TY - ABST AN - 01462685 TI - Synthesis of Information Related to Airport Problems. Topic S09-01. Rubber Removal Techniques to Minimize Damage on Grooved Runways AB -

Rubber deposits accumulate with each aircraft operation on a runway.  Build ups of these deposits reduce friction. Grooved runways provide an increased level of safety at airports by preventing water from accumulating and therefore reducing the potential for hydroplaning. Periodic removal of excess rubber is therefore required.  A number of large commercial airports have recently voiced concerns that the varying methods of rubber removal were damaging the runway pavements and associated grooves, resulting in thousands of dollars in repair costs. There are numerous removal techniques that produce varying results.  In addition, the quality of each technique varies from operator to operator, with effects ranging from highly damaging to no damage whatsoever.  Much of the equipment used in these operations is proprietary, further complicating the efforts to standardize specifications for effective rubber removal. The FAA AC 150-5320-12C provides guidance on Measurement, Construction, and Maintenance of Skid-resistant Airport Pavement Surfaces.  The circular identifies common rubber removal techniques, and provides limited guidance.  This report will synthesize grooved runway rubber removal practices at North American airports and all techniques used.  Results will provide a set of best practices and highlight effective procedures that minimize damage to runway pavements and associated grooves. Any patterns of pavement surface damage that could be attributed to rubber removal will also be synthesized. Experience has shown that rubber removal methods are as much art as science.  Previous research is sparse.  To move from art to science, standard performance measures need to be identified to assess the effectiveness of the rubber removal process. Successful specifications and standards will be shared industry-wide in this report.  Airports contacted should include those that contract and those that perform rubber removal with in-house resources, including small to large, multi-runway airports. Thirty to fifty surveys are expected, as a minimum. The synthesis will include a literature review, survey, and evaluation of survey results and a summary of common practices. 

KW - Airport operations KW - Airport runways KW - Hydroplaning KW - Research projects KW - Rubber KW - Skid resistance KW - Tires UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1555 UR - https://trid.trb.org/view/1230907 ER - TY - ABST AN - 01462658 TI - Synthesis of Information Related to Airport Problems. Topic S04-02. Preventing Vehicle-Aircraft Incidents During Winter Operations and Periods of Low Visibility AB -

Winter and low visibility operations on an airport represent times when the risk for a collision between an aircraft and vehicles increases. Factors that increase this risk include: (1) Communication breakdowns or miscommunications between vehicle operators, air traffic controllers, and/or pilots can result in a vehicle-aircraft incident. (2) The urgency to restore the airport to operational status as soon as possible creates pressure on winter operations personnel. (3) Winter operations often occur over extended hours/days that can result in driver fatigue. (4) Visual cues that drivers normally use to navigate on airport runways and taxiways may be obscured or take on a different appearance. (5) Although it is sometimes possible to close a runway while winter/low visibility operations are conducted on it, at other times it is necessary to conduct winter/low visibility operations on the runway between aircraft arrivals and/or departures. (6) Personnel assigned winter operation duties in non-movement areas may inadvertently enter movement areas. (7) Vehicle operators are often faced with multiple distractions when conducting winter/low visibility operations. The objective of this synthesis is to provide a compendium of existing practices, procedures, training, and systems that airport operators use to reduce the risk of vehicle-aircraft incidents during winter/low visibility operations.  The synthesis should address airports with operating full-time, part-time or without airport traffic control towers (ATCTs).  The synthesis should include airports ranging in size from general aviation to large hub.

