunity by conducting compliance reviews to ensure compliance with DBE regulations as needed; and conducting consultations and trainings to make airport sponsors aware of their DBE roles and responsibilities. However, the External Civil Rights Program extends beyond the DBE program. It includes airport compliance with Americans with Disabilities Act, Title VI non-discrimination, Limited English Proficiency, Environmental Justice and other civil rights regulations. ACR will strive to position itself to increase efforts in these other areas. We will do so by implementing action plans for the external civil rights programs and identifying the most effective strategies for accomplishing our external civil rights mission. KW - Airport operations KW - Business planning KW - Civil rights KW - Cost control KW - Disadvantaged business enterprises KW - Human rights KW - Monitoring KW - U.S. Federal Aviation Administration UR - http://www.faa.gov/about/plans_reports/media/ACR%20Business%20Plan%20with%20Cover.pdf UR - https://trid.trb.org/view/912973 ER - TY - RPRT AN - 01150312 AU - Murray, D P AU - VanSuetendael, R AU - Federal Aviation Administration TI - Tool for Integrating Commercial Space Operations into the National Airspace System PY - 2009 SP - 6p AB - Potential growth in the commercial space transportation industry, coupled with an expected doubling of air traffic operations over the next 10 years, could place additional safety and capacity demands on the National Airspace System (NAS). The Space and Air Traffic Management System (SATMS) is a proposed framework of operations designed to accommodate future commercial space operations within the NAS and to provide for the additional safety considerations associated with space vehicles operating in close proximity to air traffic. This paper discusses how the FAA plans to implement this strategy by developing a new decision support tool (DST) that will help air traffic controllers to manage a diverse mix of aircraft and space vehicles operating in shared airspace. KW - Air traffic control KW - Air traffic controllers KW - Air transportation KW - Airspace (Aeronautics) KW - Aviation safety KW - Commercial space transportation KW - Decision support systems UR - http://www.faa.gov/about/office_org/headquarters_offices/ast/reports_studies/media/AIAA-2006-6378-450.pdf UR - https://trid.trb.org/view/913028 ER - TY - RPRT AN - 01150285 AU - Federal Aviation Administration TI - Federal Aviation Administration Fiscal Year 2010 Business Plan: Aviation Policy, Planning and Environment PY - 2009 SP - 20p AB - The Office of Aviation, Policy, Planning, and Environment (AEP) provides critical support to the Administrator and FAA organizations in two major program areas: (1) Planning and policy development (2) Environment and energy programs development and management AEP's focus in these program areas includes internal, domestic, and international aspects. Internally, AEP staffs the Administrator on policy issues. In addition, AEP is the focal point for all agency strategic and business planning, and staffs two Congressionallymandated agency oversight bodies: the Management Advisory Council and Air Traffic Services Committee. KW - Air traffic control KW - Air transportation policy KW - Airports KW - Civil aviation KW - Economic analysis KW - Planning KW - Policy KW - Statistical analysis UR - https://www.faa.gov/about/plans_reports/media/AEP%20Business%20Plan%20with%20Cover.pdf UR - https://trid.trb.org/view/912955 ER - TY - RPRT AN - 01150284 AU - Federal Aviation Administration TI - Federal Aviation Administration Fiscal Year 2010 Business Plan: Air Traffic Organization PY - 2009 SP - 154p AB - The Air Traffic Organization's (ATO) Fiscal Year 2010 Business Plan has been developed through a structured process, targeted both to respond to the Administrator's latest FAA Flight Plan initiatives and to meet the challenges posed by the turbulent environment in which the ATO will operate over the next five years. ATO is poised to perform with rigor and to work with our customers and stakeholders to meet their most urgent needs by leveraging our strengths through globalization and innovation. Using a disciplined approach, we have identified the five strategic multi-year focus areas we must follow to be successful and operate effectively. KW - Air Traffic Organization KW - Air transportation KW - Air transportation crashes KW - Airport capacity KW - Aviation safety KW - Flight plans KW - Strategic planning KW - U.S. Federal Aviation Administration UR - http://www.faa.gov/about/plans_reports/media/ATO%20Business%20Plan%20with%20Cover.pdf UR - https://trid.trb.org/view/912952 ER - TY - RPRT AN - 01150283 AU - Federal Aviation Administration TI - Federal Aviation Administration Fiscal Year 2010 Business Plan: Financial Services PY - 2009 SP - 22p AB - The Office of the Assistant Administrator for Financial Services/Chief Financial Officer (ABA) serves as the Federal Aviation Administration's (FAA) primary resource steward. Our team has responsibility for managing the agency's $16 billion budget, overseeing and maintaining financial systems, financial policy, financial reporting and spearheading cost efficiency as well as government-wide management reforms to ensure resources are managed with integrity. ABA's key strategic efforts are anchored in the FAA's Flight Plan under the 'Organizational Excellence' goal. We lead the agency's efforts to achieve the Cost Control Program and Clean Audit Performance Targets. By providing FAA's Lines of Business (LOB) and Staff Offices (SO) with an effective management environment and key business tools and resources, we indirectly support the organization's Increase Safety, Greater Capacity, and International Leadership goals. KW - Auditing KW - Business planning KW - Cost accounting KW - Cost control KW - Financial analysis KW - Financial management KW - Flight plans KW - U.S. Federal Aviation Administration UR - https://www.faa.gov/about/plans_reports/media/ABA%20Business%20Plan%20with%20Cover.pdf UR - https://trid.trb.org/view/912976 ER - TY - RPRT AN - 01150274 AU - Federal Aviation Administration TI - Federal Aviation Administration Fiscal Year 2010 Business Plan: Airports PY - 2009 SP - 20p AB - As an organization, the Office of Airports (ARP) provides leadership to the aviation and airport industries in planning and developing a safe and efficient national airport system to satisfy the needs of U.S. aviation interests, with due consideration for economics, environmental compatibility, local proprietary rights, and safeguarding the public investment. We do this by providing grants to airports to assist in development of airports, regulating and inspecting commercial service airports under Part 139 of the Federal Aviation Regulations, developing engineering standards for airport design, lighting and marking, aircraft rescue and firefighting, wildlife hazard mitigation, and pavement design and construction. We are focused on improving runway safety and have key initiatives underway for improving runway safety areas to the extent practicable and for reducing runway incursions by improving airport lighting and marking. In addition we conduct a research and development program to develop new engineering specifications and guidance, and provide international leadership at the International Civil Aviation Organization (ICAO) on airport issues. KW - Air transportation crashes KW - Airport Improvement Program KW - Airport runways KW - Airports KW - Civil aviation KW - Compliance KW - Flight plans KW - General aviation KW - Runway incursions KW - U.S. Federal Aviation Administration UR - http://www.faa.gov/about/plans_reports/media/ARP%20Business%20Plan%20with%20Cover.pdf UR - https://trid.trb.org/view/912954 ER - TY - RPRT AN - 01150267 AU - Federal Aviation Administration TI - Federal Aviation Administration Fiscal Year 2010 Business Plan: Chief Counsel PY - 2009 SP - 15p AB - The Office of the Chief Counsel (AGC) furnishes legal services to the Federal Aviation Administration (FAA) Administrator and all agency organizations worldwide. Our primary functions are providing legal advice, reviewing agency action for legal sufficiency, and providing representational services. AGC's principal legal practice areas include: rulemaking, regulatory enforcement, acquisition and commercial law, airport and environmental law, personnel and labor law, tort and other administrative litigation, international law, legislation and laws applicable generally to the executive branch (e.g., Ethics, Freedom of Information Act (FOIA) and Privacy Act compliance). AGC attorneys represent the agency in a variety of forums, including the National Transportation Safety Board (NTSB), the Merit Systems Protection Board (MSPB), the Equal Employment Opportunity Commission (EEOC), Department of Transportation Administrative Law Judges, and the United States federal courts. AGC also works closely with the Office of the General Counsel of the Department of Transportation on issues that are common to modal administrations or that are of national significance to the aviation industry. In addition to traditional legal services, AGC is responsible for two distinct internal FAA adjudicative functions and the agency's dispute resolution function. First, the Office of Dispute Resolution for Acquisition (ODRA), serves as the Administrator's adjudicatory body in acquisition-related matters. Second, a discrete segment of the office supports the FAA's civil penalty adjudication function by serving as a confidential advisor to the Administrator in his capacity as the Civil Penalty Program Decision-maker. (Title 49, United States Code, S 46301). AGC also houses the FAA's Dispute Resolution Specialist, who is responsible for implementing the provisions of the Administrative Dispute Resolution Act within the entire agency. KW - Aviation KW - Business planning KW - Civil aviation KW - Civil rights KW - Law enforcement KW - Legal factors KW - Legislation KW - Policy KW - Regulations KW - U.S. Federal Aviation Administration UR - http://www.faa.gov/about/plans_reports/media/AGC%20Business%20Plan%20with%20Cover.pdf UR - https://trid.trb.org/view/912972 ER - TY - RPRT AN - 01138282 AU - Goldsmith, T E AU - University of New Mexico, Albuquerque AU - Federal Aviation Administration TI - Training and Assessment of Aircrew Skills: Methods to Achieve Reliable and Valid Performance Data PY - 2009///Final Project Report SP - 31p AB - The project aimed to develop and validate procedures for training and assessing the knowledge and skllls of airline pilots. The focus was on training and calibrating evaluators of aircrews and on the traditionally difficult to train and assess area of crew resource management skills. A central aim of the project was to aid airlines and other entities in collecting and using pilot performance data to make valid training and assessment decisions. The project employed several methods to achieve its goals including statistical modeling off light parameter data, analysis of existing pilot performance databases, analysis of incident and accident reports, and controlled laboratory studies. Some of the major developments and findings of the project included (a) a software package to train and calibrate evaluators' judgments of aircrew performance, (b) statistical models of evaluators' performance judgments based on real-time, physical flight parameters, (c) evidence that crew resource management skills are highly context dependent, (d) quantification of the decline in aircrew skills over a 12 month retention interval, and (e) evidence that degree of expectancy affects performance on unlikely to occur emergency maneuvers. KW - Air pilots KW - Aircraft pilotage KW - Aviation safety KW - Crew resource management KW - Data collection KW - Flight crews KW - Instructors KW - Knowledge KW - Personnel retention KW - Statistical analysis KW - Training UR - http://www.tc.faa.gov/logistics/grants/pdf/2000/00-G-014.pdf UR - https://trid.trb.org/view/898411 ER - TY - RPRT AN - 01135367 AU - Federal Aviation Administration TI - FAA (Federal Aviation Administration) Aerospace Forecast, Fiscal Years 2009-20 PY - 2009 SP - 94p AB - The Federal Aviation Administration (FAA) continues to forecast long term aviation growth, despite global economic conditions. Since 2000, U.S. airlines have dealt with the impacts of 9/11, heightened concerns about pandemics, the bankruptcy of four network carriers, record high fuel prices, and the most serious economic downturn since the Great Depression. In spite of these challenges, the number of passengers traveling continues to grow over the long term, demonstrating the value of air transportation to the public. In last years forecast the FAA predicted for the U.S. commercial aviation industry to carry one billion passengers by 2016. The authors now believe the industry will reach this mark in 2021. The 2009 forecast for commercial aviation calls for a sharp decline in activity in the near term, with a return to growth over the long term. The level of activity and demand in the long term, however, is not expected to snap back to levels published in the previous FAA forecast. The most significant factor preventing recovery to prior forecast levels is the state of the economy, both domestic and worldwide. In the U.S., the National Bureau of Economic Research reports the U.S. economy has been in recession since December 2007, with economists speculating this may be the deepest recession since the end of World War II. Indications are the global economy is not fairing any better. With 8 of the worlds top 10 economies in recession as of January 2009, the global economy is poised to perform worse than any other period during the past 60 years. KW - Aerospace industry KW - Air transportation KW - Airlines KW - Aviation KW - Aviation safety KW - Economic factors KW - Forecasting KW - Planning KW - Recession KW - Terrorism KW - Terrorist attacks of September 11, 2001 KW - Travel demand KW - U.S. Federal Aviation Administration UR - http://www.faa.gov/data_research/aviation/aerospace_forecasts/2009-2025/media/2009%20Forecast%20Doc.pdf UR - https://trid.trb.org/view/894466 ER - TY - RPRT AN - 01135246 AU - Federal Aviation Administration TI - Instrument Flying Handbook PY - 2009 SP - 387p AB - Is an Instrument Rating Necessary. The answer to this question depends entirely upon individual needs. Pilots may not need an instrument rating if they fly in familiar uncongested areas, stay continually alert to weather developments, and accept an alternative to their original plan. However, some cross-country destinations may take a pilot to unfamiliar airports and/or through high activity areas in marginal visual or instrument meteorological conditions (IMC). Under these conditions, an instrument rating may be an alternative to rerouting, rescheduling, or canceling a flight. Many accidents are the result of pilots who lack the necessary skills or equipment to fly in marginal visual meteorological conditions (VMC) or IMC and attempt flight without outside references. Pilots originally flew aircraft strictly by sight, sound, and feel while comparing the aircrafts attitude to the natural horizon. As aircraft performance increased, pilots required more inflight information to enhance the safe operation of their aircraft. This information has ranged from a string tied to a wing strut, to development of sophisticated electronic flight information systems (EFIS) and flight management systems (FMS). Interpretation of the instruments and aircraft control have advanced from the one, two, three or needle, ball, and airspeed system to the use of attitude instrument flying techniques. Navigation began by using ground references with dead reckoning and has led to the development of electronic navigation systems. These include the automatic direction finder (ADF), very-high frequency omnidirectional range (VOR), distance measuring equipment (DME), tactical air navigation (TACAN), long range navigation (LORAN), global positioning system (GPS), instrument landing system (ILS), microwave landing system (MLS), and inertial navigation system (INS). KW - Air pilots KW - Aircraft navigational aids KW - Aircraft pilotage KW - Electronics KW - Flight training KW - Instrument flying KW - Landing KW - Landing fields KW - Navigation systems KW - Ratings UR - http://www.faa.gov/regulations_policies/handbooks_manuals/aviation/media/faa-h-8083-15b.pdf UR - https://trid.trb.org/view/894469 ER - TY - RPRT AN - 01127498 AU - Federal Aviation Administration TI - FAA Aerospace Forecast Fiscal Years 2009–2025 PY - 2009 SP - 94p AB - The FAA continues to forecast long term aviation growth, despite global economic conditions. Since 2000, U.S. airlines have dealt with the impacts of 9/11, heightened concerns about pandemics, the bankruptcy of four network carriers, record high fuel prices, and the most serious economic downturn since the Great Depression. In spite of these challenges, the number of passengers traveling continues to grow over the long term, demonstrating the value of air transportation to the public. In last year’s forecast the FAA predicted for the U.S. commercial aviation industry to carry one billion passengers by 2016. We now believe the industry will reach this mark in 2021. The 2009 forecast for commercial aviation calls for a sharp decline in activity in the near term, with a return to growth over the long term. The level of activity and demand in the long term, however, is not expected to snap back to levels published in the previous FAA forecast. The most significant factor preventing recovery to prior forecast levels is the state of the economy, both domestic and worldwide. In the U.S., the National Bureau of Economic Research reports the U.S. economy has been in recession since December 2007, with economists speculating this may be the deepest recession since the end of World War II. Indications are the global economy is not fairing any better. System capacity in available seat miles (ASMs) – the overall yardstick for how busy aviation is both domestically and internationally – will drop 6.7 percent this year, after posting a 1.2 percent increase during 2008, and then grow at an average of 3.8 percent per year through 2025. Air traffic will not rise to prior forecast levels even when the economy recovers because of the absence of significant price cuts as measured by real yield in the near term. Following previous downturns (e.g. the recessions in 1991 and 2001) carriers stimulated passenger demand by reducing fares sharply. The industry’s response to the current economic downturn is to better match supply (seats) and demand (passengers) by modestly cutting fares and dramatically reducing capacity. The average size of domestic aircraft is expected to decline by 0.7 seats in FY 2009 to 120.1 seats. The downturn in the economy has also dampened the near-term prospects for the general aviation industry. Longer-term, we see growth in business aviation demand driven by a growing U.S. and world economy. The shaky global economy that took hold in the latter part of 2008 is expected to put a squeeze on air travel demand through 2009, although falling oil prices will offset some of the decline in demand, allowing U.S. carriers to be profitable in 2009. To navigate the volatile operating environment, carriers are attempting to increase revenues per customer (through increased fares and/or additional fees) while driving down their costs by implementing capacity cutbacks (by reducing flights and/or gauge of aircraft, delaying deliveries of newer aircraft, and/or grounding older aircraft). Over the long term, we see a competitive and profitable industry characterized by increasing demand for air travel and air fares growing more slowly than inflation. KW - Air traffic KW - Air travel KW - Airline capacity KW - Airlines KW - Aviation KW - Civil aviation KW - Demand KW - Economic analysis KW - Economic conditions KW - Economic growth KW - Economic impacts KW - Forecasting KW - General aviation KW - Supply UR - http://www.faa.gov/data_research/aviation/aerospace_forecasts/2009-2025/media/2009%20Forecast%20Doc.pdf UR - https://trid.trb.org/view/887917 ER - TY - RPRT AN - 01325142 AU - Gilbo, Eugene P AU - Smith, Scott B AU - Volpe National Transportation Systems Center AU - Federal aviation Administration TI - Characterization of Uncertainty in ETMS Flight Events Predictions and its Effect on Traffic Demand Predictions PY - 2008/71 SP - 55p AB - The Enhanced Traffic Management System (ETMS) predicts traffic demand in the National Airspace System (NAS) up to 24 hours in the future to determine potential congestion in airspace or airports. To identify congestion, it finds time intervals and NAS elements (i.e., sectors, airports, and fixes) where predicted demand exceeds the capacity that has been input into ETMS. Based on the duration and magnitude of congestion, traffic flow management (TFM) specialists decide whether to take action to bring traffic demand down to capacity through various traffic management initiatives (TMIs), such as Ground Delay Programs (GDPs), Airspace Flow Programs (AFPs), or Miles-in-Trail (MIT). ETMS produces deterministic predictions of traffic demand and does not take into account the random errors in these predictions. This uncertainty in predictions creates uncertainty in the information that TFM specialists use in their decision-making process. A recent direction in TFM research is concerned with acknowledging the uncertainty in predictions and creating probabilistic TFM that considers the uncertainty in the decision-making process. The premise behind probabilistic TFM is that traffic managers will make better decisions if they use data and tools that reflect the uncertainty in the system. Probabilistic TFM is based on probabilistic representation of traffic demand and capacity of NAS elements through the respective probability distributions that allow for determining the probabilities of congestion. In order to obtain the probability distributions for probabilistic TFM, a thorough statistical analysis of prediction errors is needed to characterize the prediction uncertainties. This report presents the results of analysis and characterization of uncertainty in traffic demand predictions using ETMS data and probabilistic representation of the predictions. Our previous research, described in two prior reports, was focused on analysis of aggregate 15-minute traffic demand predictions in ETMS, on improving the accuracy of these predictions and increasing the stability of the ETMS monitor/alert function, while not explicitly considering the uncertainty in predictions of flight events for individual flights. This study continues the previous one. It also focuses on uncertainty in traffic demand predictions, but, unlike the previous one, it explicitly considers uncertainty in individual flights’ predictions for estimation of uncertainty in aggregate demand count predictions at NAS elements and for probabilistic representation of those predictions. KW - Air traffic control KW - Air traffic control facilities KW - Airport capacity KW - Airport congestion KW - Airspace (Aeronautics) KW - Airspace congestion KW - Flow control (Air traffic control) KW - Traffic congestion KW - Travel demand management UR - http://ntl.bts.gov/lib/35000/35000/35097/Gilbo_uncertainty_in_flight_events_predictions.pdf UR - https://trid.trb.org/view/1085883 ER - TY - ABST AN - 01483200 TI - Development of a 3-Dimensional Radar Based Airspace Monitoring Surveillance Instrument AB - No summary provided. KW - Airborne traffic surveillance KW - Airspace (Aeronautics) KW - Monitoring KW - Radar air traffic control KW - Surveillance UR - https://trid.trb.org/view/1252049 ER - TY - ABST AN - 01464253 TI - Quick Response for Special Needs. Task 11. How Proposed Firefighting Standards Would Impact Airports AB -

Part 139 of title 14, Code of Federal Regulations, requires airports that serve: 1) scheduled passenger-carrying operations of an air carrier operating aircraft designed for more than 9 passenger seats; and 2) unscheduled passenger-carrying operations of an air carrier operating aircraft designed for at least 31 passenger seats, to receive operating certificates from the Federal Aviation Administration (FAA). Operators of Part 139 airports are also required to meet certain aircraft rescue and fire fighting (ARFF) standards. In March 2001, the FAA tasked the Aviation Rulemaking Advisory Committee (ARAC) to develop a Notice of Proposed Rulemaking to identity ARFF requirements that should be added, modified or deleted. Despite the ongoing rulemaking process, some aviation stakeholders are recommending that airports comply with certain National Fire Protection Association (NFPA) standards and other NFPA-related requirements or International Civil Aviation Organization (ICAO) fire fighting standards.

KW - Aircraft rescue and firefighting services KW - Airport operations KW - Airport terminals KW - Civil aviation KW - Firefighters KW - Regulations KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2690 UR - https://trid.trb.org/view/1232482 ER - TY - RPRT AN - 01523709 AU - McAnulty, D Michael AU - Sollenberger, Randy AU - Koros, Anton AU - Hale, Mark AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Human Factors Assessment of the En Route Information Display System. PY - 2008/12//Technical Report SP - 55p AB - The Federal Aviation Administration is modernizing its en route air traffic control automation system, including an En Route Information Display System (ERIDS). ERIDS provides controllers with multiple types of information electronically via a 15-inch touchscreen display at each airspace radar sector. It replaces paper documents that were shared by controllers at multiple sectors in an operations area. Researchers from the Human Factors Team – Atlantic City conducted the current study to assess the benefits of the fielded ERIDS and to identify any potential usability issues. The researchers collected questionnaire, simulation, interview, and observation data at three Air Route Traffic Control Centers using paper documents and, again, at one of the centers after ERIDS was fielded. All of the assessments of ERIDS indicate that controllers do not regularly obtain and use relatively static aeronautical information, whether it is available in paper or electronic format. The study confirmed that ERIDS eliminates the problem of paper documents not being readily available, which is the most time consuming part of the information acquisition process. With ERIDS, the information is always available at the sector position. In addition, accessing Approach Plates, which is the most frequently sought and highest rated type of information for safety and efficiency, is easy to do with ERIDS, unless the controller needs to switch between two or more plates. The researchers recommend modifications to make ERIDS easier to use and suggest that a more thorough human factors evaluation be conducted to identify and prioritize other issues and to recommend possible solutions. KW - Air route traffic control centers KW - Air traffic control KW - Approach control KW - En Route Automation Modernization KW - Human factors KW - Information display systems KW - Surveys KW - Touchscreen displays KW - Usability UR - http://hf.tc.faa.gov/publications/2008-human-factors-assessment/full_text.pdf UR - https://trid.trb.org/view/1307223 ER - TY - RPRT AN - 01523704 AU - Friedman-Berg, Ferne AU - Allendoerfer, Kenneth AU - Pai, Shantanu AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Moving Toward an Air Traffic Control Display Standard: Creating a Standardized Color Palette for Terminal Situation Displays PY - 2008/12//Technical Report SP - 66p AB - As the Federal Aviation Administration (FAA) moves toward the implementation of the Next Generation Air Transportation System, there is a need to increase commonality and standardization across Air Traffic Control (ATC) displays. Increased standardization will reduce development costs and training requirements, as well as ensure that new ATC systems follow human factors guidelines and best practices. The FAA is currently conducting research and development activities that will contribute to the creation of a future Air Traffic Control Display Standard (ATCDS). The future standard will provide specific design standards for ATC displays that will be grounded in human factors research and lessons learned from the field. This report describes an initial ATCDS development activity that created a standardized color palette for ATC situation displays in the terminal domain. Existing guidelines regarding the use of color are not specific enough for eventual incorporation into the ATCDS and are difficult for system developers to implement. For this activity, the authors developed a standardized terminal color palette by measuring the colors on existing systems and determining whether those colors met human factors guidelines for attention, identification, segmentation, and text legibility. When existing colors did not follow the guidelines, the authors developed alternatives. The standardized palette contains sufficient detail to be included in a system specification. It lists individual display elements (e.g., datablocks, radar targets), as well as lists standardized color names and coordinates for each element. This report also provides guidance for system developers and vendors to help them implement a standardized color palette on their systems. KW - Air traffic control KW - Color KW - Design standards KW - Human factors KW - Information display systems KW - Standardization UR - http://hf.tc.faa.gov/publications/2008-moving-toward-an-air-traffic-control-display-standard/full_text.pdf UR - https://trid.trb.org/view/1307218 ER - TY - RPRT AN - 01135287 AU - Clark, S AU - Ostrom, C B AU - Clark, S C AU - Boeing Aerospace Company AU - Federal Aviation Administration TI - Engine Damage-Related Propulsion System Malfunctions PY - 2008/12//Final Report SP - 220p AB - This document describes the research conducted as part of FAA contract DTFACT-03-C-00O33. The purpose was to research the operational effects and causes of engine damage and develop damage detection strategies using combinations of existing sensors (sensor fusion). The research included a comprehensive study of engine damage causes and effects from in-service data, an assessment of how and why engine damage should be annunciated to the flight crew, development of high-level sensor fusion-based damage detection strategies, and an assessment of the benefits and implementation considerations. KW - Aircraft KW - Damage detection KW - Detection and identification KW - Engine failure KW - Engines KW - Flight crews KW - Jet engines KW - Mechanical failure KW - Propulsion systems KW - Sensors UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar0824.pdf UR - https://trid.trb.org/view/892200 ER - TY - ABST AN - 01534440 TI - Visual Aircraft Detection and Tracking via Foveal-peripheral Vision AB - This research effort proposes an integrated research program to study the potential of a computer vision system for robust detection and tracking of aircraft, as a risk mitigation tool to assist human observers to maintain vigilance. KW - Air traffic control KW - Aircraft operations KW - Computer vision KW - Human factors in crashes KW - Risk assessment KW - Tracking systems UR - http://www.tc.faa.gov/logistics/grants/doc/09-G-002.doc UR - https://trid.trb.org/view/1320041 ER - TY - ABST AN - 01483446 TI - Load Spectrum Development for Unmanned Aerial Systems Airworthiness AB - No summary provided. KW - Aerodynamic force KW - Airworthiness KW - Drone aircraft KW - Spectrum analysis UR - https://trid.trb.org/view/1252263 ER - TY - ABST AN - 01483204 TI - Airframe Technology Assessment of Airworthiness of Unmanned Aerial Systems Load Spectrum AB - No summary provided. KW - Aerial surveying KW - Airframes KW - Airworthiness KW - Drone aircraft KW - Technology UR - https://trid.trb.org/view/1252053 ER - TY - RPRT AN - 01138309 AU - Falteisek, M AU - Virga, M AU - Blum, J AU - Federal Aviation Administration TI - ATO Safety Management System (SMS) PY - 2008/11 SP - 43p AB - SMS is an integrated collection of processes, procedures, policies, and programs used to define, assess, and manage the safety risk in the provision of Air Traffic Control (ATC) and navigation services. KW - Air traffic control KW - Aircraft pilotage KW - Aircraft separation KW - Airport runways KW - Airports KW - Aviation safety KW - Decision making KW - Navigation KW - Risk analysis UR - http://www.aci-na.org/static/entransit/smsbalt_faa_ato.pdf UR - https://trid.trb.org/view/898436 ER - TY - RPRT AN - 01135393 AU - Cyrus, H M AU - Nadel, J AU - Federal Aviation Administration AU - Hi-Tec Systems, Incorporated TI - Conducted Electrical Emissions from Type L-858 Style 2 and 3 Airfield Signs PY - 2008/11//Technical Note SP - 36p AB - This study investigated the conducted electrical emissions from Type L-858 style 2 and 3 airfield signs that cause the signs to flicker on and off. These emissions are caused by the internal power supply of the style 2 and 3 signs. These signs are designed to operate at a constant intensity on a series circuit with other lighting equipment that operates with either a three- or five-step intensity constant current regulator. The test setup consisted of an airfield sign power supply and three subsystems: (1) a circuit current control that provided constant current to the power supply, (2) a line impedance stabilization network that provided a 60-hertz sign wave to the sign power supply, and (3) a data acquisition system. For style 2 and 3 signs that include internal power supplies, the level of emissions should not exceed -6 decibel milliamperes (dBmA) for proper operation. Circuits that include style 2 or 3 signs should be run in separate conduits to prevent operational problems if the emissions exceed -6 dBmA. The practice of double-circuiting should be used when the circuits outbound and return cables are in the same conduit with no single-conductor runs. This will reduce the potential for crosstalk. The use of line filters should be considered for these signs if no other means is practical. KW - Air traffic control KW - Air transportation KW - Airport runways KW - Data collection KW - Electrical systems KW - Flicker KW - Flow control (Air traffic control) KW - Pollutants KW - Signs UR - http://www.tc.faa.gov/its/worldpac/techrpt/artn0844.pdf UR - https://trid.trb.org/view/894606 ER - TY - RPRT AN - 01135339 AU - Roelen, A L D AU - Wever, R AU - de Gelder, N AU - Huson, W J AU - Federal Aviation Administration TI - Development of a Scoring Algorithm for Flight Crew Intervention Credit in System Safety Assessments PY - 2008/11//Final Report SP - 147p AB - According to current regulations for type certification of large commercial aircraft, certification credit may be taken for correct and appropriate action for both quantitative and qualitative assessments provided that some general criteria are fulfilled. According to the same regulations, quantitative assessments of the probabilities of flight crew errors are not considered feasible. As a consequence, the system designer is allowed to take 100% credit for correct flight crew action in response to a failure. Earlier research has indicated that this leads to an overestimation of flight crew performance. The overall goal of this research effort was the development of a method that would allow certification credit for good human factors design practice in certification regulation. This method consists of a scoring algorithm that combines key flight deck design characteristics into an overall level of certification credit for flight crew intervention in the case of system failures. The method is easy to apply, provided that the system failure modes are associated flight deck annunciations are known. As expected, application of the method to a number of example cases shows that it differentiates between system failures and between aircraft types. The method also produces higher average scores for more modern cockpits. Although every possible effort was spent in making this a valid, practicable, and acceptable method, it is still the result of a research project. Further development is recommended. KW - Aircraft KW - Aircraft industry KW - Aircraft operations KW - Algorithms KW - Flight crews KW - Flight decks KW - General aviation aircraft KW - Quantitative analysis KW - Regulations UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar0845.pdf UR - https://trid.trb.org/view/892175 ER - TY - RPRT AN - 01135219 AU - Jeck, R K AU - Federal Aviation Administration AU - Federal Highway Administration TI - Advances in the Characterization of Supercooled Clouds for Aircraft Icing Applications PY - 2008/11//Final Report SP - 138p AB - Approximately 28,000 nautical miles (52,000 km) of select, in-flight measurements of cloud water concentrations, droplet sizes, temperatures, and other variables in supercooled clouds over portions of North America, Europe, and the northern oceans have been condensed into a computerized database for deriving a worldwide, statistical description of aircraft icing conditions aloft. The data are compared with the currently accepted envelopes of icing cloud variables specified in Title 14 Code of Federal Regulations Parts 25 and 29 Appendix C for the design of aircraft ice protection equipment. There are differences, along with some deficiencies, unrealistic trends, and difficulties in the use of Appendix C. As a result, suggestions are made for updating, modernizing, and improving the currently accepted envelopes in Appendix C. KW - Aircraft industry KW - Aircraft operations KW - Aircraft pilotage KW - Clouds KW - Control systems KW - Icing KW - Supercooling KW - Winter maintenance UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar074.pdf UR - https://trid.trb.org/view/892114 ER - TY - RPRT AN - 01134938 AU - Federal Aviation Administration TI - Spaceport America commercial launch site, Sierra County : environmental impact statement PY - 2008/11//Volumes held: Draft, Final KW - Environmental impact statements KW - New Mexico UR - https://trid.trb.org/view/895688 ER - TY - ABST AN - 01494909 TI - Climate Change Report to Congress AB - The Energy Independence and Security Act of 2007 mandated that the US Department of Transportation produce a report to Congress on transportation's impact on climate change and solutions for reducing this impact. The study also considered co-benefits of fuel savings and air quality improvement. Completed in conjunction with the Environmental Protection Agency and the United States Global Change Research Program. KW - Air quality KW - Air quality management KW - Climate change KW - Energy Independence and Security Act of 2007 KW - Environmental impacts KW - Environmental protection KW - Fuel conservation UR - https://trid.trb.org/view/1264143 ER - TY - ABST AN - 01479971 TI - The Identification of Critical Human Factors Issues for Improving Collaborative Air Traffic Management in the Future Aviation System AB - The objective of the research are to identify the critical human factors issues that need to be considered in order to support the successful integration of the airspace users into the future National Air Space (NAS). The project also identifies research gaps which exist in the understanding of how to deal with these issues, and indicate the human factors research efforts necessary to fill the gaps. KW - Air traffic control KW - Airspace (Aeronautics) KW - Cooperation KW - Human factors engineering KW - Integrated systems KW - National Airspace System UR - http://www.tc.faa.gov/logistics/grants/doc/09-G-001.doc UR - https://trid.trb.org/view/1249034 ER - TY - ABST AN - 01462586 TI - Legal Aspects of Airport Programs. Topic 2-03. Case Studies on Community Challenges to Airport Development AB - Airports are under pressure to accommodate increasing demand for airport facilities. Indeed, some particularly congested airports are considering methods for managing aircraft demand for their runways or facing a shift in their air traffic to less congested regional airports. Various measures can be used to accommodate this demand for limited airport resources, but the likely response is airport expansion and development. Recent development activities at airports have resulted in a number of challenges by community groups. There has been, for example, challenges to the expansion at Chicago's O'Hare Airport and the ongoing challenges to California's Burbank/Glendale/Pasadena Airport. These challenges may use various legal theories to modify or, in some cases, to prevent airport development. Some of the theories that have been used to challenge airport development are predicated on environmental issues: the EIS did not fully address the impact Endangered Species Act, or that the EIS failed to properly address the requirements of RIFRA, the Historic Preservation Act [4(f)], the Clean Air Act, and the Clean Water Act. Other theories have included challenges to the funding of the airport expansion using PFCs. Challengers have also made use of the imposition of zoning laws on airport property located in multiple jurisdictions. In addition to challenging airport development, communities have occasionally challenged various aspects of ongoing airport operations. For example, a recent case involves a challenge based on the FAA's change in the approach/or approval of runway for an expanded use at Ft Lauderdale. This research project should address both federal and state cases brought in opposition to airport expansion or the development or operations at airports. The researcher should summarize these judicial decisions and explain the basis of the challenge, the defense to that challenge, and the outcome of the case. The collected cases should be organized in a manner that conveys the strategies used by airport proprietors to address these challenges and identify which strategies have succeeded, which have failed, and the reasons. The results of the research should be organized by the type or category of the challenge and must include a cross referenced index for those cases that involved challenges using multiple theories. KW - Airport control towers KW - Airport operations KW - Airport planning KW - Airport traffic KW - Airports KW - Airspace (Aeronautics) KW - Obstructions (Navigation) KW - Ordinances KW - Research projects KW - Restrictions UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2548 UR - https://trid.trb.org/view/1230807 ER - TY - ABST AN - 01461831 TI - Legal Aspects of Airport Programs. Topic 2-04. Analysis of Federal Laws, Regulations and Case Law Regarding Airport Proprietary Rights AB - Airport owners and operators have certain proprietary rights to manage and control access to their facilities under the Airline Deregulation Act and federal case law. The owner's proprietary rights are circumscribed by federal laws and regulations such as federal grant assurances, ANCA and other federal statutes. The scope of airport proprietary rights are difficult to ascertain and it would be useful to have an analysis of the rights currently recognized by the courts as being within the purview of airport owners and those that have been determined to exceed that authority. This project would analyze the relevant federal statutes, regulation and case law with regard to airport proprietary rights including regulation of noise and other environmental matters, safety restrictions, leasing practices, congestion management, and other airport access limitations. The analysis should result in a compilation of relevant statutes, regulations, and case decisions determining the scope of airport proprietary rights and a discussion of the rights within the owner's purview and those which have been determined to exceed the owner's authority. The final report is due in January 2010.