KW - Air traffic control KW - Air transportation crashes KW - Aircraft KW - Airport control towers KW - Airport operations KW - Airport runways KW - Visibility distance KW - Winter UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1587 UR - https://trid.trb.org/view/1230880 ER - TY - RPRT AN - 01565453 AU - Patterson, James W AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Modification of Visual Approach Slope Indicator Baffles at Pearson Field Airpark, Vancouver, WA PY - 2007/06//Technical Note SP - 24p AB - This technical note describes a research effort that was accomplished to correct a safety deficiency with a Visual Approach Slope Indicator (VASI) system at the Pearson Field Airpark in Vancouver, Washington. During a recent inspection flight, the VASI system was found to be emitting signals that could potentially draw an approaching aircraft dangerously close to an obstruction near the final approach path. As a result, the system was shutdown. The VASI system had baffles previously installed on the inside and on the front opening of the unit that were intended to limit the emission of light in the direction of the obstruction. The baffles were found to have very comparable opening widths in all units of the system, which allowed the signal from some units to be visible within a very close proximity to an obstruction. Typically, each opening requires a different width to provide proper signal blocking at the specific location of the obstruction. The Federal Aviation Administration Northwest-Mountain Region, Navigational Surveillance Weather Systems Team requested the Airport Technology Research and Development Branch’s assistance in correcting the misaligned baffles so that the VASI system could be restored to operation. Engineers from the Airport Technology Research and Development Branch visited the site to analyze the problem; collect data on the geometry of the obstruction, the baffles, and the general layout of the airport; and install and test the new baffles to make sure they operate properly. Engineers designed, constructed, and installed aluminum baffles that blocked the signal from the obstruction area, and provided a 2 degree margin of safety between the obstruction and the visible signal of the VASI. Ground and flight evaluations conducted by the Airport Technology Research and Development Branch verified that the installed baffles had eliminated the hazard by preventing a usable VASI signal from being seen near the obstruction. KW - Air traffic control KW - Approach KW - Baffles KW - Landing aids KW - Lighting KW - Pearson Field Airpark KW - Vancouver (Washington) UR - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=085a8858-8653-4c3f-b110-a7e5ed54d41c&f=TN07-12.pdf UR - https://trid.trb.org/view/1355091 ER - TY - RPRT AN - 01524837 AU - Willems, Ben AU - Koros, Anton AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Advanced Concept of the National Airspace System of 2015: Human Factors Considerations for Air Traffic Control PY - 2007/06//Technical Note SP - 49p AB - During the next decade, all users and service providers within the National Airspace System (NAS) will experience profound changes. This report focuses on changes to the roles, responsibilities, and procedures for air traffic controllers during the transition and implementation of the new NAS. This report provides a description of upcoming enhancements for each system, human factors implications of these enhancements, and the effect of these new technologies and processes on air traffic controllers. The authors suggest that technology alone will not be able to support the increased capacity demands and that system designers will need to rely on a combination of technology and consideration of the human operators in the system. They conclude that the primary human factors considerations of these new technologies and procedures are in the areas of information processing, situation awareness, workload, errors, skill acquisition and maintenance, and new roles and responsibilities. KW - Air traffic control KW - Air traffic controllers KW - Human factors KW - Modernization KW - National Airspace System KW - Procedures KW - System design KW - Technological innovations UR - http://hf.tc.faa.gov/publications/2007-advanced-concept-of-the-national-airspace-system/full_text.pdf UR - https://trid.trb.org/view/1307247 ER - TY - RPRT AN - 01380448 AU - Hallock, James M AU - Soares, Melanie A AU - Research and Innovative Technology Administration AU - Federal Aviation Administration TI - Comparison of the Wake Vortices of Heavy and non-Heavy B757 PY - 2007/06//Technical Report SP - 39p AB - In July 1996, a new wake vortex category was created for the B757-200 which placed it between revised Large and Heavy categories. Shortly thereafter, the B757-300, stretched version of the B757-200, was placed in service and soon was treated by Air Traffic Control as a Heavy aircraft due to its maximum certificated takeoff weight. This study examines the behavior of vortices from both aircraft during landing operations, and shows little difference between the vortices of the two B757 series. Both measurements and theory indicate that the B757-300 vortices decay somewhat faster than B757-200 vortices. Therefore, the B757-300 is being penalized by an unneeded increased wake vortex spacing during landing operations. KW - Air traffic control KW - Aircraft KW - Heavy aircraft KW - Landing KW - Vortices KW - Wakes UR - http://ntl.bts.gov/lib/45000/45100/45126/B757_Report.doc UR - https://trid.trb.org/view/1147507 ER - TY - RPRT AN - 01056032 AU - Chidester, Thomas AU - Hackworth, Carla A AU - Knecht, William AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Participant Assessments of Aviation Safety Inspector Training for Technically Advanced Aircraft PY - 2007/06//Final Report SP - 13p AB - Technically advanced “glass cockpit” aircraft are making their way into general aviation. Aside from technical challenges presented by learning any new system, pilots report some difficulty in acquiring a conceptual understanding of the functions offered by the avionics, developing system monitoring skills and habits, developing mode management and awareness skills, understanding when and when not to use automation, and maintaining manual flying skills. Operating aircraft with advanced avionics requires an additional set of knowledge elements and skills. Currently, Federal Aviation Administration (FAA) aviation safety inspectors are required to inspect technically advanced aircraft, check certified flight instructors, and conduct surveillance of designated pilot examiners who are certifying pilots operating technically advanced aircraft. Therefore, the FAA collaborated with researchers from National Aeronautics and Space Administration and Embry-Riddle Aeronautical University to develop and implement training for aviation safety inspectors on technically advanced aircraft. This paper reports initial participant evaluations of the course. KW - Aircraft KW - Aircraft cabins KW - Aircraft operations KW - Aircraft pilotage KW - Aviation safety KW - Flight instructors KW - Flight training KW - Technically advanced aircraft UR - http://permanent.access.gpo.gov/LPS106556/LPS106556/www.faa.gov/library/reports/medical/oamtechreports/2000s/media/200716.pdf UR - https://trid.trb.org/view/815138 ER - TY - RPRT AN - 01056028 AU - Hackworth, Carla A AU - King, S Janine AU - Cruz, Crystal AU - Thomas, Suzanne AU - Roberts, Carrie AU - Bates, Cristina AU - Moore, Roger AU - Federal Aviation Administration AU - Xyant Technology, Incorporated AU - Federal Aviation Administration AU - Federal Aviation Administration AU - Federal Aviation Administration TI - The Private Pilot Practical Test: Survey Results From Designated Pilot Examiners and Newly Certificated Private Pilots PY - 2007/06//Final Report SP - 27p AB - The Federal Aviation Administration (FAA) considers the reduction of general aviation (GA) accidents to be one of its highest priorities. Ensuring that pilot applicants receive complete and thorough practical examinations that are in full compliance with the appropriate practical test standards is one of the many safeguards in place to improve general aviation safety. Designated Pilot Examiners (DPEs), FAA aviation safety inspectors, and schools with examining authority operating under Title 14 of the Code of Federal Regulations (CFR) Part 141 serve as gatekeepers of aviation safety by ensuring that only pilot applicants that meet all of the regulatory certification requirements are issued pilot certificates. This study used two separate survey instruments to assess practical test examination practices nationally by soliciting feedback from DPEs and newly certificated GA pilots. The first instrument surveyed DPEs. We mailed 848 surveys to DPEs across the United States and screened returned surveys to include only those who had conducted at least one first-time private Pilot Airplane Single-Engine-Land (P-ASEL) practical test in the previous 12 months. Five hundred-forty respondents (64% response rate) met this criterion for inclusion in this paper. The final sample included experienced pilot examiners where over 64% indicated they had been an examiner for at least 11 years. Within the 12 months previous to completing the survey, pilot examiners conducted an average of 30 first-time private P-ASEL category and class rating tests, with 59% indicating that at least 81% of their first-time applicants passed. Nearly 99% of examiners reported using a written plan of action when conducting a practical test. The second instrument surveyed newly certificated GA pilots about their training and practical testing experiences. We mailed 4,216 surveys to pilots who were newly certificated on or after August 1, 2005 for the P-ASEL category and class rating. Returned surveys were screened to include only pilots who were tested by an examiner (includes ASIs, designated pilot examiners, and those tested by both a final phase check and examiner) and to include only those who had no previous private P-ASEL category and class rating practical test failures. This left 1,112 surveys (26% response rate) for reporting purposes. The average amount of time between the certification date and survey completion was less than three months (M=2.7 months; N=986). Source of training for pilots was split across pilot schools (Part 141 and non-Part 141: 43%), and independent flight instructors (57%). The majority of pilots were positive about the quality of flight instruction they received, with more than 80% giving high marks. When commenting upon their practical test experience, more than 95% reported that they were tested on stalls (power-on and power-off), spin awareness (82%), aeronautical decision-making (85%), and in-flight collision avoidance (82%). KW - Air pilots KW - Airline pilots KW - Aviation safety KW - Crash avoidance systems KW - Examinations KW - General aviation KW - General aviation pilots KW - Inspectors KW - Surveys UR - http://www.dtic.mil/cgi-bin/GetTRDoc?Location=U2&doc=GetTRDoc.pdf&AD=ADA469745 UR - https://trid.trb.org/view/815140 ER - TY - ABST AN - 01462883 TI - Developing Improved Civil Aircraft Arresting Systems AB - Currently, there is only one civil aircraft arresting system that meets FAA standards. This Engineered Material Arresting System (EMAS), which uses a cellular material, has been installed at a number of airports and has successfully demonstrated its ability to bring aircraft to a stop in several overrun incidents, to date. However, there are concerns about the currently approved civil aircraft arresting system. At many airports, the land area at the end of a runway is inadequate to accommodate an EMAS system that meets FAA standards. The cost associated with acquiring and installing a cellular material EMAS that requires labor-intensive assembly of multiple blocks is expensive. The durability of the system over time is unknown--there are no tests currently available that can be used to verify that an installed EMAS maintains its original design characteristics. Over the years, there have been several ideas for alternative civil aircraft arresting systems--however, none of these have been submitted to the FAA with the supporting data necessary for approval. Research is needed to identify and evaluate alternatives that are less costly, more easily maintained, and/or require less space to function than a standard EMAS. Several promising options appear to exist. One concept involves decelerating aircraft using a bed of loose aggregate contained under a cover of artificial turf. Other methods of decelerating aircraft using gravel beds have been the subject of research in the United Kingdom. In addition to identifying and evaluating alternative methods, research is also needed to document the steps that must be taken to have a system approved for use at a civil airport in the United States. Any barriers that may preclude manufacturers from making alternative solutions commercially available also need to be identified. Finally, research is also needed to understand how varying the values of the parameters in the current FAA standard affects the design and performance of a civil aircraft arresting system. Performing this type of sensitivity analysis would identify the tradeoffs involved in changing parameters in the current standard. The objective of this project is to advance the development of alternative civil aircraft arresting systems that safely decelerate an aircraft overrunning a runway. This research will (1) identify and evaluate the most promising alternatives to the existing FAA-approved system; (2) identify the steps that must be taken to have such promising alternatives approved for use at a civil airport in the United States, and identify barriers that may preclude manufacturers from making the alternative solutions commercially available; and (3) conduct a sensitivity analysis of the FAA's design and performance parameters for civil aircraft arresting systems to show the effects on system design of varying one or more of the parameters (e.g., aircraft leaving the runway at 60 knots rather than 70 knots). The product of this research project will be a report informing stakeholders of (1) alternatives to the current civil aircraft arresting system, (2) steps required to pursue approval of such systems, and (3) tradeoffs involved in changing current aircraft arresting system design and performance parameters. KW - Air transportation crashes KW - Aircraft KW - Airport runways KW - Crashes KW - Overruns KW - Research projects KW - Safety UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=152 UR - https://trid.trb.org/view/1231107 ER - TY - ABST AN - 01462882 TI - A Guidebook for Airport Safety Management Systems AB - An airport safety management system (SMS) provides a systematic, proactive approach to reducing the risk and severity of aircraft accidents/incidents on the airfield. ICAO has adopted a standard for SMS that has been applicable to international airports since November 2005. The FAA has developed guidance on SMS implementation in the United States and is planning to issue a Notice of Proposed Rulemaking. Airport operators in the United States have safety programs in place that have resulted in today's high level of aviation safety. These programs can form the basis of a more comprehensive SMS. The SMS will supplement these programs by providing a systematic, proactive approach that includes (a) documenting identified hazards and their mitigation; (b) monitoring and measuring the ongoing safety experience of the airport; (c) establishing a voluntary non-punitive safety reporting system that can be used by employees of the airport operator, airlines, and tenants; and (d) improving the entire airport's safety culture. A key component of an SMS is safety risk management that considers the probabilities of occurrence of an accident/incident and the severity or consequences of that accident/incident. A guidebook will be timely and useful to airports in developing and implementing a safety management system consistent with guidance that results from the FAA rulemaking process. The SMS guidebook should describe the associated concepts, methodologies, processes, tools, and safety performance measurements that can be applied by airports based on their level of operations and complexity. The objective of this research is to develop a guidebook for developing an effective airport safety management system for different airport sizes based on FAA regulations that will be issued in the near future. Based on the FAA regulatory process, the guidebook will define SMS, explain the airport operator role in SMS, and provide guidance on the development of an SMS. KW - Airports KW - Guides to information KW - Management KW - Research projects KW - Risk assessment KW - Safety KW - Traffic volume UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=148 UR - https://trid.trb.org/view/1231106 ER - TY - ABST AN - 01570522 TI - EDS Tool Development 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 - Benefit cost analysis KW - Environmental impacts KW - Noise KW - Pollutants KW - Software UR - http://partner.mit.edu/projects/environmental-design-space UR - https://trid.trb.org/view/1362653 ER - TY - RPRT AN - 01162525 AU - Delaware Valley Regional Planning Commission AU - Port Authority of New York and New Jersey AU - New York State Department of Transportation AU - Federal Aviation Administration TI - FAA Regional Air Service Demand Study. Task A - Survey of Passengers and Businesses PY - 2007/05 SP - 447p AB - Included in the study is an examination and assessment of the regions three largehub airports including John F. Kennedy International (JFK), LaGuardia Airport (LGA) and Newark Liberty International Airport (EWR), as well as, six of its small hub airports, including Stewart International (SWF), Westchester County (HPN), and Long Island/Mac Arthur (ISP) Airports in New York State; Trenton Mercer (TTN) and Atlantic City International (ACY) Airports in New Jersey; and Lehigh Valley International Airport (ABE) in Pennsylvania. To some degree, the service areas of the small-hub airports overlap that of the regions large-hub airports. It is therefore important to determine if these outlying airports can provide incremental capacity in the regional airport system. KW - Airport operations KW - Airport planning KW - Airports KW - Decision making KW - Needs assessment KW - Regional transportation KW - Traffic congestion KW - Transportation planning UR - https://trid.trb.org/view/920675 ER - TY - RPRT AN - 01150599 AU - Federal Aviation Administration AU - New York State Department of Transportation TI - FAA Regional Service Demand Study: Task B - Forecast of Passengers, Operations and Other Activities for Stewart International Airport PY - 2007/05 SP - 108p AB - This report presents comprehensive forecasts of aviation demand at Stewart International Airport for the years 2005 through 2015, 2020, and 2025. These forecasts were prepared as part of the Federal Aviation Administration (FAA) Regional Air Service Demand Study, which evaluated future demand at nine nine New York City-area airports. KW - Airport operations KW - Airports KW - International airports KW - New Jersey KW - New York (New York) KW - Passengers KW - Statistical analysis KW - Traffic forecasting KW - U.S. Federal Aviation Administration UR - https://trid.trb.org/view/912718 ER - TY - RPRT AN - 01054441 AU - DeWeese, Richard AU - Moorcroft, David AU - Green, Tom AU - Philippens, MMGM AU - Federal Aviation Administration AU - AmSafe Aviation AU - TNO Defense, Security and Safety AU - Federal Aviation Administration TI - Assessment of Injury Potential in Aircraft Side-Facing Seats Using the ES-2 Anthropomorphic Test Dummy PY - 2007/05//Final Report SP - 32p AB - A project was conducted to assess the injury potential of current side facing aircraft seat configurations using the ES-2 Anthropomorphic Test Dummy proposed for use in Federal Motor Vehicle Safety Standards. The ability of inflatable restraint systems to mitigate injuries in these configurations was also assessed. Impact sled tests were conducted at the Federal Aviation Administration’s Civil Aerospace Medical Institute using a side-facing sofa fixture with cushion construction representative of current business jets. The tests simulated three typical seating configurations: occupant in the middle seat, occupant seated next to a rigid wall, and occupant seated next to an armrest end closure. Two types of restraints were evaluated: a three-point body centered conventional restraint with inertia reel and a similar restraint incorporating a new inflatable shoulder restraint (airbag). The test conditions were the 16g, 44 ft/s, horizontal impact specified in 14 CFR 25.562 but without yaw. Test setup techniques were developed to ensure consistent occupant positioning. Test repeatability was assessed for some test conditions. The suitability of the ES-2 for use in aircraft seat testing was evaluated. Injury criteria were calculated from the data gathered during the tests, including criteria currently published in the Federal Aviation Regulations and Federal Motor Vehicle Safety Standards such as the Head Injury Criteria, upper torso restraint loads, Thoracic Trauma Index, and peak lateral pelvis acceleration. Other research criteria and those identified in proposed Federal Motor Vehicle Safety Standards were also calculated. These criteria included neck forces and moments, Preliminary Lateral Nij, Viscous Criteria, rib deflection, abdominal forces, pubic force, upper spine acceleration, and femur torsion. Results were analyzed to identify criteria relevant for aviation use and seating and restraint system configurations that indicated potential improvements in occupant protection for side-facing seats. KW - Acceleration (Mechanics) KW - Aircraft KW - Aviation safety KW - Dummies KW - Force KW - Head KW - Impact sleds KW - Impact tests KW - Inflatable restraint systems KW - Injuries KW - Injury characteristics KW - Moments (Mechanics) KW - Pelvis KW - Seating position KW - Seats KW - Side-facing seats KW - Tests KW - Thorax KW - Torsion KW - Types of seats KW - Upper torso UR - http://permanent.access.gpo.gov/lps116187/GetTRDoc.pdf UR - https://trid.trb.org/view/813367 ER - TY - RPRT AN - 01054421 AU - King, Raymond E AU - Manning, Carol A AU - Drechsler, Gena K AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Operational Use of the Air Traffic Selection and Training Battery PY - 2007/05//Final Report SP - 11p AB - The Federal Aviation Administration (FAA) is commencing a massive hiring of air traffic control specialists using a new selection procedure, the Air Traffic Selection and Training (AT-SAT) computerized test battery. Before AT-SAT could be used for hiring purposes, however, the issue of its potential for adverse impact (potential unfair discrimination) had to be addressed. A previous project (Wise, Tsacoumis, Waugh, Putka and Hom, 2001) reweighted the subtests and adjusted the overall constant to mitigate potential group differences that could result in adverse impact, without unduly compromising validity. A subsequent study (Dattel and King, 2006) used research participants and found that this effort appeared to have achieved its goal of mitigating group differences that could result in adverse impact. The present study endeavors to: 1) describe how AT-SAT functions as an operational selection method with respect to the several applicant pools, and 2) determine how the reweighting effort fares with actual applicants in the goal of reducing/eliminating group differences that could result in adverse impact. Of the 854 applicants who have taken AT-SAT as part of a job application process (rather than as according to a research protocol), 219 applicants (25.64%) voluntarily disclosed their race; gender was known for 253 (29.63%). The results suggest that the reweighting effort is paying dividends as group differences that could result in adverse impact are not in evidence. While the initial numbers reported here are relatively small, the issue of group differences that could result in adverse impact will be continually monitored. Longitudinal validation, comparing AT-SAT results to training and on-the-job performances, is a research priority due to concerns about the overall passing rate of 93.33%, which is higher than the expected passing rate of 67%. KW - Air traffic controllers KW - Air Traffic Selection and Training KW - Aptitude tests KW - Computerized testing KW - Hiring policies KW - Selection and appointment KW - Utilization UR - http://www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA468134 UR - https://trid.trb.org/view/813177 ER - TY - RPRT AN - 01054004 AU - Federal Aviation Administration AU - MITRE Corporation TI - Capacity Needs in the National Airspace System 2007-2025: An Analysis of Airports and Metropolitan Area Demand and Operational Capacity in the Future PY - 2007/05 SP - 50p AB - In 2003, the Federal Aviation Administration (FAA) convened a team to begin the Future Airport Capacity Task (FACT). The team was led by the FAA’s Airports organization (ARP) and included representatives from the Air Traffic Organization (ATO) and the MITRE Corporation’s Center for Advanced Aviation System Development (CAASD). FACT is an assessment of the future capacity of the Nation’s airports and metropolitan areas. Its goal is to determine which airports and metropolitan areas have the greatest need for additional capacity. By embarking on this initiative, the FAA wanted to assure that the long-term capacity of the U.S. aviation system matched forecasts of demand. This document is the first update to the original study, Capacity Needs in the National Airspace System, An Analysis of Airport and Metropolitan Area Demand and Operational Capacity in the Future (FACT 1), published in 2004. This update is called FACT 2. In response to comments received about the original study, the FACT 2 report provides more transparency in the methodology and analysis. It includes updated data, revised timeframes, and refined analytical methods. Further, specific results and assumptions were shared with those airports identified from the analysis to gather additional input that might impact the findings. Both FACT studies began with an analysis of 291 commercial service airports (the 35 airports, primarily the Nation’s large hubs, contained in the Operational Evolution Plan (OEP), and an additional 256 commercial service airports) as well as 223 metropolitan areas across the county. Based on this initial analysis, the team identified 56 airports for more detailed study (the 35 OEP airports and 21 non-OEP airports). The non-OEP airports were identified using conservative assumptions about fleet mix and airport operations to estimate potential capacity constraints at the individual airport or within a metropolitan area. The same 56 airports were analyzed in both FACT studies. Appendix A provides a list of these airports. The study also identified multiple metropolitan areas, described in Appendix B, which may also face potential capacity constraints. Traffic in the National Airspace System (NAS) was modeled using projections of future enplanements and operations from two different sources: the FAA’s Terminal Area Forecast (TAF) and CAASD’s experimental model of origin and destination traffic. The TAF assesses traffic on an airport-by-airport basis based on the economic and demographic characteristics of the airport metropolitan area. CAASD’s model also assesses traffic based on economic and demographic trends. Unlike the TAF, however, the CAASD model produces forecasts of traffic for individual pairs of origin and destination metropolitan areas. Socio-economic trend information, including changes in demographics, income, market power, and other factors, were considered as part of this analysis. Passenger demand was estimated as originating in, or traveling to, a metropolitan area rather than just a specific airport. This passenger demand was then translated into airport operations through a route selection process (direct or via a third airport) and by determining the correct aircraft fleet necessary to handle the passenger traffic. This additional estimate of future traffic levels was then utilized as part of the demand/capacity analysis (see Appendix D for a detailed explanation of the methodology used in this analysis). The FACT 2 analysis identified a significant number of U.S. airports that can be expected to require additional capacity in the future if demand reaches forecast levels. This finding not only highlights the importance of moving forward with current improvement plans, and keeping such plans on schedule, but seeking new solutions to add even more capacity than is currently planned. KW - Air traffic KW - Airport capacity KW - Airport operations KW - Airports KW - Civil aviation KW - Demand KW - Demographics KW - Economic factors KW - Enplanements KW - Forecasting KW - Future KW - Income KW - Markets KW - Metropolitan areas KW - Origin and destination KW - Passengers KW - Routes KW - Trend (Statistics) KW - United States UR - http://www.faa.gov/airports/resources/publications/reports/media/fact_2.pdf UR - https://trid.trb.org/view/813148 ER - TY - RPRT AN - 01053608 AU - Pfleiderer, Elaine M AU - Manning, Carol A AU - Goldman, Scott M AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Relationship of Complexity Factor Ratings With Operational Errors PY - 2007/05//Final Report SP - 18p AB - This study is an examination of the extent to which objective static sector characteristics and controller ratings of static and dynamic sector complexity factors contributed to the occurrence of operational errors (OEs) at the Indianapolis air route traffic control center (ZID). A multiple regression model of the relationship between a combination of static sector characteristics (sector altitude strata and sector size) resulted in a modest prediction of the variance in OE incidence (R = .70, R² = .49). Sector size was negatively related to OEs, indicating that smaller sectors were associated with more OEs. Sector strata were positively related to OEs, indicating that higher altitude sectors were associated with more OEs. Principal Components Analysis (PCA) of the complexity ratings produced four components with eigenvalues >1.00, accounting for 62% of the variance in the data. Components were used as predictors in a multiple regression analysis of the number of OEs in the ZID sectors. Only Component 1 (climbing and descending aircraft in the vicinity of major airports) and Component 2 (services provided to non-towered airports) contributed significantly to the total proportion of variance explained by the model (R = .78, R² = .61). Component 2 shared an inverse relationship with the number of OEs, indicating that the complexity related to providing services to non-towered airports is associated with fewer OEs. These results will be used to guide the choice of objective measures for further analysis of the influence of static and dynamic sector characteristics in the occurrence of OEs. KW - Air traffic control KW - Aircraft KW - Airports KW - Complexity KW - Dynamic sector characteristics KW - Eigenvalues KW - Indianapolis (Indiana) KW - Operational errors KW - Principal components analysis KW - Regression analysis KW - Static sector characteristics UR - http://www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA467731 UR - https://trid.trb.org/view/811709 ER - TY - RPRT AN - 01053592 AU - Sen, Ahmet AU - Akin, Ahmet AU - Craft, Kristi J AU - Canfield, Dennis V AU - Chaturvedi, Arvind K AU - Gulhane Military Medical Academy AU - Federal Aviation Administration AU - Federal Aviation Administration TI - First-Generation H1 Antihistamines Found in Pilot Fatalities of Civil Aviation Accidents, 1990-2005 PY - 2007/05//Final Report SP - 17p AB - First-generation H1-receptor antagonists are popularly used for alleviating allergy and cold symptoms, but these antihistaminics cause drowsiness and sedation. Such side effects could impair performance and, thus, could be the cause or a factor in accidents. Therefore, the prevalence of these antagonists was evaluated in aviation accident pilot fatalities. During civil aircraft accident investigations, postmortem samples from pilots involved in fatal aviation accidents are submitted to the Civil Aerospace Medical Institute (CAMI) for toxicological analyses. These analytical findings are stored in a database. This CAMI Toxicology Database was examined for the presence of the first-generation antihistamines in pilot fatalities of civil aircraft accidents that occurred during a 16-year (1990–2005) period. Of 5383 fatal aviation accidents from which CAMI received specimens, there were 338 accidents wherein pilot fatalities (cases) were found to contain the antihistaminics brompheniramine, chlorpheniramine, diphenhydramine, doxylamine, pheniramine, phenyltoloxamine, promethazine, and triprolidine. Of the 338 accidents, 304 were general aviation accidents; 175 of the 338 pilots held private pilot airman certificates. Antihistamines were detected alone in 103 fatalities (1 antihistamine in 94 fatalities and 2 antihistamines in 9), while other drug(s) and/or ethanol were also present in an additional 235 fatalities. Thirty-five of the 338 fatalities had more than 1 antihistamine. The antihistamines were found in approximately 4 and 11% of the fatalities/accidents in 1990 and in 2004, respectively. Although blood was not available for the analyses in all 338 cases, the blood concentrations (ng·mL•¹) were 5–200 (n = 8) for brompheniramine; 4–6114 (n = 67) for chlorpheniramine; 9–3800 (n = 125) for diphenhydramine; 10–1309 (n = 33) for doxylamine; and 4 (n = 1) for phenyltoloxamine. The use of antihistamine(s), with/without other drug(s) and/or ethanol, was determined by the National Transportation Safety Board to be the cause in 13 and a factor in 50 of the 338 accidents. The majority of the accidents were of the general aviation category. There was an overall increasing trend in the use of antihistamines by aviators during the 16-year span. Blood levels of the antihistaminics were in the sub-therapeutic to toxic range. Findings from this study will be useful in investigating future accidents involving antihistamines. KW - Air pilots KW - Air transportation crashes KW - Antihistamines KW - Aviation safety KW - Crash investigation KW - Databases KW - Drowsiness KW - Ethanol KW - Fatalities KW - Forensic medicine KW - Sedation KW - Toxicology UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM07-12.pdf UR - https://trid.trb.org/view/811710 ER - TY - RPRT AN - 01053563 AU - Xing, Jing AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Developing the Federal Aviation Administration's Requirements for Color Use in Air Traffic Control Displays PY - 2007/05//Final Report SP - 19p AB - This report describes the materials the authors developed for the Federal Aviation Administration’s requirements for color use in Air Traffic Control (ATC) displays. While many color use guidelines and the Federal Aviation Administration’s Human Factors Design Standard (HF-STD-001) provide general information about how to choose color schemes in visual displays, the purpose of this document is for developers of ATC technologies and human factors practitioners to evaluate the use of color from the perspective of ATC operations. This document provides two checklists. The first is a “To-do” checklist to assess whether the use of a color is effective for its intended purpose of assisting ATC task performance. The second is a “Do-not do” checklist to assess whether the use of color introduces potential negative effects on performance. While the two checklists may not cover all color use issues, they are pertinent to performance and can serve as a baseline to qualify/disqualify color schemes in ATC displays. Developers and human factors practitioners are encouraged to reference these checklists for interface design and acquisition evaluation of ATC technologies. KW - Air traffic control KW - Checklists KW - Color vision KW - Human factors KW - Requirements KW - U.S. Federal Aviation Administration KW - Visual displays UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200710.pdf UR - https://trid.trb.org/view/811708 ER - TY - ABST AN - 01480013 TI - Structural Knowledge Analysis of Aviation Safety Reports AB - The objective of this project is to develop and evaluate methods to aid aviation analysts working with the Voluntary Data Reporting Program (VDRP). VDRP reports consist of statements of problems (e.g. violations) and proposed solutions. The project proposes to develop a taxonomic structure for these reports. The approach differs from standard taxonomic methods in that the project will first derive an expert knowledge structure for the domain of aviation safety. The expert knowledge structure, which will consist of a set of core concepts along with their structural relations, will serve as a type of template to better capture generic aviation safety issues. The taxonomic structure is best viewed as a rich web of interlinked core concepts. Each problem statement and each solution will be represented by a set of nodes (concepts) that are linked (connected) in a specific pattern. Further, the problem structure will be linked to the solution structure, providing a functional mapping of problems onto solutions. It is this functional mapping that will provide the usefulness of the taxonomy. KW - Aviation safety KW - Knowledge KW - Reports KW - Taxonomy KW - Violations UR - https://trid.trb.org/view/1249076 ER - TY - ABST AN - 01462892 TI - Summarizing and Interpreting Aircraft Gaseous and Particulate Emissions Data AB - Substantial gaseous and particulate emissions data have been obtained from in-service aircraft in the series of APEX 1-3 and Una-Una, collected at a cost of almost $4 million. The current volume of data is so extensive that additional interpretation is required in order for it to be used appropriately by the airport community and general public. The objective of this research is to present and interpret the previously obtained APEX 1-3 and Una-Una data sets, when available, in a comprehensive report that summarizes this data in a format that is understandable and usable to the airport community and general public. KW - Aircraft KW - Aircraft exhaust gases KW - Data collection KW - Emission control devices KW - Engines KW - Fuel composition KW - Particulates KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=133 UR - https://trid.trb.org/view/1231116 ER - TY - ABST AN - 01464257 TI - Quick Response for Special Needs. Task 06. Interagency - Aviation Industry Collaboration on Planning for Pandemic Outbreaks AB -