 

KW - Air traffic control facilities KW - Airline Deregulation Act of 1978 KW - Airport access KW - Airport congestion KW - Airport control towers KW - Airport operations KW - Congestion management systems KW - Deregulation KW - Property rights KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2549 UR - https://trid.trb.org/view/1230051 ER - TY - RPRT AN - 01523700 AU - Willems, Ben AU - Hah, Sehchang AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Future En Route Workstation Study (FEWS II): Part 1 - Automation Integration Research PY - 2008/10//Technical Report SP - 64p AB - The expected increase in air traffic makes it essential to investigate how to develop tools to assist controllers best without sacrificing safety, efficiency, or workload. The Future En Route Workstation Study (FEWS I) concept takes an integrated approach to controller workstation development that applies best human factors principles to the design of the computer-human interface to promote more efficient and effective controller interaction. The current simulation assessed controller performance and workload using the Display System Replacement (DSR), the En Route Automation Modernization (ERAM), and the modified FEWS interface (FEWS II). The authors measured controller eye movements, situation awareness, ratings about system features and functions, workload, performance, and measures of aircraft efficiency at air traffic levels corresponding to levels anticipated for 2015 and beyond. The FEWS II configuration resulted in fewer data entries than DSR or ERAM, although it did not result in a reduction in workload. Controllers had a significantly lower number of controller deviations when using the FEWS II configuration with a two-person sector and Data Communications available. The authors showed a reduction in controller workload when Data Communications was available in a two-person sector. Regression analyses showed that at the same workload level, controllers could handle more aircraft when they worked as a team and Data Communications was available. KW - Air traffic control KW - Data communications KW - Design KW - En Route Automation Modernization KW - Human factors KW - Information display systems KW - User interfaces (Computer science) KW - Workload KW - Workstations UR - http://www.tc.faa.gov/its/worldpac/techrpt/tc0814-2.pdf UR - https://trid.trb.org/view/1307226 ER - TY - RPRT AN - 01135495 AU - MADDALENA, R L AU - MCKONE, T E AU - Lawrence Berkeley National Laboratory AU - Federal Aviation Administration AU - Department of Energy TI - Insecticide Exposures on Commercial Aircraft: A Literature Review and Screening Level Assessment PY - 2008/10 SP - 53p AB - The objective of this project was to provide initial estimates of the relationship between insecticide use on passenger aircraft and exposure levels present in the cabin environment. The work was initially divided into three tasks including 1) a review of insecticide application practices in commercial aircraft, 2) exploratory measurements of insecticide concentrations in treated aircraft and 3) screening level exposure modeling. Task 1 gathered information that is needed to assess the time-concentration history of insecticides in the airline cabin. The literature review focused on application practices, information about the cabin environment and existing measurements of exposure concentrations following treatment. Information from the airlines was not available for estimating insecticide application rates in the U.S. domestic fleet or for understanding how frequently equipment rotate into domestic routes following insecticide treatment. However, the World Health Organization (WHO) recommends several methods for treating aircraft with insecticide. Although there is evidence that these WHO guidelines may not always be followed, and that practices vary by airline, destination, and/or applicator company, the guidelines in combination with information related to other indoor environments provides a plausible basis for estimating insecticide loading rates on aircraft. KW - Aircraft KW - Aircraft cabins KW - Aircraft operations KW - Civil aircraft KW - Exposure (Pollutants) KW - Insecticides KW - Literature reviews KW - Passenger compartments KW - Passenger transportation UR - http://repositories.cdlib.org/cgi/viewcontent.cgi?article=7977&context=lbnl UR - https://trid.trb.org/view/894375 ER - TY - RPRT AN - 01120269 AU - Fleischman, E AU - Boeing Aerospace Company AU - Federal Aviation Administration TI - Handbook for Networked Local Area Networks in Aircraft PY - 2008/10 SP - 111p AB - This Handbook summarizes the results of the Federal Aviation Administration (FAA) networked local area network (LAN) study, which addresses potential safety impacts introduced by networking LANs onboard aircraft. Interconnecting previously isolated components on aircraft increases the complexity of unintended interactions between components and provides potential new access points that could be exploited to cause harm. This Handbook addresses the potential security vulnerabilities introduced by networking LANs, the safety affects of security failures, and a process for designing and certifying LANs on aircraft to ensure the safety of these new aircraft systems. This Handbook extends the current FAA safety assurance processes into airborne networked environments by leveraging the Biba Integrity Model. It builds upon existing FAA studies that articulate mechanisms to integrate RTCA/DO-178B and common criteria processes for the National Airspace System. This approach creates a safety-oriented airborne network architecture that is built upon DO-178B and ARP 4754 safety mechanisms. This Handbook discusses specific design and configuration issues upon which the civil aviation community will need to establish consistent consensus positions if the recommended architecture is to be seamlessly deployed into operational environments KW - Airborne KW - Aircraft KW - Aviation safety KW - Handbooks KW - Local area networks KW - Passenger security KW - Risk assessment KW - Safety and security KW - Software KW - U.S. Federal Aviation Administration UR - http://www.faa.gov/aircraft/air_cert/design_approvals/air_software/media/AR-08-35.pdf UR - https://trid.trb.org/view/880368 ER - TY - RPRT AN - 01118102 AU - Botch, Sabra R AU - Johnson, Robert D AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Alcohol-Related Aviation Accidents Involving Pilots With Previous Alcohol Offenses PY - 2008/10//Final Report SP - 12p AB - The Federal Aviation Administration (FAA) requires airmen to report legal actions involving ethanol and/or other drugs, including driving while impaired by or while under the influence of alcohol. Pilots are also required to report any administrative action resulting in denial, suspension, cancellation, or revocation of driving privileges or mandatory attendance at an educational or rehabilitation program. The purpose of this study was to evaluate fatal civil aviation accidents between the years 2000 and 2007 in which ethanol was present in the pilot, and the pilot had previously documented drug and/or alcohol offenses and/or dependence. Toxicological and aeromedical findings from pilots were collected for an 8-year period, 2000 - 2007. Case histories, accident information, and the probable cause of the accidents were obtained from the National Transportation Safety Board. Toxicological information was obtained from the Civil Aerospace Medical Institute’s Forensic Toxicology Research Laboratory. During the examined time period, 215 pilots (9%) of the 2,391 received for analysis had documented alcohol- or drug-related offenses. Of the 215 pilots, 23 (11%) had consumed ethanol prior to the fatal incident. Of these 23 pilots, 16 (~70%) had ethanol concentrations above the FAA’s legal limit of 40 mg/dL and 7 (~30%) between 20 and 40 mg/dL. Providing more detailed documentation to aviation medical examiners would aid in the determination of eligibility for medical certification and could potentially save pilots as well as their passengers’ lives. Identifying pilots with substance abuse problems is paramount for providing a safe environment to fly but also benefits the pilots who may not have addressed these issues. KW - Air pilots KW - Air transportation crashes KW - Alcohol abuse KW - Aviation safety KW - Crash investigation KW - Drunk driving KW - Fatalities KW - Toxicology UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM08-22.pdf UR - https://trid.trb.org/view/876669 ER - TY - RPRT AN - 01118052 AU - Prinzo, O Veronika AU - Hendrix, Alfred M AU - Hendrix, Ruby AU - Federal Aviation Administration AU - Hendrix & Hendrix AU - Federal Aviation Administration TI - Pilot English Language Proficiency and the Prevalence of Communication Problems at Five U.S. Air Route Traffic Control Centers PY - 2008/10//Final Report SP - 32p AB - Air traffic control (ATC) voice communication is built upon a readback-hearback loop: Controllers send messages to pilots who listen and then recite back their contents. Successful communication requires participants to conduct and understand ATC radiotelephony in the same language. Since inadequate language proficiency was involved in some aviation accidents (e.g., 1996 Charkhi Dadri; 1995 Cali; 1977 Tenerife), the International Civil Aviation Organization (ICAO) is requiring its contracting states to ensure that ATC personnel and flight crews are proficient communicators of the English language when operating in airspace where the English language is required. Within the U.S., data are lacking concerning the prevalence of ATC communication problems attributable to the production and comprehension of English. This report presents communication problems involving readback errors, breakdowns in communication, and requests for repetition by commercial airline pilots. An analysis was performed on 50 hrs of air-ground transmissions provided by five ARTCCs. Each controller transmission was paired with its readback. Each readback was scored for accuracy (Prinzo, Hendrix, & Hendrix, 2007). The ICAO Language Proficiency Rating Scale guided encoding English language proficiency. Aircraft call signs were used to classify transmissions by aircraft registry (U.S., Foreign) and language (English, Other), forming three groups: Foreign-English, Foreign-Other, and U.S.-English. Communications were analyzed from 832 aircraft (74% U.S., 26% Foreign) for 4,816 pilot transmissions (78% English, 22% Other). Of these aircraft transactions, 23% contained one or more communication problems. MANOVA and ANOVA revealed that when English was the primary language or pilots flew U.S. aircraft, there were fewer communication problems, less time was spent on frequency, and fewer messages were transmitted than when pilots flew foreign aircraft or the primary language was not English. A chi-square analysis of 276 communication problems revealed that English language proficiency was a factor for 75% communication problems among the Foreign-Other aircraft and 29% involving U.S.-English aircraft. The communication problems of the Foreign-English aircraft were excluded because of their joint classification with aircraft registry and language. Using the ICAO language proficiency scales as a guide revealed pronunciation (pilot accent) and fluency as contributing to communication problems among pilots of Foreign-Other registry aircraft.Among the U.S.-English flights, although fluency was a factor, it signaled uneasiness with an ATC instruction. The location of pauses, “AHs” and “Ums,” might differentiate less proficient speakers (markers appear within a phrase or cause) from more proficient speakers (markers appear before and after a phrase or clause). ICAO required that its language proficiency standards be implemented in March 2008. Being able to speak “Aviation English” may be necessary, but it may not be sufficient in limiting communication problems. Language proficiency requirements beyond the minimum specified by ICAO must be realized if communication problems are to decline. KW - Air pilots KW - Air traffic control KW - Air traffic controllers KW - English language KW - Flight crews KW - Language KW - Proficiency KW - Voice communication UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM08-21.pdf UR - https://trid.trb.org/view/876668 ER - TY - RPRT AN - 01118034 AU - Williams, Kevin W AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Documentation of Sensory Information in the Operation of Unmanned Aircraft Systems PY - 2008/10//Final Report SP - 57p AB - For manned aircraft, the presence of multi-sensory inputs is a given. Pilots of manned aircraft might not even be aware of the availability of several different types of sensory inputs occurring at the same time. However, it is likely that each type of input has a reinforcing effect on the others that allows for a rapid diagnosis and response of both normal and unusual events in the cockpit. The situation for the pilot of an Unmanned Aircraft System (UAS) is much different. UAS pilots receive information regarding the state and health of their aircraft solely through electronic displays. This report includes a comparison of manned sensory information to sensory information available to the unmanned aircraft pilot, a review of remediations for sensory deficiencies from the current UAS inventory, a review of human factors research related to enhancing sensory information available to the UAS pilot, and a review of current FAA regulations related to sensory information requirements. Analyses demonstrated that UAS pilots receive less and fewer types of sensory information, compared with manned aircraft pilots. One consequence is the enhanced difficulty for UAS pilots to recognize and diagnose anomalous flight events that could endanger the safety of the flight. Recommendations include the incorporation of multi-sensory alert and warning systems into UAS control stations. KW - Air pilots KW - Aviation safety KW - Distress alerting systems KW - Drone aircraft KW - Multisensory interfaces and displays KW - Multisensory signals KW - Warning systems UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM08-23.pdf UR - https://trid.trb.org/view/876678 ER - TY - RPRT AN - 01118013 AU - Chaturvedi, Arvind K AU - Craft, Kristi J AU - Cardona, Patrick S AU - Rogers, Paul B AU - Canfield, Dennis V AU - Federal Aviation Administration AU - Federal Aviation Administration TI - The Second Seven Years of the FAA's Postmortem Forensic Toxicology Proficiency-Testing Program PY - 2008/10//Final Report SP - 15p AB - For aircraft accident investigations, samples from pilot fatalities are analyzed at the Federal Aviation Administration’s (FAA’s) Civil Aerospace Medical Institute (CAMI) for the presence of combustion gases, alcohols/volatiles, and drugs. Throughout this forensic toxicological process, a high degree of quality control/quality assurance (QC/QA) is maintained, and quality improvement is continuously pursued. Under this philosophy, CAMI started a quarterly forensic toxicology proficiency-testing (PT) program in July 1991 for the analysis of postmortem specimens. In continuation of the first 7 years of the CAMI PT findings reported earlier, PT findings of the next 7 years (July 1998–April 2005) are summarized herein. During this period, 28 PT challenge survey samples (12 urine, 9 blood, and 7 tissue homogenate) with/without alcohols/volatiles, drugs, drug metabolites, and/or putrefactive amine(s) were submitted to an average of 31 participating laboratories, of which an average of 25 participants returned their result sheets—that is, 53–96% (mean = 82%). The number of respondents was dependent upon the complexity of the sample matrix, the number and types of analytes in the sample, and the associated analytical chemistry/toxicology. For example, ethanol/methanol/volatiles in urine were correctly quantitated by a higher number of participants than those for amphetamine/methamphetamine and cannabinoid levels in blood and tissues. Methods employed ranged from immunoassays to gas chromatography-mass spectrometry/high-performance liquid chromatography. Analytes in survey samples were correctly identified and quantitated by a large number of participants, but some false positives of concern were reported, as some of them were abused drugs. Some of the false positives would have been avoided by not reporting those drugs solely based upon presumptive analyses. Their presence should have been confirmed, authenticated, and, if possible, quantitated by other analytical methods, which should have been based upon different analytical principles than those used during presumptive analyses. It is anticipated that the FAA's PT program would continue to serve as a tool to effectively allow its own toxicology laboratory and other participating laboratories for professional and technical maintenance and advancement on a voluntary, interlaboratory, and self-evaluative basis. Furthermore, this PT program will continue to provide service to the forensic toxicology scientific community through this important part of the QC/QA for the laboratory accreditation to withstand professional and judicial scrutiny of analytical results. KW - Air transportation crashes KW - Crash investigation KW - Forensic medicine KW - Proficiency testing KW - Quality assurance KW - Quality control KW - Toxicology UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM08-24.pdf UR - https://trid.trb.org/view/876666 ER - TY - RPRT AN - 01325159 AU - Gilbo, Eugene P AU - Oiesen, Rick AU - Volpe National Transportation Systems Center AU - Federal Aviation Administration TI - A New Method for Determining A Sector Alert PY - 2008/09/29 SP - 16p AB - The Traffic Flow Management System (TFMS) currently declares an alert for any 15-minute interval in which the predicted demand exceeds the Monitor/Alert Parameter (MAP) for any airport, sector, or fix. For a sector, TFMS predicts the demand for each minute, and TFMS uses the demand of the peak minute in a 15-minute interval to decide whether to declare an alert for the entire 15-minute interval. Using the peak demand from a single minute to declare alerts has been criticized for three reasons. First, the demand from a single minute is a flawed measure of workload for the entire 15-minute interval. Second, using demand for a single minute leads to instability; that is, slight fluctuations in demand from minute to minute can lead to alerts flickering on and off. Third, the interval that is alerted depends on the arbitrary, 15-minute boundaries. To deal with these problems with the current method of declaring alerts, and to develop a method of declaring alerts that matches more closely the intuition of traffic managers about what patterns of demand represent a potential problem, this report proposes using information about both the magnitude and duration of excess demand to determine if there is an alert. To make this determination, this report defines three parameters: a, b, and Δ. By choosing particular values for these parameters, TFMS could control the magnitude and duration of excess demand that is required to trigger an alert. The thinking expressed by traffic managers is that a single minute of slightly excess demand should not be enough to trigger an alert. Therefore, a parameter a is defined as the number of minutes of excess demand that must occur for there to be an alert. (Excess demand means that the demand for a minute exceeds the MAP.) For example, if a = 3, then at least three minutes of excess demand are needed for an alert. The next question is how bunched in time these three minutes need to be. The proposal is that at least b consecutive minutes of normal, i.e., not excess, demand, are enough to prevent or end an alert. The larger a is set, and the smaller b is set, the harder it is for an alert to occur. Traffic managers also state that while one minute of slightly excess demand is not enough to justify an alert, even one minute of significant excess demand is enough. Therefore, the parameter Δ is used to determine how large the demand for a single minute should be to trigger an alert. If demand for a minute is greater than MAP + Δ , an alert is declared. This is called a short-term alert since it can arise from the demand for a single minute, while the type of alert explained in the previous paragraph is called a long-term alert. Discussions with traffic managers have led to the conclusion that this proposed new method of determining alerts holds promise, but it would be premature to say that it is ready to be implemented in TFMS. Therefore, it is proposed that a prototype of this method be implemented so that traffic managers can try it and also so that analysis can be carried out. This prototype could be used, for example, to try different values for the various parameters, and it could then be seen how this affected the frequency and stability of alerts. A prototype would also allow traffic managers to evaluate the usefulness of the concepts of short- and long-term alerts and to determine whether any alternate definition might be more useful. Some questions are whether the parameters should have the same value for the country as a whole, whether they should have the same values for every sector in each center, or whether they should be separately determined for every sector. Finally, there are user interface questions, such as how these two different types of alerts should be displayed. In summary, the goal is to allow TFMS to reliably identify patterns of demand that signal a potential problem. An alert would be used to call this potential problem to the attention of a traffic manager, who could then look at the situation in detail and decide if any action is needed. KW - Air traffic KW - Air traffic control KW - Air traffic controllers KW - Alerts KW - Flow control (Air traffic control) KW - Metering (Air traffic control) KW - Monitoring KW - Traffic flow KW - Traffic managers UR - http://ntl.bts.gov/lib/35000/35000/35069/Report_New_Measure_of_Sector_Alerts_DOT-VNTSC-TRM-08-11.pdf UR - https://trid.trb.org/view/1086060 ER - TY - ABST AN - 01478827 TI - Improving Human Performance in Aviation AB - The research objectives are to improve human performance in aviation by directly seeking ways to ensure the best qualified individuals are recruited, selected, hired, trained, promoted, and certified/licensed to work in the National Airspace System, and support a safety culture by identifying the causes of human error, and working with safety experts to reduce or eliminate their re-occurrence. KW - Airspace (Aeronautics) KW - Aviation safety KW - Human error KW - Personnel performance KW - Professional employment KW - Recruiting KW - Training UR - http://www.tc.faa.gov/logistics/grants/doc/08-G-010.doc UR - https://trid.trb.org/view/1247951 ER - TY - ABST AN - 01478845 TI - Operational Loads Monitoring of Heavy Aerial Tankers AB - The purpose of the research is to quantify the operational environment of heavy air tanker aircraft. The primary goal is to separate the loads associated with gust and maneuvers and to use the former in modeling the atmospheric environment in which heavy firefighting aircraft fly. KW - Aircraft KW - Aircraft by size KW - Aircraft operations KW - Loads KW - Tankers UR - https://trid.trb.org/view/1247969 ER - TY - ABST AN - 01478832 TI - Flight Loads Analysis of Business Jets AB - The purpose of this effort is to quantify the operational loads on business jet aircraft. Such data is crucial for the development of loads exceedance spectra for fail-safe and safe-life evaluations of aircraft of this category. KW - Aircraft loads KW - Aircraft operations KW - Aviation safety KW - Business aircraft KW - Business trips KW - Loads UR - http://www.tc.faa.gov/logistics/grants/doc/08-G-015.doc UR - https://trid.trb.org/view/1247956 ER - TY - ABST AN - 01480720 TI - Structural Health Monitoring of Adhesively-Bonded Composites AB - No summary provided. KW - Adhesion KW - Bonding KW - Composite materials KW - Structural health monitoring UR - https://trid.trb.org/view/1249793 ER - TY - ABST AN - 01480483 TI - Advanced Materials & Manufacturing Training Innovation Center (AMMTIC) AB - No summary provided. KW - Advanced materials KW - Education and training KW - Innovation KW - Manufacturing KW - Materials UR - https://trid.trb.org/view/1249388 ER - TY - ABST AN - 01482551 TI - CEAT Asphalt and Concrete Materials AB - No summary provided. KW - Airport runways KW - Asphalt KW - Concrete KW - Materials UR - https://trid.trb.org/view/1251373 ER - TY - ABST AN - 01480802 TI - Development and Evaluation of Fracture Mechanics Test Methods for Sandwich Composites AB - No summary provided. KW - Composite materials KW - Development KW - Evaluation KW - Fracture mechanics KW - Sandwich construction KW - Test procedures UR - https://trid.trb.org/view/1250009 ER - TY - ABST AN - 01483013 TI - Deployment and Evaluation of Expanded Avian Radar Systems - DFW AB - No summary provided. KW - Avian radar KW - Deployment KW - Evaluation and assessment KW - Radar KW - Radar air traffic control UR - https://trid.trb.org/view/1251758 ER - TY - ABST AN - 01480721 TI - Statistical Analysis Program for Generating Material Allowables AB - No summary provided. KW - Allowable stress KW - Materials KW - Statistical analysis KW - Statistics UR - https://trid.trb.org/view/1249794 ER - TY - ABST AN - 01480494 TI - Certification of Discontinuous Composite Material Forms for Aircraft Structures AB - No summary provided. KW - Aircraft KW - Certification KW - Composite materials KW - Forms UR - https://trid.trb.org/view/1249399 ER - TY - ABST AN - 01570217 TI - Certification of Discontinuous Composite Material Forms for Aircraft Structures AB - No summary provided. KW - Aircraft structural components KW - Certification KW - Composite materials UR - https://trid.trb.org/view/1361785 ER - TY - ABST AN - 01570843 TI - Environmental Cost-Benefit Analysis of Alternative Jet Fuels AB - The Project 28 broad objective was to evaluate the relative environmental impacts of multiple potential alternative aviation fuels that are compatible with existing aircraft and infrastructure. The project was considering traditional kerosene fuels from conventional and unconventional petroleum resources; hydrocarbon fuels derived from fossil fuels such as oil sands and oil shale; synthetic liquid fuels manufactured from coal, biomass, or natural gas; hydroprocessed renewable jet fuel made from renewable oil resources including those from algae; and advanced techniques of converting sugars to jet fuel. KW - Alternate fuels KW - Benefit cost analysis KW - Environmental impacts KW - Jet engine fuels KW - Pollutants UR - http://partner.mit.edu/projects/environmental-cost-benefit-analysis-alternative-jet-fuels UR - https://trid.trb.org/view/1363208 ER - TY - ABST AN - 01477995 TI - Aging Aircraft Education and Training AB - The purpose of this research effort is to provide greater awareness with the general aviation (GA) community of the safety risks associated with operating older airplanes and recommended actions to mitigate those risks. KW - Aging aircraft KW - Aircraft KW - Aviation safety KW - Risk assessment KW - Safety education KW - Training UR - https://trid.trb.org/view/1247652 ER - TY - ABST AN - 01570566 TI - Environmental Cost-Benefit Analysis of Ultra Low Sulfur Jet Fuels AB - Aircraft emissions can reduce air quality, leading to adverse health impacts including increased risk of premature mortality. A technically viable way to mitigate the health impacts of aviation is the use of desulfurized jet fuel, as has been done with road transportation in many jurisdictions. The dominant adverse environmental result of desulfurization is that removing sulfur from fuel results in increased CO&#8322; emissions because hydrodesulfurization involves the release of relatively small amounts of CO&#8322; and consumes additional energy. While a reduction in premature mortalities is relatively confidently predicted, the monetization of these mortalities depends on the approach. An argument for transitioning to an ultra-low sulfur jet fuel is that the health benefits are highly likely and the industry could work to offset the additional 1-8% of increased warming by reducing greenhouse gas emissions. KW - Air quality KW - Benefit cost analysis KW - Carbon dioxide KW - Environmental impacts KW - Jet engine fuels KW - Pollutants KW - Public health KW - Sulfur KW - Ultra low sulfur diesel UR - http://partner.mit.edu/projects/environmental-cost-benefit-analysis-ultra-low-sulfur-jet-fuels UR - https://trid.trb.org/view/1362697 ER - TY - RPRT AN - 01523703 AU - Willems, Ben AU - Hah, Sehchang AU - Phillips, Randy AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Future En Route Workstation Study (FEWS I): Part I - Evaluation of Workstation and Traffic Level Effects. PY - 2008/09//Technical Report SP - 69p AB - The Federal Aviation Administration (FAA) has projected a significant increase in air traffic over the next two decades. Compared to current traffic levels, estimates vary from 133% by 2015 to an average of 3 times (3X) by 2025. To meet the increase in demand, the Joint Planning and Development Office and the FAA are preparing the Next Generation Air Transportation System (NextGen). Plans for NextGen include increased use of advanced technologies for communications, surveillance, navigation, and decision support, as well as a change in roles and responsibilities of air traffic controllers and pilots. This first Future En route Workstation Study has investigated increases in traffic levels and integration of automation functions on the controller working position. The controllers that participated in this study experienced traffic at current levels and at increased levels of 133% and 166% of current busy sectors. The participants worked these traffic levels using either a workstation that was similar to their current environment with the availability of Controller-Pilot Data Link Communications (CPDLC) or a future concept environment that integrated several automation functions. The results indicate that when CPDLC and the additional future concepts were available, controllers could work 133% of current traffic levels (or 28 aircraft) at acceptable workload levels. When only Voice Communications were available, the workload measures indicated that several of the controllers experienced unacceptably high workload levels. At even heavier traffic volumes of 166% of current levels (or 35 aircraft), the bottleneck was no longer due to congestion of the voice channel but was likely due to the amount of information displayed on the air traffic control (ATC) display. KW - Air traffic control KW - Air traffic controllers KW - Air traffic volume KW - Controller-Pilot Data Link Communications KW - Design KW - Next Generation Air Transportation System KW - Workload KW - Workstations UR - http://hf.tc.faa.gov/publications/2008-future-en-route-workstation-study-fews-i/full_text.pdf UR - https://trid.trb.org/view/1307227 ER - TY - RPRT AN - 01135383 AU - Reed, M AU - Ohio Aerospace Institute AU - National Aeronautics and Space Administration AU - Federal Aviation Administration TI - Ice Shape Scaling for Aircraft in SLD Conditions PY - 2008/09 SP - 42p AB - This paper has summarized recent NASA research into scaling of SLD conditions with data from both SLD and Appendix C tests. Scaling results obtained by applying existing scaling methods for size and test-condition scaling will be reviewed. Large feather growth issues, including scaling approaches, will be discussed briefly. The material included applies only to unprotected, unswept geometries. Within the limits of the conditions tested to date, the results show that the similarity parameters needed for Appendix C scaling also can be used for SLD scaling, and no additional parameters are required. These results were based on visual comparisons of reference and scale ice shapes. Nearly all of the experimental results presented have been obtained in sea-level tunnels. The currently recommended methods to scale model size, icing limit and test conditions are described. KW - Aircraft KW - Aircraft industry KW - Aircraft operations KW - Ice formations KW - Icing KW - Scaling factor KW - Winter maintenance UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar0755.pdf UR - https://trid.trb.org/view/892206 ER - TY - RPRT AN - 01134976 AU - Federal Aviation Administration TI - Philadelphia International Airport, capacity enhancement program : environmental impact statement PY - 2008/09//Volumes held: Draft(3v)(v.2 fol),Dsum KW - Environmental impact statements KW - Pennsylvania UR - https://trid.trb.org/view/895726 ER - TY - RPRT AN - 01120271 AU - Bagot, K AU - Kalberer, J L AU - McDonald, M AU - Air Force Research Laboratory AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Test and Evaluation of Rear-Wheel Steering for Aircraft Rescue and Firefighting Vehicles PY - 2008/09 SP - 26p AB - The Federal Aviation Administration (FAA) has an ongoing research program to evaluate new technologies for increasing postcrash fire survivability on aircraft and to determine methods to increase the performance capabilities of aircraft rescue and firefighting (ARFF) vehicles. A rear-wheel steering (RWS) system was developed to increase the operational performance characteristics of ARFF vehicles in terms of improving vehicle maneuverability, narrowing the turning diameter, and reducing drag on the tires, which should therefore improve tire life. The objective of this effort was to evaluate the performance of the FAA 6x6 ARFF research vehicle with and without the RWS system. The performance was measured in terms of changes in turning diameter, tire deflection, tread wear, and actual tire life data from U.S. airports operating 6x6 ARFF vehicles. KW - Air transportation crashes KW - Aircraft KW - Aircraft Rescue and Fire Fighting KW - Fire fighting equipment KW - Rear wheel drive KW - Research KW - Steering systems KW - Technological innovations KW - Tire treads KW - Tires KW - Turning (Aircraft pilotage) UR - http://www.airtech.tc.faa.gov/safety/downloads/TN08-43_RWS.pdf UR - https://trid.trb.org/view/880370 ER - TY - RPRT AN - 01115475 AU - Prinzo, O Veronika AU - Campbell, Alan AU - Federal Aviation Administration AU - Federal Aviation Administration TI - U.S. Airline Transport Pilot International Flight Language Experiences, Report 1: Background Information and General/Pre-Flight Preparation PY - 2008/09//Final Report SP - 66p AB - In 1998, the International Civil Aviation Organization (ICAO) took a heightened interest in the role of language in airline accidents. Its Air Navigation Commission was directed to complete the task of strengthening relevant ICAO provisions concerning language requirements. Member states agreed to take steps to ensure air traffic control (ATC) personnel and flight crews involved in flight operations in airspace where the use of the English language is required were proficient in conducting and comprehending radiotelephony communications in English. Since then, ICAO developed its English Language Proficiency (ELP) requirements and urged its Members to document their ELP test implementation plans by March 8, 2008. Until all ATC personnel and flight crews involved in flight operations obtain a passing level of ELP, the language-based problems international pilots face is not known. This report is a compilation of written responses and comments by a small focus group of 48 U.S. pilots of their difficulties in international operations. The focus group consisted of 12 international U.S. pilots from American, Continental, Delta, and United Airlines. Each focus group met with two interviewers to discuss their language experiences flying into countries where English may or may not be the local or national language among its radio operators, controllers, and pilots. In this report, the pilots’ responses to 23 of the 64 multi-part questions and their comments from discussions of those questions with interviewers are presented as a compiled narrative. The pilots’ responses had six major thrusts: (1) Cultural differences exert an important, nearly undetectable influence on international aviation; (2) English language proficiency is deficient and hampers effective communication; (3) Party-line (single-frequency) communications in English facilitate situational awareness. When mixed languages are on frequency, party-line communications pose a safety concern and impede situational awareness; (4) Pronunciation and naming conventions for locations and other identifiers lack a uniform pronunciation, and 3- or 5-letter identifiers may not be connected with the pronunciation; (5) There is no uniform agreement as to what standard phraseology is or should be; and (6) Technological advancements such as datalink may help solve some of the language problems. KW - Air traffic controllers KW - Airline pilots KW - Communication KW - Culture (Social sciences) KW - English language KW - International Civil Aviation Organization KW - Language KW - Proficiency KW - Standards UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM08-19.pdf UR - https://trid.trb.org/view/873912 ER - TY - RPRT AN - 01115467 AU - Corbett, Cynthia L AU - McLean, Garnet A AU - Cosper, Donna K AU - Federal Aviation Administration AU - Cherokee Nation Distributors AU - Federal Aviation Administration TI - Effective Presentation Media for Passenger Safety I: Comprehension of Briefing Card Pictorials and Pictograms PY - 2008/09//Final Report SP - 58p AB - Federal regulations require airlines to provide safety briefings and briefing cards to inform passengers of routine and emergency safety procedures onboard transport airplanes. The exact content and presentation media used for safety briefings and cards are the responsibility of the airlines to implement, as long as the required minimum safety information is delivered. Consequently, passenger safety briefings and briefing cards vary greatly, and passenger attention to such briefings has been poor at best. Studies have shown that typical passengers, even those who report that they pay attention to passenger safety briefings and briefing cards, have little personal knowledge and understanding of the information they have been given to improve their chances of survival. One strategy to increase safety knowledge among passengers is to improve the comprehensibility and appeal of safety briefings and briefing cards. The present study was intended to address the current state of the art for airline safety briefing cards and was motivated, in part, by National Transportation Safety Board recommendations and research results demonstrating that passenger attention to safety information is waning. Pictorials and pictograms, selected from safety briefing cards currently used by airlines, and graphical symbols, approved by the American National Standards Institute (ANSI) and commonly found in buildings or other modes of transportation, were presented in open-ended-question format. The 785 participants were recruited from high schools, public and federal offices, cabin safety workshops at the FAA Civil Aerospace Medical Institute, and the SAE International Cabin Safety Provisions Committee, S-9. Responses were categorized, based on correctness, and then transformed, using a weighting algorithm, to yield comprehension scores for each pictorial/pictogram. The scores ranged from 28.8% to 96.3%, with a mean comprehension of 65%. Only 45.8% of the scores exceeded the International Organization for Standards (67%) acceptance criterion, and only 8.3% exceeded the ANSI (85%) acceptance criterion. Comprehension scores for the ANSI symbols ranged from 40.5% to 97.6%, for an average “symbol literacy index” of 75%. Comprehension of pictorials/pictograms was related to the familiarity that cabin safety professionals and high flight-time passengers have with safety briefings and briefing cards. Results indicate that safety briefing card pictorials/pictograms need to be designed and implemented with respect to novice passengers who do not have a prepotent understanding of the design and operation of transport aircraft, emergency equipment, and/or aircraft emergency procedures. Furthermore, textual clarifications to make safety information more meaningful could be expected to improve passenger attention to briefing cards. KW - Airlines KW - Aviation safety KW - Comprehension KW - Information presentation KW - Passengers KW - Pictograms KW - Presentation format KW - Safety education UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200820.pdf UR - https://trid.trb.org/view/875132 ER - TY - ABST AN - 01483433 TI - UAS Emergency Flight Recovery and Termination: Technology Survey and Regulatory Gap Analysis AB - No summary provided. KW - Air transportation crashes KW - Aviation safety KW - Gap analysis KW - Technology UR - https://trid.trb.org/view/1252250 ER - TY - ABST AN - 01478542 TI - Demographics Study of General Aviation Fleet Part II AB - The purpose of this research program is to continue to collect pertinent demographic data related to the General Aviation fleet for future risk assessment, particularly pertaining to aging aircraft issues. KW - Aging (Materials) KW - Aircraft KW - Aircraft fleets KW - Demographics KW - General aviation KW - Risk assessment UR - http://www.tc.faa.gov/logistics/grants/doc/08-G-013.doc UR - https://trid.trb.org/view/1247720 ER - TY - ABST AN - 01462729 TI - Airport Passenger Conveyance System Usage/Throughput AB - With air traffic and passenger demand continuing to grow, capacity will continue to be an issue at existing, expanding, and new airport facilities. In addition, the cost of new construction continues to increase, placing a premium on optimization of existing space and planning of new facilities. Peak-period demand accommodating both origin and destination flights as well as connections, both domestic and international, creates complex terminal design requirements affecting passenger circulation through all areas of an airport. The objective of this research is to prepare a comprehensive guidebook that will serve as a decision-support tool for planning, designing, and evaluating passenger conveyance systems at airports.  The scope of this research should examine how passenger conveyance systems operate and provide service to different areas within the airport environment.  For the purpose of this research project, passenger conveyance components include, but are not limited to, escalators, elevators, moving walkways, wheelchairs, and passenger assist vehicles/carts.  Research should not include Automated People Mover systems (covered under other ACRP research projects), Personal Rapid Transit systems, and shuttle bus systems; however, it should include passenger conveyance system interface with components of the overall airport circulation system.  Passengers are defined as any individual using the conveyance system.   
 
KW - Air traffic KW - Air transportation KW - Airport operations KW - Airport terminals KW - Passenger transportation KW - People movers KW - Personal rapid transit KW - Research projects KW - Walkways UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2106 UR - https://trid.trb.org/view/1230951 ER - TY - ABST AN - 01483195 TI - Friction Study AB - No summary provided. KW - Friction KW - General aviation KW - Studies UR - https://trid.trb.org/view/1252044 ER - TY - ABST AN - 01462709 TI - Wayfinding and Signing Guidelines for Airport Terminals and Landside AB - The objective of this research is to develop a handbook for airport operators containing up-to-date wayfinding and signing guidelines for the airport terminal and landside. The purpose of the handbook would be to facilitate the safe and efficient movement of passengers within each airport and from one airport to another through the uniform application of the guidelines. The guidelines should address the following areas: (a) terminal including concourses/gates, ticketing/check-in, security checkpoints, federal inspection services, baggage claim; (b) curbside/ground transportation; (c) parking; and (d) on-airport roadways/off-airport access roads.

 

KW - Airport access KW - Airport ground transportation KW - Airport operations KW - Airport terminals KW - Airport ticket counters KW - Baggage KW - Guidelines KW - Landside operations (Airports) KW - Research projects KW - Security checkpoints KW - Signs KW - Wayfinding UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2108 UR - https://trid.trb.org/view/1230931 ER - TY - ABST AN - 01459837 TI - Airport Development and Oil Price Uncertainty AB -
Jet fuel prices are up 200% since 2000.&nbsp;These price increases, along with a weak economy, are causing airlines to cut schedules and drop service to some communities.&nbsp;Domestic flight schedules for October 2008 (Official Airline Guide) show many airports are likely to see declines in air service of 5%-10% with several airports in the 12%-20% range. Higher fuel prices could discourage non-business travel and limit the growth of some business travel.&nbsp;In the short term, airports can help airlines by shifting some revenue collection to non-airline services such as parking and concessions. The current level of uncertainty about future oil prices poses significant challenges to airport development.&nbsp;Unknown is the effect of sustained, long-term high fuel prices on airlines and airports. Effects on general aviation are unknown as well.&nbsp;The objective of this research would be to provide airport decision makers with tools to plan for facilities in an era of oil price uncertainty. This research would provide information on potential future oil prices, and analyze the relationships between oil price, aircraft activity, and airport development.&nbsp;It would also identify strategies for reduced fuel use, including airport operational changes.
The effect of high fuel prices on airports is expected to be uneven.&nbsp;Commercial airports with significant international service and a large origin and destination market are less likely to see significant changes in airline schedules.&nbsp;In contrast, spoke airports in smaller communities and airports that rely on smaller regional jets (less than 70 passengers) service are more vulnerable to schedule changes.&nbsp;General aviation airports that depend heavily on fuel sales and those that primarily accommodate discretionary flying have fewer options to cover costs.&nbsp;The industry must understand the relationship among sustained high fuel costs, airline and general aviation activity, and airport revenue.&nbsp;Such understanding will reduce the uncertainty over timing and scope of capital investment decisions and allow airports to identify actions they can take to cover operational costs during periods of reduced air operations.&nbsp;
KW - Fuel prices UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2577 UR - https://trid.trb.org/view/1228052 ER - TY - ABST AN - 01570725 TI - Effect of CACRC Depot Repairs on Composite Airframe Structures AB - No summary provided. KW - Airframes KW - Civil aircraft KW - Composite structures KW - Maintenance KW - Maintenance depots UR - https://trid.trb.org/view/1363069 ER - TY - ABST AN - 01570723 TI - Environmental Factor Influence on Composite Design and Certification AB - No summary provided. KW - Certification KW - Composite materials KW - Environmental design UR - https://trid.trb.org/view/1363067 ER - TY - ABST AN - 01462730 TI - Guidebook for Preparing Peak-Period and Operational Profiles to Improve Airport Facility Planning and Environmental Analyses AB - Forecasts of annual aviation activity, including the FAA's Terminal Area Forecasts (TAFs), are widely available and commonly used as the basis for aviation planning and environmental analyses at commercial airports. However, comparable forecasts of hourly or daily aviation activity--required to plan and analyze aircraft movements and passenger flows, to program terminal building and other airport facilities, and to support environmental studies and remediation needs--are not readily available. In addition, hourly or daily activity forecasts that are available can vary significantly, depending on the operational profile of a particular airport. Most planning studies use either (1) peak-hour of the average-day of a peak-month (PHADPM) or a standard busy rate (SBR), or (2) a detailed and comprehensive analysis of future airline schedules, aircraft sizes and load factors, passenger activity statistics, and growth and development trends at the subject airport. There are difficulties with both of these approaches. Use of PHADPM and SBR assumes there will be little or no fluctuation in the future in terms of the percentage of annual aviation activity that occurs during a design hour or design day, a questionable assumption given ongoing changes in the industry, airline operating patterns, and aircraft use. Use of either approach often assumes that a single hour of the day (or day of the month) can provide an appropriate basis for future planning, environmental analysis, and design. Furthermore, these procedures do not allow an airport operator to evaluate operational, customer service, or financial implications that may result from using alternative peak periods (i.e., the 90th, 95th, or 98th percentile hours) to plan airport facilities. In addition, forecasts prepared using these procedures often fail to address extreme peaks, seasonal variations, directional peaks (i.e., inbound, outbound, or connecting flows), or to recognize that individual components of an airport can and do peak at different times of the day. Continued use of these forecasting procedures may result in airport operators building future airport facilities not directly correlated with forecast needs. As a result, enhanced procedures for forecasting daily and peak-hour passenger activity are necessary. The objective of this research is to prepare a guidebook enabling airport operators to define more effectively airport peak-period and operational profiles necessary for facility and environmental planning. This guidebook will include an analytical toolbox and associated application and implementation procedures. The analytical components of the toolbox will include a software program suitable for use by airport professionals in preparation of peak-period and operational forecasts used in facility and environmental planning. Procedures incorporated in the guidebook will make use of historical data and existing, available forecasts (including FAA TAFs, master plan forecasts, and related environmental study forecasts), building on current best practices to forecast future flight schedules. The guidebook will help airport facility managers and operators evaluate (a) capacity requirements and operational improvements (e.g., examine how common-use or preferential gate use can accommodate increased passenger demand); (b) implications of designing facilities to accommodate alternative peak periods (e.g., those occurring more or less frequently); and (c) specific facility requirements as a function of larger-scale control totals (e.g., annual passengers or aircraft operations). The guidebook and associated toolbox will enhance the ability of airport operators to address demand and operational constraints and enable users to create alternative growth and development scenarios by analyzing effects of potential change in aircraft, passenger, demographic, environmental and other relevant factors. KW - Air transportation KW - Airlines KW - Airport facilities KW - Airport operations KW - Airport terminals KW - Commercial airports KW - Handbooks KW - Peak fares KW - Peak periods KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2104 UR - https://trid.trb.org/view/1230952 ER - TY - ABST AN - 01569544 TI - Center for Aviation Safety Research AB - The goal of the Center for Aviation Safety Research is to serve as the central resource for practitioners, researchers, and consultants to develop sustainable safety initiatives across air transportation as well as other high-consequence industries. KW - Air transportation KW - Aviation safety KW - Resource management KW - Sustainable development UR - http://www.tc.faa.gov/logistics/grants/doc/08-G-014.doc UR - https://trid.trb.org/view/1361000 ER - TY - ABST AN - 01570698 TI - Studying the Effects of Ultra Low Sulfur Jet Fuel on Climate and Air Quality AB - Aircraft emissions can reduce air quality, leading to adverse health impacts including increased risk of premature mortality. A technically viable way to mitigate the health impacts of aviation is the use of desulfurized jet fuel, as has been done with road transportation in many jurisdictions. The dominant adverse environmental result of desulfurization is that removing sulfur from fuel results in increased CO&#8322; emissions because hydrodesulfurization involves the release of relatively small amounts of CO&#8322; and consumes additional energy. While a reduction in premature mortalities is relatively confidently predicted, the monetization of these mortalities depends on the approach. An argument for transitioning to an ultra-low sulfur jet fuel is that the health benefits are highly likely and the industry could work to offset the additional 1-8% of increased warming by reducing greenhouse gas emissions. KW - Air quality KW - Aircraft fuels KW - Carbon dioxide KW - Climate KW - Environmental impacts KW - Pollutants KW - Sulfur UR - http://partner.mit.edu/projects/environmental-cost-benefit-analysis-ultra-low-sulfur-jet-fuels UR - https://trid.trb.org/view/1363042 ER - TY - ABST AN - 01483259 TI - Development of UAS Operational Data Collection Concept AB - No summary provided. KW - Aviation KW - Aviation safety KW - Data collection KW - Demonstration projects KW - Development UR - https://trid.trb.org/view/1252108 ER - TY - ABST AN - 01541121 TI - Quick Response for Special Needs. Task 13. Symposium on the Tranmission of Disease at Airports and on Aircraft AB - An ad hoc committee will plan and conduct a public symposium that will feature invited presentations on the status of research on or related to the transmission of disease on aircraft and/or in airports. The purpose is to provide an opportunity for the research community to share data, models and methods; discuss findings and preliminary conclusions of ongoing research; and identify gaps to inform future research projects. Specifically, a symposium agenda will be developed by the planning committee to examine some or all of the following topics: (1) the status of research on or related to the transmission of disease on aircraft and in airports; (2) the potential application of research results to the development of protocols and standards for managing communicable disease incidents in an aviation setting; and (3) areas where additional research is needed in the future. An individually authored summary including synopses of presentations at the symposium will be prepared. In addition to facilitating discussion within the research community, this event will provide other participants from the public sector (federal agencies, state and local agencies including public airports) and private sector (airlines, consultants with expertise in the various facets of airport emergency response) an opportunity to learn about current research and to consider ways that future research might be conducted and funded. The committee will include a mix of individuals with the appropriate expertise, including representation from the public sector (federal agencies, state and local agencies including public airports), private sector (airlines, consultants with expertise in the various facets of airport emergency response), and research institutions. The planning committee will meet at least twice to develop the symposium program. One or more of these meetings will likely be held by teleconference. The committee will identify topics and issues to be addressed in the presentations, which will provide overviews of completed and ongoing research in this area. The resulting report will be an individually authored summary including synopses of the presentations from the symposium. KW - Aircraft KW - Airports KW - Communicable diseases KW - Diseases and medical conditions KW - Emergency response KW - Research UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2692 UR - https://trid.trb.org/view/1328159 ER - TY - ABST AN - 01483443 TI - Remote Airport Lighting Systems III AB - No summary provided. KW - Airport facilities KW - Airports KW - Lighting KW - Lighting systems UR - https://trid.trb.org/view/1252260 ER - TY - RPRT AN - 01115397 AU - Xing, Jing AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Designing Questionnaires for Controlling and Managing Information Complexity in Visual Displays PY - 2008/08//Final Report SP - 21p AB - Information complexity of automation displays has become a bottleneck that limits the usefulness of new technologies in air traffic control (ATC). Previously, the author developed a set of metrics to measure information complexity in ATC displays. While these metrics provide measures of display complexity, their use is somewhat limited due to required human factors expertise and understanding of the display design. Technology developers and human factors practitioners often desire quick, easy-to-use tools to assess the display during design and acquisition evaluation. Questionnaires provide a quick and inexpensive means to gather data from a potentially large number of respondents. The author developed two questionnaires to evaluate ATC display complexity, based on the metric indices. The first questionnaire employs a multiple-choice format and allows quantitative evaluation of complexity. The second questionnaire uses a Likert rating format and is intended for qualitative assessment of complexity. The author conducted an initial assessment of the questionnaires with seven subject matter experts on a radar display (STARS). The results indicate that both questionnaires produced consistent complexity evaluations among the subjects. Thus, the author recommends that the multiple-choice questionnaire is more suitable for assessing quantitative complexity control during acquisition evaluations, and the Likert rating questionnaire is more suitable for complexity management during design of new ATC technologies. KW - Air traffic control KW - Evaluation KW - Information complexity KW - Information display systems UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM08-18.pdf UR - https://trid.trb.org/view/874552 ER - TY - ABST AN - 01483208 TI - Investigations of DC & AC LEDs for Airport Runway and Taxiway Lighting Systems AB - No summary provided. KW - Airport operations KW - Airport runways KW - Alternating current KW - Direct current KW - Light emitting diodes KW - Lighting systems UR - https://trid.trb.org/view/1252057 ER - TY - ABST AN - 01479973 TI - The Evaluation of Cold Dwell Fatigue in Ti-6242 AB - The purpose of this effort is to utilize the qualitative understanding of dwell fatigue developed under earlier Federal Aviation Administration (FAA) funding to create and validate a quantitative predictive dwell fatigue model. Then, utilize the information to determine the degree to which dwell fatigue susceptibility of older, legacy hardware can be assessed non-destructively. KW - Dwell time KW - Evaluation and assessment KW - Fatigue (Mechanics) KW - Hardware KW - Nondestructive tests KW - Validation UR - http://www.tc.faa.gov/logistics/grants/doc/08-G-009.doc UR - https://trid.trb.org/view/1249036 ER - TY - ABST AN - 01477978 TI - Aiding Aircraft Research Infrastructure of the National Institute for Aviation Research AB - The purpose of this effort is to provide federal dollars in support of new research and test facilities and equipment. It is through research and the application of new technology in aerodynamics, materials, structures, sensors, and safety that the U.S. will be able to maintain its leading position in aviation in the 21st century. KW - Aerodynamics KW - Aircraft KW - Aviation safety KW - National Institute for Aviation Research (U.S.) KW - Research KW - Sensors KW - Technology KW - Test facilities UR - http://www.tc.faa.gov/logistics/grants/doc/08-G-008.doc UR - https://trid.trb.org/view/1247635 ER - TY - ABST AN - 01483017 TI - Chromaticity Boundry for Aviation White Light AB - No summary provided. KW - Airport operations KW - Chromaticity KW - Light KW - Lighting KW - Technology KW - White light UR - https://trid.trb.org/view/1251762 ER - TY - ABST AN - 01570713 TI - Studying the Effects of Aircraft Exhaust on Global and Regional Climate AB - The direct impact of aviation on climate via the emission of greenhouse gases and particles is small relative to other anthropogenic sources. However, the potential impact of aviation on climate is unique because aviation associated sources occur at high altitudes where other anthropogenic sources are absent, and aircraft are the only major source of emissions above the Arctic Circle. The climatic and chemical impact of aviation emissions and the resulting contrails and contrail-enhanced cirrus in the troposphere and stratosphere may be significant. There are large uncertainties in relating aviation emissions to changes in radiative forcing or surface temperature, especially for contrail-associated pathways. The research seeks to find robust relationships between aircraft emissions and the properties of contrails generated by aircraft under a variety of atmospheric conditions using both a high-resolution large-eddy simulation model and telescoping global-regional climate model. KW - Aircraft exhaust gases KW - Climate change KW - Environmental impacts KW - Global warming KW - Greenhouse gases KW - Pollutants KW - Regional analysis UR - http://partner.mit.edu/projects/emissions-atmospheric-impacts UR - https://trid.trb.org/view/1363057 ER - TY - ABST AN - 01483207 TI - Management of Deployed Avian Radars (SEA, NASWI, ORD, JFK and DFW) AB - No summary provided. KW - Avian radar KW - Deployment KW - Management KW - Radar KW - Radar air traffic control UR - https://trid.trb.org/view/1252056 ER - TY - ABST AN - 01483011 TI - Deployment of Avian Radars at SEA and JFK AB - No summary provided. KW - Avian radar KW - Deployment KW - John F. Kennedy International Airport KW - Radar KW - Radar air traffic control KW - Seattle-Tacoma International Airport UR - https://trid.trb.org/view/1251756 ER - TY - ABST AN - 01479969 TI - The Role of Cognitive Radio in Remote Operations of UAS AB - This research project will investigate and report on the current state of Cognitive Radio (CR) technology and Unmanned Aircraft Systems (UAS) communications. KW - Cognition KW - Communication systems KW - Drone aircraft KW - Radio navigation KW - Remote control KW - Technological innovations UR - http://www.tc.faa.gov/logistics/grants/doc/08-G-004.doc UR - https://trid.trb.org/view/1249032 ER - TY - ABST AN - 01478833 TI - Flight Attendant Work/Rest Patterns, Alertness, and Performance Assessment AB - The research objective is to conduct a study providing evidence to assess and address potential fatigue challenges in flight attendants and develop necessary training and operational mitigation of this potential threat to public safety. KW - Alertness KW - Aviation safety KW - Flight attendants KW - Performance KW - Rest periods UR - http://www.tc.faa.gov/logistics/grants/doc/08-G-006.doc UR - https://trid.trb.org/view/1247957 ER - TY - ABST AN - 01478825 TI - Maximizing Aviation Benefits from Satellite Navigation AB - The research objective is to provide vertical guidance for approaching aircraft worldwide based on the new signals from modernized global positioning systems (GPS) and the other Global Navigation Satellite Systems (GNSS), provide more robust navigation capabilities during the ionospheric storms associated with the peaks of the solar cycle that occur in 2022 and 2033, and enable receivers with more strength against radio frequency interference. KW - Aviation safety KW - Benefits KW - Global Navigation Satellite System KW - Global Positioning System KW - Interference KW - Radio frequency KW - Satellite navigation systems KW - Storms UR - http://www.tc.faa.gov/logistics/grants/doc/08-G-007.doc UR - https://trid.trb.org/view/1247949 ER - TY - ABST AN - 01478538 TI - Evaluation of a 21st Century AMT Program AB - The purpose of this research is to implement and evaluate a new Aviation Maintenance Technology (AMT) associate degree program that not only prepares highly knowledgeable and skilled aviation mechanics but also prepares them for positions in a fast-paced, constantly changing and demanding environment. KW - Aircraft KW - Aviation safety KW - Maintenance KW - Mechanics (Persons) KW - Technological innovations KW - Training programs UR - http://www.tc.faa.gov/logistics/grants/doc/08-G-005.doc UR - https://trid.trb.org/view/1247716 ER - TY - ABST AN - 01483009 TI - FOD Program for the FAA Center of Excellence for Airport Technology AB - No summary provided. KW - Airport operations KW - Airports KW - Technological innovations KW - Technology UR - https://trid.trb.org/view/1251754 ER - TY - ABST AN - 01462714 TI - A Comprehensive Development Plan for a Multimodal Noise and Emissions Model AB - The social, environmental, and economic effects of noise, emissions, congestion, and delays from aircraft, highways, and rail are typically evaluated and mitigated separately. This fragmented approach can lead to incomplete environmental analyses and, as a result, inefficient expenditure of public funds. Environmental effects could be more thoroughly evaluated if a multi-modal analysis model existed. For example, multimodal analysis could reveal whether a transit-rail line built next to an existing highway leading to an airport would result in an increase or decrease in noise and emissions. This model could also facilitate a comparative cost and economic impact analysis of alternatives and mitigation strategies. Although there are analytical models available to measure noise and emissions, the ability to apply these models in an integrated fashion across transportation modes does not exist; the ability to link impact measures with economic effects in a consistent manner is, at best, limited. As an initial phase in addressing this problem, research is necessary to (1) determine the feasibility of building an integrated multimodal model that meets the needs of the numerous agencies and institutions involved and (2) define the process required to develop that model. A multimodal transportation noise and emissions model would help to inform airport operators and policymakers charged with making decisions. The proposed model would facilitate an integrated assessment of noise and air quality impacts from combinations of transportation modes, assess the total costs and impacts, and assist in the design of mitigation strategies. This model would also provide decisionmakers with information to make more efficient use of federal, state, and local funds. The objective of this research is to produce a comprehensive Model Development Plan (MDP) that will guide future development (by others) of a model to facilitate integrated quantification of multimodal noise and emissions, as well as economic analysis of alternative scenarios. The model that will result from implementing the MDP will consist of an analytical tool or set of tools in the form of (a) a "super" model (i.e., a single, inclusive model designed to address all desired components); (b) a tool that combines inputs and/or outputs of existing or new models; or (c) an alternative approach. Modes to consider should include aviation, rail, transit, maritime, and roadways. This research will define the process required to create this model, but will not result in the actual development of the model. The tasks included in this research will determine the feasibility of an integrated approach to quantification of multimodal noise and emissions, the form that this model might take, and the process required to create the model. Actual development of the model will be considered in the future, as determined by the outcome of this research.
  KW - Air quality management KW - Aircraft noise KW - Congestion management systems KW - Multimodal transportation KW - Noise KW - Noise control KW - Pollutants KW - Railroad noise KW - Research projects KW - Traffic noise UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2102 UR - https://trid.trb.org/view/1230936 ER - TY - ABST AN - 01569627 TI - Atlantic Interoperability Initiative to Reduce Emission (AIRE) CDA AB - Continuous Descent Arrival (CDA), also referred to as the Continuous Descent Approach, has proven, through both simulation and flight demonstration tests, to be highly advantageous over conventional arrival and approach procedures that require combinations of level flight segments and descents ("dive-and-drive"). These advantages provide ample motivation for research efforts to further develop CDA for implementation in low-density through high-density traffic. CDA's environmental and economic benefits were demonstrated by PARTNER researchers in flight tests at Louisville International Airport in 2002 and 2004, and Atlanta Hartsfield-Jackson Airport in 2007. Successful implementation was also achieved at Los Angeles International Airport in 2007 and Atlanta in 2009. From the environmental perspective, there are significant reductions in noise along portions of the flight path (due to reductions in thrust and a higher average altitude) and emissions (due to reductions in thrust). From the economic viewpoint, there are significant fuel and flight time savings (due to reductions in thrust and a higher average speed) as well as the potential to meet or exceed current runway throughput without the need to vector aircraft. KW - Air traffic control KW - Aircraft exhaust gases KW - Atlantic States KW - Continuous Descent Approach KW - Descent KW - Initiatives KW - Interoperability KW - Landing KW - Pollutants UR - http://partner.mit.edu/projects/continuous-descent-arrival UR - https://trid.trb.org/view/1361346 ER - TY - ABST AN - 01478539 TI - Development of UAS System Hazard Descriptions and Methodologies for Safety Risk Uncertainty Modeling AB - This research describes two essential elements in support of the development of Unmanned Aircraft System (UAS) safety management system (SMS): Development of UAS hazard descriptions using the hazard taxonomy and identification of associated casual factors and Development of methodologies to perform risk analysis of UAS operations in the NAS. KW - Aircraft operations KW - Drone aircraft KW - Hazards KW - Risk analysis KW - Safety management KW - Safety Management Systems UR - http://www.tc.faa.gov/logistics/grants/doc/08-G-002.doc UR - https://trid.trb.org/view/1247717 ER - TY - RPRT AN - 01115476 AU - Bailey, Larry AU - Pounds, Julia AU - Scarborough, Alfretia AU - Federal Aviation Administration AU - Federal Aviation Administration TI - En Route Operational Errors: Transfer of Position Responsibility as a Function of Time on Position PY - 2008/07//Final Report SP - 52p AB - Operational Errors (OEs) can occur anytime while a controller is on position. However, the historical trend has been that a higher percentage of OEs occur early on position and then tapers off as on-position time increases. This trend has been consistently observed across the different air traffic options and time of day. Past efforts at reducing OEs that occur early on position have focused on improvements associated with the position relief briefing. Despite these efforts, nothing has been able to reverse the trend in OEs. The authors conducted a retrospective analysis of enroute OEs to determine if there were human factors considerations unrelated to the position relief briefing checklist that may explain why OEs occur early following a position transfer. The authors' results suggest that position transfers differ by type (replacement vs. providing workload reduction) and the amount of time available (time pressure vs. no pressure). Moreover, the human factors considerations differ between the type of transfer and the amount of available time. Although the position relief briefing checklist is well grounded in human factors principles, the checklist itself is insufficient for assessing the various states of mind a controller is operating under immediately following a position transfer. KW - Air traffic control KW - Air traffic controllers KW - Hours of labor KW - Human error KW - Human factors KW - Operational errors UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM08-16.pdf UR - https://trid.trb.org/view/874554 ER - TY - RPRT AN - 01115424 AU - Scarborough, Alfretia AU - Bailey, Larry AU - Pounds, Julia AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Analyzing Vehicle Operator Deviations PY - 2008/07//Final Report SP - 40p AB - Runway incursions (RIs) are one of the top safety issues for the Federal Aviation Administration (FAA). Considerable effort has gone into understanding how pilot deviations and air traffic control (ATC) operational errors contribute to RIs. In contrast, little is known about human factors issues related to vehicle operator deviations (VODs). VODs occur when a vehicle enters the airport movement area without ATC approval. The authors developed a VOD prediction model to help understand the human factors causes associated with different types of VODs. They then examined the validity of the model, using logistic regression and directed graphical modeling. Although the results of their analyses provided partial support for their prediction model, much of the data that the authors needed was missing due to incomplete reporting of the human factors associated with a given VOD. To aid in the development of a more comprehensive VOD reporting process, the authors adapted a human factors taxonomy used in air traffic control (JANUS-ATC) to ground operations (JANUS-GRO). JANUS-GRO was then used to demonstrate how VOD reporting could be improved. KW - Air pilots KW - Air traffic control KW - Airport ground transportation KW - Human error KW - Human factors KW - Runway incursions UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM08-17.pdf UR - https://trid.trb.org/view/873909 ER - TY - ABST AN - 01462701 TI - Guidebook on Best Management Practices for Leasing and Developing Airport Property AB - An effective airport leasing policy can be a key asset of airport management in optimizing utilization and financial performance of airport facilities and property.  Such a policy, coupled with effective implementation guidance, can establish a clear set of objectives and performance benchmarks for airport management in conducting a successful negotiation that generates a business agreement meeting the needs of the airport, tenants, investors, and local interests. Negotiating and concluding an airport business agreement requires special expertise in understanding the nature of a diverse group of businesses.  Identifying and acquiring such expertise may be challenging for many airports.  Where does airport management turn when facing its first air cargo building proposal, its first office building proposal, its first corporate hangar complex proposal, or its first hotel proposal?  How can airport management evaluate any of these proposals for the first time if it has no roadmap? Past experience has shown that trial and error does not often lead to successful airport leasing and development policies.  When airport management understands the risks, motivations, and objectives of all stakeholders, there is a greater likelihood for developing a portfolio of successful facilities that best serves the interests of all concerned. Airport management and potential tenants may understand the key aspects of a business agreement; however, because both parties experience different risks, motivations, and objectives, they may begin negotiations from very different positions.  An established set of leasing, management, and development policies can help airport operators gain a better understanding of what is most important to future tenants.  The ability to identify the difference between what airport management would like to have as opposed to what it must have while also identifying that difference for potential tenants, significantly increases the odds for a successful negotiation and business agreement. The objective of this research is to develop a guidebook for airport management and other relevant stakeholders to implement leasing, property management, and development agreements in the context of airport improvement and expansion plans.  The research will identify and define best management practices used in formulating airport leasing and development policies to support public and private investments for aeronautical and non-aeronautical uses at airports.  Relevant stakeholders should include, but are not limited to, tenants, investors, and local interests. The guidebook should incorporate best management practices for public-use airports and stakeholders to optimize both public and private investments.  Principles and practices should be applicable to all airports regardless of size and complexity.  This research will assist airport proprietors in making planning, policy, and financial decisions that will protect both the federal and local investment in the national airport system.

KW - Air cargo KW - Airport operations KW - Airport planning KW - Leasing KW - Management KW - Ownership, leasing and rental UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2100 UR - https://trid.trb.org/view/1230923 ER - TY - ABST AN - 01483008 TI - GIS Wildlife Hazard Program for the FAA Center of Excellence for Airport Technology (CEAT) AB - No summary provided. KW - Airport operations KW - Geographic information systems KW - Hazards KW - Technology KW - Wildlife UR - https://trid.trb.org/view/1251753 ER - TY - ABST AN - 01481114 TI - Noise Exposure - Response: Annoyance AB - No summary provided. KW - Aircraft noise KW - Aircraft operations KW - Annoyance KW - Exposure (Pollutants) KW - Noise generators UR - https://trid.trb.org/view/1250159 ER - TY - ABST AN - 01462710 TI - A Handbook to Assess Impacts of Constrained Airport Parking AB - Revenues from public parking at an airport are typically a major source of non-airline income at an airport.  However, many commercial service airports, particularly those in congested urban areas, do not have land area available to expand parking lots, and the cost of building parking structures is extremely expensive.  The result is a demand for parking that exceeds the number of parking spaces available at the airport.  This situation is further exacerbated by the fact that parking for persons employed at the airport requires a substantial number of parking spaces that are typically undervalued when compared with the revenue stream generated by public parking.  However, these employees of the airport operator and its tenants, e.g., airlines and concessionaires, are vital to the operation of the airport so their need for access to the airport has to be accommodated. In addition to limited land area, constraints on airport parking are sometimes instituted to achieve other goals.  For example, a Metropolitan Planning Organization or local government may adopt regulations limiting the number of allowed automobile parking spaces in an effort to reduce single-occupancy vehicle trips with the goals of reducing automobile emissions and encouraging the use of public transport.  However, necdotal information indicates that when airport parking is constrained, most passengers will choose to be dropped off/picked up by a relative or friend, thereby doubling the number of vehicle trips to/from the airport.  Without an accurate, complete, and documented understanding of this phenomenon, federal, state, and local government agencies--responding to concerns about greenhouse gas emissions or other issues--may unwittingly enact regulations limiting airport parking that may have the opposite effect to that desired. In large metropolitan areas where more than one airport offers airline service, the availability of parking may also affect the traveler's choice of airports.  Little research has been conducted to verify or quantify how parking constraints affect airport access.  Because of the lack of data in these areas, there is an increasing potential that policies and/or strategies could be established that not only will negatively affect airport revenues, but also have an adverse effect on airport roadway operations, air quality, and customer service. Research is needed to better understand the changes in airport customer and employee access patterns and travel behavior caused by constrained airport parking.  Such research would be useful to airport operators, public agencies, and others in assessing the implications of proposed parking strategies in a constrained parking environment. The objective of this research is to develop a handbook that airport operators can use to assess the access impacts of constrained public and/or employee parking at airports.  For airports where constrained parking exists or is expected, the handbook should also provide guidance on how to quantify the impacts of potential changes in airport customer and employee access resulting from strategies such as changes in parking rates, the provision of new or improved public or private transportation services, and the introduction of remote parking facilities.  The handbook should allow airport operators to better understand, anticipate, and evaluate changes in airport parking strategies at airports where constrained parking exists or is expected. KW - Air quality management KW - Airport access KW - Airport facilities KW - Airport ground transportation KW - Airport operations KW - Airport parking facilities KW - Handbooks KW - Parking facilities KW - Parking fees KW - Research projects KW - Revenues UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2110 UR - https://trid.trb.org/view/1230932 ER - TY - ABST AN - 01462610 TI - Graduate Research Award Program on Public-Sector Aviation Issues AB - To encourage applied research on airport and related aviation system issues and to foster the next generation of aviation community leaders. The program is intended to stimulate thought, discussion, and research by those who may become the future airport managers, operators, designers, and policy makers in aviation. The focus of this research program is on applied research to help the public sector continue to improve the quality, reliability, safety, and security of the U.S. civil aviation system well into the foreseeable future. KW - Aviation KW - Governments KW - Graduate study KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2111 UR - https://trid.trb.org/view/1230831 ER - TY - ABST AN - 01571735 TI - Noise Exposure Response - Sleep Disturbance AB - Project 25's goal is to understand the impact of aircraft noise on sleep, and to develop models that predict sleep disruption for a given aircraft noise profile. Chronic sleep disturbance is associated with multiple health issues including cognitive difficulties, exhaustion, high blood pressure, diabetes, and depression. The amount of time spent in different sleep stages is important in terms of physical and psychological well being. What is not fully understood is how much aircraft noise impacts sleep in communities around airports, and how impacts due to aircraft noise compare with those due to other things (other noise sources, weight, age, stress, etc.) that are known to affect sleep. Models that predict the probability of being in different sleep stages given different profiles of night-time noise exposure are being examined, as are models that predict awakenings. KW - Aircraft noise KW - Airport noise KW - Communities KW - Noise KW - Public health KW - Sleep disturbance UR - http://partner.mit.edu/projects/noise-exposure-response-sleep-disturbance UR - https://trid.trb.org/view/1363313 ER - TY - ABST AN - 01570538 TI - Investigation of Air Quality Impacts of Aviation Emissions Using CMAQ Analyses for NextGen AB - The main science objective of this project is to quantify the potential incremental contribution of aviation emissions to air quality though their interaction with the background air. KW - Air quality KW - Aircraft exhaust gases KW - Community Multiscale Air Quality (CMAQ) model KW - Next generation design KW - Pollutants UR - http://partner.mit.edu/projects/investigation-aviation-emissions-air-quality-impacts UR - https://trid.trb.org/view/1362669 ER - TY - ABST AN - 01569521 TI - Situation Management AB - This research focuses on the cognitive and behavioral components involved in managing dynamic situations, and uses air traffic scenarios as a vehicle for studying those processes. KW - Air traffic control KW - Behavior KW - Cognition KW - Disasters and emergency operations KW - Human factors in crashes KW - Incident management UR - http://www.tc.faa.gov/logistics/grants/doc/09-G-008.doc UR - https://trid.trb.org/view/1360977 ER - TY - RPRT AN - 01103367 AU - Federal Aviation Administration TI - Review of the Air Traffic Controller Facility Training Program PY - 2008/06/05 SP - 51p AB - This report provides the results of the Inspector General Office's review of the Federal Aviation Administration’s (FAA) air traffic controller facility training program. The objectives were to (1) assess the adequacy of FAA’s plans to effectively train an increasing number of new controllers at the facility level and (2) determine FAA’s progress in implementing key initiatives for reducing facility training time and costs. The Inspector General Office conducted the review between June 2007 and March 2008 and visited the FAA Training Academy and 20 air traffic control facilities. The Office last reviewed FAA’s facility training program in June 2004. During that review, the Office found that FAA provided minimal oversight of the program at the national level, even though facility training is the longest and most expensive portion of the training process. The Office recommended that FAA compile national statistics on key performance measurements, establish a baseline to better manage the time and costs associated with the controller facility training process, and include these in developing a centralized tracking system for facility training. KW - Air traffic control facilities KW - Air traffic controllers KW - Oversight KW - Training KW - U.S. Federal Aviation Administration UR - http://www.oig.dot.gov/sites/dot/files/pdfdocs/WEB_FINAL_Facility_Training2.pdf UR - https://trid.trb.org/view/860656 ER - TY - ABST AN - 01462731 TI - Guidance for Quantifying the Contribution of Airport Emissions to Local Air Quality AB - Frequently, airport operators are being asked to estimate the magnitude of emissions from airport-related sources, including criteria pollutants and Hazardous Air Pollutants (HAPs), and to quantify the contribution of those emissions to local air quality. Significant advances have been made with respect to estimating emissions from airport-related sources, advances that have been incorporated in the U.S. airport emissions modeling tool--Emissions and Dispersion Modeling System (EDMS). However, research has been limited on the relative contribution of airports to local and regional air quality in comparison to non-airport emission sources. The objective of this research project is to provide guidance for airport operators on effective tools and techniques for measuring airport contributions to ambient air quality. The research will evaluate existing and potential monitoring strategies and forecasting techniques that airport operators can use to measure airport-related air quality impacts on local jurisdictions that may exceed what is traditionally measured and modeled for National Environmental Policy Act (NEPA) purposes. The evaluation process will require selection of a specific airport as a test case for application of a combination of air quality measurement and state-of-the-art modeling techniques and an evaluation of the results of that application. This research project will identify gaps in existing models and the inputs to those models, future research needed to fill those gaps to improve the predictive capabilities of available models, a set of detailed recommendations for implementing an optimal emissions monitoring and forecasting strategy, and guidance to airport operators on how to select and carry out that strategy. KW - Air quality KW - Air quality management KW - Airport operations KW - Airports KW - National Environmental Policy Act of 1969 KW - Pollutants KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2101 UR - https://trid.trb.org/view/1230953 ER - TY - ABST AN - 01462728 TI - A Guidebook for Addressing Aircraft/Wildlife Hazards at General Aviation Airports AB - Aircraft collisions with wildlife are an increasing safety and economic concern for the U.S. aviation industry because of expanding populations of many wildlife species that are hazardous to aircraft (Dolbeer and Eschenfelder 2002). In 1995, the FAA, through an interagency agreement with the U.S. Department of Agriculture, Animal and Plant Health Inspection Service, Wildlife Services Program (USDA/APHIS/WS; WS), initiated a project to obtain more objective estimates of the magnitude and nature of the national aircraft/wildlife collision problem for civil aviation. The FAA/WS effort involves having specialists from WS (1) review and edit all collision reports (FAA Form 5200-7, Birds/Other Wildlife Strike Report) received by the FAA since 1990; (2) enter all edited reports into a database, hereafter referred to as the FAA National Wildlife Strike Database; and (3) assist the FAA with the production of annual reports summarizing the results on a national basis of analyses of data from the database. Such analyses (see Cleary et al. 2006 for the latest report covering 66,392 records from 1990 through 2005) provide a foundation for national policies and guidance regarding integrated research and management efforts to reduce wildlife strikes at FAA Part 139-certificated airports. However, these analyses have provided little information related to general aviation (GA) airports since very few of the submitted reports concern strikes at GA airports. The lack of reports of aircraft/wildlife collisions at GA airports may be attributed to persons at the airport being unfamiliar with the reporting mechanism, believing it is only necessary to report wildlife collisions at airports that have air carrier operations, or having a reluctance to highlight an existing or potential problem at their airport. GA airports usually have fewer employees than air carrier airports. The vast majority of GA airports have no wildlife hazard mitigation programs in place. The advent of very light jets (VLJs) is expected to cause an increase in the number of aircraft/wildlife collisions since the VLJs are significantly quieter than the piston and turbine powered aircraft that currently operate at these airports. The decrease in engine noise provides less time for the wildlife to recognize the impending collision and take evasive action. VLJs carry less than 10 passengers and are expected to be used by air taxi and corporate operators in flights to and from GA airports. Managers of GA airports would benefit from a guidebook that could serve as a primer on aircraft/wildlife hazards. Such a guidebook could provide an explanation of the aircraft wildlife collision problem relative to the airport environs, explain why managers should be concerned, contain instructions on how to report a collision, and describe the various measures that can be taken to eliminate or reduce the risk of aircraft/wildlife collisions. The objective of this research is to develop a guidebook that managers of general aviation (GA) airports can use to identify, understand, and mitigate wildlife hazards to aircraft in the airport environs. This guidebook is intended to provide a primer for addressing wildlife hazards but is not intended to fulfill Part 139 certification requirements regarding wildlife. The guidebook should be accompanied by a brief reference guide and outreach materials for aircraft/wildlife hazards at GA airports. KW - Air transportation crashes KW - Aircraft KW - General aviation airports KW - Handbooks KW - Hazards KW - Wildlife UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2107 UR - https://trid.trb.org/view/1230950 ER - TY - ABST AN - 01570711 TI - Transmission of Low Frequency Noise through Double-Pane Windows AB - The purpose of Project 26 was to investigate windows' environmental performance because the windows in a residential building are often considered the weakest link in the sound insulation program. Steps were also taken to achieve an optimal solution for providing sound insulation while the improving the IAQ and energy efficiency for residential buildings near airports. KW - Aircraft noise KW - Airport operations KW - Dwellings KW - Low frequency KW - Noise KW - Sound transmission KW - Window glass UR - http://partner.mit.edu/projects/sound-transmission-indoors----integrated-windows UR - https://trid.trb.org/view/1363055 ER - TY - ABST AN - 01570531 TI - Noise Exposure Response - Annoyance AB - The goal of PARTNER Project 24 is to develop a deeper understanding of how noise affects annoyance in communities in proximity to airports. The ultimate aim is to construct models that can be coupled with sound prediction models to predict annoyance that would result from future airport developments or changes in air traffic patterns. KW - Air routes KW - Aircraft noise KW - Aircraft operations KW - Annoyance KW - Exposure (Pollutants) KW - Noise generators UR - http://partner.mit.edu/projects/noise-exposure-response-annoyance UR - https://trid.trb.org/view/1362662 ER - TY - ABST AN - 01570527 TI - PM and HAPs Measurement Methodologies Development and Planning for Test Cell Measurements AB - Project 9's objectives were to characterize the emissions (both small particles and condensable gaseous species) from aircraft and airports through measurements, understand and model the microphysical processes associated with particle formation, and determine the health effects of emissions. KW - Airport operations KW - Development KW - Measurement KW - Particles KW - Pollutants KW - Tests UR - http://partner.mit.edu/projects/measurement-emissions-0 UR - https://trid.trb.org/view/1362658 ER - TY - ABST AN - 01462588 TI - Legal Aspects of Airport Programs. Topic 2-01. Obstructions Affecting Navigatable Airspace AB - By statute, the Federal Aviation Administration has exclusive jurisdiction over the navigable airspace of the United States. In accordance with that authority, the FAA promulgated 14 C.F.R. Part 77, which places responsibility on persons erecting structures to provide notification to the FAA of the intent to build, giving the FAA the opportunity/ability to review/investigate/evaluate whether the structure would constitute a hazard to air navigation. This determination, in and of itself, has no regulatory effect, and the local governments have the option to restrict, or not to restrict, the structure. However, the FAA's determination could affect whether states will permit, and insurance companies will insure, the structure. In addition, many local government (state, city, county, municipality) have adopted height restriction ordinances consistent with FAA guidance and regulatory standards. Sometimes these local standards are more stringent than those set forth by the FAA. The objectives of this project are to: (1) Research the bases/methodology for imposing and enforcing restrictions on the heights of structures surrounding airports or affecting the ingress/egress procedures or airspace design in the vicinity of the airport. (2) Identify the effect of state and local laws that meet, or exceed, FAA regulations and standards in allowing or preventing certain structures. Identify the extent to which FAA determinations regarding a hazard (or no hazard) have been factors in finding liability following an accident involving the structure, or any other legal consequences (such as takings). (3) Consultant will survey existing literature, research FAA statutes, FAA regulations (Part 77), state laws, case law, insurance company standards/guidance, National Transportation Safety Board (NTSB) accident data, model grant agreements, etc., and survey airport proprietors, FAA personnel, trade associations, and other knowledgeable persons to identify circumstances/occurrences involving structures and the eventual/outcome. The ensuing report should synthesize the literature, statutes, regulations and case law referred to above. The primary data collected through surveys, interviews, etc. should be tabulated and presented to supplement the legal synthesis. KW - Air traffic control KW - Airport facilities KW - Airport operations KW - Airports KW - Airspace (Aeronautics) KW - Case studies KW - Environmental impacts KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2546 UR - https://trid.trb.org/view/1230809 ER - TY - RPRT AN - 01523706 AU - Truitt, Todd R AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Tower Operations Digital Data System – Concept Refinement and Description of New Features PY - 2008/06//Technical Report SP - 47p AB - Human factors researchers at the Federal Aviation Administration have developed new methods of operation for Air Traffic Control Specialists working in Airport Traffic Control Towers (ATCTs). The newly redesigned and enhanced Tower Operations Digital Data System (TODDS) provides a means to assist ATCT controllers with flight data management, communication, and coordination by reducing cognitive and physical taskload. The TODDS prototype designs include separate solutions for ATCTs either with or without surface surveillance capability. This report addresses the results of a recent usability test by providing a description of design changes and new features that compose the TODDS. The author also recommends the use of a touchscreen training protocol. Pending further investigation, the TODDS may help reduce the risk of runway incursions, ease the flow of surface operations, and support the Staffed Virtual Tower concept. KW - Air traffic control KW - Air traffic controllers KW - Airport Traffic Control Tower KW - Design features KW - Tower Operations Digital Data System KW - Usability KW - Workload UR - http://hf.tc.faa.gov/publications/2008-tower-operations-digital-data-system/full_text.pdf UR - https://trid.trb.org/view/1307209 ER - TY - RPRT AN - 01138256 AU - Funk, Ken AU - Lyall, B AU - Oregon State University, Corvallis AU - Federal Aviation Administration TI - Comparative Analysis of Flightdecks With Varying Levels of Automation PY - 2008/06//Final Report SP - 31p AB - Since 'flightcrew error' is the single most common probable cause or contributing factor cited as leading to commercial transport aircraft accidents, it is appropriate that significant effort be given to the study of flight deck human factors issues. That was the purpose of this grant research, and with the support of the Federal Aviation Administration Office of Chief Scientific and Technical Advisor for Human Factors (AAR-100), we were privileged to conduct or initiate four major tasks aimed at improving aviation safety by addressing flight deck human factors. These tasks were performed under grant 93-G-039 from AAR-100 to Oregon State University and its subcontractors. Beth Lyall, President of Research Integrations, Inc., and Ken Funk, Associate Professor of Industrial and Manufacturing Engineering, Oregon State University, were Co-Principal Investigators. We were joined in the work by our colleagues Vic Riley of Honeywell, Inc., Gary Bakken of Analytica Systems, Inc., and supported by numerous Oregon State University students, and Research Integrations, Honeywell, and Analytica Systems personnel. KW - Aircraft KW - Aircraft operations KW - Automatic pilot KW - Aviation safety KW - Civil aviation KW - Flight crews KW - Flight decks KW - Human factors engineering UR - http://www.tc.faa.gov/logistics/grants/pdf/1993/93-g-039.pdf UR - https://trid.trb.org/view/898281 ER - TY - RPRT AN - 01134795 AU - Federal Aviation Administration TI - Fort Lauderdale Hollywood International Airport : environmental impact statement PY - 2008/06//Volumes held: Draft(5v), F(10v) KW - Environmental impact statements KW - Florida UR - https://trid.trb.org/view/895555 ER - TY - RPRT AN - 01128911 AU - Dolbeer, Richard A AU - Wright, Sandra E AU - Federal Aviation Administration AU - Department of Agriculture TI - Wildlife Strikes to Civil Aircraft in the United States 1990-2007 PY - 2008/06 SP - 69p AB - The civil and military aviation communities widely recognize that the threat to human health and safety from aircraft collisions with wildlife (wildlife strikes) is increasing (Dolbeer 2000, MacKinnon et al. 2001). Globally, wildlife strikes have killed more than 219 people and destroyed over 200 aircraft since 1988 (Richardson and West 2000; Thorpe 2003; 2005; Dolbeer, unpublished data). Three factors that contribute to this increasing threat are: 1. Many populations of wildlife species commonly involved in strikes have increased markedly in the last few decades and adapted to living in urban environments, including airports. 2. Concurrent with population increases of many large bird species, air traffic has increased substantially since 1980. 3. Commercial air carriers are replacing their older three- or four-engine aircraft fleets with more efficient and quieter, two-engine aircraft. Previous research has indicated that birds are less able to detect and avoid modern jet aircraft with quieter engines than older aircraft with noisier engines. This report presents a summary analysis of data from the FAA’s National Wildlife Strike Database for the 18-year period 1990 through 2007. KW - Air transportation crashes KW - Aviation safety KW - Bird strikes KW - Civil aircraft KW - United States UR - http://digitalcommons.unl.edu/cgi/viewcontent.cgi?article=1023&context=birdstrikeother UR - https://trid.trb.org/view/888029 ER - TY - RPRT AN - 01111573 AU - Nakagawara, Van B AU - Montgomery, Ronald W AU - Marshall, Wesley J AU - Federal Aviation Administration AU - U.S. Army Center for Health Promotion and Preventive Medicine AU - Federal Aviation Administration TI - Infrared Radiation Transmittance and Pilot Vision Through Civilian Aircraft Windscreens PY - 2008/06//Final Report SP - 14p AB - INTRODUCTION: In support of a Department of Homeland Security project, the Federal Aviation Administration´s Civil Aerospace Medical Institute measured the optical transmittance properties of aircraft windscreens. This paper focuses on windscreen transmittance in the infrared (IR) spectral region (780 – 4000 nm) of the electromagnetic spectrum. METHODS: Transmission measurements were performed on eight aircraft windscreens. Three windscreens were from large commercial jets (MD 88, Airbus A320, and Boeing 727/737); two from commercial, propeller-driven passenger planes (Fokker 27 and the ATR 42); one from a small private jet (Raytheon Aircraft Corporation Hawker Horizon); and two from small general aviation (GA), single-engine, propeller-driven planes (Beech Bonanza and Cessna 182). The two GA aircraft windscreens were plastic (polycarbonate); the others were multilayer (laminated) composite glass. RESULTS: The average transmittance for both glass laminate and plastic windscreens in the IR-A region (780 – 1400 nm) varied considerably (47.5% ± 11.7%), with glass windscreens consistently attenuating more IR than plastic windscreens. The average difference in transmittance between the two materials fluctuated (27.3% ± 15.9%) throughout the first half of the IR-B spectrum (1400 – 3000 nm) up to approximately 2200 nm when transmittance dropped below 7%. The average transmittance for glass and plastic windscreens became negligible beyond 2800 nm. CONCLUSION: Aircraft windscreens provide a level of protection from potential ocular and skin hazards due to prolonged or intense exposure to IR radiation. The amount of protection is dependent on the type of windscreen material, the wavelength of the radiation, and angle of incidence. On average, laminated glass windscreens attenuate more IR than plastic. Additional research is recommended to confirm that the measured transmittance values for this sample of windscreens are typical of all aircraft windscreens currently in service and to evaluate the potential threat posed by new applications, such as IR lasers, in navigable airspace. KW - Aircraft KW - Infrared radiation KW - Protection KW - Vision KW - Windshields UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM08-15.pdf UR - https://trid.trb.org/view/869701 ER - TY - RPRT AN - 01111565 AU - Nakagawara, Van B AU - Montgomery, Ron W AU - Wood, Kathryn J AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Laser Illumination of Aircraft by Geographic Location for a 3-Year Period (2004–2006) PY - 2008/06//Final Report SP - 16p AB - INTRODUCTION: Incidents involving laser illumination of aircraft in the National Airspace System have raised concerns within the aviation community for more than a decade. The principal concern is the visual effect laser illumination may have on flight crew performance during terminal operations, such as landing and departure maneuvers, when operational activities are extremely critical. This 3-year study examines the frequency and rate of aviation-related laser incidents by year and location. METHODS: Incident reports of civilian aircraft illuminated by high-intensity lights have been collected from various sources and entered into a database maintained by the Vision Research Team at the Civil Aerospace Medical Institute. Reported incidents of laser exposure of civilian aircraft in the United States for a 3-year period (January 1, 2004 to December 31, 2006) were collated and analyzed. RESULTS: A total of 832 incidents during the study period took place within the United States in the nine FAA-designated regions. For the period, total laser incident rates per 100,000 flight operations ranged from zero in the Alaskan region to 0.86 in the Western Pacific Region. Of the 202 airports where laser incidents occurred, there were 20 (9.9%) that reported 10 or more laser incidents during the study period. The majority of airports (52.6%) with 10 or more laser incidents reported a higher number of incidents in 2005 than in 2006. CONCLUSION: Laser illumination incidents that could compromise aviation safety and threaten flight crew vision performance occur with some regularity within the contiguous United States. While the study data indicate the Western Pacific Region had a significantly higher prevalence rate than the other FAA regions, analysis was complicated by incident clusters that occurred randomly at various airports. Actions taken by aviators, as well as local air traffic and law enforcement authorities that can minimize this threat to aviation safety, are discussed. KW - Aircraft KW - Aircraft incidents KW - Aviation safety KW - Distraction KW - Geography KW - Lasers KW - Lighting UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM08-14.pdf UR - https://trid.trb.org/view/869699 ER - TY - RPRT AN - 01111282 AU - King, Raymond E AU - Schroeder, David J AU - Manning, Carol A AU - Retzlaff, Paul D AU - Williams, Clara A AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Screening Air Traffic Control Specialists for Psychopathology Using the Minnesota Multiphasic Personality Inventory-2 PY - 2008/06//Final Report SP - 16p AB - The purpose of this paper is to model and document the use of the Minnesota Multiphasic Personality Inventory-2 (MMPI-2) as a psychological screening tool for conditionally selected FAA Air Traffic Control Specialists (ATCSs). A sample of 1,014 ATCSs in training voluntarily completed the MMPI-2 as part of a research program. Those data are used to estimate the number of future candidates that will be referred for follow-up psychological evaluations, given varying MMPI-2 scale cut-scores. At the individual scale level, Scale 1 (Hypochodriasis) had the lowest percentage of subjects identified across all cut scores, while Scale 9 (Hypomania) had the highest. Looking at participants with one or more scales above the cut-scores, about 15% had one or more scales at or above 65T, but only about 2% had one or more scales at or above 80T. A final algorithm of 70T or above on scales 1, 2, 3, 4, 6, 7, and 8, as well as 75T on scale 9, was selected. The identification rates are discussed in terms of impact on follow-up psychological evaluation referral. Initial cut scores are recommended. KW - Air traffic controllers KW - Employee screening KW - Flight personnel KW - Psychological tests KW - Selection and appointment UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM08-13.pdf UR - https://trid.trb.org/view/869610 ER - TY - ABST AN - 01462711 TI - Understanding Common-Use Approaches at Airports AB - The limited application of a common-use approach in the U.S. airport environment has inhibited the cross-utilization of facilities, in situations where it may have been useful, to accommodate passenger, baggage, and aircraft processing. Moreover, growing interest in understanding the international model for airport-provided services requires objective analysis within the unique and evolving U.S. airport/airline business environment. The tendency to resolve facility constraints solely with brick-and-mortar expansion often has the undesired effect of being both extremely costly and cumbersome to accomplish in a timely fashion. With air traffic anticipated to continue its aggressive growth in the United States over the coming years, airports and airlines should look for alternatives to operating in the traditional manner. To this end, in-depth research is needed to fully identify and understand the financial, operational, liability, and competitive elements of common-use facilities for airports, airlines, and passengers. The objective of this research is to develop a reference guide for airports, airlines, and other stakeholders to identify and understand the financial, operational, liability, safety, customer service, and competitive elements of a common-use approach to the utilization of airport facilities and the provision of services. The guide should provide detailed analyses and information enabling individual airports and airlines to evaluate the feasibility and applicability of implementing a common-use approach. It should also provide common practices for evaluating, implementing, operating, and maintaining common-use facilities and services.
 