This task conducted a workshop of airport and airline representatives with the various federal agencies involved in responding to a potential pandemic to clarify roles, discuss issues of mutual interest, and identify further coordination activities needed..

KW - Air transportation facilities KW - Airlines KW - Coordination KW - Diseases and medical conditions KW - Interagency relations KW - Pandemics KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2685 UR - https://trid.trb.org/view/1232486 ER - TY - ABST AN - 01462593 TI - Legal Aspects of Airport Programs. Topic 1-05. Responsibilities for Implementation and Enforcement of Airport Land-Use Zoning Restrictions AB - In the past 20 years aviation has grown considerably in the United States, thus compelling airport-related growth.  During this same period of time communities adjacent to airport property have grown as well.  Recent airport expansion plans have been vigorously opposed, often resulting in court action.  Such litigation is caught at the intersection of two traditional legal precedents:  local communities are charged with control of land-use, and do so through zoning and land-use restrictions, while the federal government is responsible for controlling aircraft operations.  States vary as to which administrative body has aviation zoning authority and the extent of that authority.  Federal regulation of airport operations and facilities is managed by the Federal Aviation Administration (FAA).  The FAA is bound by the requirements of the National Environmental Policy Act to enact these regulations in consideration of environmental impacts, such as noise and emissions. Generally, when a project is deemed as an enhancement to flight safety or a modification to property or facilities on existing airport grounds, courts tend to find these modifications in the nature of  "aircraft operations" under the exclusive responsibility of the federal government. A court will hold that a local zoning or land-use regulation is preempted by federal law if it obstructs the federal objectives of safety and improving facilities.  However, when an enhancement project requires additional land, courts are reluctant to preempt local zoning law, believing that the principal motivation for expansion onto new land is to increase capacity rather than safety. Aviation, government, real estate, and property attorneys; legislative and administrative personnel; developers; aviation managers; and researchers have need of a thorough understanding of local and state zoning laws and regulations in order to carry out their individual responsibilities.  However, assessing this information may prove difficult because such ordinances may not be formally published and those that are published may not be widely distributed. This project should synthesize all available federal, state, regional, and local laws and regulations pertaining to aviation land-use and zoning; and identify the primary responsibilities of each relevant legal body and how this responsibility is communicated and enforced.  The project should include an assessment of compatibility and non-compatibility between the laws and regulations and illustrate how conflicts have been resolved historically.  The goal is to produce a comprehensive Legal Research Digest Report with relevant precedent and guidance concentrated in one source.