KW - Airlines KW - Airport operations KW - Airport ticket counters KW - Airports KW - Baggage KW - Common-use check-in counters KW - Customer service UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2109 UR - https://trid.trb.org/view/1230933 ER - TY - ABST AN - 01483260 TI - Development of a 3-Dimensional Radar Based Airspace Monitoring and Surveillance Instrument AB - No summary provided. KW - Airborne traffic surveillance KW - Airspace (Aeronautics) KW - Monitoring KW - Radar air traffic control KW - Surveillance UR - https://trid.trb.org/view/1252109 ER - TY - ABST AN - 01570841 TI - Impact Damage Formation on Composite Aircraft Structures AB - No summary provided. KW - Aircraft KW - Composite materials KW - Damage evaluation KW - Structures UR - https://trid.trb.org/view/1363206 ER - TY - ABST AN - 01482356 TI - Onboard Measurements AB - No summary provided. KW - Measurement KW - Measuring instruments KW - Onboard equipment KW - Onboard monitoring UR - https://trid.trb.org/view/1251242 ER - TY - ABST AN - 01483198 TI - Development of an Aviation Weather Database Highlighting Weather Encounters (Phase I) AB - No summary provided. KW - Air traffic control KW - Databases KW - Development KW - Weather KW - Weather conditions KW - Weather forecasting UR - https://trid.trb.org/view/1252047 ER - TY - ABST AN - 01482335 TI - Air Contamination Measurement Methods AB - No summary provided. KW - Air content KW - Contamination KW - Flight KW - Measuring methods UR - https://trid.trb.org/view/1251220 ER - TY - ABST AN - 01482355 TI - Pesticide Exposure and Ozone By-Products AB - No summary provided. KW - Exposure (Pollutants) KW - Ozone KW - Pesticides KW - Waste products UR - https://trid.trb.org/view/1251241 ER - TY - ABST AN - 01462741 TI - Synthesis of Information Related to Airport Problems. Topic S04-03. Identification of the Requirements and Training to Obtain Driving Privileges on Airfields AB - During the last fifteen years the Federal Aviation Administration in conjunction with the aviation industry has placed a major emphasis on the reduction of the risk of runway incursions.  Vehicle/pedestrian deviations (VPDs) account for approximately 15 to 20 percent of the annual number of incursions.  Airport operators have the overall responsibility for determining who receives driving privileges on the airport operational areas (AOA), i.e., inside the fence, and therefore are directly connected to efforts to reduce VPDs.  The requirements that must be met to obtain driving privileges vary widely from one airport to the next.  At some airports, it may be a simple statement from the person's employer, e.g., an airline or FBO, that the person needs driving privileges.   At other airports, the person studies the airport's driving manual and then takes a written test (this is similar to the approach that many DMV's use.)  Other airports require the person to attend a classroom training session or take a computer tutorial followed by a test.  Still others may require a hands-on driving test or probationary period with an authorized driver before the employee is authorized to operate a vehicle on the AOA.  Sometimes training may be conducted using a driving simulator. Airports sometime create a tier system, i.e., drivers in the top tier are allowed to drive anywhere while drivers in lower tiers are restricted to certain areas. There are many variations to these scenarios.   This synthesis would identify the airfield driving privilege requirements across a broad spectrum of airports and obtain information on who administers the training, the training curriculum, length of training, and the cost associated with such training for both initial and recurrent training.  Background information such as number of authorized drivers on the airfield, availability of perimeter roads etc. would also be collected. The audience for this synthesis would include airport managers and those responsible for airfield safety and preventing VPDs.

 

 

KW - Airport operations KW - Airports KW - Driving KW - Driving simulators KW - Lane deviation KW - Research projects KW - Risk assessment KW - Runway incursions KW - Training UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2415 UR - https://trid.trb.org/view/1230963 ER - TY - ABST AN - 01459980 TI - Dependence of HAP Emissions from Idling Aircraft on Ambient Conditions AB -

Frequently, commercial airport operators are asked to estimate the magnitude of toxic emissions from airport-related sources. These requests may come from government officials, courts or concerned community groups.  One of the key categories of potentially toxic emissions is Hazardous Air Pollutant (HAP) emissions and the most important source of airport related HAPs compounds at most commercial airports is idling jet engines.  This is because the HAPs emissions of modern jet engines are very small at power settings greater than idle.  It is therefore critical to understand the rate of HAPs emissions at low power settings.  These emissions will vary as a function of thrust setting, environmental variables (especially temperature) and engine type.  In order to properly estimate airport HAP emissions it is necessary to better understand the aircraft engine emission factors as a function of these variables.

KW - Air pollution KW - Air pollution sources KW - Air quality management KW - Aircraft KW - Aircraft exhaust gases KW - Aircraft operations KW - Airport facilities KW - Airport operations KW - Airport runways KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2424 UR - https://trid.trb.org/view/1228195 ER - TY - RPRT AN - 01565451 AU - Cyrus, Holly M AU - Nadel, Jess AU - Hi-Tec Systems, Incorporated AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Light Emitting Diode Taxiway Lighting Effects on Constant Current Regulator Stability PY - 2008/05//Technical Note SP - 20p AB - This study was conducted to determine how light emitting diode (LED) taxiway edge lights affect the operation of Constant Current Regulators (CCR). Some CCRs turn off due to overvoltage or overcurrent because of LED taxiway edge lights. A test bed was developed to measure and record the voltage and current supplied to an LED taxiway edge fixture as power was applied. The test bed setup consisted of an LED taxiway edge fixture, circuit current control subsystem for constant current to the taxiway edge fixture, and a data acquisition subsystem, which collected the data for analysis. Five types of LED taxiway edge fixtures were used for the testing. The baseline incandescent taxiway edge fixture had a smooth power curve. Two of the five LED taxiway edge light fixtures showed significant peak power volt ampere (VA) loading after power-up compared to the loading during normal operation. The highest peak power VA was 163% of the nominal VA required. Based on the results of this study, the following are recommendations for future operation of LED taxiway edge lighting fixtures. (1) The peak power VA required by an LED taxiway edge lighting fixture should not exceed the nominal operating power VA by more than 10% for the fixture. When the peak load is limited to 10%, the CCR will have enough reserve capacity to support the load and should easily adjust so that it will not trip off due to an overvoltage condition. (2) The LED taxiway edge light fixture should not drop the power VA required at a given step by more than 10%. When the power VA load suddenly drops, the CCR can trip off due to overcurrent. By limiting the power VA drop to 10%, the overcurrent protection function of the CCR should easily adjust so that it will not trip off due to an overcurrent condition. KW - Airport runways KW - Light emitting diodes KW - Lighting KW - Recommendations KW - Taxiways KW - Voltage KW - Voltage regulators UR - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=1aed3846-2fbb-4cab-a1dd-2933abd05587&f=TN08-29.pdf UR - https://trid.trb.org/view/1355035 ER - TY - RPRT AN - 01565450 AU - Cyrus, Holly AU - Previti, Anthony J AU - Hi-Tec Systems, Incorporated AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Evaluation of Thermoplastic Marking Materials PY - 2008/05//Technical Note SP - 91p AB - Due to the harsh conditions of airport environments, frequent repainting of existing waterborne pavement markings is required. This painting is expensive and affects life-cycle costs. A thermoplastic marking material has been identified as an alternative to the existing waterborne material. The purpose of this research effort was to determine if this thermoplastic marking material is as effective as the current waterborne material in terms of its retro-reflectivity, chromaticity, friction properties, and its adherence to the airport pavement surface. Two types of thermoplastic materials were applied on asphalt and concrete surfaces at the Federal Aviation Administration William J. Hughes Technical Center and were evaluated for 1 year starting in June 2006. These materials were also applied on concrete pavement surfaces at the Newark Liberty International Airport and evaluated for 1 year starting in August 2006. One thermoplastic material was 60-mil thick with Type I and III beads and was applied on a heated surface; the other material was 90-mil thick with Type I and IV beads and was applied on cold surface. Retro-reflectivity was measured using a retroreflectometer; a spectrophotometer was used to measure chromaticity, a Dyna-Meter Pull-Off tester was used to measure adherence strength, and a Saab Surface Friction Tester was used to measure friction properties. Most measurements were taken on a monthly basis. The results showed that the retro-reflectivity characteristics of thermoplastic marking materials were acceptable. The chromaticity of the thermoplastic was within tolerance for white, red, yellow, and black. The average friction readings recorded on thermoplastic were significantly lower than those taken on bare pavement and about 50% less than waterborne paint. The adherence showed that preparation is necessary for a good bond. The tensile strength of the bond between the thermoplastic marking material and hot-mix asphalt was acceptable. The tensile strength of the bond between the thermoplastic marking material and Portland cement concrete was acceptable when an additional adhesive was applied. Based on the result of this evaluation, thermoplastic marking material is recommended for taxiways. KW - Adhesion KW - Airport runways KW - Evaluation KW - Friction KW - Newark Liberty International Airport KW - Retroreflectivity KW - Road markings KW - Taxiways KW - Tensile strength KW - Thermoplastic materials UR - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=b6f7c429-ef03-44f8-b0fb-6d951c12919a&f=TN08-22.pdf UR - https://trid.trb.org/view/1354998 ER - TY - RPRT AN - 01523707 AU - Koros, Anton AU - McAnulty, D M AU - Beck, Bryan AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Recommended Layouts for the En-Route Area Supervisor Work Space PY - 2008/05//Technical Note SP - 66p AB - Over the past decade, the Supervisor Work Space (SWS) at Air Route Traffic Control Centers (ARTCCs) has evolved to include as many as eight computer-based systems and other legacy equipment, paper reference materials, and supplies. Researchers from the Federal Aviation Administration Human Factors (HF) Team surveyed supervisors regarding equipment usage, location, and placement issues. Supervisors from 20 ARTCCs responded. The supervisors reported using computer systems approximately 50% of the time during a typical shift. They noted that their work spaces were cluttered, that placement of some systems made it difficult to see monitors or to access input devices, and that it was difficult to maintain the equipment. The HF researchers identified two common SWS layouts: (a) one layout in which the supervisor was seated in the main aisle looking into the operations area and (b) an alternate layout in which the supervisor was seated inside the operations area. The researchers developed baseline virtual reality models of the SWS based on HF guidelines and satisfactory aspects of existing work spaces. A working group of operational supervisors reviewed the baseline models and developed recommended layouts for the exterior, interior, and centralized command models of the en route area SWS. KW - Air route traffic control centers KW - Air traffic control KW - Air traffic controllers KW - Human factors KW - Recommendations KW - Supervisors KW - Surveys KW - Workplace layout UR - http://hf.tc.faa.gov/publications/2008-recommended-layouts/full_text.pdf UR - https://trid.trb.org/view/1307211 ER - TY - RPRT AN - 01158177 AU - Federal Aviation Administration AU - New Hampshire Department of Transportation AU - Federal Highway Administration TI - Instrument Landing System (ILS) at the Mount Washington Regional Airport - Whitefield, NH PY - 2008/05//Feasibility Study Report SP - 45p AB - The Federal Aviation Administration (FAA) entered into a Reimbursable Agreement with the New Hampshire Department of Transportation, Division of Aeronautics to investigate the feasibility of establishing a full Instrument Landing System (ILS) on Runway 10 at the Mount Washington Regional Airport in Whitefield, New Hampshire. The purpose of the study was to evaluate whether a full ILS system could be successfully sited at the Airport given the terrain and airfield layout limitations, and to provide a cost estimate for the project. The FAA determined that an End Fire Glide Slope (EFGS) can be properly sited and would provide the best results for a precision approach when combined with new Localizer and DME antenna systems. The FAA recommends proceeding to field test and flight check the full EFGS antenna system to verify the math modeling engineering analysis. Cost estimates are provided in section 9 of this report. KW - Antennas KW - Cost estimating KW - End fire glide slope KW - Instrument landing systems KW - Layout KW - Mount Washington Regional Airport KW - Terrain KW - Whitefield (New Hampshire) UR - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/14282p.htm UR - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/FHWA-NH-RD-14282P.pdf UR - https://trid.trb.org/view/918741 ER - TY - RPRT AN - 01150497 AU - Federal Aviation Administration TI - Air Traffic Organization: Safety Management System Manual PY - 2008/05 SP - 173p AB - In support of the effort to provide a safer National Airspace System (NAS) using the Safety Management System (SMS), this manual describes the Air Traffic Safety Oversight Service (AOV) safety requirements and responds to International Civil Aviation Organization (ICAO) safety process requirements for the Air Traffic Organization (ATO). The manual also provides guidance, processes, and tools to ATO personnel for managing the safety of the NAS, building on existing ATO safety management capabilities. This manual was created to provide specific operational process information to support the daily activities of ATO employees. It describes the functions, components, and principles of the SMS and provides the guidance to apply them effectively. ATO Order JO 1000.37, Air Traffic Organization Safety Management System, requires the use of the current version of the ATO SMS Manual and the safety standards defined in it. KW - Air traffic KW - Air traffic control KW - Air Traffic Organization KW - Air transportation KW - Aviation safety KW - National Airspace System KW - Policy KW - Quality assurance KW - Risk assessment UR - http://www.faa.gov/air_traffic/publications/media/ATOSMSManualVersion2-1_05-27-08_Final.pdf UR - https://trid.trb.org/view/912579 ER - TY - RPRT AN - 01105108 AU - Botch, Sabra R AU - Chaturvedi, Arvind K AU - Canfield, Dennis V AU - Forster, Estrella M AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Vitreous Fluid and/or Urine Glucose Concentrations in 1,335 Civil Aviation Accident Pilot Fatalities PY - 2008/05//Final Report SP - 11p AB - For aviation accident investigations at the Civil Aerospace Medical Institute (CAMI), vitreous fluid and urine samples from pilot fatalities are analyzed for glucose, and in those cases wherein glucose levels are elevated, blood hemoglobin A1c (HbA1c) is measured. These analyses are conducted to monitor diabetic pilots to ensure that their disease was in control at the time of accidents and to discover other pilots with undiagnosed and unreported diabetes. In this study, the prevalence of elevated glucose concentrations in fatally injured civilian pilots is evaluated. Glucose and HbA1c are measured by hexokinase and latex immunoagglutination inhibition methodologies, respectively. The former was adopted at the beginning of 1998, while the latter in the middle of 2001. The analytical results are electronically stored in the CAMI Toxicology Database. This database was searched for pilots from whom samples were received during 1998–2005 and whose vitreous fluid and/or urine glucose concentrations were measured. HbA1c levels and information on diabetic pilots were also retrieved. The probable cause and contributing factors of the associated accidents were obtained from the National Transportation Safety Board's (NTSB's) Aviation Accident Database. Out of 1,335 pilots involving 363 vitreous fluid, 365 urine, and 607 vitreous fluid and urine analyses, 43 pilots had elevated glucose in vitreous fluid (> 125 mg/dL) and/or in urine (> 100 mg/dL). Of the 20 pilots whose blood samples were analyzed, 9 had > 6% HbA1c—4 were known diabetics (HbA1c: 7.1; 8.3; 10.8; and 12.4%), and 5 were not known diabetics (HbA1c: 6.2; 8.2; 8.3; 8.6; and 13.0%). Urinary glucose levels were elevated in all 13 known hyperglycemic pilots. One pilot had a history of renal glycosuria (low renal threshold). The disease of the 13 diabetic pilots was not in control at the time of accidents. Additionally, there were a considerable number of pilots with elevated glucose (30 of 43) and HbA1c (5 of 20), suggesting undiagnosed and unreported diabetic conditions. However, health, medical condition(s), and use of medications (authorized or unauthorized) by pilots were determined by the NTSB to be the cause or a factor in 5 accidents: elevated glucose level of the pilot was a factor in 1 and incapacitation/impairment of the pilot was a cause and/or factor in 4. Greater attention is necessary in controlling diabetes by aviators in coordination with Aviation Medical Examiners. KW - Air transportation crashes KW - Airline pilots KW - Aviation safety KW - Civil aviation KW - Crash investigation KW - Fatalities KW - Forensic medicine KW - Glucose KW - Toxicology KW - Urine KW - Vitreous fluid UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM08-11.pdf UR - https://trid.trb.org/view/864532 ER - TY - RPRT AN - 01105077 AU - Detwiler, Cristy AU - Holcomb, Kali AU - Hackworth, Carla AU - Shappell, Scott AU - Federal Aviation Administration AU - Clemson University AU - Federal Aviation Administration TI - Understanding the Human Factors Associated With Visual Flight Rules Flight Into Instrument Meteorological Conditions PY - 2008/05//Final Report SP - 16p AB - Visual Flight Rules (VFR) into Instrument Meteorological Conditions (IMC) accidents are a major concern in the aviation industry. More than 70% of the fatal weather-related accidents involved General Aviation (GA) pilots operating under visual flight rules (VFR) that continued into IMC. The purpose of this study was to pair GA accident causal factors that had been classified with the Human Factors Analysis and Classification System (HFACS) categories and traditional demographic data in an effort to present a more complete picture of VFR flight into IMC accidents. To accomplish this, GA accidents associated with VFR flight into IMC were examined to determine if there were any causal factors that set these accidents apart from the rest of GA (RoGA) accidents. GA accident data (14 CFR Part 91) from 1990-2004 were analyzed. The dataset was divided into accidents that had VFR into IMC (VFR-IMC; N = 609) cited as a cause or factor versus the rest of the GA accidents (RoGA; N = 18,528). Analyses were performed examining the human error associated with these accidents. The results indicated that skill-based errors were more prevalent in RoGA than in VFR-IMC (odds ratio = 4.167, χ2 = 332.531, p <.001). VFR-IMC pilots were more likely to commit a decision error (odds ratio = 2.062, χ2 = 77.961, p <.001); experience a perceptual error (odds ratio = 3.179, χ2 = 118.350, p <.001); and commit a violation (odds ratio = 29.960, χ2 = 2454.198, p <.001) than RoGA. The injury severity for VFR-IMC accidents was much greater than for RoGA (80.3% vs. 18.8%). RoGA pilots held a higher number of multiple certificates and earned more flight hours across the board than the VFR-IMC pilots. These data provide a more detailed view of the VFR into IMC accidents and will facilitate the development of future data-driven intervention strategies. Current interventions include weather cameras and other pilot aids for decision making with regard to weather. KW - Air transportation crashes KW - Aviation safety KW - Crash causes KW - General aviation pilots KW - Human factors KW - Human Factors Analysis and Classification System KW - Instrument flying KW - Visual flight KW - Weather KW - Weather-related accidents UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM08-12.pdf UR - https://trid.trb.org/view/864530 ER - TY - RPRT AN - 01102442 AU - Federal Aviation Administration TI - Proposed replacement general aviation airport, city of Mesquite, Clark County : environmental impact statement PY - 2008/05//Volumes held: Draft(3v) KW - Environmental impact statements KW - Nevada UR - https://trid.trb.org/view/862403 ER - TY - ABST AN - 01569529 TI - Development of Technologies to Monitor and Extend the Performance of Electrical Wire and Interconnect Systems (EWIS) of Aging Aircraft AB - The research will help on continuing to improve the safety and efficiency of aircraft in flight. This will be done by producing self-repairing aircraft wire, developing a RF detection method for locating damaged wires with exposed conductors, determining when changes in aircraft wire bundles from normal operation occur indicating some malfunction of the harness support system. KW - Aging aircraft KW - Aircraft KW - Aircraft operations KW - Aviation safety KW - Electric wire KW - Interconnection (Electric power) UR - http://www.tc.faa.gov/logistics/grants/doc/08-G-001.doc UR - https://trid.trb.org/view/1360985 ER - TY - ABST AN - 01570539 TI - Implementation of Enhanced Network Restructuring Algorithms and Scenarios for Improved ATO Forecasts AB - The goal of PARTNER Project 24 is to develop a deeper understanding of how noise affects annoyance in communities in proximity to airports. The ultimate aim is to construct models that can be coupled with sound prediction models to predict annoyance that would result from future airport developments or changes in air traffic patterns. KW - Air traffic control KW - Airport operations KW - Algorithms KW - Annoyance KW - Forecasting KW - Implementation KW - Noise UR - http://partner.mit.edu/projects/noise-exposure-response-annoyance UR - https://trid.trb.org/view/1362670 ER - TY - ABST AN - 01570216 TI - Deployment and Evaluation of Avian Radars - DFW AB - No summary provided. KW - Airports KW - Avian radar KW - Dallas-Fort Worth Metropolitan Area KW - Deployment KW - Evaluation and assessment KW - Radar KW - Radar air traffic control UR - https://trid.trb.org/view/1361784 ER - TY - ABST AN - 01481125 TI - Environmental Design Space Tool Development AB - No summary provided. KW - Aircraft operations KW - Airport operations KW - Airspace (Aeronautics) KW - Environmental design KW - Environmental policy UR - https://trid.trb.org/view/1250170 ER - TY - ABST AN - 01462745 TI - Synthesis of Information Related to Airport Problems. Topic S02-03. A Compilation of Airport Noise Programs in Areas Outside DNL 65 AB - Over the past three decades, the collective efforts of governments at all levels, airport officials, aircraft and engine manufacturers, airlines and other aircraft operators, pilots, communities and other stakeholders has reduced the size of the 65 day-night average sound level (DNL) contours around the nation's airports. Today only a half million people now reside within the DNL 65 dB contour in dwellings that were either not built with or subsequently retrofitted with sufficient sound insulation. This success is reflected by the fact that most aviation noise complaints now come from persons residing outside DNL 65 contours. The Joint Planning and Development Office (JPDO) have determined that noise must be aggressively addressed in order to meet the tripled capacity requirements of the Next Generation Air Transportation System (NextGen).  Federal law and policy concerning noise abatement and mitigation outside DNL 65 is considered on a case-by-case basis, which has resulted in a wide range of airport responses to these complaints from ignoring them on one hand to spending millions of dollars to address them on the other, particularly where they were ordered to do so by courts. Many airports are currently struggling to respond appropriately to noise concerns, particularly those experiencing rapid growth in operations. While some airports have explored the options for reducing the impacts of aviation noise outside DNL 65, most have concentrated efforts within the DNL 65. The goal of this synthesis project is to compile in one location current applicable Federal law and policy; and to provide the state of the practice on airport responses to noise complaints outside the DNL 65 contour.  The synthesis of practice will compile the existing and proposed applicable laws, policies, and regulations, plus relevant court decisions (published and as-available). The other major component of this synthesis will be to identify the airports that have or are planning programs to address noise beyond DNL 65 and to summarize those programs including the underlying reasons for undertaking those programs. 

KW - Aircraft KW - Airport noise KW - Airport operations KW - Airport planning KW - Airports KW - Research projects KW - Sound KW - Sound level UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2385 UR - https://trid.trb.org/view/1230967 ER - TY - ABST AN - 01462744 TI - Synthesis of Information Related to Airport Problems. Topic S02-04. Approaches to Integrating Airport Development and Federal Environmental Review Processes AB - The Federal Aviation Administration (FAA) and airports want to enhance the efficiency of the environmental review component of the airport project development process, which spans from concept to completion and ribbon-cutting. Previous efforts have focused on streamlining the NEPA process. Much of the inefficiency and delay attributed to the environmental review is due in part to inadequate project definition and coordination, or consideration of Federal environmental requirements (e.g., NEPA and special purpose laws) during the airport sponsor's project development process. In some cases, even minor changes in the project definition may have substantial impact on the schedule, complexity and cost of the environmental review process. As new projects are considered, airport executives and planners must fully integrate environmental considerations. Although the FAA and individual airport sponsors have taken various approaches to enhance coordination between project development and environmental processes, there is no comprehensive record of these practices. This synthesis would identify effective practices used by airports and the FAA to integrate environmental review and airport project development processes. The scope of this project would be to assemble information on the techniques used to effectively integrate development planning and environmental activities throughout the airport project development process; and to identify time- and cost-effective practices, approaches and techniques. The consultant will collect a representative sample of contemporary (FAA action completed post-2000, 60-80 examples) project-specific information focusing on process (behavior and structures) and outcomes in the integration of planning and environmental processes. KW - Airport operations KW - Airport planning KW - Environmental impacts KW - Environmental policy KW - Integrated systems KW - National Environmental Policy Act of 1969 KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2386 UR - https://trid.trb.org/view/1230966 ER - TY - ABST AN - 01462743 TI - Synthesis of Information Related to Airport Problems. Topic S03-04. Airport System Planning Practices AB - In November 2004, the Federal Aviation Administration (FAA )published Advisory Circular 150-5070-7, The Airport System Planning Process. The advisory circular defines the primary purpose of airport system planning to be studying the performance and interaction of an entire aviation system to understand the interrelationship of the member airports. The system evaluated in the plan can be the airports of a metropolitan area, state, or several contiguous states. Although the process involves many varied elements, the objectives of the effort are to identify, preserve, and enhance the aviation system to meet current and future demand. The ultimate result of the system planning process should be the establishment of a viable, balanced, and integrated system of airports. The airport system planning process has proven instrumental in identifying geographical areas underserved by aviation facilities, and fostering the inclusion of additional facilities/new site areas in National Plan of Integrated Airport Systems (NPIAS). The process has also proven successful in identifying areas where similar aviation facilities unduly compete to serve the same limited market area, and in establishing recommendations to prevent the further duplication of facilities. The purpose of this synthesis would be to report on the state of airport system planning practice through a review of literature and survey of state aviation agencies and regional planning organizations.  The audience for this synthesis report includes airport operators, regional transportation planning agency staff, state aviation agency staff and FAA staff responsible for the NPIAS.

 

KW - Air transportation facilities KW - Airport operations KW - Airport planning KW - Airport terminals KW - Airports KW - Aviation KW - Best practices KW - Research projects KW - Systems analysis UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2387 UR - https://trid.trb.org/view/1230965 ER - TY - ABST AN - 01462742 TI - Synthesis of Information Related to Airport Problems. Topic S03-05. Effective Practices for Preparting Airport Improvement Program (AIP) Benefit-Cost Analysis AB - Airport Improvement Program authorizing legislation requires that airports applying for funding of capacity-enhancing projects needing more than $5 million in discretionary funds conduct a benefit-cost analysis (BCA).  Airports filing BCAs must identify aviation benefits accruing as a result of these projects.  For larger airports requesting traditional capacity increasing and delay reducing projects, modeling techniques are available and widely used for determining airfield delay, roadway congestion and terminal processing.  These models are routinely used to establish the benefits of the proposed project. For smaller airports, such as non-hub and general aviation airports, delays and congestion on the airfield, roadways, or in terminals are rarely a factor and the benefits of capacity enhancements are much more difficult to quantify.  Runways, taxiways to accommodate new air services and aircraft types have been left to the experience and ingenuity of the analysts. The Federal Aviation Administration (FAA) guidance on quantifying benefits for FAA-funded projects is nearly ten years old and is not well-developed in documenting acceptable processes to estimate difficult to quantify benefits for projects.  The litmus test for potential FAA funding (BCA ratio of one or greater) creates a difficult hurdle for many capacity enhancing projects whose benefits are difficult to quantify. The objective of this synthesis is to describe successful assessment techniques used by airports in performing BCA to justify funding for hard-to-quantify airport projects.  The audience for this synthesis is airport staff tasked with performing project BCA.

 

KW - Airport capacity KW - Airport Improvement Program KW - Airport operations KW - Airport runways KW - Airports KW - Benefit cost analysis KW - Improvements KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2388 UR - https://trid.trb.org/view/1230964 ER - TY - RPRT AN - 01103406 AU - Botch, Sabra R AU - Johnson, Robert D AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Drug Usage in Pilots Involved in Aviation Accidents Compared With Drug Usage in the General Population: From 1990 to 2005 PY - 2008/04//Final Report SP - 11p AB - Civil aviation pilots represent a small subsection of the general population. Therefore, one might expect to see the same types of drugs used by pilots that are found in the general population. The purpose of this study was to compare usage of both illegal drugs and abused prescription medications in pilots involved in civil aviation accidents from 1990 to 2005 with that of the general population in the United States. Comparisons included abused drugs routinely screened for by the Federal Aviation Administration (FAA) such as marijuana, cocaine, methamphetamine, and ecstasy, as well as prescription medications—barbiturates, benzodiazepines, opiates, and ketamine. The Civil Aerospace Medical Institute’s (CAMI’s) Forensic Toxicology Research Laboratory analyzes postmortem specimens collected from pilots involved in civil aviation accidents. Toxicological information for cases in which pilots were found positive for prescription or illicit compounds was obtained from CAMI’s ToxFlo™ (DiscoverSoft Development, LLC) toxicology database. Statistics on drug usage, trends, and demographics of users in the United States were obtained from National Institute on Drug Abuse, Substance Abuse and Mental Health Services Administration, Office of National Drug Control Policy, Drug Enforcement Administration, and the Drug Abuse Warning Network (DAWN). Trends in illicit and prescription drug use in pilots of civil aviation accidents are comparable to those seen in emergency departments (ED) and community data from major metropolitan areas collected by DAWN and Community Epidemiology Work Group (CEWG). Of the 5,321 pilots involved in aviation accidents during the examined time period, there were 467 occurrences of either illicit drugs or commonly abused prescription drugs accounting for 11% of all pilots that were involved in aviation accidents. The average age of the pilots that were found positive for the compounds discussed in this study was typically older than that seen in emergency departments or in CEWG communities. Marijuana or its metabolite tetrahydrocannabinol carboxylic acid (THCA) were the most commonly seen compounds detected in pilots involved in civil aviation accidents. These compounds were seen approximately twice as often as all other drugs in the study. KW - Air pilots KW - Air transportation crashes KW - Aviation safety KW - Barbiturates KW - Benzodiazepines KW - Civil aviation KW - Cocaine KW - Crash investigation KW - Drug abuse KW - Drug use KW - Drugs KW - Ecstasy (Drug) KW - Ketamine KW - Marijuana KW - Methamphetamine KW - Opiates KW - Toxicology UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM08-10.pdf UR - https://trid.trb.org/view/863018 ER - TY - RPRT AN - 01103375 AU - Carretta, Thomas R AU - King, Raymond E AU - Air Force Research Laboratory AU - Federal Aviation Administration AU - Federal Aviation Administration TI - USAF Enlisted Air Traffic Controller Selection: Examination of the Predictive Validity of the FAA Air Traffic Selection and Training Battery Versus Training Performance PY - 2008/04//Final Report SP - 21p AB - Over the past decade, the U.S. military has conducted several studies to evaluate determinants of enlisted air traffic controller (ATC) performance. Research has focused on validation of the Armed Services Vocational Aptitude Battery (ASVAB) and has shown it to be a good predictor of training performance. Despite these efforts, enlisted ATC training and post-training attrition is higher than desirable, prompting interest in alternate selection methods to augment current procedures. The current study examined the utility of the FAA Air Traffic Selection and Training (AT-SAT) battery for incrementing the predictiveness of the ASVAB versus several enlisted ATC training criteria. Method: Subjects were 448 USAF enlisted ATC students who were administered the ASVAB and FAA AT-SAT subtests and subsequently graduated or were eliminated from apprentice-level training. Training criteria were a dichotomous graduation/elimination training score, average ATC fundamentals course score, and FAA certified tower operator test score. Results: Results confirmed the predictive validity of the ASVAB and showed that one of the AT-SAT subtests resembling a low-fidelity ATC work sample significantly improved prediction of training performance beyond the ASVAB alone. Discussion: Results suggest training attrition could be reduced by raising the current ASVAB minimum qualifying score. However, this approach may make it difficult to identify sufficient numbers of trainees and lead to adverse impact. Although the AT-SAT ATC work sample subtest showed incremental validity to the ASVAB, its length (95 min) may be problematic in operational testing. Recommendations are made for additional studies to address issues affecting operational implementation. KW - Air traffic controllers KW - Aptitude tests KW - Performance KW - Selection and appointment KW - Training KW - Validity UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM08-09.pdf UR - https://trid.trb.org/view/863019 ER - TY - RPRT AN - 01103345 AU - Kupfer, Doris M AU - Jenkins, Marita AU - Burian, Dennis AU - Canfield, Dennis V AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Use of Alternative Primers for Gender Discrimination in Human Forensic Genotyping PY - 2008/04//Final Report SP - 10p AB - An assay using the Federal Bureau of Investigation’s human Combined DNA Identity System (CODIS) primers has been developed for polymerase chain reaction (PCR)-based human identity testing. Recent forensic literature has identified several human populations that carry a deletion mutation in the Y-chromosome copy of the amelogenin locus. This is the standard locus used for gender determination in CODIS. Additionally, the amelogenin male PCR products are very close in size requiring manual annotation of PCR electrophoresis results for this locus. This study was designed to test several gender-specific primers which are to loci outside the amelogenin region, have well-separated PCR products, and could serve as additions or replacements to amelogenin in our human identity testing assay. KW - Bioassay KW - Electrophoresis KW - Forensic medicine KW - Gender KW - Genotyping KW - Human beings KW - Polymerase chain reaction KW - Testing UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM08-08.pdf UR - https://trid.trb.org/view/863017 ER - TY - ABST AN - 01492227 TI - Economic Analysis for Landing, Taking Off Rights at JFK Airport AB - This project will support the conduct of an economic analysis supporting an auction for landing and take-off rights at John F. Kennedy International Airport and Newark Liberty International Airport. KW - Airport landing rights KW - Airport operations KW - Economic analysis KW - John F. Kennedy International Airport KW - Landing fields KW - Newark Liberty International Airport KW - Takeoff UR - https://trid.trb.org/view/1261192 ER - TY - ABST AN - 01483197 TI - Evaluating the Effectiveness of ADS-B in the Collegiate Flight Training Environment AB - No summary provided. KW - Air traffic control KW - Effectiveness KW - Evaluation and assessment KW - Flight training UR - https://trid.trb.org/view/1252046 ER - TY - RPRT AN - 01526417 AU - Zingale, Carolina M AU - Truitt, Todd R AU - McAnulty, D M AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Human-in-the-Loop Evaluation of an Integrated Arrival/Departure Air Traffic Control Service for Major Metropolitan Airspaces PY - 2008/03//Technical Report SP - 85p AB - The increasing number of U.S. air flights has placed a severe strain on the National Airspace System (NAS), especially airspace surrounding major metropolitan areas. In a recent study, Truitt, McAnulty, and Willems (2004) tested and found benefits in procedures designed to address some of the pressures around New York airspace. The procedures included extending terminal lateral separation standards (3 nm) and procedures (diverging courses) into en route airspace as well as collocating terminal and en route facilities to promote more effective communication and coordination. The Integrated Arrival/Departure Air Traffic Control Service, termed the Big Airspace (BA) concept, applies these procedures to other busy areas and includes the use of Area Navigation (RNAV) routes as well as dynamic resectorization to make airspace boundaries more flexible. Twenty-four controllers from en route and terminal facilities participated in a simulation that compared a baseline (BL) condition using current airspace standards and procedures to two BA conditions. In one condition, en route and terminal participants managed traffic in the same control room, and in the other condition they worked as if in separate facilities. Overall, the results provided support for the BA concept. The aircraft moved through the arrival corridor more efficiently in the BA conditions than in the BL condition, and participants made fewer ground-ground transmissions and issued fewer altitude and heading clearances. Subjective ratings of performance, situation awareness, and the ability to move traffic through the sector were also higher in the BA conditions KW - Air traffic control KW - Aircraft separation KW - Airspace (Aeronautics) KW - Arrivals and departures KW - Enroute traffic control KW - Metropolitan areas KW - Navigation KW - Simulation KW - Terminal air traffic control UR - http://hf.tc.faa.gov/publications/2008-human-in-the-loop-evaluation/full_text.pdf UR - https://trid.trb.org/view/1307222 ER - TY - RPRT AN - 01102333 AU - Federal Aviation Administration TI - Request for operations specifications amendment by Horizon Air to provide scheduled air service to Mammoth Yosemite Airport : environmental impact statement PY - 2008/03//Volumes held: Draft, Final(4v),Record of decision B1 KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/862294 ER - TY - RPRT AN - 01099668 AU - Knecht, William R AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Use of Weather Information by General Aviation Pilots, Part II, Qualitative: Exploring Factors Involved in Weather-Related Decision Making PY - 2008/03//Final Report SP - 22p AB - Interview data obtained from 221 general aviation (GA) pilots are qualitatively scored for factors which influence weather-related decision making. Factors finding relatively strong support are (a) the specific type of weather to be faced (storms, ice, visibility, and cloud ceiling are of greatest concern to GA pilots), (b) type of flight (IFR vs. VFR), (c) pilot physiological state (primarily disorientation), and (d) the inherent uncertainty of weather and the resultant cognitive difficulty of understanding this uncertainty. Factors finding more modest support are (a) social and/or economic pressures, and (b) impulsive behavior. Additionally, relatively strong support is found in previously unpublished data for the influence of mission goals. Research directions, remediations, and the value of qualitative analysis are discussed. KW - Decision making KW - General aviation pilots KW - Instrument flying KW - Physiological aspects KW - Understanding KW - Visual flight KW - Weather UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM08-07.pdf UR - https://trid.trb.org/view/859205 ER - TY - ABST AN - 01464255 TI - Quick Response for Special Needs. Task 08. Enhanced Modeling of Aircraft Taxiway Noise - Scoping AB - This research project is designed to respond to a growing understanding that continuing reduction of noise levels related to aircraft flight operations means that previously ignored noise from aircraft ground operations, such as taxiing, now has more of an effect on nearby communities. Taxiing and idling in runway queues, especially during peak hour operations or at night, can significantly contribute to noise contours and Day-Night Average Sound Levels (DNL). This is particularly true when taxiways are very close to the airport property lines and near neighborhoods or other noise sensitive locations. The Federal Aviation Administration's (FAA) Integrated Noise Model (INM) is the agency's required tool for environmental impact statements, environmental assessments, and Part 150 studies. Currently, INM users who need to assess the contribution of noise from aircraft ground operations must develop a workaround approach within the model or externally. Developing this new capability directly within the tool would be a natural extension of other currently planned enhancements of the Aviation Environmental Design Tool (AEDT)/INM, such as better modeling of start of the take-off roll, and thrust reversal and it would enable the FAA and users to cover all modes of operations in the vicinity of an airport. Given that consultants are currently often asked to include predictions of aircraft noise resulting from ground operations, having a single method within AEDT/INM will ensure consistency in the implementation across various airports and studies. Also, it would pave the way for joint modeling of noise and emissions, considering that taxiway local air quality modeling is already implemented within FAA analysis tools The purpose of this study is to help improve the ability to evaluate noise generated by aircraft ground operations, allowing airport staff, airport planners, and consultants to incorporate taxiway noise modeling in their evaluations systematically when needed. This capability will increase the accuracy of airport noise modeling, thus improving chances that significant noise impacts and incompatible land-uses are properly identified, and that appropriate mitigation strategies are addressed. The enhancement to the model will also enable joint assessment of both noise and air quality, resulting in more balanced and comprehensive decisions in airport planning. Failure to properly consider taxiway and gate noise in airport environmental assessments with quantifiable metrics, such as DNL, could lead to misinformation on the local and comprehensive effects of a proposed action. This could result in proposed airport layout improvements that inadvertently bring taxiing aircraft closer to noise sensitive receptors and create unwanted misunderstandings between communities and airports. KW - Aircraft noise KW - Airport capacity KW - Airport noise KW - Airport operations KW - Airport runways KW - Environmental impacts KW - INM (Integrated Noise Model) KW - Land use planning KW - Noise KW - Research projects KW - Scoping UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2687 UR - https://trid.trb.org/view/1232484 ER - TY - ABST AN - 01462635 TI - Innovative Approaches to Addressing Aviation Capacity Issues in Coastal Mega-Regions AB - Most areas of the United States have plans and capabilities to meet projected aviation demand.  However, this is not the case in the two mega-regions located along the east and west coasts, namely, the northeast corridor travel shed on the east coast and the California-Arizona-Nevada travel shed on the west coast.  A recently released Federal Aviation Administration study, Capacity Needs in the National Airspace System 2007-2025 (commonly referred to as FACT-2) indicates metropolitan areas and regions along the east and west coasts are experiencing large amounts of growth in population and economic activity that demonstrate chronic congestion problems in the air and on the ground.  Based on the FACT-2 information, conditions in these two coastal mega-regions are projected to get worse in the future.  Traditional approaches are unlikely to address these problems that extend beyond current jurisdictional and legislative authorities of existing agencies. Current airport planning is done at three levels: (1) airport specific (master planning); (2) regional area (normally the geographic area corresponding to a metropolitan planning organization's jurisdiction); and (3) statewide system.  Those focused plans are not sufficient to address capacity limitations when considering "mega-regions" of airports along the east and west coasts.   For example, the effects that the traffic from major airports within each of these coastal mega-regions have on each other need to be better understood. New and innovative processes/methodologies are needed if the aviation capacity issues in these congested coastal mega-regions are going to be successfully addressed.  These high-density areas invite an entirely new approach for planning and decision making that goes beyond the existing practice for transportation planning and programming that is usually accomplished within single travel modes and political jurisdictions or regions.  Optimizing available resources for the expansion of transportation infrastructure to accommodate anticipated growth should be a key consideration. The objective of this research is to develop integrated strategic actions to enhance decision making to address the constrained aviation system capacity and growing travel demand in the high-density, multijurisdictional, multimodal, coastal mega-regions along the east and west coasts.  The research is intended to be used by transportation agencies and operators, as well as for informing public officials at the federal, state, and local levels.

 