KW - Aircraft exhaust gases KW - Aircraft noise KW - Airport operations KW - Airport planning KW - Airports KW - Environmental impacts KW - Land use KW - Land use planning KW - Policy, legislation and regulation KW - Research projects KW - Urban growth KW - Zoning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2541 UR - https://trid.trb.org/view/1230814 ER - TY - RPRT AN - 01566461 AU - He, Bill AU - Dinges, Eric AU - Hemann, Justin AU - Rickel, Denise AU - Mirsky, Lena AU - Roof, Christopher J AU - Boeker, Eric R AU - Gerbi, Paul J AU - Senzig, David AU - ATAC Corporation AU - Volpe National Transportation Systems Center AU - Federal Aviation Administration TI - Integrated Noise Model (INM) Version 7.0 User's Guide PY - 2007/04//Final Report SP - 449p AB - The Federal Aviation Administration, Office of Environment and Energy, Noise Division (FAA, AEE-100) has developed Version 7.0 of the Integrated Noise Model (INM) with support from the ATAC Corporation and the Department of Transportation Volpe National Transportation Systems Center. The FAA Integrated Noise Model is widely used by the civilian aviation community for evaluating aircraft noise impacts in the vicinity of airports. The model is typically used in the U.S. for FAR Part 150 noise compatibility planning, FAR Part 161 approval of airport noise restrictions, and for environmental assessments and environmental impact statements under the current version of FAA Order 1050.1E. New features in INM 7.0 include: lateral attenuation calculations based on SAE-AIR-5662; flight path segmentation, flight procedure step types, bank angle calculations, and thrust reverser implementation based on ECAC Doc 29; helicopter modeling methods based on Version 2.2 of FAA’s Heliport Noise Model (HNM); an HNM study import function; a scenario annualization function allowing operations to be adjusted after performing a run; a multi-threaded run mode; fixed-spacing contour grid functionality; increased differentiation between different type of aircraft (civil, military, and helicopter); the ability to input location values in lat/long or X/Y; and many extended database fields. INM Version 7.0 software runs on PCs using a minimum hardware configuration of a Pentium III processor, Microsoft Windows 2000 or XP operating systems, 1.0-Gb RAM, mouse input device, hard disk drive, and CD-ROM drive. KW - Airport noise KW - Computer program documentation KW - Helicopters KW - Heliports KW - INM (Integrated Noise Model) KW - Noise contours KW - Sound level UR - http://ntl.bts.gov/lib/54000/54900/54923/INM_7.0_User_Guide.pdf UR - https://trid.trb.org/view/1355724 ER - TY - RPRT AN - 01102099 AU - Federal Aviation Administration TI - Juneau International Airport : environmental impact statement PY - 2007/04//Volumes held: Draft(2v),Dsum, Final(2v), Fsum KW - Alaska KW - Environmental impact statements UR - https://trid.trb.org/view/862060 ER - TY - RPRT AN - 01051578 AU - Dennis, Burian AU - White, Vicky AU - Huggins, Mark AU - Kupfer, Doris AU - Canfield, Dennis V AU - Whinnery, James E AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Comparison of Amplification Methods to Produce Affymetrix GeneChip Target Material PY - 2007/04//Final Report SP - 9p AB - Whole blood from living subjects is a convenient matrix to use as a source of RNA for microarray experiments with human subjects especially when subject material is collected at a location other than the collaborating site conducting the microarray work. Collection methods for whole blood that include stabilization of the RNA are known but suffer from issues of decreased sensitivity due to the large amount of globin RNA present from reticulocyte lysis. The experiments presented here were designed to test a globin-RNA reduction protocol in conjunction with three different amplification methods. Statistical analysis of the six different protocols, coupled with post-hybridization quality assurance methods, revealed that an amplification protocol that yielded a fragmented biotin-labeled cDNA product resulted in the highest Percent Present calls from the Affymetrix analysis software and the least methodology based variability. Based on these results, this amplification protocol is expected to lead to the greatest sensitivity and accuracy for differential expression testing of the six amplification methods tested. KW - Amplification methods KW - Experiments KW - Human whole blood KW - Microarray experiments KW - Quality assurance KW - Reticulocyte lysis KW - RNA amplification KW - Sensitivity analysis KW - Statistical analysis UR - http://www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA465656 UR - https://trid.trb.org/view/809155 ER - TY - RPRT AN - 01051577 AU - Chidester, Thomas R AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Voluntary Aviation Safety Information-Sharing Process: Prelimary Audit of Distributed FOQA and ASAP Archives Against Industry Statement of Requirements PY - 2007/04//Final Report SP - 14p AB - The Voluntary Aviation Safety Information-Sharing Process (VASIP) is designed to provide a means for the commercial aviation industry and the Federal Aviation Administration (FAA) to collect, share safety-related information, and to use that information to proactively identify, analyze, and correct safety issues that affect commercial aviation. The key to VASIP is the development of a technical process to extract de-identified safety data from any participating airline Flight Operations Quality Assurance (FOQA) or Aviation Safety Action Program (ASAP), aggregate it through a distributed database, and make it accessible to appropriate industry stakeholders for analysis. In 2004, the ASAP and FOQA Aviation Rulemaking Committees (ARCs) identified the National Aeronautics and Space Administration (NASA) as having the institutional background, resources, and personnel capable of developing this technical aggregation framework, as well as the analytical tools to support the process. Beginning in June of 2004, NASA led a collaborative partnership of participating airlines, employee organizations, and FAA representatives to define key components of archives of FOQA and ASAP data. This defined a set of functional requirements for archive development that were approved by the FOQA and ASAP ARCs. In October 2004, at the request of and with partial funding by the FAA, NASA initiated an Information Sharing Initiative under the Aviation Safety and Security Program to provide funds and oversight to develop distributed archiving and analysis. The basic infrastructure was deployed in January 2006, and data archiving began at participating airlines. The current document audits the hardware, software, and networking infrastructure against the original functional specifications provided by the ARCs to NASA. KW - Aviation safety KW - Computers KW - Data collection KW - Distributed databases KW - Financing KW - Flight data KW - Quality assurance KW - Software KW - Stakeholders KW - U.S. Federal Aviation Administration KW - U.S. National Aeronautics and Space Administration UR - https://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200707.pdf UR - https://trid.trb.org/view/809153 ER - TY - RPRT AN - 01050014 AU - Williams, K W AU - Federal Aviation Administration AU - Federal Aviation Administration TI - An Assessment of Pilot Control Interfaces for Unmanned Aircraft PY - 2007/04 SP - 18p AB - An inventory of control systems for unmanned aircraft was completed for 15 systems from nine separate manufacturers. To complete the inventory, a taxonomy of control architectures was developed. The taxonomy identified four levels of horizontal aircraft control, four levels of vertical control, and three levels of speed control. The most automated level of control was a waypoint-level that was found to be present in all of the systems inventoried. Implications of these levels of control on design are discussed. KW - Aircraft pilotage KW - Control systems KW - Drone aircraft KW - Evaluation and assessment UR - http://permanent.access.gpo.gov/LPS105946/LPS105946/www.faa.gov/library/reports/medical/oamtechreports/2000s/media/200708.pdf UR - https://trid.trb.org/view/809099 ER - TY - ABST AN - 01462893 TI - Guidebook for Developing and Managing Airport Contracts AB - Airport operators are responsible for developing and managing a wide variety of aeronautical and non-aeronautical agreements. These include, but are not limited to, agreements for airport use (airline and non-airline); design and construction; commercial development; commercial operations; management; intergovernmental relations; real estate; maintenance and operations of buildings and grounds; utilities; administrative services; military use; airport "through-the-fence" operations; common-use facilities; ground transportation; concessions for a variety of passenger services (rental car, parking, retail/food/beverage); and many others. In addition, with the constant changing environment in the airline industry, airports are becoming more responsible for services and programs that were traditionally the responsibility of the airlines. While large airports typically have full-time professional property- or business-management offices to oversee the development, solicitation, award, administration, and overall management of these contracts, many medium and small air carrier airports as well as many general aviation airports do not. At these airports, the staff responsible for contracts may have other responsibilities in addition to administering these airport agreements and are often not aware of evolving trends or best practices for airports. At present there is no single resource available that presents the airport industry's best practices in preparing and administering agreements. It is difficult to obtain templates for specific kinds of agreements and time consuming to learn proven techniques for administering airport agreements. However, within the airport industry, several airports have developed and implemented creative programs. Other airports can benefit from their experience and example. In addition, the operators of overseas airports have developed and implemented contract procedures that are not widely known in the United States. To obtain copies of agreements that represent "best practices," airport operators must now contact their peers individually, as there is no clearinghouse or easily accessible source for these documents. The objective of this project is to develop an intuitive, easy-to-use guidebook of best practices for developing, soliciting, and managing airport agreements for use by airports of all sizes. The guidebook shall include an interactive CD-ROM that contains templates with options and alternatives for each type of agreement. These shall include, but not be limited to, agreements for airport use (airline and non-airline); design and construction; commercial development; commercial operations; management; intergovernmental relations; real estate; maintenance and operations of buildings and grounds; utilities; administrative services; military use; airport "through-the-fence" operations; common-use facilities; ground transportation; concessions for a variety of passenger services (rental car, parking, retail/food/beverage); and others as appropriate. For the purpose of this project, the term "agreement" includes contracts, leases, purchase orders and similar documents. KW - Air passenger services KW - Airport construction KW - Airport design KW - Airport operations KW - Best practices KW - Contract administration KW - Contracts KW - Ground transportation KW - Guidelines KW - Management KW - Manuals KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=120 UR - https://trid.trb.org/view/1231117 ER - TY - ABST AN - 01462891 TI - Guidebook on Community Responses to Aircraft Noise AB - Generally, current understanding of the factors that influence community responses toward aircraft noise is inadequate. Moreover, an airport's grasp of these factors is important to its ability to manage local aircraft noise issues within the community. When aircraft noise causes community opposition to airport operations or planned development, airports have often attempted to overcome the project-specific opposition rather than manage community expectations for the long term. Without effective, long-term management of community expectations for aircraft noise, airports face a significant constraint to meeting future airport-capacity needs. It is increasingly important for airport decision makers to understand the aircraft noise issue and to take advantage of successful practices at other airports to manage community aircraft noise expectations. Airports also need new techniques or assessment methods to communicate more effectively and thereby manage community expectations. Even where the airport eventually succeeds in reducing community opposition to airport development or expanded operation, the process can delay completion of needed facilities because of political action or lawsuits. Apart from the direct costs of legal action, these delays can add significantly to the costs or benefits of specific projects. In extreme cases, despite implementing many known noise mitigation procedures, airports have been forced to abandon development of much needed new facilities because of unmanaged expectations from aircraft noise. As demand for more air travel forces more metropolitan regions to expand existing airports or seek sites for new secondary airports or even to relocate existing airports from constrained sites, community attitudes toward new and expanded airports will become an even more important element of airport system planning. Although various factors influence community attitudes about airport operations, aircraft noise is the dominant issue at many airports. Research is needed to provide airports with tools to manage these noise issues. The objective of this research is to develop a user-friendly primer for airport managers on the technical issues associated with managing noise in and around airports. The research should provide a discussion of the history of airport noise, issues surrounding airport noise, and the current status of noise issues. It should also provide case studies of airport noise issues and offer guidance on assessing likely community response to aircraft noise. The primer should discuss issues such as sleep disturbance, thrust reverser noise, low-frequency noise (vibration), and other noise issues as deemed appropriate. The primer should also describe educational elements that can be used by airport managers to clearly discuss airport noise issues with communities KW - Aircraft KW - Airports KW - Development KW - Land use KW - Noise KW - Noise control KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=134 UR - https://trid.trb.org/view/1231115 ER - TY - ABST AN - 01462914 TI - Optimizing the Use of Aircraft Deicing and Anti-Icing Fluids AB - Current understanding of the mechanisms of the formation, retention and removal of ice from, and its detection on, critical aircraft surfaces is incomplete, leading to conservative deicing and anti-icing practices that may waste some portion of the aircraft deicing and anti-icing fluids (ADAF) used for this critical function. Airports are under regulatory pressure to minimize the quantity of spent ADAF discharged to waterways or sewage treatment plants because the fluids can contribute to aquatic toxicity, excessive chemical and biological oxygen demand, and deterioration of the airport infrastructure. Sums in excess of $10 million have been spent at individual airports to mitigate ADAF stormwater runoff. Research is needed into the mechanisms of ice formation, retention, and removal from critical aircraft surfaces to better understand the quantities and timing of ADAF application so that both operational safety and environmental protection are assured. Application technologies, materials, surface treatments, or coatings that might optimize ADAF use should be evaluated. Additionally, ice and moisture detection sensors, chemical concentration sensors, and temperature sensors, similar to those routinely installed in runway pavements to assess surface conditions, should be investigated as a means to evaluate critical aircraft surfaces from the cockpit. The objective of this project is to identify procedures and technologies that optimize the use of aircraft deicing and anti-icing fluids, thus reducing their environmental impact while assuring safe aircraft operations in deicing and anti-icing conditions. The project will produce (1) a description of the application of currently available procedures and technologies to optimize ADAF use, (2) the results of an experiment to validate the effectiveness of promising procedures and technologies, (3) a plan for implementation of these promising procedures and technologies, and (4) recommendations for further study. KW - Aircraft KW - Aircraft operations KW - Aviation safety KW - Deicing KW - Deicing chemicals KW - Environmental impacts KW - Optimization KW - Waste management KW - Wastewater UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=122 UR - https://trid.trb.org/view/1231138 ER - TY - ABST AN - 01464258 TI - Quick Response for Special Needs. Task 05. Quarantine Facilities for Arriving Air Travelers: Identification of Planning Needs and Costs AB -