KW - Air transportation facilities KW - Airport capacity KW - Aviation KW - Megaprojects KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1971 UR - https://trid.trb.org/view/1230856 ER - TY - ABST AN - 01462590 TI - Legal Aspects of Airport Programs. Topic 1-08. The Law and Regulations of Airport Ownership AB - The majority of U.S. airports are owned and operated by government entities. A recent survey conducted by the North American Airports Council International revealed that city-owned airports is the most common U.S. ownership structure (38%) followed by regional/airport authority (25%), single county (17%) and multiple-jurisdictions at 9%. States account for 5% of the total, including BWI, ANC, and the Hawaiian airports. Unified port authorities account for another 3% -- examples include the Port of Seattle, Port of Portland, etc. The federal government holds the title to Ronald Regan Washington National and Dulles International airports, but has leased these facilities to a regional authority for operations and management. Approximately 1% of the airports surveyed were privately owned and operated. Domestic and international air-carrier passenger traffic though U.S. airports is expected to double within the next two decades. Some have asserted that traditional government funding for such a massive expansion of landside and airside facilities and services cannot meet that need. The answer, some assert, may lie in tapping the equity market through privatization as an effective means of avoiding congestion and upgrading facilities. In the wake of this interest in privatization of airports and air navigation services, such issues as liability, appropriate cost pricing, revenue allocation and investment management are becoming more important. It should be noted, however, that a number of federal government agencies have considered and rejected privatization, and many airports remain unsuited for private sector participation. Legal and economic constraints inhibit private U.S. airports. The Federal Aviation Administration (FAA) has permitted and even encouraged some privatization, such as contracting for airport management or allowing private companies to develop and lease terminals, but it has expressed concern about selling or leasing an entire airport to the private sector. (See Report # GAO/T-RCED-96-82). There is concern as to whether private airports should have access to tax-exempt borrowing and whether privatization would lead to an overall reduction in the funding level for federal airport grants. Other reports anticipate reluctance, particularly on the part of cities, that may lose economically when having to compete with local private airports. These are policy issues that are well beyond the scope of this study. Only a few studies and surveys have been found that address the privatization of U.S. airports. These are generally centered on the benefits vs. concerns of service contracts, leases, and ownership partnerships between public entities and private investors or contractors. Privatization presents numerous tort liability, environmental, labor, airline safety, and security regulatory challenges. In order to address these challenges, all players involved are in need of an informational source, much like a primer that is uncomplicated and easily assessable. There are few sources that inform owners and the aviation legal profession of the state of the law on private airport ownership in general, and these issues in particular. This project should define what airport ownership includes, identify and analyze existing privatization projects, and explain the legal problems encountered during these privatizations. The description of these transactions should include a variety of privatization types (transfers of fee simple, leases, management and operation contracts, etc.). One result of this analysis would be a compendium of anticipated legal issues for those considering or embarking on any variation of privatization and the way in which those legal issues have been resolved. All federal, state and local legislation and regulations that affect privatization should be identified. The analyses should identify and comment upon the relevant federal guidance on privatization and recent articles published on the subject. The goal is to produce a comprehensive Legal Research Digest Report with relevant precedent and legal guidance. KW - Air traffic control KW - Air traffic control facilities KW - Airport operations KW - Airport planning KW - Airports KW - Landside capacity KW - Landside operations (Airports) KW - Ownership KW - Privatization KW - Regional airlines KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2544 UR - https://trid.trb.org/view/1230811 ER - TY - RPRT AN - 01173144 AU - Federal Aviation Administration TI - National Aviation Research Plan, 2008 PY - 2008/02 SP - 94p AB - The 2008 National Aviation Research Plan (NARP) explains how the research and development (R&D) programs are progressing toward achieving the R&D milestones/targets. The plan also includes more detailed information on how the R&D programs support both the FAA Operational Evolution Partnership (OEP), which provides the complete path for all FAA NextGen activities including R&D, and the Joint Planning and Development Office (JPDO) Research and Development Plan for the Next Generation Air Transportation System FY 2009 FY 2013, published August 31, 2007, hereafter referred to as the JPDO R&D Plan, which provides the R&D requirements for NextGen. KW - Air traffic control KW - Air traffic controllers KW - Airport planning KW - Airport runways KW - Airport terminals KW - Aviation safety KW - Civil aviation KW - Strategic planning UR - https://trid.trb.org/view/927781 ER - TY - RPRT AN - 01138291 AU - Wiegmann, Douglas A AU - Talleur, Donald A AU - Johnson, C M AU - University of Illinois, Urbana-Champaign AU - Federal Aviation Administration TI - Redesigning Weather-Related Training and Testing of General Aviation Pilots: Applying Traditional Curriculum Evaluation and Advanced Simulation-Based Methods PY - 2008/02//Technical Report SP - 18p AB - Weather-related accidents, particularly accidents due to visual flight rules (VFR) flight into instrument meteorological conditions (IMC), are associated with the highest fatality rate within general aviation (GA). Previous research indicates that accidents related to VFR flight into IMC most often involve inexperienced pilots who lack the appropriate skills to properly plan VFR cross-country flights, effectively assess changes in weather conditions during flight and appropriately evaluate and eliminate risks associated with adverse weather. Together, these findings point to a need to reevaluate weather-related instruction currently provided to pilots during ab initio training. The primary goal of the report is to present the findings of an analysis of (1) the content of weather-related source material disseminated by the Federal Aviation Administration (FAA), (2) the content of weather-related test questions contained in the FAA private pilot written exam, (3) the performance of pilots on weather-related exam questions and (4) the relationship between performance on the written exam and performance on the private pilot oral exam. Results are discussed in terms of improving weather-related training and testing, with the goal of reducing VFR flight into IMC accidents. KW - Aircraft pilotage KW - Crash investigation KW - Flight simulators KW - Flight training KW - Fronts (Meteorology) KW - General aviation KW - Instrument flying KW - Instrument landing systems KW - Visual flight KW - Weather radar UR - https://trid.trb.org/view/898361 ER - TY - RPRT AN - 01091739 AU - Gale, William F AU - Gale, Hyacinth S AU - Watson, Jean AU - Federal Aviation Administration AU - Air Transportation Center of Excellence for Airliner Cabin Environment Research AU - Federal Aviation Administration TI - Field Evaluation of Whole Airliner Decontamination Technologies - Wide-Body Aircraft With Dual-Use Application for Railcars PY - 2008/02//Final Report SP - 15p AB - The outcome of a field evaluation of decontamination of a wide-body aircraft using AeroClave’s thermal decontamination system both as a stand-alone technology and as a means of delivering STERIS vaporized hydrogen peroxide (VHP®) is discussed. The report is submitted in the context of a decontamination technology selection exercise, laboratory work conducted on the efficacy of thermal decontamination, and as a follow-on to a field evaluation performed previously on a McDonnell Douglas DC–9 aircraft. The thermal decontamination system appears to be capable of reproducing temperatures needed for an efficacious antiviral process. However, work will be required to improve the temperature control and humidity levels attainable. The thermal decontamination + VHP add-in combination was found to be sporicidal at numerous locations within the cabin. The impact of issues relating to the failure to deactivate Biological Indicators (BIs) in certain locations with limited peroxide penetration, condensation of peroxide within the cabin, and more generally, issues related to the presence of residual peroxide in the cabin after aeration need to be addressed. Serious weather-related disruptions and a limited budget, coupled with a tight schedule, precluded these concerns being addressed on this occasion. Overall, the field evaluation of both the stand-alone thermal decontamination system and the VHP add-in can be described as successful. KW - Decontamination KW - Field studies KW - Hydrogen peroxide KW - Railroad cars KW - Technology assessment KW - Temperature KW - Temperature control KW - Thermal treatment KW - Vaporized hydrogen peroxide KW - Wide body aircraft UR - http://www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA477163 UR - https://trid.trb.org/view/851569 ER - TY - RPRT AN - 01091722 AU - Burian, Dennis AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Functional Genomics Group--Program Description PY - 2008/02//Final Report SP - 15p AB - Regulation of gene expression is a complex process that exquisitely responds to the environment to maintain cellular and, ultimately, organismal homeostasis. Gene expression research is undertaken at the Federal Aviation Administration as a means of discovering sets of biomarkers that change in response to environmental factors that affect aviation safety. This article reviews mechanisms of gene regulation and discusses how genomics is changing the way medicine is practiced today as a means of demonstrating that molecular medicine is here to stay. Next, the protocols that have been developed into a cohesive workflow to perform gene expression analysis are presented. Environmental factors currently under investigation are delineated, followed by a discussion of other factors of interest for future research. We believe this research will benefit the aviation industry by improving the accuracy of the data used to write regulation, thus improving the already remarkable safety record of the aviation industry and decreasing medical risks to flight crew. KW - Aviation medicine KW - Aviation safety KW - Biomarkers KW - Flight crews KW - Gene expression KW - Gene regulation KW - Genetics UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200805.pdf UR - https://trid.trb.org/view/851570 ER - TY - RPRT AN - 01091664 AU - Ball, Jerry AU - Federal Aviation Administration AU - Federal Aviation Administration TI - The Impact of Training on General Aviation Pilots' Ability to Make Strategic Weather-Related Decisions PY - 2008/02//Final Report SP - 18p AB - Inadvertent flight into hazardous weather can have devastating results for general aviation pilots (NTSB, 2005; Goh and Wiegmann, 2001). In fact, weather is the leading cause of fatalities in general aviation. The purpose of this study was to determine if a graphical weather display combined with an instructional training paradigm could improve pilots’ ability to maintain a safe flying distance from convective thunderstorm activity. Previous research suggested that giving pilots the ability to see accurately the weather they are flying in and around may tempt some pilots to try to fly through small breaks in the convective activity. Indeed, Beringer and Ball (2004) found that pilots using graphical weather could be classified into two types of users (tactical vs. strategic). Tactical users were those pilots who used the information to try and navigate through or very close to the hazardous weather. Strategic users were those pilots who used the graphical information to plan and maintain a safe distance (20 nautical miles or greater) from the storm. An instructional slide presentation based on the Aeronautical Information Manual (AIM, 7-1-27) guidelines was developed with the intent of modifying the behavior of users classified as “tactical.” Fifty-seven general aviation pilots were evaluated on a low-visibility visual flight rules (VFR) scenario where they encountered an encroaching thunderstorm traversing their flight plan. The pilots were separated into two groups, tactical or strategic users, according to how they responded to a simulated scenario of a VFR flight using a graphical weather display. Half of the pilots in each group then received training to see if it would decrease the incidence of tactical usage. Additionally, a control group was evaluated that flew the multifunction display without the graphical weather information. The hypothesis that training would improve the tactical pilots’ ability to maintain a safe flying distance was supported. The analyses indicate that training lowered the tactical users from 100% tactical usage down to 44% tactical usage. It also significantly increased the average distance tactical users flew from the thunderstorm from 10.2 miles (SD = 4.0) to 31.3 miles (SD = 18.2); t (8.76) = -3.401, p< .008 (equal variances not assumed). The strategic and tactical untrained user groups were not significantly different from their respective control group (no training and no graphical weather) on how close they flew to the weather or cells. KW - Aviation safety KW - Decision making KW - General aviation pilots KW - Information display systems KW - Thunderstorms KW - Training KW - Weather UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200803.pdf UR - https://trid.trb.org/view/851571 ER - TY - ABST AN - 01482345 TI - In-Flight Project, Task 4 AB - No summary provided. KW - Aviation safety KW - Flight KW - Flight dynamics KW - Project management UR - https://trid.trb.org/view/1251231 ER - TY - ABST AN - 01482343 TI - Modeling of Exposure to Pesticides in Aircraft Cabins in Support of the ASHRAE Project AB - No summary provided. KW - Aircraft cabins KW - Exposure (Pollutants) KW - Modeling KW - Pesticides UR - https://trid.trb.org/view/1251229 ER - TY - ABST AN - 01482342 TI - Ozone and By-Products Determination in Passenger Cabins in Support of ASHRAE Project AB - No summary provided. KW - Aircraft cabins KW - Environmental impacts KW - Ozone KW - Waste products UR - https://trid.trb.org/view/1251228 ER - TY - ABST AN - 01462838 TI - Marketing Techniques for Small Airports AB - Small airports are often under pressure to explain their contribution to the community or justify their very existence. Yet these same airports are under pressure to keep expenses down. These conflicting demands require efficient and effective marketing practices and do not allow for the "trial-and-error" method when resources are scarce. Airports currently use a variety of marketing practices to retain and build business, strengthen relationships with their target audiences, and develop air service. There is a need to educate airport decision-makers as to the factors that influence the airport marketing effort and to identify, assess, and share the most successful practices with the rest of the airport industry. The objective of this research is to develop a guidebook for small airport marketing, external communications, and public information. The guidebook should describe effective airport marketing practices, provide guidance in their use, and assist airports in developing an airport marketing strategy. KW - Airport facilities KW - Airport operations KW - Airport terminals KW - Airports KW - Communications KW - Guidelines KW - Marketing KW - Public information programs KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1583 UR - https://trid.trb.org/view/1231061 ER - TY - ABST AN - 01462592 TI - Legal Aspects of Airport Programs. Topic 1-06. Who is the Owner or Operator for Purposes of the Right to Self-Fuel? AB - The Airport and Airway Improvement Act of 1982 (The Act), 49 U.S.C. § 47101 et. seq., and the Airport Improvement Program Sponsor Assurances required of all airport federal grant recipients, provide that the owner or operator of any airport that has been developed or improved with federal grant assistance operate the airport for the use and benefit of the public and to make it available for all types, kinds, and classes of aeronautical activity, including the self-fueling of aircraft. The Federal Aviation Administration (FAA) issues Advisory Circulars that not only identify standards and procedures for compliance with federal law, but also define and clarify the meaning of aviation terms, such as self-fueling. The FAA defines self-fueling as, "the fueling of an aircraft by the owner of the aircraft or the owner's employee. Self-fueling means using fuel obtained by the aircraft owner from the source of his/her preference." The definition and meaning of self-fueling must be distinguished from that of commercial self-service fueling, which the FAA defines as, "fueling of an aircraft by the pilot using commercial fuel pumps installed for that purpose." Generally, commercial self-service fueling is not considered self-fueling as granted under the sponsor assurances, but is an aeronautical service concept in which a fixed base operator (FBO)-one who engages in the activity of airport fueling- and/ or sponsor makes aircraft fuel available commercially to the aircraft by a fuel pump and credit card reader; however, this research should assist in clarifying these distinctions. Notwithstanding these FAA provisions, a review of rules and regulations of airport sponsors reveals variations in the definitions and provisions for self-fueling, commercial self-service fueling, self-service, an FBO, and other related terms. Furthermore, aviation attorneys have been faced with questions concerning the restrictions of the Act and other related laws and regulations. Is an airport restricted from excluding in full or in part the services of an independent FBO? What is the definition of the term "owner/operator" for the purposes of the right to self-fuel? Under what circumstances, if at all, can a sponsor restrict certain aircraft from fueling at the airport? What, if any, of these restrictions are associated with self-fueling? What are the limitations and prohibitions concerning the granting of exclusive rights leases and permits? There is no immediate source to which an attorney can turn to obtain the answers to these questions or at least a comprehensive interpretation of federal and state guidelines and how they have been applied under different circumstances. Aviation, government, environmental, and other interested attorneys; legislative and administrative personnel; airport developers; aviation managers; and researchers have need of a thorough understanding of the meaning of and constraints involved with self-fueling and to distinguish this concept from commercial self service fueling. A primer is needed that will contain basic coverage of the subject, including appropriate regulations, and offer model definitions and provisions obtained either from existing airport rules and regulations or developed anew. KW - Air pilots KW - Aircraft by ownership KW - Aircraft fuels KW - Airport facilities KW - Airport operations KW - Airports KW - Fixed base operations KW - Fuel pumps KW - Owner operators KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2542 UR - https://trid.trb.org/view/1230813 ER - TY - RPRT AN - 01566455 AU - Boeker, Eric R AU - Dinges, Eric AU - He, Bill AU - Fleming, Gregg AU - Roof, Christopher J AU - Gerbi, Paul J AU - Rapoza, Amanda S AU - Hemann, Justin AU - Volpe National Transportation Systems Center AU - ATAC Corporation AU - Federal Aviation Administration TI - Integrated Noise Model (INM) Version 7.0 Technical Manual PY - 2008/01//Final Report SP - 211p AB - The Federal Aviation Administration, Office of Environment and Energy (FAA, AEE-100) has developed Version 7.0 of the Integrated Noise Model (INM) with support from the John A. Volpe National Transportation Systems Center, Acoustics Facility (Volpe Center) for development of the acoustic computation module, and from the ATAC Corporation for systems integration, development of the graphical interface, and methods for computing aircraft flight profiles and constructing flight paths, which are processed by the acoustics module. This Technical Manual describes the core technical components in INM Version 7.0, including the flight-path methodology (Chapter 2), along with the basic methodology employed by the INM to compute noise levels or time-based metrics at a single, user-specified observer, or at an evenly-spaced, regular grid of observers (Chapter 3). The noise/time computation methodology includes a description of: (1) computation of the flight-segment geometric and physical parameters; (2) flight-segment noise-level interpolation process; (3) atmospheric absorption adjustment; (4) acoustic impedance adjustment; (5) flight-segment noise-fraction adjustment for exposure-based metrics; (6) aircraft speed adjustment for exposure-based metrics; (7) updated lateral attenuation adjustment; (8) ground-based directivity adjustment for observers behind start-of-takeoff-roll, as well as for computing metrics associated with run-up operations; (9) new helicopter noise modeling capabilities and associated adjustments (including advancing tip mach number, lateral directivity, static directivity and static duration adjustments); (10) metric computation process; and (11) development of a recursively-subdivided irregular grid methodology, which is used for computing noise contours (Chapter 4). KW - Airport noise KW - Computer program documentation KW - Day Night Sound Level (DNL) KW - Helicopters KW - Heliports KW - INM (Integrated Noise Model) KW - Metrics (Quantitative assessment) KW - Noise contours KW - Sound level UR - http://ntl.bts.gov/lib/54000/54900/54926/INM_7.0_Technical_Manual.pdf UR - https://trid.trb.org/view/1355723 ER - TY - RPRT AN - 01090479 AU - Peterman, Connie L AU - Rogers, Paul B AU - Veronneau, Stephen JH AU - Whinnery, James E AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Development of an Aeromedical Scientific Information System for Aviation Safety PY - 2008/01//Final Report SP - 21p AB - The Bioinformatics Research Team at the Civil Aerospace Medical Institute (CAMI) uses data analysis techniques to study issues associated with medical certification decisions and their effects on the U.S. pilot population to ensure safety of flight. The authors developed a Scientific Information System to assist in research efforts associated with statistical and epidemiological studies of the U.S. civil pilot population. Significant data challenges exist relative to the integration and analysis of very large datasets associated with civil aviation. The CAMI aviation safety/medical certification data warehouse was created with data from varying time periods. Data includes NTSB mishap data from 1983 to 2005, FAA Accident Incident data from 1971 to 2005, airmen registry data (combined with medical certification data) from 1962 to 2005, toxicology data from 1990 to 2005, and autopsy data from 1980 to 2005. The research methodology, developed using records from the CAMI warehouse, was used to create the Aerospace Medical Research Scientific Information System that contains new metrics for comparing groups of aviators. This was done by developing a methodology that combined the various data sources into a single integrated database while transforming the data into a format conducive to epidemiological studies. The authors will discuss the methodologies developed to create new metrics—Active Airmen, Months Contributed, and Effective Class—which show promise in comparing groups of aviators with various pathologic conditions. The distributions and evolution of pathologic conditions can be observed in the resulting Scientific Information System pilot population for the time period of interest. The Scientific Information System overcomes the data incongruities between the source databases and makes analysis possible with statistical programs. CAMI was successful in creating a Scientific Information System, which is a permanent database for use in epidemiological aviation research, by integrating multiple datasets and allowing the investigation of potential safety-related issues. The Scientific Information System was created to improve data handling issues and bring cutting edge analytical tools to allow explorations of rare outcomes and to develop risk management models. The Scientific Information System permits aviation safety-related epidemiological research on the entire U.S. civil pilot population. KW - Air pilots KW - Aviation medicine KW - Aviation safety KW - Data warehouses KW - Databases KW - Epidemiology KW - Information systems UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200801.pdf UR - https://trid.trb.org/view/850036 ER - TY - RPRT AN - 01090435 AU - Gale, William F AU - Gale, Hyacinth S AU - Watson, Jean AU - Air Transportation Center of Excellence for Airliner Cabin Environment Research AU - Federal Aviation Administration TI - Field Evaluation of Whole Airliner Decontamination Technologies for Narrow-Body Aircraft PY - 2008/01//Final Report SP - 12p AB - The outcome of a field evaluation of AeroClave’s thermal decontamination system is discussed. This exercise evaluated the system both as a stand-alone technology and as a means of delivering STERIS vaporized hydrogen peroxide (VHP®). The report is submitted in the context of a decontamination technology selection exercise and work conducted on the efficacy of thermal decontamination. The field evaluation, performed on a McDonnell Douglas DC-9 aircraft, determined that the stand-alone thermal decontamination system exhibited reasonable temperature and relative humidity control capabilities. Indeed, the system reproduced the environmental conditions needed to be efficacious as an antiviral process, based on an earlier study. The thermal decontamination system also provided an effective means of providing environmental preconditioning for the use of VHP and for aeration after VHP exposure. The field evaluation did leave a number of unanswered issues which are discussed in the report. Overall, the field evaluation of both the stand-alone thermal decontamination system and the VHP add-in can be described as successful. KW - Contaminants KW - Decontamination KW - Field studies KW - Hydrogen peroxide KW - Narrow body aircraft KW - Thermal treatment KW - Volatilization UR - http://permanent.access.gpo.gov/LPS105941/LPS105941/www.faa.gov/library/reports/medical/oamtechreports/2000s/media/200802.pdf UR - https://trid.trb.org/view/850033 ER - TY - RPRT AN - 01150494 AU - Federal Aviation Administration TI - Improving the Quality of Airport Projects: ACC/FAA Best Practices PY - 2008 SP - 20p AB - In February 2001, the Airport Consultants Council (ACC) and the Federal Aviation Administration (FAA) published a list of best practices to improve their business processes, foster improved communication with each other, and better serve the airport sponsors. At their July 2007 Summer Workshop, the ACC and FAA formally established a task force consisting of three FAA members and five ACC members to update the ACC/FAA Best Practices document to reflect changes within FAA programs and the industry since the original list was published. KW - Airport Consultants Council KW - Airport operations KW - Best practices KW - Communication systems KW - Task forces KW - U.S. Federal Aviation Administration KW - Updates UR - http://www.faa.gov/airports/resources/publications/reports/media/ACC_FAA_best_practices_2008.pdf UR - https://trid.trb.org/view/912721 ER - TY - RPRT AN - 01135859 AU - Federal Aviation Administration TI - Plane Sense General Aviation Information, 2008 PY - 2008 SP - 100p AB - Plane Sense is a handbook for aviation enthusiasts, especially aircraft owners and operators or those who are interested in becoming aircraft owners, who are looking for a quick reference guide on a number of general aviation topics. This handbook is published by the Federal Aviation Administration (FAA). The FAA is the executive agency responsible for aviation oversight in the United States. The FAAs mission is to provide the safest, most efficient aerospace system in the world. The FAA is responsible for the safety of civil aviation. The Federal Aviation Act of 1958 created the agency under the name Federal Aviation Agency. The FAA adopted its present name in 1967 when it became a part of the Department of Transportation (DOT). The FAAs major roles include: Regulating civil aviation to promote safety Encouraging and developing civil aeronautics, including new aviation technology Developing and operating a system of air traffic control and navigation for both civil and military aircraft Researching and developing the National Airspace System (NAS) and civil aeronautics Developing and carrying out programs to control aircraft noise and other environmental effects of civil aviation Regulating U.S. commercial space transportation KW - Air traffic control KW - Aircraft KW - Aircraft by ownership KW - Aircraft operations KW - Airspace (Aeronautics) KW - Civil aviation KW - General aviation aircraft KW - Handbooks KW - Regulations UR - http://www.faa.gov/regulations_policies/handbooks_manuals/aviation/media/faa-h-8083-19a.pdf UR - https://trid.trb.org/view/896155 ER - TY - RPRT AN - 01135263 AU - Kochenderfer, M J AU - Espindle, L P AU - Kuchar, J K AU - Griffith, John Daniel AU - Massachusetts Institute of Technology AU - Department of Transportation AU - Federal Aviation Administration TI - Correlated Encounter Model for Cooperative Aircraft in the National Airspace System Version 1.0 PY - 2008 SP - 128 AB - This document describes a new cooperative aircraft encounter model for the National Airspace System (NAS). The model is used to generate random close encounters between transponder-equipped (cooperative) aircraft is fast time Monte Carlo simulations to evaluate collision avoidance system concepts. An extensive art of radar data from across the United States, including more than 129 sensors and collected over a period of nine months, was used to build the statistical relationships in the model to ensure that the encounters that are generated are representative of actual events in the airspace. KW - Air traffic control KW - Aircraft operations KW - Airspeed KW - Approach control KW - Crash avoidance systems KW - Monte Carlo method KW - Radar air traffic control KW - Simulation KW - Statistical analysis KW - Trajectory control UR - https://trid.trb.org/view/892821 ER - TY - RPRT AN - 01135202 AU - Federal Aviation Administration TI - Balloon Flying Handbook 2008 PY - 2008 SP - 252p AB - This Balloon Flying Handbook introduces the basic pilot knowledge and skills that are essential for piloting balloons. It introduces pilots to the broad spectrum of knowledge that will be needed as they progress in their pilot training. This handbook is for student pilots, as well as those pursuing more advanced pilot certificates. Student pilots learning to fly balloons, certificated pilots preparing for additional balloon ratings or who desire to improve their flying proficiency and aeronautical knowledge, and commercial balloon pilots teaching balloon students how to fly should find this handbook helpful. This book introduces the prospective pilot to the realm of balloon flight and provides information and guidance to all balloon pilots in the performance of various balloon maneuvers and procedures. This handbook conforms to pilot training and certification concepts established by the Federal Aviation Administration (FAA). There are different ways of teaching, as well as performing flight procedures and maneuvers, and many variations in the explanations of aerodynamic theories and principles. This handbook adopts a selective method and concept to flying balloons. The discussions and explanations reflect the most commonly used practices and principles. Occasionally, the word must or similar language is used where the desired action is deemed critical. The use of such language is not intended to add to, interpret, or relieve a duty imposed by Title 14 of the Code of Federal Regulations (14 CFR). KW - Air pilots KW - Air transportation KW - Balloons KW - Certification KW - Guidelines KW - Handbooks KW - Pilotage KW - Students UR - http://www.faa.gov/regulations_policies/handbooks_manuals/aircraft/media/FAA-H-8083-11.pdf UR - https://trid.trb.org/view/894423 ER - TY - RPRT AN - 01131237 AU - Federal Aviation Administration TI - Weight-Shift Control Aircraft Flying Handbook PY - 2008 SP - 280p AB - Weight-shift control (WSC) aircraft means a powered aircraft with a framed pivoting wing and a fuselage controllable only in pitch and roll by the pilot’s ability to change the aircraft’s center of gravity (CG) with respect to the wing. Flight control of the aircraft depends on the wing’s ability to deform flexibly rather than on the use of control surfaces. This Handbook introduces the basic pilot knowledge and skills that are essential for piloting WSC aircraft. It introduces pilots to the broad spectrum of knowledge that is needed as they progress in their pilot training. This handbook is for student pilots, as well as those pursuing more advanced pilot certificates. KW - Aircraft by motive power KW - Aircraft pilotage KW - Center of gravity KW - Handbooks KW - Weight-shift control aircraft KW - Wings (Aircraft) UR - http://www.faa.gov/regulations_policies/handbooks_manuals/aviation/media/faa-h-8083-5.pdf UR - https://trid.trb.org/view/891032 ER - TY - RPRT AN - 01129637 AU - Brasseur, Guy P AU - Federal Aviation Administration TI - ACCRI: A Report on the Way Forward Based on the Review of Research Gaps and Priorities PY - 2008 SP - 54p AB - Almost ten years ago, the Intergovernmental Panel for Climate Change (IPCC) conducted a detailed assessment of the impact of aviation on the global atmosphere. Under the auspices of NextGen/JPDO Environmental Working Group, an international workshop held in 2006 on the impact of aviation on climate change reviewed the state of the science, highlighted uncertainties and provided recommendations on the research needs. Following the recommendations of this workshop, Aviation Climate Change Research Initiative (ACCRI) was developed with an objective to improve the state of scientific knowledge and address key knowledge gaps while making the best practical use of available science and modeling capability to quantify the climate impacts of aviation. The current report presents an overview of key findings and direction for the way forward developed during the science meeting proceedings that could drive the ACCRI program. The different aspects that will be addressed in this document include (1) Contrail and induced cirrus: Formation, Microphysics and Lifecycle; (2) Contrail and induced cirrus: Optics and Radiation; (3) Chemistry and Transport processes in the upper troposphere and lower stratosphere; and (4) Climate Impacts and Metrics. KW - Aviation KW - Chemistry KW - Cirrus clouds KW - Climate change KW - Contrails KW - Electromagnetic radiation KW - Measurement KW - Optics KW - Research KW - Stratosphere KW - Troposphere UR - http://www.faa.gov/about/office_org/headquarters_offices/aep/aviation_climate/media/ACCRI_Report_final.pdf UR - https://trid.trb.org/view/889358 ER - TY - RPRT AN - 01122592 AU - Heymsfield, Andrew AU - Baumgardner, Darrel AU - DeMott, Paul AU - Forster, Piers AU - Gierens, Klaus AU - Karcher, Bernd AU - Macke, Andreas AU - Federal Aviation Administration TI - ACCRI Theme 4: Contrails and Contrail-Specific Microphysics PY - 2008 SP - 65p AB - Theme 4 of the ACCRI, “Contrails and Contrail-Specific Microphysics”, reviews the current state of understanding of the science of contrails: 1) how they are formed, 2) their microphysical properties as they evolve, 3) how they develop into contrail cirrus and if their microphysical properties can be distinguished from natural cirrus, 4) their radiative properties and how they are treated in global models and 5) the ice nucleating properties of soot aerosols and whether these aerosols can nucleate cirrus crystals. Key gaps and underlying uncertainties in our understanding of contrails and their effect on local, regional and global climate are identified and recommendations are provided for research activities that will remove or decrease these uncertainties. KW - Aerosols KW - Atmospheric physics KW - Cirrus clouds KW - Climate KW - Contrails KW - Electromagnetic radiation KW - Environmental impacts KW - Ice formations KW - Microphysical properties KW - Physical properties KW - Soot UR - http://www.faa.gov/about/office_org/headquarters_offices/aep/aviation_climate/media/ACCRI_SSWP_III_Heymsfield.pdf UR - https://trid.trb.org/view/884169 ER - TY - RPRT AN - 01120433 AU - Nagaraj, V T AU - Chopra, I AU - University of Maryland, College Park AU - Federal Aviation Administration TI - Safety Study of Wire Strike Devices Installed on Civil and Military Helicopters PY - 2008 SP - 151p AB - Wire strike accidents involving United States military and civil helicopters for the period 1994-2004 were analyzed using military and the National Transportation Safety Board databases. The objective of the research was to conduct a study on wire strike accidents of civil and military helicopters between 1994 and 2004 to establish trends, assess the potential of existing technology for reducing wire strike accidents, and to recommend solutions that could substantially reduce the number of wire strike accidents. Trends in accidents were established for both military and civil wire strike accidents. The age group and experience profiles of the pilots involved in civil helicopter wire strike accidents were found to be similar to those found in an earlier study. Devices available for warning pilots about the proximity of wires are described and their relative merits assessed. Recommendations are made for reducing the number of helicopter wire strike accidents. KW - Cables KW - Civil aviation KW - Helicopter transportation KW - Helicopters KW - Military aviation KW - Rope, wire and cable KW - Warning systems KW - Wire UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar0825.pdf UR - https://trid.trb.org/view/879125 ER - TY - RPRT AN - 01120423 AU - Bagot, K AU - Kalberer, J L AU - McDonald, M J AU - Carr, J V AU - Federal Aviation Administration TI - Rear-Wheel Steering for Aircraft Rescue and Firefighting Vehicles: Test and Evaluation PY - 2008///Final Report SP - 29p AB - The objective of this effort was to evaluate the performance of rear wheel steering (RWS) features of the Federal Aviation Agency (FAA) Striker Fire Truck on tread wear, tire deflection, and turning diameter. The RWS feature was designed to improve vehicle maneuverability, narrow the turning diameter and reduce drag on the tires. Due to programmatic limitations only exploratory validation of the rear-wheel steering was accomplished, therefore no statistical inference from the data can be obtained. Conclusions drawn from the limited data set indicated that RWS improved the turning diameter in both the clockwise and counterclockwise directions. With RWS, the turning diameter decreased 8.8 feet (9%) in the clockwise direction and 11.32 feet (11%) in the counterclockwise direction. Tire deflection analysis did not reveal any significant differences with or without RWS. Tread wear results showed that the front and rear tires on both sides had significantly less tread wear over an equivalent 40 miles distance versus the wear measured while the RWS was disengaged. For rear axle tires, RWS extended the life of the tires by 7 to 11 times compared to tire life without RWS. For front axle tire, RWS extended tire life by 1.6 to 2.4 times that of tire life without RWS. The fire department questionnaire prepared to gain direct field input for this project indicated that vehicles equipped with RWS displayed less tire wear, resulting in extended tire life and increased stability/handling of the vehicle. KW - Fire fighting equipment KW - Maneuverability KW - Rescue equipment KW - Steering KW - Tire treads KW - Tires KW - Turning (Aircraft pilotage) KW - Turning radius UR - https://trid.trb.org/view/879126 ER - TY - RPRT AN - 01120413 AU - Federal Aviation Administration TI - FAA Aerospace Forecasts: Fiscal Years 2008-2025 PY - 2008 SP - 96p AB - Aviation is the safest it has ever been. It has also been an industry that has challenges headed its way. As the market stands now, trends suggest an industry continuing to change over the next several years with international markets growing twice as fast as domestic markets. In addition, the report expects the numbers of larger regional jets flying to increase while many smaller regional jets are retired. There will be increases in corporate jet flights, fractional ownership, and very light jets. Finally, airline operations are expected to return to traditional levels at most 'hub-and-spoke' airports. In 2008, we expect minimal gains in domestic capacity, with larger gains coming in international markets, especially in the Atlantic, as the US-EU open skies accord is implemented. The size of aircraft in domestic markets will fall slightly as airlines continue to adjust their operations to better match demand. KW - Air traffic KW - Air transportation KW - Aircraft KW - Airspace (Aeronautics) KW - Aviation safety KW - Corporate jets KW - Domestic transportation KW - Economic analysis KW - Forecasting KW - Hub and spoke systems KW - Planning UR - https://www.faa.gov/data_research/aviation/aerospace_forecasts/2009-2025/media/2009%20Forecast%20Doc.pdf UR - https://trid.trb.org/view/880357 ER - TY - RPRT AN - 01120408 AU - Abramowitz, A AU - Vu, T AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Vertical Impact Response Characteristics of Four Commuter/Regional Airplanes PY - 2008///Final Report SP - 49p AB - The Federal Aviation Administration (FAA) proposed seat dynamic performance standards for Title 14 of the Code of Federal Regulations (CFR) Part 23 commuter category airplanes. Current 14 CFR Parts 23 and 25 seat dynamic performance standards were established empirically using the results of prior airplane crash impact test programs. In the development of these standards, it was noted that the full-scale airplane impact test database did not include airplanes representative in size of commuter/regional airplanes. To provide data for these size airplanes, the FAA conducted four full-scale vertical impact tests of commuter/regional airplanes. The tests were conducted at the FAA William J. Hughes Technical Center, Atlantic City International Airport, New Jersey. The structural response of the airframes, seats, and anthropomorphic test dummies was measured for each test. The airplanes tested were a 19-passenger Fairchild Metro III, a 19-passenger Beechcraft 1900C, a 30-passenger Short Brothers 3-30, and a 42-passenger ATR 42-300. The results showed that flat-belly fuselages developed higher accelerations with shorter pulse durations than curved-belly fuselages, and the dynamic crush during the test was consistent with the results of an idealized triangular impact. The ATR 42 wing and the Shorts 3-30 overhead fuel tanks penetrated the occupied volume of the cabin after their support structures failed. The overall data showed two groups of fuselage responses: Group 1 with higher accelerations and shorter pulse durations and Group 2 with lower acceleration and longer pulse duration. Group 1 had an average crush depth of 10 inches and Group 2, 18 inches. Only one of the four fuselages was able to effectively use its underfloor crush depth to reduce fuselage acceleration. KW - Air transportation KW - Aircraft operations KW - Airplanes KW - Aviation safety KW - Commuter airlines KW - Dummies KW - Dynamic tests KW - Fuel tanks KW - Impact tests KW - Pulse duration modulation UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar0820.pdf UR - https://trid.trb.org/view/879112 ER - TY - RPRT AN - 01120406 AU - Powell, D AU - Zohdi, T AU - Johnson, G AU - University of California, Berkeley AU - Federal Aviation Administration TI - Impact and Delamination Failure Characterization of BMS 8-212 Composite Aircraft Material PY - 2008///Final Report SP - 40p AB - This study was part of a program, sponsored by the Federal Aviation Administration that focused on understanding the behavior of different aircraft materials under impact in the speed range generated from engine uncontained failures. This test program investigated the material response of 8-, 16-, and 32-ply BMS8-212 composite panels provided by The Boeing Company. All tests were performed at the University of California, Berkeley ballistics laboratory using a pneumatic gas gun and half-inch-diameter spherical and flat-ended cylindrical projectiles. The ballistic impact tests indicated that the amount of energy absorbed by a similar composite target panel during impacts above the ballistic limit was nearly constant, showing only a slight increase with increasing initial energy. The amount of energy absorbed per ply increased only slightly for thicker panels. The tests also showed that the cylindrical projectiles required more energy to penetrate the composite panels than the spherical projectiles. KW - Aircraft engines KW - Ballistics KW - Composite materials KW - Containment KW - Delamination KW - Engine failure KW - Impact tests KW - Rotor blades KW - Turbine engines UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar0848.pdf UR - https://trid.trb.org/view/879184 ER - TY - RPRT AN - 01120401 AU - Federal Aviation Administration TI - FAA Aerospace Forecasts, Fiscal Years 2005-2016 PY - 2008 SP - 270p AB - Last year's 'Aerospace Forecasts' again proved to be an accurate depiction of aviation demand. This report will correctly anticipated the number of commercial industry seats miles and enplanements. And the report was close in other areas as well, coming within two percentage points of predicting precise figures for FAA instrument tower operations. Activity en route centers exceeded our expectations. This year, it is foreseen that the demand for aviation products and services will continue to increase from the low level of the past few years, with most measures of aviation activity predicted to return to pre-September 11th levels in 2005. KW - Air traffic KW - Air transportation KW - Airspace (Aeronautics) KW - Civil aviation KW - Economic analysis KW - Forecasting KW - Planning KW - Travel demand UR - https://www.faa.gov/data_research/aviation/aerospace_forecasts/2005-2016/media/Forecast05.pdf UR - https://trid.trb.org/view/879911 ER - TY - RPRT AN - 01120400 AU - Donovan, K AU - Johnson, G AU - Zohdi, T AU - University of California, Berkeley AU - Federal Aviation Administration TI - Impact Tests of Aircraft Aluminums and Composites for Uncontained Engine Fragment Modeling PY - 2008///Final Report SP - 58p AB - Transport aircraft design requires that manufacturers minimize the risk of a catastrophic failure resulting from an uncontained engine failure. This happens when one of the turbine engines rotating components fails, usually due to fatigue, and passes through the engine containment structure. While the loss of one engine is not enough to cause the complete failure of the commercial aircraft, the subsequent loss of critical components, such as the hydraulic or fuel lines, could result in losing control of the aircraft. Redundancy is a primary design feature that allows for the loss of an engine or major system without causing a catastrophic event. Separation of redundant systems is also a vital part of the design process. In cases where a critical component is vulnerable, shielding may be used to protect the component. To reduce the weight and operating cost for shielding, lightweight materials, such as aluminum, titanium, high-strength fabric, composites, and other materials, are being considered to act as barriers against engine fragments on critical aircraft systems. In developing a barrier, it is necessary to characterize the ballistic performance of these materials, which is typically done through testing. This report describes the tests performed at the University of California at Berkeley to aid in this characterization. In the experiments, 1/16-inch-thick 2024-T3 aluminum, 5/64-inch-thick 7075-T73 aluminum, and 8- and 16-ply unidirectional carbon fiber composite panels were impacted with 1/2-inch-diameter spheres, flat-ended cylinders, and hemispherically ended cylinders shot from a pneumatic gun. Impact curves were generated, and failure methods were observed. The composite panels failed by fracture, delamination, and plugging, depending on conditions such as projectile velocity, projectile tip shape, and target thickness. Projectile shape also affected the amount of energy required for a projectile to pass through the aluminum plates. For all materials tested, an assumption of constant projectile energy loss, independent of initial projectile speed, seemed valid. KW - Air transportation crashes KW - Aircraft KW - Aluminum alloys KW - Carbon fibers KW - Engine failure KW - Finite element method KW - Impact tests KW - Rotor blades KW - Turbine engines UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar0846.pdf UR - https://trid.trb.org/view/879183 ER - TY - RPRT AN - 01120399 AU - Buyuk, Murat AU - Loikkanen, M AU - Kan, C D AU - Boeing Commercial Airplane Company AU - George Washington University, Ashburn AU - Federal Highway Administration AU - Federal Aviation Administration TI - Explicit Finite Element Analysis of 2024-T3/T351 Aluminum Material Under Impact Loading for Airplane Engine Containment and Fragment Shielding PY - 2008///Final Report SP - 48p AB - Uncontained aircraft engine failure can cause catastrophic damaging effects to aircraft systems if not addressed in the aircraft design. The Federal Aviation Administration has commissioned and coordinated a research program associating industry, government agencies, national research laboratories, and universities to conduct research to mitigate the damaging effects of uncontained engine failure and improve the numerical modeling capability of these uncontained engine events. This joint Boeing and George Washington University report covers high strain rate material modeling efforts that have been conducted to simulate and validate ballistic impact tests on 2024-T3/T351 aluminum alloy, which is one of the most extensively used materials in the aircraft industry. Ballistic limits were evaluated using explicit finite element (FE) simulations based on the corresponding ballistic impact experiments for different target thicknesses that were conducted at the University of California at Berkeley. LS-DYNA was used as a nonlinear explicit dynamics FE code for the simulations. The Johnson-Cook material model was employed as a thermo-visco-plastic material model coupled with a nonlinear equation of state and an accumulated damage evaluation algorithm for the numerical simulations. Predictive performance of the numerical models is discussed in terms of the material characterization efforts and material model parameter sensitivities. KW - Air transportation crashes KW - Aircraft engines KW - Aluminum alloys KW - Ballistics KW - Engine failure KW - Finite element method KW - Impact loads KW - Rotor blades KW - Strain (Mechanics) UR - https://trid.trb.org/view/879187 ER - TY - RPRT AN - 01118740 AU - Mack, J AU - Baker, G AU - Richmond, J AU - Sood, V AU - Skaves, P AU - Federal Aviation Administration TI - Special Certification Review. Eclipse Aviation Corporation Model EA500 Airplane PY - 2008 SP - 61p AB - The Federal Aviation Administration (FAA) chartered the Eclipse Special Certification Review Team (SCR Team) to evaluate specific issues of compliance regarding the type certification of the Eclipse Aviation (Eclipse) Eclipse 500 in accordance with paragraph 27e(1) of FAA Order 81 10.4C, Type Certification. This review was conducted at the direction of the Associate Administrator for Aviation Safety, based on a number of concerns raised by employees since the issuance of the type certificate (TC) through a union grievance filed October 2006 and whistleblower reports to the Office of Oversight and Investigations of the House Committee on Transportation and Infrastructure. The SCR Team was tasked to review and evaluate certain areas of type certification and continued operational safety information to determine if the type design complies with the requirements of part 23 of Title 14, Code of Federal Regulations (14 CFR). KW - Aircraft KW - Aircraft operations KW - Aviation KW - Aviation safety KW - Certification KW - Compliance KW - Design KW - Employees KW - U.S. Federal Aviation Administration UR - https://trid.trb.org/view/878715 ER - TY - RPRT AN - 01113351 AU - Dobbs, D A AU - Federal Aviation Administration TI - Review of Reported Near Mid-Air Collisions in the New York Metropolitan Airspace PY - 2008 SP - 29p AB - This report presents the results of our review of reported near midair collisions (NMACs) in the New York metropolitan airspace. The review was initiated in response to a June 11, 2007, letter from Senator Hillary Rodham Clinton regarding five NMACs that occurred in the New York area in May 2007. The objectives of our review were to address the following questions posed by Senator Clinton: (1) What is the root cause of the near misses in May 2007 in the New York airspace; (2) How is the Federal Aviation Administration (FAA) addressing these problems and what measures has the FAA taken to prevent repeat occurrences; (3) Do any of the New York area airports practice a similar type of procedure that FAA ordered a halt to at the Memphis airport where FAA allowed planes to simultaneously land and depart from nearby runways that have intersecting flight paths. Overall, we found that the five NMACs were independent, unrelated events with no obvious common root causes. Four of the five events were later determined to be no hazards; only one was classified as potential. These NMACs were reported by commercial pilots who may have been initially surprised by the location of visual flight rule (VFR) aircraft in nearby airspace, but the incidents actually posed no risk to safety regardless of actions taken by the pilots. However, the four nohazard incidents continue to be classified and counted as near midair collisions, a term that we believe misrepresents the actual safety risk posed by an incident. KW - Air traffic control KW - Aircraft operations KW - Airspace (Aeronautics) KW - Aviation safety KW - Crash avoidance systems KW - Flight paths KW - Midair crashes KW - Near midair crashes KW - New York Metropolitan Area UR - https://trid.trb.org/view/872659 ER - TY - RPRT AN - 01113308 AU - Zabarsky, Maltreya H AU - Federal Aviation Administration TI - Assessment of Cost Accounting System and Practices PY - 2008 SP - 36p AB - In accordance with the Wendell H. Ford Aviation Investment and Reform Act for the 21st Century ((AIR-21), Public Law 106-181), we assessed the Federal Aviation Administration's (FAA) progress in implementing a cost accounting system. AIR-21 required five assessments of eight specific areas covering FAA's methods for calculating and assigning costs to specific users, including whether these methods are appropriate, reasonable, and understandable. This is our final assessment report as required by AIR-21. FAA began developing its cost accounting system in 1996, as directed by the Federal Aviation Reauthorization Act of 1996. The Act required FAA to develop a cost accounting system that adequately and accurately reflected the investments, operating and overhead costs, revenue, and other financial measurements and reporting aspects of its operations. In 1997, the National Civil Aviation Review Commission also recommended that FAA establish a cost accounting system to manage its resources in a businesslike manner. KW - Air transportation KW - Airport operations KW - Capital investments KW - Cost accounting KW - Financial analysis KW - Investments KW - Operating costs KW - Operating revenues KW - Revenues UR - https://trid.trb.org/view/872782 ER - TY - ABST AN - 01462831 TI - Helping Airport and Air Carrier Employees Cope with Traumatic Events AB - Human resiliency or the ability to bounce back after a psychological set-back is a valuable commodity for airports and air carriers. Catastrophic events, such as human-made accidents or attacks or natural disaster events can have long-term effects on employees that may disrupt their ability to perform even routine tasks. The ability of airport and air carrier employees to recover from a disastrous event with minimal psychological trauma is critical to business productivity and continuity of operations. Thus, there is a need to promote human resiliency among airports and air carriers. Research is needed to further guide airports and air carriers to enhance employees' ability to cope with the psychological effects of a traumatic event. Airports and air carriers can then adopt strategies and implement a variety of practices before, during, and after such events to improve and ensure employees' ability to cope with the event. This can mitigate the psychological effects of a traumatic event and expedite a return to normal operations. The objective of this project is to develop a resource manual of human-impact considerations and practices for airport and air carrier managers related to human-made accidents or attacks, or natural disaster events. The manual should rationalize the need for airport and air carrier preparedness, and should describe critical considerations and steps that can be taken to mitigate employee psychological trauma before, during, and after such distressing events. KW - Airlines KW - Airport operations KW - Airports KW - Catastrophic events KW - Human factors KW - Natural disasters KW - Post-traumatic effects KW - Posttraumatic stress disorder KW - Research projects KW - Terrorism UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1586 UR - https://trid.trb.org/view/1231054 ER - TY - RPRT AN - 01088855 AU - Nadler, E AU - Yost, A AU - Kendra, A AU - Volpe National Transportation Systems Center AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Use of Traffic Displays for General Aviation Approach Spacing: A Human Factors Study PY - 2007/12//Final Report SP - 40p AB - A flight experiment was conducted to assess human factors issues associated with pilot use of traffic displays for approach spacing. Sixteen multi-engine rated pilots participated. Eight flew approaches in a twin-engine Piper Aztec originating in Sanford, ME, and eight flew approaches in the same aircraft originating in Atlantic City, NJ. The spacing target was a Cessna 206. The traffic display was either a Garmin International MX-20™ (the “Basic” Cockpit Display of Traffic Information, or CDTI) or an MX-20™ modified with features to help the pilot monitor the closing rate, the range and ground speed of the traffic-to-follow, and ownship ground speed (Range Monitor). Two other Equipment conditions were Baseline and Autopilot. Pilots successfully used the displays to maintain the assigned spacing on visual and instrument approaches. The spacing deviations were significantly lower when using the displays during visual approaches than when attempting to maintain spacing without a traffic display. The mean spacing deviation during the IFR approaches was less than 0.10 NM for all three equipment conditions (Basic CDTI, Range Monitor, Autopilot), and these mean spacing deviations did not differ significantly. Range Monitor features appeared to particularly benefit the low-hour pilots. While the traffic display reduced visual reacquisition times, this effect was only found with pilots whose displays showed additional traffic (not only the traffic-to-follow). In general, however, the additional traffic was associated with less time between fixations on the display and higher workload. Subjects appeared to have had difficulty identifying an optimal display range that would simultaneously provide traffic awareness and spacing task performance. The traffic display necessarily requires visual attention and reduces the attention available for scanning the instrument panel and on visual approaches, the outside world. For this reason, even if pilots assume responsibility for spacing when they temporarily lose visual contact with the assigned traffic-to-follow, they should notify ATC of the loss of visual contact so that controllers can assume responsibility for separation from other aircraft. KW - Air traffic KW - Approach control KW - General aviation KW - General aviation pilots KW - Human factors KW - Human subject testing KW - Information display systems KW - Visual attention UR - http://ntl.bts.gov/lib/35000/35500/35536/CDTI_Approach_Spacing_Nadler_Yost_Kendra_2007.pdf UR - https://trid.trb.org/view/849400 ER - TY - ABST AN - 01462881 TI - Airports and the Newest Generation of General Aviation Aircraft AB - Some forecasts predict that an increasing number of new, smaller general aviation (GA) aircraft will take to the skies in the near future. These forecasts suggest that some airports will see an increase in traffic and greater demand for GA infrastructure, facilities, and services. It is unclear whether the traffic increase will be caused by the smaller, faster, less expensive new "micro jets" or "very light jets" (VLJs) or by new business models for operating air taxis with these smaller aircraft. However, according to some aviation industry experts, many of these forecasts appear over-optimistic. Airport operators are concerned that the forecasts do not adequately address airport considerations. The fundamental questions for airports are, how much will traffic increase from these aircraft; which airports will experience the traffic increase; and what infrastructure, facilities, and services will be needed. If there is a large increase in aircraft activity as a result of these new aircraft, already busy GA airports will be further congested, and the smallest GA airports may not be prepared to handle this potential increase in activity. Consequently, airports need to know what level of aircraft activity they can expect and what infrastructure, facilities, and services are needed to accommodate the newest generation of GA aircraft adequately. They need information on the likelihood of GA aircraft activity increases at airports by category of airport and geographical location. Moreover, no single resource document summarizes what can and should be done to prepare airport infrastructure, facilities, and services to accommodate the increased activity while maintaining productivity. The objectives of this project are to (1) forecast GA aircraft activity by category of airport and geographical location due to the introduction of the newest generation of GA aircraft and (2) develop a user-friendly guidebook that will help airport operators to (a) estimate the level of activity from these aircraft at their particular airport; (b) assess the impact of these aircraft on their particular airport's infrastructure, facilities, and services; (c) accommodate existing and anticipated demand for facilities and services from these aircraft; and (d) attract new business from the newest generation of GA aircraft. For the purposes of this project, the newest generation of GA aircraft refers to small-sized (12,500 lbs or less) aircraft with high-technology "all glass" digital cockpits, including VLJs; micro jets; and the newest piston and turbo-prop aircraft. KW - Airports KW - Congestion management systems KW - Impact studies KW - Jet propelled aircraft KW - Passenger transportation KW - Passenger volume KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=125 UR - https://trid.trb.org/view/1231105 ER - TY - RPRT AN - 01523705 AU - Allendoerfer, Kenneth AU - Friedman-Berg, Ferne AU - Pai, Shantanu AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Human Factors Analysis of Safety Alerts in Air Traffic Control. PY - 2007/11//Technical Report SP - 74p AB - Controllers receive several types of alerts from Air Traffic Control (ATC) automation systems that warn of potentially hazardous situations, including Conflict Alerts, Mode-C Intruder alerts, and Minimum Safe Altitude Warnings. This report provides a human factors analysis of ATC alerts and recommends changes to the alert algorithms and presentation that should increase controller effectiveness and overall system safety. The authors collected automation data from en route, approach control, and tower facilities that show how often alerts occur, how controllers respond to alerts, and when controller actions occur relative to the alerts. Of all the alerts examined, the majority received no response from controllers; many were so brief that controllers must have resolved the situation prior to the activation or the alert situation resolved itself without action by the controller. Of the alert situations where actions were taken, controllers most often took action before the alert activated. The results suggest that (a) many alerts are valid according to the alert algorithms but do not provide useful information to controllers, (b) these “nuisance alerts” are extremely common in the field, and (c) high nuisance alert rates may desensitize controllers and lead to poor performance. The authors recommend that the Federal Aviation Administration address the problem of nuisance alerts by improving safety alert algorithms, improving alert presentations, and providing better alert suppression functions. To improve safety alert algorithms, the authors recommend using data from this study to obtain better measures of critical reaction time parameters for alert algorithms. To reduce the impact of nuisance alerts, the authors recommend using alert presentations with multiple levels of urgency. KW - Air traffic control KW - Alerts KW - Algorithms KW - Human factors KW - Information presentation KW - Recommendations KW - Warnings (Safety information) UR - http://www.tc.faa.gov/its/worldpac/techrpt/tc0722.pdf UR - https://trid.trb.org/view/1307224 ER - TY - RPRT AN - 01523702 AU - Truitt, Todd R AU - Muldoon, Robert AU - Federal Aviation Administration AU - Federal Aviation Administration TI - New Electronic Flight Data Interface Designs for Airport Traffic Control Towers: Initial Usability Test PY - 2007/11//Technical Report SP - 70p AB - The Federal Aviation Administration (FAA) is examining electronic alternatives to the paper flight progress strips that air traffic controllers currently use in Airport Traffic Control Towers (ATCTs). FAA researchers have recently developed new concepts and human-computer interface designs for the management of electronic flight data in ATCTs. The authors of this report use a part-task simulation to assess the usability of the new Electronic Flight Data Interface (EFDI) concepts. The authors present objective and subjective data to evaluate (a) the participants’ ability to learn how to use each EFDI, (b) the participants’ ability to use the EFDIs as designed with the touch sensitive display, and (c) whether the participants’ performance changes over a short period of time. KW - Air traffic control KW - Air traffic controllers KW - Airport Traffic Control Tower KW - Design KW - Electronic flight data KW - Human factors KW - Usability KW - User interfaces (Computer science) UR - http://hf.tc.faa.gov/publications/2007-new-electronic-flight-data/full_text.pdf UR - https://trid.trb.org/view/1307215 ER - TY - ABST AN - 01462837 TI - Guidebook for Airport Capital Project Delivery Systems AB - The objective of this project is to develop a guidebook that airport operators could use to evaluate various project delivery methods for a specific project that will allow the operator to determine the best delivery method for that project. Factors to be considered in the evaluation will be identified, however, each airport operator will have to decide the importance of the factor in the project that is subject of the evaluation. Project delivery systems discussed in the guidebook will include: design-bid-build; design-build; and construction management at-risk. Since the terminology used in discussing these project delivery systems often have different meanings to different people, the guidebook will contain definitions of terms as they are used. The guidebook is intended for use by all operators of publicly owned airports. KW - Airport operations KW - Airports KW - Construction management KW - Delivery service KW - Design build KW - Guidelines KW - Project management KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1653 UR - https://trid.trb.org/view/1231060 ER - TY - ABST AN - 01548858 TI - Handbook for Analyzing the Costs and Benefits of Alternative Turbine Engine Fuels at Airports AB - Currently, Jet A kerosene fuel, a petroleum-based fuel, is used to power turbine engines on aircraft. The qualification of two or more substitutes for the current turbine engine fuel is anticipated over the next 2 years. Near term, these fuels will be isoparaffinic kerosene (IPK) substitutes derived from coal and natural gas through the Fischer Tropsch process. These fuels can be tailored to have similar characteristics to Jet A kerosene fuel and can thus be thought of as "drop-in" replacements. Fuels currently being qualified as "drop-in" replacements for the aircraft engines and auxiliary power units also appear to have benefits for airport operators. These same drop-in fuels may also provide a feasible alternative to diesel used in ground support equipment and other airport vehicles, increasing the potential local air quality benefits. Potential changes in the overall economics of supply, distribution and delivery of aircraft fuel could help to address the increasingly frequent problem of localized shortages at airports. The possibility of a single fuel that could be used in both aircraft and ground vehicles may have a positive impact on the economic feasibility of developing any necessary infrastructure. Evaluation of these potential benefits to airport operators may suggest a different approach to analyzing the costs associated with the production and delivery of these fuels. In addition, combustion of these fuels may produce lower emissions of a variety of pollutants that are currently regulated or may be regulated in the future at airports. While much of the focus of alternative aviation fuel research has been on greenhouse gas emissions, the potential for improving local air quality is also of great interest to the airport community. It would be useful to airport operators if a handbook was available that identified the inputs and their range of values, and procedures to be followed to perform a cost and benefit analysis of providing alternative drop-in fuels at airports. The objective of this research is to prepare a handbook that airport operators can use to evaluate the costs and benefits of providing a "drop-in" alternative turbine engine fuel at airports, taking into account that such fuel may also be used for other purposes (e.g., ground vehicles, generators). The cost and benefit analysis shall include, at a minimum: infrastructure changes, operational/maintenance impacts, and environmental factors. The handbook shall include templates and illustrative examples of cost and benefit analyses for different sizes of airports and types of fueling facilities. KW - Aircraft KW - Aircraft exhaust gases KW - Aircraft fuels KW - Aircraft noise KW - Aircraft operations KW - Benefit cost analysis KW - Environmental impacts KW - Turbine engines UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1585 UR - https://trid.trb.org/view/1336330 ER - TY - ABST AN - 01462836 TI - Guidebook on Preparing Airport Greenhouse Gas (GHG) Emissions Inventories AB - Concerns are increasing over the potential effects of anthropogenic activities on the earth's climate. Scientific studies suggest that human activities, including aviation, contribute to increasing atmospheric concentrations of greenhouse gas (GHG) emissions, which are considered to be associated with global warming. According to the United Nations Intergovernmental Panel on Climate Change (IPCC), aviation activities affecting the atmosphere through the combustion of fuel are currently thought to contribute about 2 to 3 percent to total global GHG emission inventories and could contribute as much as 5 percent by 2050. Noise and local air quality concerns remain the primary environmental issues facing airports in the United States today. This is in contrast with Europe, where climate and sustainability concerns increasingly drive agendas. However, concern about GHG emissions in the United States is growing and some states and municipalities are taking legislative actions and implementing controls. While approaches for computing noise and local air quality at the airport level are generally well established, there is no specific guidance or generally applied practice for computing airport-level GHG emission inventories. Under international treaties, GHGs are addressed at a national or state level. However, responding to local political concerns, cities and counties across the country are beginning to attempt to quantify the contribution of sources within their boundaries to local and regional GHG emissions without a basic common understanding and source of reference material. As one example, in Aspen, Colorado, the city's "Canary Initiative" found aviation emissions represent over 40 percent of locally generated emissions. The state of California has estimated that aviation represents 12 percent of carbon dioxide equivalent emissions. For comparison purposes, the city of Seattle, Washington, estimates that aviation contributed 17 percent to Seattle's GHG emissions. The wide variance and levels of the estimated local aviation contributions is most likely a result of the methodology used to quantify and compare emissions rather than actual level or variance in the type of activities. For example, it is unclear from these efforts how much of the variance may be due to double counting of emissions. Additionally, it is not clear whether all these studies employed consistent emission estimation methodology and databases. There is a growing need to provide airport operators with clear and cohesive information on the national inventory of airport-level GHG emissions. Unlike noise or local air quality emissions, GHG emissions have no local impacts; hence, the value of such reporting at the local airport level is not clear. If such reporting is done, there should be an established methodology on how to estimate carbon dioxide equivalence of non-carbon dioxide airport-related GHG emissions. Given the rising level of interest regarding aviation's contribution to GHG emissions and ultimately to climate change, it is imperative that airports have the most up to date information necessary to address potential concerns. On a sub-regional level, many localities have begun to develop aviation-related GHG inventories using different methodologies and accounting approaches. Airport operators would benefit from a guidebook that provides uniform methods of calculating airport GHG emissions inventories. The objective of this research is to develop a guidebook that can be used to prepare airport source-specific inventories of greenhouse gas (GHG) emissions. The guidebook shall provide methods to calculate airport GHG emissions inventories in a consistent manner and will provide information on considerations that should be taken into account when scoping and preparing such inventories. This guidebook should focus on the following six GHG emissions since they are widely recognized as relevant and quantifiable: carbon dioxide (CO2), methane (CH4), nitrous oxide (N2O), sulfur hexafluoride (SF6), hydrofluoro compounds (HFC), and perfluorocarbons (PFC). KW - Air pollution KW - Air quality KW - Air quality management KW - Airports KW - Environmental impacts KW - Global warming KW - Greenhouse gases KW - Noise KW - Pollutants KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1584 UR - https://trid.trb.org/view/1231059 ER - TY - ABST AN - 01462884 TI - Guidebook for Approach Light System Hazard Assessment and Mitigation AB - At many airports throughout the nation, approach lighting support instrument landing systems are placed on structures because of terrain or proximity to water. The intent of this effort is to reduce risk of loss (life safety and aircraft) and improve emergency access through mitigation of collision hazards associated with high voltage approach lighting system structures (e.g., piers, stanchions, fences, etc.). Runway end structures that are fixed by function are designed and constructed with conflicting means and purpose within and beyond runway safety areas. First, lighting structures are designed for longevity and sustainability and are made with very robust materials and construction. On the other hand, regulations require structures to be frangible in an attempt to minimize collision hazards. Finally, structures represent a high-risk hazard within the runway end environment due to high- voltage systems, posing a significant fire ignition source. In the event of a collision, several factors adversely impact survivability and emergency response and operations. Many runway end accidents have resulted in high energy forces damaging exterior and interior aircraft cabins, as well as post impact fire. Over the years, the consequences have resulted in multiple fatalities, mass casualties, and substantial property loss. The objective of this research is to (a) reduce collision hazards in runway end environments; (b) maintain structural integrity of the aircraft; (c) reduce and/or eliminate fire ignition sources due to electrical system hazards; and (d) improve emergency access. KW - Airport runways KW - Crashes KW - Electrical systems KW - Emergency response time KW - Hazards and emergency operations KW - Lighting KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=146 UR - https://trid.trb.org/view/1231108 ER - TY - ABST AN - 01462885 TI - Guidebook for Strategic Planning in the Airport Industry AB - Airports provide critical connections in the operation of the transportation system and have significant multiplier effects on national and regional economies. To meet their social, economic, operational, and environmental obligations in the face of changing conditions, airports are undergoing dramatic transformations in business models, facilities, and social responsibilities. The airport industry, like other industries, is challenged when sudden or unexpected changes occur in the marketplace. Recent advances in long-term strategic planning have developed sustainable methods of managing change in the presence of uncertainty. Yet, the strategic planning process has not been widely embraced in the airport industry. Airport professionals and members of airport policy boards can and should use the strategic planning process to manage these transformations effectively and proactively. Leadership of airport industry associations should utilize the strategic planning process to identify and assess industry-wide issues of uncertainty and thereby encourage airports to use the strategic planning process. Applied research is needed to guide airport professionals, airport policy boards, and industry associations (AAAE, ACI-NA, and NASAO) in developing strategic plans and specifically plans that encompass uncertainty. The objective of this research is to develop a guide for airport managers that can be used to assist in the preparation of local airport strategic plans. The guide will define the characteristics of effective strategic plans and offer an appropriate process and tools that can be used to develop such strategic plans. The guide will also provide tools to assist airport managers in developing strategic plans that address plausible "deep uncertainties," and it will include the development of a portfolio of generic "deep uncertainties" and potential responses that can be considered by airport managers as they conduct strategic planning processes. KW - Air transportation KW - Airports KW - Passenger aircraft KW - Research projects KW - Strategic planning KW - Transportation planning KW - Travel demand KW - Travel demand management UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=143 UR - https://trid.trb.org/view/1231109 ER - TY - ABST AN - 01462591 TI - Legal Aspects of Airport Programs. Topic 1-07. The Impact of Airlines Bankruptcies on Airports AB - The establishment of a system of bankruptcy was entrusted to Congress under Article One of the Constitution of the United States. The basic theory of a succession of bankruptcy acts has been to provide debtors protection from their creditors while providing an orderly system for paying all creditors. Following the September 11, 2001 ("9/11") terrorist attacks on the U.S., airline losses surged and bankruptcy of several major carriers became increasingly likely. In the year 2005, Northwest Airlines; Delta Air Lines, including its wholly owned subsidiary, Conair; Mesaba Aviation (Northwest Airbank); Era Aviation; and Independence Air all filed for bankruptcy protection under Chapter 11 of the Bankruptcy Code. Many of these airlines were already experiencing record financial losses due to rapid cost escalation and a decline in business traffic. Major network carriers began reducing operating costs and restructuring operations by cutting back on seat capacity, reducing or withdrawing service or service frequency, and in some markets replacing large aircraft with smaller aircraft. Accordingly, a significant number of airports, particularly those served by major network carriers, faced significant financial challenges. Since 9/11 these airports have experienced an increase in safety and security costs while many have suffered a decline in revenue due to a reduction in passenger air travel. This project will examine how bankruptcy courts have responded to legal questions raised concerning these issues. The objective of this study is to determine the legal issues presented by the filing of airline bankruptcies and how airport lawyers and courts responded to them. There is a need for an information source that synthesizes the available legal theory, statutes, analysis, and case decisions pertaining to the impact of airline bankruptcies on airports; includes in one place those sections of the Bankruptcy Code that apply to airport claims; summarizes the bankruptcy process for airport attorneys, paying particular attention to those sections of the bankruptcy code that apply only to airports; references reported judicial decisions in airline bankruptcies; and summarizes any recent articles in law reviews or similar publication that describe problems and issues that have arisen in airline bankruptcies. KW - Airlines KW - Airport operations KW - Airports KW - Bankruptcy KW - Creditors KW - Regional airlines KW - Research projects KW - Security KW - Security checkpoints KW - Terrorist attacks of September 11, 2001 UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2543 UR - https://trid.trb.org/view/1230812 ER - TY - ABST AN - 01462171 TI - Estimate of National Use of Aircraft and Airfield Deicing Materials AB -

It is important for the aviation industry and airports in particular, to better understand the potential impact of airfield and aircraft deicers on the environment.  EPA made an initial estimate in 2000 indicating nearly 21 million gallons of aircraft deicers where used in the United States.  Airports believe this number is inaccurate and outdated, but to date, have not been able to find data to substantiate or rebut the EPA's estimate. ACRP can assist the airport industry by gathering data and developing a robust estimate of what potential deicing chemical use may be today and how it may vary by geographic location and or seasonal weather characteristics. In particular, ACRP should closely examine the  EPA's 2000 estimate of deicer discharges to the environment, to determine whether that report was flawed and  more importantly, to suggest an approach to more accurately characterize the potential for discharges based on available NPDES permit data and industry knowledge of BMPs in use today.  The following general tasks have been identified.

KW - Aircraft KW - Aircraft industry KW - Aircraft operations KW - Airport ground transportation KW - Airport runways KW - Airport surface traffic control KW - Deicers (Equipment) KW - Deicing KW - Enplanements KW - Research projects KW - Winter maintenance UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2689 UR - https://trid.trb.org/view/1230392 ER - TY - RPRT AN - 01523701 AU - Ahlstrom, Ulf AU - Dury, Thomas G AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Weather Information for En Route Controllers PY - 2007/10//Technical Report SP - 54p AB - In this study, a team of Engineering Research Psychologists and Subject Matter Experts reviewed weather information available at the en route controller workstation and the area of specialization. Using an analysis framework outlined by Ahlstrom (2004), the authors assessed how controllers use weather information during operations to highlight instances where information is missing or inadequately disseminated. To obtain feedback from the field, the authors conducted a survey where en route Front Line Managers (a) rated the impact on controller operations from different weather phenomena, (b) rated the frequency of use of weather information, and (c) provided suggestions for the development of future weather displays. The review shows that en route controllers have access to a variety of weather information sources during operations. However, the review also suggests that en route controllers do not have an accurate or timely weather display for precipitation areas at their workstation. The authors discuss possible enhancements for future weather displays, recommend enhancements to controller precipitation displays, and suggest further research to evaluate enhancements for the dissemination of weather advisories to pilots. KW - Air traffic controllers KW - Information display systems KW - Information dissemination KW - Precipitation (Meteorology) KW - Surveys KW - Weather conditions KW - Weather information systems KW - Workstations UR - http://hf.tc.faa.gov/publications/2007-weather-information/full_text.pdf UR - https://trid.trb.org/view/1307206 ER - TY - RPRT AN - 01150557 AU - Federal Aviation Administration TI - Atlantic Interoperability Initiative to Reduce Emissions (AIRE): Industry Kick Off Meeting PY - 2007/10 SP - 51p AB - The Atlantic interoperability initiative to reduce emissions (AIRE) is part of the Next Generation Air Transportation System (NextGen). Environmental constraints to aviation growth are real and looming. AIRE allows FAA to address near term issues with a stepping stone approach and lay the foundation for the future. The ultimate goal is innovative solutions that offer environmental protection and system efficiencies. KW - Air transportation KW - Aircraft exhaust gases KW - Civil aviation KW - Environmental impacts KW - Interoperability KW - Meetings KW - Next Generation Air Transportation System KW - Pollutants UR - http://www.faa.gov/about/office_org/headquarters_offices/ato/publications/071024%20A_AIRE_Partners_Briefing.pdf UR - https://trid.trb.org/view/913074 ER - TY - RPRT AN - 01150300 AU - Federal Aviation Administration TI - Research and Development Accomplishments, FY-2007 PY - 2007/10 SP - 10p AB - This document describes three Research and Development (R&D) projects undertaken by the Associate Administrator for Commercial Space Transportation (AST) in the Federal Aviation Administration (FAA) during fiscal year 2007. Each of the three new research projects selected was assigned to an AST division to lead the research effort. In addition to a description of each project, this report provides a summary of accomplishments to date. The AST safety research supports the development of the policy, standards, and guidance material needed to meet FAA goals and objectives. Such research is also essential in developing the knowledge necessary to maintain and improve FAA/AST materials used to verify that the products and procedures of launch vehicle and site operator licensees, permitees, and applicants adequately comply with applicable safety standards. KW - Air traffic control KW - Aviation safety KW - Civil aviation KW - Commercial space transportation KW - Guidelines KW - Policy making KW - Research management UR - https://trid.trb.org/view/913021 ER - TY - RPRT AN - 01082744 AU - Botch, Sabra R AU - Johnson, Robert D AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Antiemetics With Concomitant Sedative Use in Civil Aviation Pilot Fatalities: From 2000 to 2006 PY - 2007/10//Final Report SP - 16p AB - Many drugs commonly used for the treatment of various ailments can be dangerous when used in combination. Antiemetics and sedatives are two drug classes that contain compounds that may have harmful side effects when mixed. A drug such as chlorpheniramine with antiemetic properties can dramatically increase the negative side effects of numerous drugs in the sedative class. This phenomenon is especially dangerous for pilots. Although many of these compounds are considered disqualifying and are not allowed by the FAA, their use does occur in the pilot community. Pilots that use these drugs may be unaware of the danger that can arise when compounds from these two drug classes are taken together. The authors' laboratory was interested in evaluating the circumstances surrounding accidents in which the pilot was found positive for drugs from each of these two classes. Epidemiological, toxicological, and aeromedical findings from pilots involved in such accidents were collected for a 7-year period, 2000 - 2006. Case histories, accident information, and the probable cause of the aviation accidents were obtained from the National Transportation Safety Board (NTSB). Toxicological information was obtained from the Civil Aerospace Medical Institute’s (CAMI’s) Forensic Toxicology Research Laboratory. There were 2,184 fatal aviation accidents over this time period. Of these accidents, 26 were found positive for compounds from both the antiemetic and the sedative drug classes. All 26 aircraft were operated under 14 CFR Part 91 as general aviation. All pilots involved in these accidents were male; 21 tested positive for a disqualifying substance that may have affected their ability to control the aircraft. KW - Air pilots KW - Air transportation crashes KW - Antiemetics KW - Aviation safety KW - Case studies KW - Crash causes KW - Crash investigation KW - Drug interactions KW - Drugs KW - Epidemiology KW - Sedatives KW - Toxicology UR - http://www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA475599 UR - https://trid.trb.org/view/841733 ER - TY - RPRT AN - 01082713 AU - Rogers, Rodney O AU - Boquet, Albert AU - Howell, Cass AU - DeJohn, Charles AU - Embry-Riddle Aeronautical University AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Preliminary Results of an Experiment to Evaluate Transfer of Low-Cost, Simulator-Based Airplane Upset-Recovery Training PY - 2007/10//Final Report SP - 24p AB - Many air transport training programs provide simulator-based upset-recovery instruction for company pilots. However, no research exists to demonstrate that such training transfers to an airplane in flight. The authors report on an in-progress FAA-funded research experiment to evaluate upset-recovery training transfer. Participant pilots are trained using low-cost desktop flight simulation, then subjected to serious in-flight upsets in an aerobatic airplane. Preliminary results comparing the performance of trained and control group pilots suggest that simulator-based training may improve a pilot’s ability to recover an airplane from an upset. The authors summarize prior research, describe the experiment, and present results of Phase-One testing. They also detail planned refinements in Phase-Two flight training and testing that they hope will strengthen the results of their research. Although the authors are conducting flight testing in a general aviation airplane, their research has important implications for heavy aircraft upset recovery trainers. KW - Air pilots KW - Aviation safety KW - Benefit transfer KW - Costs KW - Flight KW - Flight simulators KW - Training programs KW - Training simulators KW - Upset recovery KW - Upset recovery training UR - http://permanent.access.gpo.gov/LPS106280/LPS106280/www.faa.gov/library/reports/medical/oamtechreports/2000s/media/200727.pdf UR - https://trid.trb.org/view/841731 ER - TY - RPRT AN - 01082692 AU - Pfleiderer, Elaine M AU - Goldman, Scott M AU - Chidester, Thomas AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Time Series Analyses of Integrated Terminal Weather System Effects on System Airport Efficiency Ratings PY - 2007/10//Final Report SP - 32p AB - The FAA has initiated efforts to improve weather information, forecasting, and dissemination to enhance both safety and operational efficiency. The FAA has also adopted the System Airport Efficiency Rate (SAER) as a metric of facility operating efficiency that accounts for weather by using either actual demand or the facility-set arrival rate as the denominator, reflecting a reduction in the published ability to handle departures or arrivals due to prevailing weather conditions. Interventions aimed at improving performance should be observable in FAA's metrics. However, acceptance and widespread use of the SAER raises the question of whether a weather-adjusted measure is sensitive enough to evaluate the efficacy of interventions aimed at improving performance during inclement weather. One such intervention is the Integrated Terminal Weather System (ITWS). In the present study, the authors applied time series analysis to average daily and monthly SAERs at 13 airports. They modeled SAER data at each airport prior to ITWS implementation and then tested whether each ITWS build (i.e., subsequent software updates and added functionality) affected SAER values. Though some statistically significant effects were found (both positive and negative), the patterns of these effects were not consistent enough to draw any definite conclusions. The fact that the authors were unable to make a clear determination about the effectiveness of ITWS implementation suggests that the SAER may “control out” the variance needed to detect the consequences of interventions. Thus, it is imperative that the raw data from which they are derived remain readily available to evaluate the efficacy of changes to the system, because simply monitoring facility and system effectiveness measures may obscure or discount intervention effects. This implies a requirement for the future: As we pursue the concepts, technologies, and procedures necessary to Next Generation Air Traffic capabilities, it is absolutely vital that we also plan for their assessment and evaluation. KW - Airport operations KW - Arrivals and departures KW - Aviation safety KW - Evaluation KW - Information dissemination KW - Integrated Terminal Weather System KW - System Airport Efficiency Rate KW - Time series analysis KW - Weather KW - Weather conditions KW - Weather forecasting KW - Weather information systems UR - http://permanent.access.gpo.gov/LPS106299/LPS106299/www.faa.gov/library/reports/medical/oamtechreports/2000s/media/200728.pdf UR - https://trid.trb.org/view/841732 ER - TY - ABST AN - 01570577 TI - Opportunities for Reducing Surface Emissions through Airport Surface Movement Optimization AB - Taxiing aircraft contribute significantly to fuel burn and emissions at airports. The quantities of fuel burned as well as different pollutants, such as carbon dioxide, hydrocarbons, nitrogen oxides, sulfur oxides and particulate matter, are functions of aircraft taxi duration (along with throttle setting, number of running engines, and pilot and airline decisions regarding engine shutdowns during delays). The reduction of taxi times through improved planning of surface movements has the potential to reduce these emissions. Project 21 focuses on opportunities to reduce surface emissions through departure planning and surface movement optimization. KW - Aircraft exhaust gases KW - Airport operations KW - Fuel burn KW - Optimization KW - Pollutants KW - Taxiing UR - http://partner.mit.edu/projects/airport-surface-movement-optimization UR - https://trid.trb.org/view/1362886 ER - TY - ABST AN - 01462887 TI - Evaluating Airport Parking Strategies and Supporting Technologies AB - Parking facilities and associated technologies are vital to the efficient and safe operation of airports. One study of U.S. airport operators (1994) indicated that airport passengers experience significant delays accessing parking at airports. Parking search traffic and recent security restrictions slow passenger airport access and reduce air quality. Smart parking technologies can be used to maximize existing airport parking resources by reducing search traffic, access congestion, and air pollution and increasing parking revenues and enforcement of parking restrictions. Parking guidance systems have recently been installed in a number of U.S. airports. These systems use changeable message signs and counting systems to guide drivers to available parking facilities and/or spaces and in some cases these systems allow for kiosk payment. Research is needed to assist airport operators in determining the most appropriate parking concepts and technologies for their airport and to assist in their procurement/implementation. The objective of this research is to provide a guide for airport operators that can be used to evaluate and implement various parking concepts and technologies. The guide will provide descriptions of airport parking concepts and technologies; offer methods to evaluate each, including their costs and benefits; and provide guidance on how to procure/implement, as appropriate. The guide should address various current and emerging technologies, as well as parking concepts such as guaranteed spaces. KW - Air pollution KW - Airport parking KW - Airport parking facilities KW - Parking KW - Parking guidance systems KW - Research projects KW - Traffic congestion UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=124 UR - https://trid.trb.org/view/1231111 ER - TY - ABST AN - 01549306 TI - Exercising Command-Level Decision Making for Critical Incidents at Airports AB - Incident training (required by 14 CFR Part 139.325, Airport Emergency Plan) for civil aviation emergency response personnel is currently conducted manually. A significant number of individuals (including command-level senior staff) and commitment of time are needed to exercise and train for specific scenarios. As a result, emergency response and recovery training is generally conducted one time each year, with varying quality, thereby limiting the opportunities that command-level senior staff have to improve their incident management skills. Command-level decision making is a critical factor in successfully managing and mitigating critical incidents. Simulation provides a safe and realistic environment in which responders can hone their decision-making skills. Research has shown that responders (including command-level staff) who have more experience with critical incidents are more likely to make more "workable," "timely," and "cost-effective" decisions. By increasing the effectiveness of training, airports will be better prepared to manage critical incidents and meet the requirements of 14 CFR Part 139.325, Airport Emergency Plan. Research is needed to develop an interactive tool for training and exercising command-level decision making within the National Incident Management System (NIMS) and in conformance with the requirements of 14 CFR Part 139.325, Airport Emergency Plan. Such a tool would supplement physical full-scale exercises as a means to exercise (and thereby improve) critical incident decision making. To do so, this tool must be affordable, cost-effective, easy to setup and use, have readily available support, provide a measured assessment, and allow participants from 14 CFR Part 139 airports to exercise the resources and policies they use in everyday life. The objective of this research is to create a tool for exercising command-level decision making for critical incidents at 14 CFR Part 139 airports. The tool will include methods to measure and evaluate actions and outcomes including compliance with nationally recognized standards and Federal Aviation Administration (FAA) and Department of Homeland Security (DHS) requirements. The tool will be used to meet the training and exercise requirements of 14 CFR Part 139.325, Airport Emergency Plan, and will cover civil-aviation-specific scenarios for the nine hazard-specific sections identified in FAA Advisory Circular 150-5200/31 A, Airport Emergency Plan (September 30, 1999). The 10 functional sections, identified in AC150-5200/31 A, provide a good starting point for development of the tool; to reflect airport needs, however, the tool will allow an airport to readily customize training and exercises for their staffing and geographic areas. Finally, the tool will present training and exercise options and will track the progress of individual employees and teams in meeting training requirements. The tool must also be configured to protect airport information that is too sensitive to be publicly released. KW - Airport Cooperative Research Program KW - Aviation safety KW - Critical incidents KW - Decision making KW - Emergency response time KW - Incident management KW - Simulation KW - Training UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=147 UR - https://trid.trb.org/view/1339622 ER - TY - ABST AN - 01478556 TI - Data and Methodologies for Structural Life Evaluation of Small Airplanes Phase III AB - The objective of the project is to continue to develop the data and methodologies to support the revision of AC23-13 (Fatigue and Fail-Safe Evaluation of Flight Structure and Pressurized Cabin for Part 23 Airplanes) and to support the Federal Aviation Administration (FAA) Small Airplane Directorate's Roadmap for General Aviation Aging Airplane Program, released in September 2006. KW - Aging aircraft KW - Airplanes KW - Data collection KW - General aviation aircraft KW - Service life KW - Structural reliability UR - https://trid.trb.org/view/1247734 ER - TY - ABST AN - 01480014 TI - SHM (Structural Health Monitoring) AB - This project will provide comprehensive structural health monitoring analysis methods and software for the assessment and subsequent management of rotorcraft structural damage. KW - Management KW - Rotorcraft KW - Software KW - Structural damage KW - Structural health monitoring UR - https://trid.trb.org/view/1249077 ER - TY - ABST AN - 01570568 TI - Emissions Characteristics of Alternative Aviation Fuels AB - Project 20 objectives are to work with the aviation community to gather accurate data on emissions from candidate alternative fuel, and to compare these emission characteristics with those of conventional aviation fuel types being gathered in PARTNER Project 9 - Measurement of Emissions, Project 29 - Emissions Characteristics of Modern/Future Aviation Sources, Project 34 - International Collaborative Emission Studies. These data will provide the essential information for Project 17 - Alternate Fuels, provide real-world emissions data inputs to health impact studies and air quality/climate models. In PARTNER's air quality projects: 3, 11, 16 and 27 and to the aviation community at large as it charts a course for environmental sustainability in an uncertain energy future. KW - Air quality KW - Aircraft exhaust gases KW - Alternate fuels KW - Environmental impacts KW - Jet engine fuels KW - Pollutants KW - Sustainable development UR - http://partner.mit.edu/projects/emissions-characteristics-alternative-aviation-fuels UR - https://trid.trb.org/view/1362699 ER - TY - RPRT AN - 01565452 AU - Patterson, James W AU - Frierson, Renee N AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Identification Techniques to Reduce Confusion Between Taxiways and Adjacent Runways PY - 2007/09//Technical Note SP - 46p AB - The National Transportation Safety Board accident/incident database and the Aviation Safety Reporting System have reported pilots mistakenly landing on the taxiways adjacent to runways. As of August 23, 2007, 267 such events have occurred at 110 airports in the United States. These inadvertent landings create a safety hazard that must be eliminated. This technical note provides guidance on techniques that can be implemented at airports to reduce or eliminate this problem. Two scenarios were considered during this research effort: (1) prevent the pilot from inadvertently lining up with the taxiway during the approach, and (2) prevent the pilot from landing on the taxiway if the first effort fails. Four visual aid enhancements were tested at Seattle-Tacoma International Airport and Palm Beach International Airport: an elevated lighted X, artificial turf, omnidirectional runway end identifier lights, and an in-pavement lighted X. Each piece of equipment was placed on the taxiway and was evaluated one at a time while making final approaches to the runway with the exception of the artificial turf and omnidirectional lights, which were turned on constantly. Based on the results, it was concluded that an elevated lighted X and an in-pavement lighted X were seen at an average distance of 4.5 nm. Omnidirectional lights and green artificial turf were seen at a distance of 5.0 nm. To eliminate similar occurrences at Lincoln Airport, the Airport Authority has implemented installation of nonstandard taxiway markings, such as surface-painted A, surface-painted TAXI ONLY, and a painted serpentine marking. This investigation found that all solutions have some deficiencies: the painted A looks similar to a displaced threshold chevron, the word TAXI in the painted TAXI ONLY is sufficient to perform the intended task, and the serpentine markings were not clearly visible from the air. It was concluded that airport geometry is a major causal factor in all these incidents and should be eliminated in the early design phases of the airport. KW - Airport runways KW - Approach KW - Aviation safety KW - Lighting KW - Palm Beach International Airport KW - Parallel runways KW - Road markings KW - Seattle-Tacoma International Airport KW - Taxiways KW - Turf UR - http://www.airtech.tc.faa.gov/safety/downloads/TN07-54.pdf UR - https://trid.trb.org/view/1355085 ER - TY - RPRT AN - 01523698 AU - Friedman-Berg, Ferne AU - Allendoerfer, Kenneth AU - Pai, Shantanu AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Usability Assessment of the fly.faa.gov Website PY - 2007/09//Technical Report SP - 61p AB - The Federal Aviation Administration (FAA) Air Traffic Control System Command Center provides information about arrival and departure delays through its website: www.fly.faa.gov. This document reports results from a usability assessment of this website. Researchers from the FAA Human Factors Research and Engineering Group, Human Factors Team – Atlantic City, ATO-P, conducted the assessment to determine how successfully users could complete common tasks, such as finding delay information, definitions of acronyms and aviation terms, and answers to frequently asked questions. The authors found that the participants were able to find most delay information easily, but had some difficulty finding non-delay information. Also, the authors identified some differences in performance between the expert users, moderate users, and novice users, with novice users typically having more difficulty finding information than moderate users and expert users. The assessment also examined user satisfaction. The participants reported a high level of user satisfaction, with no apparent differences based on their level of aviation-related expertise. However, the human factors observations and questionnaire data indicated several areas of the website that could be improved. In this report, the authors provide a list of usability issues rated and ranked according to severity, and the authors provide recommendations for addressing these issues, which should help guide future enhancement efforts. KW - Airports KW - Arrivals and departures KW - Customer satisfaction KW - Evaluation and assessment KW - Flight delays KW - Human factors KW - Usability KW - Websites (Information retrieval) UR - http://hf.tc.faa.gov/publications/2007-usability-assessment/full_text.pdf UR - https://trid.trb.org/view/1307208 ER - TY - RPRT AN - 01333196 AU - Research and Innovative Technology Administration AU - Federal Aviation Administration TI - Constructing a Low-Cost Ground-Vehicle Driving Simulator at an Airport PY - 2007/09//Final Report SP - 175p AB - Vehicle/pedestrian deviations (VPDs) occur due to many factors, such as the driver’s knowledge of airport layout, required communications, and other operational procedures. To address and create awareness of these issues, research has been conducted to explore the use of simulators in the driver training curriculum. Since training in a simulator, or virtual environment, has been found to be very helpful in learning complex routes as well as in spatial orientation and in assimilating signs and markings (Darken and Peterson, 2002), an initial investigation into making this technology more accessible to airports was needed. Previous work demonstrated the benefits of incorporating a high-fidelity driving simulator into ground vehicle drivers’ training (Chase and Hannon, 2006). Subsequent work showed that a low-cost simulator provided comparable benefits (Chase, 2006). This low-cost simulator was designed and built by staff at the John A. Volpe National Transportation Systems Center and was tested using ground vehicle operators from the Hanscom Field Airport (BED) in Bedford, Massachusetts. The results of training ground vehicle drivers with the low-cost simulator were positive with regard to navigational and spatial awareness issues. The purpose of the current work was to determine the feasibility of airport personnel building and implementing a customized, low-cost driving simulator (approximately $1,000 each). In particular, the project’s goal was to provide the information needed to build a low-cost simulator from the ground up. The report is divided into five sections. Section 1 provides an introduction to the project. Section 2 describes airports’ expectations of a simulator before they began the building process. Section 3 discusses airports’ experience during the building process, including setup activities, the types of questions that arose, and the final product. Section 4 examines how well the end product and the process by which it was achieved matched expectations. Section 5 summarizes the results and explores potential next steps for future research. This work resulted in three key findings. First, airports, regardless of their size, can build their own simulators for vehicle driver training with minimal outside support. Second, the time required for facilities to build their own simulators was three to five hours per week over a period of 25 weeks. Third, the approximate cost of this activity was $1,000 for hardware and software combined. Although the process was more complex than airport personnel anticipated, all who reported stated positive outcomes with their final product and found the simulator to be very beneficial in driver training. KW - Airport operations KW - Aviation safety KW - Driver training KW - Driving simulators KW - Landside operations (Airports) UR - http://ntl.bts.gov/lib/35000/35500/35520/Chase_Constructing.pdf UR - https://trid.trb.org/view/1096606 ER - TY - RPRT AN - 01080145 AU - Hackworth, Carla AU - Holcomb, Kali AU - Dennis, Melanie AU - Goldman, Scott AU - Bates, Cristina AU - Schroeder, David J AU - Johnson, William AU - Federal Aviation Administration AU - Federal Aviation Administration TI - An International Survey of Maintenance Human Factors Programs PY - 2007/09//Final Report SP - 28p AB - There are many international approaches to the regulation of human factors programs for aviation maintenance organizations. Transport Canada and the European Aviation Safety Agency have established specific regulations regarding maintenance human factors. The Federal Aviation Administration has not yet established regulations but, instead, has created guidance documents and developed voluntary reporting programs for maintenance organizations. The purpose of this study was to assess the status of human factors programs in airline maintenance organizations and independent maintenance and repair organizations. Questions focused on training, error management, fatigue management, and other human factors issues. An online link was sent via E-mail to 630 addresses. Of these, 414 respondents returned a valid questionnaire (i.e., defined as responding to at least one content item), which resulted in a response rate of 66%. A highly-experienced group (i.e., over 65% had 20 years in aviation maintenance) from more than 50 countries responded to the questionnaire. Results highlight the maintenance human factors strategies, methods, and programs that companies use to reduce human error. KW - Aircraft maintenance KW - Aviation KW - Error management KW - Fatigue (Physiological condition) KW - Human factors KW - International KW - Maintenance KW - Maintenance management KW - Maintenance personnel KW - Maintenance practices KW - Questionnaires KW - Regulations KW - Surveys KW - Training UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200725.pdf UR - https://trid.trb.org/view/839222 ER - TY - RPRT AN - 01076988 AU - Xing, Jing AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Information Complexity in Air Traffic Control Displays PY - 2007/09//Final Report SP - 22p AB - Air traffic controllers typically use visual displays to interact with various automation systems. Automation tools are intended to reduce controller task load, but they may also create new tasks associated with acquiring, integrating, and utilizing information from displays. Consequently, the complexity of information displayed may reduce the efficiency and effectiveness of an automation system. Moreover, complexity could cause controllers to miss or misinterpret visual data, thereby reducing safety. Thus, information complexity in air traffic control (ATC) displays represents a potential bottleneck in ATC systems. To evaluate the cost and benefit of an automation system, it is important to understand whether the information it provides is too complex for controllers to process. The purpose of this study was to answer three basic questions: 1) What constitutes information complexity in automation displays? 2) What level of display complexity is “too complex” for controllers? 3) Can we objectively measure information complexity in ATC displays? In this study, the author first developed a general framework for measuring information complexity. The framework reduces the concept of complexity into three underlying factors: quantity, variety, and the relations between basic information elements; each factor is evaluated at three generic stages of human information processing: perception, cognition, and action. By this definition, the author decomposes complexity into a 3x3 matrix, measuring the effects of a complexity factor on information processing at a given stage. The author then takes the following steps to develop complexity metrics for ATC displays: 1) Identify task requirements of using the displays in ATC; 2) Determine corresponding brain functions pertinent to the task requirements; and 3) Choose the metric that can measure the effects of the complexity factor on the brain functions. Using this approach, the author developed nine metrics of ATC display complexity. These metrics provide an objective method to evaluate automation displays for acquisition evaluation and design prototypes. KW - Air traffic control KW - Air traffic controllers KW - Design KW - Evaluation KW - Information complexity KW - Information display systems KW - User interfaces (Computer science) KW - Visual displays UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200726.pdf UR - https://trid.trb.org/view/836234 ER - TY - ABST AN - 01480729 TI - Identification and Validation of Analytical Chemistry Methods for Detecting Composite Surface Contamination and Moisture AB - No summary provided. KW - Chemistry KW - Composite structures KW - Contamination KW - Detection and identification KW - Moisture content UR - https://trid.trb.org/view/1249802 ER - TY - ABST AN - 01569507 TI - Redesigning Weather-related Training and Testing of General Aviation Pilots: Phase II AB - The purpose of the research is to conduct a comprehensive review and evaluation of weather-related flight training, testing, and standards for general aviation (GA) pilots using criteria derived from the analysis of factors known to contribute to visual flight rules (VFR) flight into Instrument Meteorological Conditions (IMC) accidents. Also, to develop advanced flight simulation scenarios, based on known VFR flight into IMC accident profiles, to empirically train, test and evaluate the skills of VFR-only pilots in applying basic weather knowledge. KW - Air pilots KW - Air transportation crashes KW - Flight simulators KW - Flight training KW - Instrument meteorological conditions KW - Visual flight KW - Weather conditions UR - https://trid.trb.org/view/1360963 ER - TY - ABST AN - 01569541 TI - Global Navigation Satellite System (GNSS) Evolutionary Architecture Research for Civil Aviation AB - This work is to develop, implement, and test satellite navigation architectures that support the coordinated evolution of the Federal Aviation's (FAA's) Wide Area Augmentation System (WAAS) with global positioning system (GPS) III to achieve worldwide LPV-200 navigation capability and beyond. KW - Civil aviation KW - Global Navigation Satellite System KW - Global Positioning System KW - Navigation systems KW - Satellite infrared spectrometers KW - Satellite navigation systems KW - Wide Area Augmentation System UR - https://trid.trb.org/view/1360997 ER - TY - ABST AN - 01569508 TI - Probabalistic Structural Risk Assessment and Risk Management for Small Airplanes AB - The purpose of the research is to develop a comprehensive probabilistic methodology such that Federal Aviation Administration (FAA) engineers can conduct a risk assessment of a general aircraft structural issue in support of policy decisions. Requisite supporting technology and data issues will be investigated. In particular, probability distributions of relevant inputs will be developed such that a realistic risk assessment can be obtained. Representative sensitivity analysis will be executed in order to demonstrate and validate the methodology. KW - Airplanes KW - Methodology KW - Risk assessment KW - Risk management KW - Structural analysis KW - U.S. Federal Aviation Administration UR - https://trid.trb.org/view/1360964 ER - TY - ABST AN - 01477994 TI - Aging Aircraft Issues for Structural Damages AB - The purpose of the research is to support and enhance the safety goals of the Federal Aviation Administration (FAA), with respect to supporting the continued airworthiness of the US fleet. The National Institute for Aviation Research (NIAR) will conduct research contributing to the development of technologies, technical information, procedures, and practices, in order to help ensure the continued airworthiness of aircraft structures in the fleet. KW - Aging aircraft KW - Aircraft KW - Airworthiness KW - Fleet safety KW - Structural damages KW - U.S. Federal Aviation Administration UR - https://trid.trb.org/view/1247651 ER - TY - ABST AN - 01480715 TI - Standardization of Analytical and Experimental Methods for Crashworthiness Energy Absorption of Composite Materials AB - No summary provided. KW - Composite materials KW - Crashworthiness KW - Energy absorption KW - Experiments KW - Standardization UR - https://trid.trb.org/view/1249788 ER - TY - ABST AN - 01570727 TI - Development and Safety Management of Composite Certification Guidance AB - No summary provided. KW - Aircraft KW - Certification KW - Composite materials KW - Development KW - Safety management UR - https://trid.trb.org/view/1363071 ER - TY - ABST AN - 01462636 TI - Analysis and Recommendations for Developing Integrated Airport Information Systems AB - The accurate, properly formatted, and timely reporting of airport activity and financial data is critical to effectively managing today's airports. These data are necessary (and often legally required) to meet operational needs properly, make informed business decisions, and forecast operational and financial trends.  Integrating these data within existing and future electronic systems is also necessary to improve accuracy and productivity. Currently, industry practices for identifying, gathering, processing, and reporting this information vary significantly across airport categories or even among airports within the same category. A lack of consistent, accurate, and timely information results from a lack of applied technology and overall standardized industry practices to define and gather information. Fully integrating these data into other systems offers effective enhancements in productivity that are often overlooked. In addition, although large, complex airports have a need for more sophisticated data, airports of all sizes have a demonstrated need for certain minimum data to manage their facilities effectively. Issues related to identifying, gathering, processing, and reporting data keep airports from realizing the full value of completely integrated information. The objective of this research is to develop a handbook of recommended practices to identify, gather, process, and report an airport's financial and operational data.  The handbook shall provide useful information and resources for airports as they implement systems necessary to meet operational needs properly, make informed business decisions, and forecast operational and financial trends. The handbook shall (a) identify current airport industry best practices; (b) examine technologies that can be used to timely, efficiently, and accurately gather, process, and report financial and operational data; (c) develop cafeteria-style technical specifications that can be used by airports to procure appropriate technologies; (d) develop minimum voluntary performance guidelines for practices and technologies used to identify, gather, process, and report financial and operational data; (e) describe a vision for a fully integrated airport-business data system, based on new desirable practices, and needed technology; and (f) describe a process that can be followed to put this vision into practice.

KW - Airport facilities KW - Airport operations KW - Airport terminals KW - Airports KW - Information display systems KW - Information systems KW - Information technology KW - Integrated systems KW - Real time information KW - Research projects KW - Technological innovations UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=121 UR - https://trid.trb.org/view/1230857 ER - TY - ABST AN - 01483203 TI - Command, Control, and Communication for Unmanned Aircraft Systems: Technology Survey and Regulatory Gap Analysis AB - No summary provided. KW - Air traffic control KW - Drone aircraft KW - Gap analysis KW - Regulations KW - Remote control KW - Surveys KW - Technological innovations UR - https://trid.trb.org/view/1252052 ER - TY - ABST AN - 01570218 TI - CDA Implementation in Low-through High Density Traffic AB - Continuous Descent Arrival (CDA), also referred to as the Continuous Descent Approach, has proven, through both simulation and flight demonstration tests, to be highly advantageous over conventional arrival and approach procedures that require combinations of level flight segments and descents ("dive-and-drive"). These advantages provide ample motivation for research efforts to further develop CDA for implementation in low-density through high-density traffic. CDA's environmental and economic benefits were demonstrated by PARTNER researchers in flight tests at Louisville International Airport in 2002 and 2004, and Atlanta Hartsfield-Jackson Airport in 2007. Successful implementation was also achieved at Los Angeles International Airport in 2007 and Atlanta in 2009. From the environmental perspective, there are significant reductions in noise along portions of the flight path (due to reductions in thrust and a higher average altitude) and emissions (due to reductions in thrust). From the economic viewpoint, there are significant fuel and flight time savings (due to reductions in thrust and a higher average speed) as well as the potential to meet or exceed current runway throughput without the need to vector aircraft. KW - Air traffic KW - Continuous Descent Approach KW - Environmental impacts KW - Flight paths KW - Fuel consumption KW - Hartsfield-Jackson Atlanta International Airport KW - High density KW - Implementation KW - Los Angeles International Airport KW - Louisville International Airport KW - Low density KW - Noise UR - http://partner.mit.edu/projects/continuous-descent-arrival UR - https://trid.trb.org/view/1361786 ER - TY - ABST AN - 01483435 TI - Regulatory Gap Analysis for Detect, Sense, and Avoid AB - No summary provided. KW - Air transportation crashes KW - Crash avoidance systems KW - Detection and identification KW - Gap analysis UR - https://trid.trb.org/view/1252252 ER - TY - ABST AN - 01483193 TI - Gap Analysis/Risk Analysis for UAS Propulsion Systems AB - No summary provided. KW - Drone aircraft KW - Gap analysis KW - Propulsion KW - Risk analysis UR - https://trid.trb.org/view/1252042 ER - TY - ABST AN - 01570719 TI - Sonic Boom Mitigation AB - As demand for long range business travel increases and technologies for efficient supersonic flight mature, a market for small supersonic civil aircraft appears to be forming. However, a major remaining impediment to the operation of such aircraft is the cruise noise signature. Sonic boom noise issues are different from many other aspects of aircraft noise in that the potential annoyance occurs en route, along the flight path rather than just near airports. Maximum utility will require supersonic flight over land, currently prohibited by law. Recent research on shaped sonic booms has indicated low boom designs are possible and result in significantly less objectionable signatures than classic booms of the 1960s - 1980s. Supersonic aircraft operation and sonic boom signatures were investigated for low boom designs, as the overarching goal of Project 8. KW - Aircraft noise KW - Civil aircraft KW - Mitigation KW - Noise control KW - Sonic boom KW - Sound transmission KW - Supersonic aircraft UR - http://partner.mit.edu/projects/sonic-boom-mitigation UR - https://trid.trb.org/view/1363063 ER - TY - ABST AN - 01570529 TI - Objective Measures of Airspace Complexity to Support Airspace Management AB - Air traffic management consists of adjusting flows of aircraft through the National Airspace System. A delicate balance is achieved between allowing more aircraft to fly and take the chance of overcrowding the sky, thereby creating delays, higher operating costs and increased emissions, and allowing fewer aircraft in the sky, thereby under-utilizing available resources and missing economic opportunities. The goal of Project 22 was to determine whether recently developed objective traffic complexity metrics may be used to evaluate airspace capacity. KW - Air traffic control KW - Aircraft operations KW - Airport capacity KW - Airport operations KW - Airspace (Aeronautics) KW - Complexity KW - Management UR - http://partner.mit.edu/projects/objective-measures-support-airspace-management UR - https://trid.trb.org/view/1362660 ER - TY - ABST AN - 01464256 TI - Quick Response for Special Needs. Task 07. Strategic Process for Developing ACRP Research Problem Statements AB - This task intends to provide an introduction to the Airport Cooperative Research Program (ACRP) to the airport industry as well as develop, implement, and report on a process for the ACRP Oversight Committee (AOC) to identify strategic research areas for use with the FY 2010 ACRP problem statement solicitation process and beyond. KW - Airport Cooperative Research Program KW - Airport industry KW - Research problem statements KW - Research projects KW - Solicitations KW - Strategic planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2686 UR - https://trid.trb.org/view/1232485 ER - TY - ABST AN - 01464254 TI - Quick Response for Special Needs. Task 09. Visibility of Airfield Signs and Markings from Aircraft and Ground Vehicles AB -

This task was to identify issues associated with the visibility of airfield signs and markings.