With the prospect of a worldwide outbreak of a new or emerging disease, public health authorities have revived disease control concepts such as quarantine (segregating individuals who may have been exposed to an infections disease but who are not yet ill.) Quarantine historically has focused on ports of entry, which in today's world means airports. The Centers for Disease Control and Prevention (CDC) has sponsored a series of tabletop exercises at airports in which one of the key issues was whether suitable facilities existed on airport property to accommodate several hundred people for days or even weeks. The CDC's proposed rule, issued in November 2005, calls for airports to identify such facilities as part of their pandemic preparedness. [The National Strategy for Pandemic Preparedness Implementation Strategy (May 2006) similarly includes]. However, to date there has been no discussion of what types of facilities might be necessary and appropriate, whether such facilities can or should be located on airport property, whether other, existing facilities could be adapted for this purpose or new facilities could serve multiple uses, and who should bear the cost of providing and maintaining these facilities. There is also a need to develop guidelines for airports to maintain continuity of operations if airport employees (maybe up to 30%) do not come to work because they are either sick or concerned about coming in contact with sick individuals. The objective of this task was to develop a set of criteria and guidance for use by airport operators in identifying potential quarantine facilities on or off the airport and for continuity of airport operations. The guidance was developed in consideration of and based on evaluation of requirements and constraints, including such factors as: (a) physical needs of individuals to be quarantined (e.g. beds, sanitation, security, food); (b) non-airport resources available to provide basic necessities (e.g. Red Cross); (c) structural requirements for such facilities (square footage, climate control, plumbing, etc.); (d) transportation from aircraft to facility; (e) potential existing facilities at airports or in community, including those identified in other plans (e.g. hurricane shelters, family assistance sites, etc.); (f) potential for multiple use for new facilities; (g) operational and financial impacts of identifying on-airport facilities; and (h) planning guidelines for expected maximum number of individuals to be quarantined.