KW - Airport ground transportation KW - Airport operations KW - Airport surface traffic control KW - Airports KW - Ground vehicles KW - Research projects KW - Signs KW - Visibility UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2688 UR - https://trid.trb.org/view/1232483 ER - TY - RPRT AN - 01079285 AU - Liu, Ray H AU - Wu, Chih-Hung AU - Chen, Yi-Jun AU - Chang, Chiung-Dan AU - Linville, Jason G AU - Canfield, Dennis V AU - Federal Aviation Administration AU - Foo Yin University AU - University of Alabama, Birmingham TI - Intensity of the Internal Standard Response as the Basis for Reporting a Test Specimen as Negative or Inconclusive PY - 2007/08//Final Report SP - 12p AB - Under normal circumstances, a test specimen is reported as “negative” when the response of the analyte is absent. However, if the intensity of the internal standard (IS) is low, indicating interference factors, the test could be considered “inconclusive.” A quantitative hypothesis, A = (R×I×S)/L, serves as the “cutoff” for the acceptable signal-to-noise (S/N) ratio for the IS in making “negative/inconclusive” decisions, where A: acceptable S/N ratio for internal standard; R: relative response of the IS and the analyte (same concentration); I: concentration of the IS; S: (minimal S/N ratio); and L: limit of detection. The hypothesis was empirically tested using 9-carboxy-11-nor-Δ9-tetrahydrocannabinol (THC-COOH) analyte, THC-COOH-d3 IS, and ibuprofen and hydrogen peroxide (H2O2) as interference factors. Urine specimens containing 0–5 ng/mL of THCCOOH were spiked with various quantities of ibuprofen or H2O2, followed by liquid-liquid extraction, derivatization, and GC-MS analysis under selected-ion-monitoring mode. Among the “adulterated” test specimens evaluated, those with a S/N for the internal standard below the acceptable IS S/N “A,” the quantitative criterion was indeed found to provide a useful guide for making negative/inconclusive decisions. This equation could be programmed into the instrument software to flag results as being inconclusive when they do not meet the criteria described in this paper. KW - Drugs KW - Specimens KW - Urine UR - http://permanent.access.gpo.gov/LPS105822/LPS105822/www.faa.gov/library/reports/medical/oamtechreports/2000s/media/200723.pdf UR - https://trid.trb.org/view/837015 ER - TY - RPRT AN - 01079260 AU - Canfield, Dennis V AU - Brink, James D AU - Johnson, Robert D AU - Lewis, Russell J AU - Dubowski, Kurt M AU - Federal Aviation Administration AU - Federal Aviation Administration AU - Investigative Services Crime Lab TI - Postmortem Ethanol Testing Procedures Available to Accident Investigators PY - 2007/08//Final Report SP - 8p AB - An ethanol positive fatal case reported as being from ingestion was ultimately determined to be from postmortem ethanol production using the ratio of two serotonin metabolites found in urine. This case involved a transportation accident that could have resulted in additional hardships for the victim's family through loss of compensation and reputation. KW - Cadavers KW - Crash investigation KW - Ethanol KW - Forensic medicine KW - Test procedures KW - Toxicology UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200722.pdf UR - https://trid.trb.org/view/836998 ER - TY - RPRT AN - 01076993 AU - Cummings, M L AU - Tsonis, C AU - Xing, J AU - Massachusetts Institute of Technology AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Investigating the Use of Color in Timeline Displays PY - 2007/08//Final Report SP - 20p AB - The use of color-coding in human supervisory control displays such as those found in air traffic control is a design intervention meant to mitigate task complexity and reduce mental workload. Color has been shown to aid operators in search and organization tasks; however, it can also cause cognitive tunneling and add to task complexity. This paper details the results from an experiment designed to evaluate increasing color categories in an attempt to objectively measure how the use of color in air traffic control-related displays affects performance. Results showed that the use of six color categories, as compared to three, significantly improved subjects’ accuracy in performing search and problem-solving tasks. However, beyond six color categories, performance accuracy was not significantly aided and was possibly degraded. In addition, errors of omission significantly increased when the number of color categories increased from six to nine. This study demonstrated that, especially under high workloads, color categorization beyond six groupings added to overall task complexity as a function of workload, even more than an environmental complexity factor that depends on task requirements. KW - Air traffic control KW - Color KW - Information display systems KW - Mental workload KW - Performance KW - Task complexity KW - Timeline information UR - http://permanent.access.gpo.gov/LPS105766/LPS105766/www.faa.gov/library/reports/medical/oamtechreports/2000s/media/200724.pdf UR - https://trid.trb.org/view/836037 ER - TY - ABST AN - 01480685 TI - Effects of Repair Procedures Applied to Composite Airframe Structures AB - No summary provided. KW - Aircraft industry KW - Aircraft structural components KW - Airframes KW - Composite materials KW - Repairing UR - https://trid.trb.org/view/1249747 ER - TY - ABST AN - 01570722 TI - Failure of Notched Laminates Under Out of Plane Bending AB - No summary provided. KW - Bending KW - Failure KW - Laminates KW - Out of plane UR - https://trid.trb.org/view/1363066 ER - TY - ABST AN - 01570701 TI - Sonic Boom Mitigation AB - As demand for long range business travel increases and technologies for efficient supersonic flight mature, a market for small supersonic civil aircraft appears to be forming. However, a major remaining impediment to the operation of such aircraft is the cruise noise signature. Sonic boom noise issues are different from many other aspects of aircraft noise in that the potential annoyance occurs en route, along the flight path rather than just near airports. Maximum utility will require supersonic flight over land, currently prohibited by law. Recent research on shaped sonic booms has indicated low boom designs are possible and result in significantly less objectionable signatures than classic booms of the 1960s - 1980s. Supersonic aircraft operation and sonic boom signatures were investigated for low boom designs, as the overarching goal of Project 8. KW - Aircraft noise KW - Civil aircraft KW - Mitigation KW - Noise control KW - Sonic boom KW - Sound transmission KW - Supersonic aircraft UR - http://partner.mit.edu/projects/sonic-boom-mitigation UR - https://trid.trb.org/view/1363045 ER - TY - ABST AN - 01570530 TI - Noise Quest AB - The goal of the Outreach team is to provide educational information on aviation noise and to facilitate Outreach efforts by airports and community groups. The Outreach team has developed and released NoiseQuest, a Web site about aviation noise and its impact on communities. NoiseQuest provides an outreach forum for airports too small to have an established community program as well as information that supports existing outreach efforts. NoiseQuest was designed to educate and inform the public, and to provide an independent source of information that can help to contribute to improved airport-community relationships. NoiseQuest is "layered" so that information is available to people with differing interest levels. This allows users to access the amount of information they wish, so that some users are not overwhelmed by a page of text, and others are not disappointed that the information is sparse. NoiseQuest addresses the concerns of citizens in an easy to understand format. KW - Aircraft noise KW - Airport noise KW - Communities KW - Noise KW - Outreach KW - Sound transmission UR - http://partner.mit.edu/projects/outreach UR - https://trid.trb.org/view/1362661 ER - TY - ABST AN - 01570700 TI - Sound Transmission Modeling AB - As part of the PARTNER noise research program, the Source Emission and Propagation project has the goals to provide a better understanding of aviation noise problems and to contribute to the development of improved noise impact prediction tools that lead to developing solutions. Project 2 is primarily concerned with the radiation (emission) of sound from aviation noise sources and how that sound is transmitted (propagated) from noise source to receiver. KW - Aircraft noise KW - Airport noise KW - Environmental impacts KW - Noise KW - Noise sources KW - Sound transmission UR - http://partner.mit.edu/projects/source-emission-and-propagation UR - https://trid.trb.org/view/1363044 ER - TY - ABST AN - 01570541 TI - Environmental Design Space AB - The main goal of the effort is to develop a new, critically needed capability to assess the interdependencies among aviation-related noise, emissions, and associated environmental impact and cost valuations, including cost-benefit analyses. A building block of this suite of software tools, which provides an integrated analysis of noise and emissions at the aircraft level, is the Environmental Design Space. KW - Airport operations KW - Benefit cost analysis KW - Environmental impacts KW - Noise KW - Pollutants UR - http://partner.mit.edu/projects/environmental-design-space UR - https://trid.trb.org/view/1362672 ER - TY - ABST AN - 01483015 TI - Deployment and Evaluation of Avian Radars AB - No summary provided. KW - Airports KW - Avian radar KW - Deployment KW - Evaluation and assessment KW - Radar KW - Radar air traffic control UR - https://trid.trb.org/view/1251760 ER - TY - ABST AN - 01482337 TI - Study of Infectious Disease Transmissions in Airliner Cabins for ASHRAE AB - No summary provided. KW - Aircraft cabins KW - Communicable diseases KW - Diseases and medical conditions KW - Studies KW - Transmission (Transfer) UR - https://trid.trb.org/view/1251223 ER - TY - ABST AN - 01482309 TI - ASHRAE Ozone Pesticide AB - No summary provided. KW - Aircraft cabins KW - Ozone KW - Pesticides KW - Pollutants UR - https://trid.trb.org/view/1251194 ER - TY - ABST AN - 01570842 TI - Health Impacts of Aviation-Related Air Pollutants AB - The Federal Aviation Administration (FAA) recognizes the growing public health concern associated with aviation emissions, either in communities near airports, nationally, or globally. The main science objective of this project is to understand and evaluate how aviation emissions contribute to local and regional air quality, through a combination of measurement and modeling studies, and to evaluate the potential incremental health risks due to air pollutants such as particulate matter, ozone, and hazardous air pollutants. KW - Air quality KW - Aircraft exhaust gases KW - Environmental impacts KW - Health hazards KW - Pollutants UR - http://partner.mit.edu/projects/health-impacts-aviation-related-air-pollutants UR - https://trid.trb.org/view/1363207 ER - TY - RPRT AN - 01524841 AU - Yuditsky, Tanya AU - Brickman, Bart AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Benefit Analysis for the National Traffic Management Log PY - 2007/07//Technical Report SP - 31p AB - Traffic Management Specialists within the Air Traffic Control (ATC) system strategically manage the flow of air traffic to minimize delays and congestion due to system stressors such as heavy volume, weather, and equipment outages. ATC facilities are required to log all Traffic Management Initiatives (TMIs), coordinate the implementation of some initiatives with the Air Traffic Control System Command Center, and communicate TMIs to Traffic Management Specialists at all affected facilities and to the controllers within their facility. The Federal Aviation Administration developed the National Traffic Management Log (NTML) to provide a single system for automated coordination, logging, and communication of TMIs throughout the National Airspace System. This report describes the results of an empirical comparison of TMI processing with and without the NTML. Researchers observed benefits in completion times, potential for user error, and workload. Furthermore, the completion time and potential for error remained relatively unaffected by TMI complexity. These results suggest that the NTML will continue to provide benefits as ATC complexity increases in the future. KW - Air traffic control KW - Automation KW - Benefits KW - Complexity KW - National Traffic Management Log (Air traffic) KW - Traffic Management Initiatives (Air traffic) UR - http://hf.tc.faa.gov/publications/2007-benefits-analysis/full_text.pdf UR - https://trid.trb.org/view/1307241 ER - TY - RPRT AN - 01138217 AU - Federal Aviation Administration TI - Aviation Safety Information Analysis and Sharing. Wrong Runway Departures PY - 2007/07 SP - 68p AB - In light of the recent crash of Comair, Inc. (doing business as Comair Airlines doing business as Delta Connection), flight 5191 in Lexington, Kentucky, the Federal Aviation Administration's Aviation Safety Information Analysis and Sharing center conducted a review of event reports that involved airplanes departing from or taxiing into position on a wrong runway. The review involved gathering data from multiple databases (1981 through 2006); identifying event reports of interest; reviewing those reports to find contributing factors; identifying, assigning, and scoring mitigations. The review showed that wrong runway events occurred at many airports and under varying circumstances; however, they occurred most frequently at four airports: Cleveland Hopkins International Airport, Houston Hobby Airport, Salt Lake City International Airport, and Miami International Airport. These airports share the following common elements or contributing factors: (1) Multiple runway thresholds located in close proximity to one another; (2) A short distance between the airport terminal and the runway; (3) A complex airport design; (4) The use of a runway as a taxiway, and (5) A single runway that uses intersection departures. KW - Air traffic control KW - Air transportation crashes KW - Aircraft pilotage KW - Airport operations KW - Airport runways KW - Aviation safety KW - Civil aviation KW - Information systems KW - Runway incursions UR - http://www.asias.faa.gov/i/ASIASWRONGRUNWAYREPORT.pdf UR - https://trid.trb.org/view/898472 ER - TY - RPRT AN - 01102121 AU - Federal Aviation Administration TI - New York/New Jersey/Philadelphia metropolitan area airspace redesign : environmental impact statement PY - 2007/07//Volumes held: Draft(4v), F(2v), Fapp KW - Environmental impact statements UR - https://trid.trb.org/view/862082 ER - TY - RPRT AN - 01056030 AU - Nakagawara, Van B AU - Montgomery, Ron W AU - Marshall, Wesley J AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Optical Radiation Transmittance of Aircraft Windscreens and Pilot Vision PY - 2007/07//Final Report SP - 17p AB - Optical radiation can have acute and chronic effects on the tissues of the eye, especially if exposure levels exceed normal repair capabilities. In support of a Department of Homeland Security project, the transmittance properties of aircraft windscreens were measured at the Federal Aviation Administration’s (FAA´s) Civil Aerospace Medical Institute (CAMI) for both visible and invisible optical radiation. This paper focuses on windscreen transmittance in the ultraviolet (UV) (< 380 nm) and visible (380-780 nm) portions of the optical spectrum. Transmission measurements were performed on eight aircraft windscreens. Three windscreens were from large commercial jets (MD 88, Airbus A320, and Boeing 727/737); two from commercial, propeller-driven passenger planes (Fokker 27 and the ATR 42); one from a small private jet (Raytheon Aircraft Corporation Hawker Horizon); and two from small general aviation (GA), single-engine, propeller-driven planes (Beech Bonanza and Cessna 182). The two GA aircraft windscreens were plastic (polycarbonate); the others were multilayer (laminated) composite glass. UV transmittance for both glass and plastic windscreens was less than 1% for UV-B (280-320 nm) radiation. In the UV-A portion (320-380 nm) of the spectrum, transmittance differences increased from 0.41% to 53.5%, with plastic attenuating more UV radiation than glass. For visible light, average transmittance from 400-600 nm (violet to orange) was similar (82.8% ± 4.6%) for both windscreen materials, while from 625 to 775 nm (orange to red), the difference in average transmittance increased from 9.1% to 40.0%, respectively, with plastic transmitting longer wavelengths more efficiently. Both types of windscreens blocked most of the more harmful UV-B radiation; however, glass laminate windscreens allowed higher levels of potentially damaging UV-A radiation to be transmitted than did plastic. Professional pilots who routinely fly at higher altitude for longer periods of time than private pilots should take special precautions to protect their eyes from UV exposure. KW - Air pilots KW - Aircraft KW - Aircraft pilotage KW - Aircraft structural components KW - Eye movements KW - General aviation KW - Laminated plastics KW - Optical properties KW - Radiation shielding KW - Transmittance (Electromagnetism) KW - Ultraviolet radiation KW - Vision KW - Vision disorders KW - Windshields UR - http://permanent.access.gpo.gov/LPS106287/LPS106287/www.faa.gov/library/reports/medical/oamtechreports/2000s/media/200720.pdf UR - https://trid.trb.org/view/815081 ER - TY - RPRT AN - 01056026 AU - Sen, Ahmet AU - Akin, Ahmet AU - Canfield, Dennis V AU - Chaturvedi, Arvind K AU - Gulhane Military Medical Academy AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Selective Serotonin Reuptake Inhibitors: Medical History of Fatally Injured Aviation Accident Pilots PY - 2007/07//Final Report SP - 17p AB - Selective serotonin reuptake inhibitors (SSRIs) are popularly prescribed for treating depression, but these antidepressants are not currently approved for use by U.S. civilian aviators. In a 2003 study, 4 SSRIs—citalopram, fluoxetine, paroxetine, and sertraline—were found in 61 pilot fatalities of civil aviation accidents that occurred during 1990–2001. However, it was not known whether these pilots had had disqualifying psychological conditions, including depression, and had properly reported the use of the antidepressants. The aeromedical history of the pilots was retrieved from the Federal Aviation Administration's (FAA's) Medical Certification Database; additional pilot medical information and the cause/factor of the accidents were obtained from the National Transportation Safety Board's (NTSB's) Aviation Accident Database. Fifty-nine pilots had medical records in the FAA's Certification Database. The database did not contain medical records of 2 pilots—1 had never received a medical certificate and another had a Canadian pilot and medical certificate. Although driving under the influence was self-reported by 22 of the 59 pilots during their past aeromedical examinations, disqualifying psychological conditions were self-reported in the past examinations of only 7 (12%) of the 59 pilots, and the use of an SSRI was reported by 3 of the 7 pilots. In later examinations, 6 of the 7 indicated that they were free from the conditions and not taking SSRIs; thus, they were reissued medical certificates. Such conditions and/or drug use were not self-reported in the aeromedical records of the 52 (88%) pilots. Nevertheless, the NTSB investigations revealed that 12 (20%) of the 61 pilots had a history of a psychological condition and/or an SSRI use, as suggested by their personal medical records. Psychological conditions and/or the use of drugs were determined to be the cause or a factor in 19 (31%) of the 61 accidents. These findings reconfirm that SSRIs were used by the aviators but were not reported in their last aeromedical examinations. KW - Air pilots KW - Air transportation crashes KW - Aircraft KW - Aircraft crash victims KW - Aircraft navigational aids KW - Civil aviation KW - Crash investigation KW - Depression (Mental condition) KW - Diseases and medical conditions KW - Fatalities KW - Forensic science KW - Medical treatment KW - Selective Serotonin Reuptake Inhibitors KW - Serotonin UR - http://permanent.access.gpo.gov/LPS106358/LPS106358/www.faa.gov/library/reports/medical/oamtechreports/2000s/media/200719.pdf UR - https://trid.trb.org/view/815103 ER - TY - RPRT AN - 01056020 AU - Pflediderer, Elaine M AU - Manning, Carol A AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Prediction and Classification of Operational Errors and Routine Operations Using Sector Characteristics Variables PY - 2007/07//Final Report SP - 16p AB - This study examined prediction and classification of operational errors (OEs) and routine operations (ROs) using sector characteristics variables. Average Control Duration, Aircraft Mix Index, Average Lateral Distance, Average Vertical Distance, Number of Handoffs, Number of Point Outs, Number of Transitioning Aircraft, and Number of Heading Changes were used as predictors in two stepwise logistic regression analyses conducted for the high-altitude and low-altitude sectors. In the high-altitude sample, variables included in the final model (Number of Heading Changes, Number of Transitioning Aircraft, and Average Control Duration) accurately classified OE and RO samples for 80% of the cases. In the low-altitude sample, variables included in the final model (Number of Point Outs, the Number of Handoffs, and the Number of Heading Changes) accurately classified OE and RO samples for 79% of the cases. Although logistic regression cannot be used to determine causation, it effectively identified variables that predicted the occurrence of OEs. KW - Air traffic control KW - Aircraft KW - Aircraft navigational aids KW - Aircraft pilotage KW - Airspace sectors KW - Error analysis KW - Errors KW - Forecasting KW - Logistic regression analysis KW - Logistics KW - Operational errors KW - Regression analysis UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200718.pdf UR - https://trid.trb.org/view/815101 ER - TY - RPRT AN - 01055542 AU - Nesthus, Thomas E AU - Schroeder, David J AU - Connors, Mary M AU - Rentmeister-Bryant, Heike K AU - DeRoshia, Charles A AU - Federal Aviation Administration AU - Federal Aviation Administration AU - NASA Ames Research Center TI - Flight Attendant Fatigue PY - 2007/07//Final Report SP - 70p AB - The Departments of Transportation and Treasury and Independent Agencies Appropriations Bill (House Rpt. 108-671) included a directive to the Federal Aviation Administration to conduct a study of flight attendant fatigue. The NASA Ames Research Center Fatigue Countermeasures Group (FCG) was contracted by CAMI to conduct the study. To meet the goals of the study, this report contains a literature review on fatigue as potentially experienced by flight attendants, an evaluation of currently used (actual vs. scheduled) flight attendant duty schedules, and a comparison of these schedules to the current CFRs. The report additionally reviews fatigue-related incident/accident information from the Aviation Safety Reporting System (ASRS) and the NTSB database. One report section describes the application of three different performance and fatigue models to assess how flight attendant duty schedules contribute to increased levels of fatigue and predicted changes in performance. The report concludes with 6 recommendations concerning issues that require further evaluation, including: (1) Survey of Field Operations. To assess the frequency with which fatigue is experienced, the situations in which it appears, and the consequences that follow; (2) Focused Study of Incident Reports. To better understand details of the incidents; (3) Field Research on the Effects of Fatigue. To explore physiological and neuropsychological effects of fatigue, sleepiness, circadian factors, and rest schedules on flight attendants; (4) Validation of Models for Assessing FA Fatigue. An important step to understanding whether and how models could be used in conjunction with field operations; (5) International Carrier Policies and Practices Review. To learn how other countries address these issues and with what results; and (6) Training. FAs could benefit from information on fatigue, its causes and consequences, its interaction with circadian disruption, and how and when to employ countermeasures (e.g., scheduled naps, physical activity, social interaction, caffeine). KW - Air transportation crashes KW - Aircraft incidents KW - Aviation safety KW - Circadian rhythms KW - Countermeasures KW - Fatigue (Physiological condition) KW - Fatigue models KW - Field studies KW - Flight attendants KW - Hours of labor KW - International KW - Literature reviews KW - Neuropsychology KW - Performance KW - Performance models KW - Physiological aspects KW - Policy KW - Rest periods KW - Sleepiness KW - Training KW - United States UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200721.pdf UR - https://trid.trb.org/view/814418 ER - TY - ABST AN - 01462886 TI - Airport Passenger Terminal Planning Guidebook AB - Changes in technology, industry structure, and airline operations are having a profound effect on the numerical factors and concepts that go into the planning and design of airport passenger buildings. Specifically, (a) security screening requirements have altered passenger flows and the desirability of locating commercial activities beyond the security checkpoints; (b) electronic check-in, both in terminal and before arrival at the airport, are totally changing requirements for the public counter and back office space for the check-in process; (c) the growth of low-cost carriers is having a strong effect on the criteria for design, in terms of level of service standards and space configurations desired by the airline customers; and (d) the newer pattern of quick turn-arounds for aircraft, which increases the use of each gate, is increasing the space requirements beyond check-in, as more people have to be accommodated in the gate areas in any given period. The planning and design for the new JetBlue terminal at New York/Kennedy airport illustrates these points. The increased pressure for "low-cost terminals" accentuates the importance of proper airport terminal planning. Planners and designers for all sizes of airports are struggling with how to make passenger terminals that provide good value and level of service efficiency that meet the criteria of the new range of stakeholders in airport terminals (e.g., TSA, low-cost carriers, concessionaires) and the new range of security and electronic procedures. Up-to-date, practical information is needed that not only can address the current issues but will provide the flexibility to accommodate emerging trends and issues. Often airport managers, public officials, and planners do not necessarily have the breadth of knowledge or experience about the many factors, nuances, and alternatives to be considered in planning and designing an airport passenger terminal. This is especially true at smaller agencies with limited staff. It would be useful for them to have a guidebook that can be used when planning and designing the various components of a passenger terminal. This guidebook would facilitate discussion during the planning process and allow an airport manager to ask an airport planner or designer "Has this possibility been addressed?" or to respond to public inquiries such as, "Did you think of this idea?" An FAA document on the subject, "Planning and Design Guidelines for Airport Terminal Facilities" (AC 150/5360-13) was prepared in 1988. Airport passenger terminal planners and designers need up-to-date information on how to provide good value and efficiency to meet needs of stakeholders and accommodate changing technologies, materials, regulations, and operational factors for both large and small airports. The objective of this project is to produce an Airport Passenger Terminal Planning Guidebook. The guidebook should include sections (a) describing the airport passenger terminal planning process and (b) identifying current and future issues, trends, impacts, and solutions in airport passenger terminal planning. KW - Air transportation KW - Airlines KW - Airport terminals KW - Airports KW - Design KW - Level of service KW - Passenger service KW - Research projects KW - Turning (Aircraft pilotage) UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=154 UR - https://trid.trb.org/view/1231110 ER - TY - ABST AN - 01462890 TI - Passenger Space Allocation Guidelines for Planning and Design of Airport Terminals AB - As aviation demand continues to grow, increased traffic demands will stress our nation's airports. When referring to airport capacity, the focus is usually placed on runway and airspace capacity. However, the last few years have seen rapid changes in airport terminals as more space is being taken up by security processing requirements, and restored growth in passenger traffic is further stressing terminal facilities. In planning for efficient passenger flow and passenger queuing space in an airport terminal, limited work has been performed to understand the unique Level of Service (LOS) requirements and space requirements of passengers. In fact, much of the research that is commonly used as reference for understanding passenger behavior does not even come from the aviation environment, but rather from terminal studies conducted at the Port Authority Bus Station and the Penn Train Station in New York City by John J. Fruin back in the early 1970's. The airport passenger differs from the commuter passenger observed by Fruin since an airport passenger is more likely to be carrying baggage, traveling with associates or family, and spending longer dwell times in the terminal. A rigorous study of passenger movement and queuing characteristics in congested terminals is needed to help to provide guidance to planners updating terminal facilities to meet future levels of demand. The objective of this research is to develop accurate guidelines for planners and other aviation professionals regarding planning requirements for passenger movement and queuing characteristics in an airport environment. KW - Airport surface traffic control KW - Airport traffic KW - Airports KW - Guidelines KW - Passenger transportation KW - Queuing KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=139 UR - https://trid.trb.org/view/1231114 ER - TY - ABST AN - 01462832 TI - Passenger Air Service Development Techniques AB - Development of air service is a priority for many communities. Yet, air service development teams have little practical guidance on what techniques exist, and which are effective. Air service development (ASD) includes the attraction, initiation, expansion, retention, or any improvement of air service and can include changes in pricing, frequency, capacity, hub-connectivity, or the number of destinations. ASD techniques can include incentives; subsidies; guarantees; changes to rates and charges; marketing; cost-reduction measures; airport-community-airline partnerships; reducing third-party costs, such as ground handling or fueling services; or any other approach taken to encourage development of air service. Currently no single resource document summarizes experience to date in ASD or offers guidance as to when and how different techniques should be used. The objective of this project is to develop a guide that describes techniques that airports and communities can employ in their efforts to develop passenger air service. The guide should include fundamental information to assist airports and the communities they serve to understand the nature of ASD within the general context of the airport, community, and airline business perspectives. KW - Communities KW - Development KW - Partnerships KW - Passenger service KW - Passenger transportation KW - Pricing KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=142 UR - https://trid.trb.org/view/1231055 ER - TY - ABST AN - 01460529 TI - Recommended Practices to Collect and Integrate Airport Operational and Financial Data AB - The four objectives of this research are to (1) assess the current state of the industry related to managing appropriate data from business-related financial and operational activity, (2) develop guidelines and current best practices to fully integrate these data and the business-critical information that they indicate, (3) develop functional specifications for procuring open-architecture systems for integrating these data, and (4) describe a vision of an airport with fully integrated business, operational, and financial information systems. These objectives shall be incorporated into a handbook that provides useful information and resources for airports as they implement systems necessary to effectively meet operational needs, make informed business decisions, and forecast operational and financial trends. KW - Airport operations KW - Airports KW - Automation KW - Budgeting KW - Collection development KW - Database management systems KW - Databases KW - Financial analysis KW - Guidelines KW - Research projects KW - Software UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=121 UR - https://trid.trb.org/view/1228746 ER - TY - ABST AN - 01489346 TI - In-Flight Sensor System and Database Deployment AB - No summary provided. KW - Airplanes KW - Aviation safety KW - Databases KW - Deployment KW - Sensors UR - https://trid.trb.org/view/1258360 ER - TY - ABST AN - 01549303 TI - A Guidebook for Measuring Performance of Automated People Mover Systems at Airports AB - An automated people mover (APM) is a transportation system with fully automated operations, featuring vehicles on guideways with exclusive right of way. About 30 APM systems are operating at airports worldwide; roughly one-half of these systems are at U.S. airports. APM systems are implemented at airports to facilitate passenger and employee movement, generally within the confines of the airport. They typically operate from passenger check-in areas to airplane gates and between gates, allowing more people to move more quickly over longer distances, connecting large, often dispersed airline terminals. More recently, APM systems have been designed to connect airport terminals with parking facilities, car rental services, regional transportation services, hotels, and other related employment and activity centers. APMs are vital to the operation of many airports, in that they provide the fastest and sometimes the only means to travel within an airport. Serious problems arise for APM passengers and for an entire airport when an airport APM system does not operate well or stops entirely. Operators of APMs at airports routinely collect data and develop performance measures to monitor and manage their performance. These measures typically address service availability, service reliability, cost, and operation and maintenance contract compliance. Operators of APM systems at airports would like to make meaningful comparisons of their performance with that of APMs at other airports to assess and improve their performance. A key challenge to conducting meaningful comparisons is that no two airport APM systems are identical. For example, the systems have different sizes, configurations, technologies, maintenance provisions, ages, and operating environments. In addition, performance comparisons must be based on comparable performance measures using comparable data. Currently, there are no performance measures or data-collection practices common to all airport APMs, and research is needed to develop meaningful tools for measuring and comparing performance. The objective of this research is to develop a user-friendly guidebook for measuring performance of automated people mover (APM) systems at airports. The guidebook should identify a set of performance measures and associated data requirements for APM operators at airports to assess and improve performance, compare APM systems, and plan and design future APM systems. The performance measures should address the efficiency, effectiveness, and quality of APM systems at airports, particularly focusing on impacts on APM passengers and on airport performance. KW - Airport design KW - Airport planning KW - Ground transportation KW - Guidelines KW - People movers KW - Performance measurement UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=141 UR - https://trid.trb.org/view/1339619 ER - TY - ABST AN - 01462834 TI - Guidebook for Planning and Implementing Automated People Mover Systems at Airports AB - Over the past 30 years, air travel has grown dramatically. Planes are larger and many airports have changed their character and configuration, becoming far bigger and more complex. Some new airport designs include more and larger terminals and facilities that may be spread over large areas. As a result, these airports have become much less walkable with long distances between facilities and services. Because airline travel is very time-sensitive, it is critical that passengers and employees, of all ages and physical abilities, be able to travel efficiently with luggage, strollers, wheelchairs, or other encumbrances. Recognizing the importance of mobility to passengers and employees, some airports have planned or implemented automated people mover (APM) systems. APMs are systems with fully automated operations, featuring vehicles that on guideways with an exclusive right-of-way. These systems have been developed and implemented in various sizes and configurations beginning in the 1970s and installed in about 120 locations worldwide, including airports, leisure facilities, institutions, and urban areas. APM systems are distinct from traditional, heavy and light rail public transportation, in that they operate without drivers or station attendants. Typically, APM systems use a narrower right-of-way and smaller vehicles than traditional public transportation services. The advent of computerized operations and increased congestion, along with a desire for improved mobility and integration of activities, has spurred the development of APM systems. About 30 APM systems are operating at airports worldwide; roughly one-half of these systems are at U.S. airports. APM systems were implemented to facilitate passenger and employee movement generally within the confines of an airport, generally from passenger check-in areas to airplane gates and between gates, allowing more people to move more quickly over longer distances, connecting large, often dispersed airline terminals. More recently, APM systems have been designed to connect airports terminals with parking facilities, car rental services, regional transportation services, hotels, and other related employment and activity centers. Planning tools are needed (1) to assist airports in considering the feasibility of these systems and (2) to plan and implement APM systems, when appropriate. Research is also needed to provide a historical perspective of APM systems at airports worldwide, a review of existing APM systems at airports, a discussion of available and evolving APM technologies, and a summary of alternative APM service configurations. Research results should be presented in a guidebook that provides practical methodologies and planning criteria for conceptual development and evaluation of airport APM systems. Finally, the guidebook should address implementation of APM systems at airports. The objective of this research is to prepare a comprehensive guidebook for planning and implementing APM systems at airports. The guidebook should include, as appropriate, a CD-ROM with interactive tools that will assist airports to plan and implement an APM system. The scope of this research includes APM systems that provide transportation on airport grounds as well as access to remote facilities (e.g., airport parking, car rental facilities, hotels, off-airport public transportation, and other related activity centers). KW - Airport planning KW - Ground transportation crashes KW - Guidelines KW - Implementation KW - People movers KW - Plan implementation KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=140 UR - https://trid.trb.org/view/1231057 ER - TY - ABST AN - 01462888 TI - Spreadsheet Models for Airport Terminal Planning and Design AB - Good airport planning and design often require computerized analyses of complicated flows and queues within the airport terminal complex (i.e., curbside to gate). The computer models used for these analyses are either based on simple procedures using widely available spreadsheets (hereinafter referred to as spreadsheet models) or sophisticated, discrete event models that often include animated outputs (hereinafter referred to as discrete event models). The discrete event models are usually created on proprietary software. Although some situations require the use of discrete event models, often good preliminary and, in some cases, final answers to many terminal planning and design issues can be obtained using spreadsheet models. Development of user-friendly spreadsheet models to analyze common issues related to airport terminal planning and design would benefit employees of airport operators by providing them with tools they can immediately use, without having to "reinvent the wheel" as they confront issues that are new to them but have been solved elsewhere. In addition, despite widespread use of computers, the profession has not developed a widely available compendium of computer-based models to advance the capability of airport staff and airport planners in general. The objectives of this research are to (1) develop a user-friendly spreadsheet model (or models), with an accompanying manual, to analyze issues common to airport passenger terminal planning and design and (2) produce a compendium that identifies the types, scopes, and availability of spreadsheet and discrete event models that can be used by airport operators for airport passenger terminal planning and design. The prime users of this project's products are intended to be employees of airport operators who are involved in terminal planning and design. KW - Airport design KW - Airport terminals KW - Computers KW - Design KW - Research projects KW - Software KW - Spreadsheets KW - Transportation planning KW - Workshops UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=153 UR - https://trid.trb.org/view/1231112 ER - TY - ABST AN - 01571721 TI - Source Emission and Propagation AB - As part of the PARTNER noise research program, the Source Emission and Propagation project has the goals to provide a better understanding of aviation noise problems and to contribute to the development of improved noise impact prediction tools that lead to developing solutions. Project 2 is primarily concerned with the radiation (emission) of sound from aviation noise sources and how that sound is transmitted (propagated) from noise source to receiver. KW - Air pollution sources KW - Aircraft noise KW - Aircraft operations KW - Airport noise KW - Environmental impacts KW - Pollutants KW - Sound transmission UR - http://partner.mit.edu/projects/source-emission-and-propagation UR - https://trid.trb.org/view/1363299 ER - TY - ABST AN - 01570576 TI - Quantifying and Mitigating the Impact of Aircraft Noise on People AB - As part of the PARTNER noise research program, the Source Emission and Propagation project has the goals to provide a better understanding of aviation noise problems and to contribute to the development of improved noise impact prediction tools that lead to developing solutions. Project 2 is primarily concerned with the radiation (emission) of sound from aviation noise sources and how that sound is transmitted (propagated) from noise source to receiver. KW - Aircraft noise KW - Hazard mitigation KW - Impacts KW - Noise KW - Quantifying KW - Sound transmission UR - http://partner.mit.edu/projects/source-emission-and-propagation UR - https://trid.trb.org/view/1362885 ER - TY - ABST AN - 01570540 TI - Health Effects of Aircraft Noise AB - The goal of Project 19 was to investigate health related consequences of exposure to community noise. For example, cardiovascular effects that may arise as a consequence of stress caused by noise, sleep disturbance where sleep patterns are disturbed and conscious and premature awakenings may occur, and noise related annoyance that can cause negative emotions. Noise can also cause cognitive impairment in children, which can lead to a subsequent impairment in the quality of life. KW - Aircraft noise KW - Aircraft operations KW - Cognition KW - Health hazards KW - Noise KW - Quality of life KW - Sleep deprivation UR - http://partner.mit.edu/projects/health-effects-aircraft-noise UR - https://trid.trb.org/view/1362671 ER -