 

KW - Airport operations KW - Airports KW - Arrival passenger flow KW - Centers for Disease Control and Prevention KW - Costs KW - Disaster preparedness KW - Diseases and medical conditions KW - Environmental policy KW - Pandemics KW - Planning KW - Quarantine KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2684 UR - https://trid.trb.org/view/1232487 ER - TY - ABST AN - 01462687 TI - Synthesis of Information Related to Airport Problems. Topic S02-02. Sustainable Facilities and Practices AB -

Aviation sustainability is a global issue that is addressed in part by airports on local and regional levels.  Airport Sustainability as defined by the "triple bottom line" is evolving at airports.  Many airports are developing and implementing practices that meet some aspects of sustainability under the triple bottom line categories of economic, environmental and social equity practices. However, there is no common framework that lists the components comprising the triple bottom line or that reports how airports might be achieving these components.  In addition, there is no framework to compile the components that airports might be developing or considering to achieve the "triple bottom line."  To facilitate rapid adoption of sustainable practices at airports, a comprehensive list of key components comprising the triple bottom line is needed. This list must go beyond LEED certification and EMS, and include how airports are monitoring, measuring and reporting.  The list must identify "triple bottom line" components airports are considering, planning, or have undertaken.  Barriers to implementation must also be identified. 

 

KW - Airport operations KW - Airports KW - Development KW - Equity (Justice) KW - Monitoring KW - Research projects KW - Sustainable development UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1553 UR - https://trid.trb.org/view/1230909 ER - TY - ABST AN - 01462686 TI - Synthesis of Information Related to Airport Problems Topic S03-03. Airport Economic Impact Methods and Models AB -

The role of local airports in regional and state economies has substantially changed in the past two decades and continues to evolve.  Agencies, including airport operators and managers conduct economic impact studies to demonstrate the significance of their airport, as a means to persuade policy makers to protect airports against adjacent incompatible uses, and as rationale to pursue projects and business lines that would add vitality to regional interests. The increased efficiency of aviation and air travel has lead to changes in the relationship between airports and regional economies.  Air cargo has the fastest growth rate of any freight mode, and has gained economic importance with the growth of national and global markets and supply chains for manufactured goods.  General aviation airports focusing on traditional general aviation uses and specialty segments, such as air cargo, corporate jets or aircraft maintenance, have also emerged.  Passenger air travel has taken on increased importance for education, R&D, technology and tourism clusters. The economic role of larger airports has also changed with the growth of international gateways, shifts in passenger and freight hubs, and changes in airline business practices. Often these various factors are being addressed by local airport economic impact studies, using new tools and methods for economic impact analysis.  The traditional methods used in airport economic impacts studies are often inadequate for capturing the unique value of the airport to its local community.  Some of the newer studies may have moved beyond the traditional method, promulgated 15 years ago, which focused on applying multipliers to airport jobs and visitor spending (the 1992 FAA document:  "Estimating the Regional Economic Significance of Airports."). A new guide might be desirable in the future, and a first step would be to have a synthesis study document the newer issues and tools that comprise the state of practice today.  The focus of this synthesis is on how economic impact studies of airports are conducted today, which is quite different from the incremental economic benefit/cost analysis of investing in an airport project.  This project will focus specifically on methods and models used to (a) define and identify, (b) evaluate and measure and (c) communicate the different facets of economic impact and community benefits that local airports are having on or provide to communities and regions.  First, the study will review the literature of newer studies on economic impacts and community benefits of airports, which are widely available on the internet and through local and state agencies.  Second, it will survey appropriate organizations to collect information on the extent of these studies, their motivation and use.  Third, it will assemble a list of sample reports on local and state studies that illustrate the different facets of impact and approaches used to assess economic roles.  Finally, the report will discuss the various analysis methods, models and tools that are available and in use for local airport economic studies.  It will also discuss their applicability and tradeoffs, including shortcomings of existing methods and models. 

 

KW - Airport operations KW - Airports KW - Economic development KW - Economic impacts KW - Economics KW - Passenger transportation KW - Regional airlines KW - Regional planning KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1554 UR - https://trid.trb.org/view/1230908 ER - TY - ABST AN - 01460054 TI - Synthesis of Information Related to Airport Problems. Topic S02-01. Effects of Aircraft Noise AB -

Despite 30 years of successfully reducing the effects of aircraft noise, millions of people living near airports worldwide continue to be affected.  Noise continues to be one of the primary environmental concerns the public has with aircraft operations and more information is sought on the effects of noise from aircraft.  The federal government, local government, airport operators, airlines, and aircraft manufactures continue to invest heavily in reducing aircraft noise exposure. In 1985, the FAA published the Aviation Noise Effects document, which served as a compendium of research concerning the effects of aircraft noise.  Since that time, extensive research has been conducted concerning all of the topics addressed in the 1985 document.  However, no centralized location exists that summarizes the findings of new research and conclusions.  A compendium of current research is needed concerning the effects of aircraft noise on residents regarding selected topics listed below.

 

KW - Aircraft noise KW - Aircraft operations KW - Airport operations KW - Airport planning KW - Environmental impacts KW - Noise KW - Noise sources KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1552 UR - https://trid.trb.org/view/1228270 ER - TY - ABST AN - 01460053 TI - Synthesis of Information Related to Airport Problems. Topic S10-02. Common-Use Facilities and Equipment at Airports AB -

As airports work with airlines to increase efficiency, lower costs, and improve customer service, there is considerable interest and activity along a continuum from exclusive-use to common-use while maintaining individual airline identity. Common-use enables airports and airlines to flexibly manage operations in the passenger processing environment.  This synthesis will provide meaningful information to aviation stakeholders in the airport environment considering how common use facilities and practices may impact finances, technology, operations, facilities, business decisions, and policies.  The synthesis focuses on facilities, systems and practices that comprise the common use environment.  Common use facilities and systems may include passenger processing, ground handling, and technology infrastructure.  Examples include ticketing, kiosks, baggage systems, next generation check-in, hold rooms, gates, loading bridges, aprons, preconditioned air and power.  Common-use practices are activities, agreements and policies that facilitate sharing.  Examples include, but are not limited to, providing or expanding common-use facilities, passenger processing asset monitoring and management, lease and use agreement modifications, and competition plans. The intended audience of this report includes airport operators and stakeholders considering transition to common use.  Stakeholder perspectives that should be considered are airlines, passengers, government, vendors and ground handlers.  The synthesis principal investigator will survey airports on their experience with current and planned common-use facilities.  The synthesis will include advantages and disadvantages of common-use systems, business and operational practices that require modification to implement common-use, and actual experience to date.

KW - Airport facilities KW - Airport operations KW - Airport terminals KW - Airports KW - Customer service KW - Passenger terminals KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1556 UR - https://trid.trb.org/view/1228269 ER - TY - ABST AN - 01460052 TI - Synthesis of Information Related to Airport Problems. Topic S10-03. Impact of Airport Pavement Deicing Products on Aircraft and Airfield Infrastructure AB -

Field reports increasingly suggest that the use of Pavement Deicing Products (PDPs), including alkali acetate and alkali formate products (such as sodium- and potassium- acetate and formate based products), on aprons, runways and taxiways may result in substantial damage to various aircraft and airfield infrastructure. One example is impact to carbon brakes found on modern transport aircraft.  Damage may result in reduced brake life, and introduces the possibility of brake failure during high-speed aborted takeoff, with the concomitant risk of fire from hydraulic fluid released during such an event.  Other examples include reports of cadmium corrosion, aluminum corrosion, corrosion in landing gear joints, electrical wire bundle degradation, corrosion of runway lighting fixtures, and damage to airfield infrastructure associated with the use of PDPs. The Airport Cooperative Research Program (ACRP) includes three deicing research projects underway at this time.  To avoid duplication, this synthesis will report strictly on how airports deice their airfield pavements, chemicals used, amounts applied, and evidence of associated corrosion or degradation of aircraft and airfield infrastructure.  The synthesis will assemble information obtained from other ACRP research projects and update that information to include quantities and types of PDPs used over the years reflected in the survey. The consultant will produce a matrix identifying specific PDPs used and their respective volumes at each respondent airport.  The consultant also will conduct a literature search and assemble readily available documentation of damage reported from the use of PDPs at airports, including reports from the Federal Aviation Administration; aircraft brake manufacturers, airframe manufacturers, airlines, airports, and PDP manufacturers, along with any information on outcomes from reported damage.  Industry groups such as Airports Council International-North America (ACI-NA), American Association of Airport Executives (AAAE), National Association of State Aviation Officials (NASAO) and Air Transport Association (ATA) will assist the consultant in obtaining relevant information.  Where available, cost information will be included. Based on the information collected, the selected consultant will synthesize what was found about damage to aircraft and airfield infrastructure.  The consultant will also identify gaps in the existing knowledge base.

KW - Aircraft KW - Airport operations KW - Airport runways KW - Airports KW - Corrosion KW - Deicing KW - Deicing chemicals KW - Landing gear KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1557 UR - https://trid.trb.org/view/1228268 ER - TY - RPRT AN - 01565454 AU - Carroll, Nathan M AU - Dempsey, Barry J AU - University of Illinois, Urbana-Champaign AU - Federal Aviation Administration TI - Anti-icing Pavement Coating Study at Chicago O'Hare International Airport PY - 2007/03//Final Report AB - Airports generally use two common strategies for keeping snow and ice buildup on aircraft movement areas to a minimum. The practice of anti-icing is primarily preventive, where the formation or development of bonded snow and ice is minimized by timely applications of a chemical freezing-point depressant (FPD) in advance and sometimes during each winter precipitation event. Deicing on the other hand is a primarily reactive practice because the FPD is not applied until snow or ice has already accumulated and formed a bond to the pavement surface. There are advantages and disadvantages to both practices. Anti-icing has the potential of lower costs due to less chemical being used than in deicing; however, a more systematic approach is often needed. Deicing may demand less upfront planning but usually requires a larger quantity of FPD to work its way through the snow pack to reach the snow/pavement interface and destroy or weaken the bond. A promising new pavement coating claims to offer unique anti-icing characteristics that have the potential to reduce the costs and environmental impact associated with airport pavement anti-icing. The coating claims to require the application of less quantity of FPD chemical over multiple winter storm events compared to amounts necessary for typical airport pavement surfaces. The coating is a permanent treatment consisting of epoxy adhesive and porous aggregate chips applied to existing pavement surfaces. Additionally, the durability and friction characteristics of the coating are claimed to be comparable to typical airport pavements. The purpose of this study was to evaluate the effectiveness of the anti-icing coating in terms of its anti-icing performance compared to adjacent pavement surfaces that did not have the coating. In addition, the durability and friction characteristics of the coating were measured and observed over the course of the evaluation. The anti-icing coating was applied to a 200-foot section of pavement on taxiway Kilo at Chicago O’Hare International Airport. The evaluation was conducted from November 2004 through July 2005. At the conclusion of the project, a thorough review of all collected data showed that there was no observable improvement between the antiicing performance of the pavement surfaces with the anti-icing coating and the adjacent pavements that did not have the coating. Additionally, there were signs of delamination and loose aggregate in some areas of the coated test section. KW - Airport runways KW - Anti-icing KW - Chicago O'Hare International Airport KW - Coatings KW - Durability KW - Evaluation KW - Friction UR - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=daaeb881-7235-4593-9bf8-0a4888027ecf&f=DOT_FAA_AR-06_58.pdf UR - http://www.airporttech.tc.faa.gov/Download/Airport-Safety-Papers-Publications-Detail/dt/Detail/ItemID/75/Anti-Icing-Pavement-Coating-Study-at-Chicago-O%E2%80%99Hare-International-Airport UR - https://trid.trb.org/view/1355086 ER - TY - RPRT AN - 01565341 AU - Patterson, James W AU - Federal Aviation Administration AU - Federal Aviation Administration TI - End-Around Taxiway Screen Evaluation PY - 2007/03//Technical Note SP - 53p AB - The Federal Aviation Administration (FAA) Airport Safety Technology Research and Development Section was tasked to design and evaluate an end-around taxiway (EAT) visual screen to mask aircraft using the EAT. This evaluation effort was conducted to investigate the most conspicuous material, configuration, pattern, color, and lighting methods that would make the EAT visual screen visible to pilots operating on a runway equipped with an EAT. The visual screen should be visible during both daytime and nighttime conditions and should be adaptable for use at airports that have already constructed, or are planning to construct, this type of taxiway. This report describes the research, development, and evaluation efforts that were performed to determine the best design characteristics for the visual screen. The evaluation was conducted through a series of comparative evaluations at the Atlantic City International Airport, including a final evaluation involving pilots of various aviation backgrounds. The results of this evaluation showed that a screen height of 13 feet was satisfactory; the color and size combination of a 12-foot-wide, red and white diagonal striping proved most effective; and that the use of engineering-grade reflective material prevents the need for additional external lighting to enhance screen visibility at night. Additional findings were made regarding effective access for emergency equipment and verification that the effectiveness of the screen was not degraded by tilting the screen surface 14 degrees to avoid interference with airport-based radar systems. Ninety-eight percent of the subject pilots involved ranked the proposed screen design as being effective in performing the function of masking an aircraft on the EAT. KW - Airport runways KW - Atlantic City International Airport KW - Design KW - Evaluation KW - Screens KW - Taxiways UR - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=eea65b54-12c9-4a21-ae8c-1bcac02531a6&f=TN06-59.pdf UR - https://trid.trb.org/view/1355473 ER - TY - RPRT AN - 01162527 AU - Federal Aviation Administration TI - General Aviation Pilot's Guide to Preflight Weather Planning, Weather Self-Briefings, and Weather Decision Making. Preflight Guide V. 1.2. PY - 2007/03 SP - 37p AB - This guide is intended to help general aviation (GA) pilots, especially those with relatively little weather-flying experience, develop skills in obtaining appropriate weather information, interpreting the data in the context of a specific flight, and applying the information and analysis to make safe weather flying decisions. KW - Aircraft pilotage KW - Aviation safety KW - Data collection KW - Decision making KW - Flight crews KW - Flight personnel KW - General aviation pilots KW - Preflight briefing KW - Weather UR - https://trid.trb.org/view/920678 ER - TY - RPRT AN - 01135277 AU - American Meteorological Society AU - Federal Aviation Administration AU - National Science Foundation TI - Integrating Space Weather Observations and Forecasts into Aviation Operations PY - 2007/03 SP - 58p AB - As cross-polar traffic increases, the aviation industry is becoming more aware of the impacts space weather can have on operations. (Space weather refers to the conditions on the Sun and in the solar wind, magnetosphere, ionosphere, and thermosphere that can influence the performance and reliability of space-borne and ground-based technological systems and can endanger human life or health.) The industry is primarily concerned about risks during high-latitude (>50DGN) and polar operations (>78DGN) since impacts of space weather can be greatest in these regions. Effects include disruption in High Frequency (HF) communications, satellite navigation system errors, and radiation hazards to humans and avionics. These concerns not only apply to current operations, but become even more important at all latitudes when considered within the framework for the Next Generation Air Transportation System (NextGen is an interagency initiative to transform the U.S. air transportation system by 2025). Additionally, with the potential space tourism and intercontinental space flight markets, these risks are equally important to the commercial space transportation industry. KW - Air traffic control KW - Air transportation KW - Aircraft pilotage KW - Aviation KW - Aviation safety KW - Commercial space transportation KW - Communication systems KW - Navigation systems KW - Weather forecasting KW - Weather radar UR - https://trid.trb.org/view/892807 ER - TY - RPRT AN - 01049510 AU - Jerry, Crutchfield AU - Rosenberg, Craig AU - Federal Aviation Administration AU - Boeing Company AU - Federal Aviation Administration TI - Predicting Subjective Workload Ratings: A Comparison and Synthesis of Operational and Theoretical Models PY - 2007/03//Final Report SP - 14p AB - Output from a computer simulation of two air traffic control (ATC) scenarios was fit to workload ratings that ATC subject-matter experts provided while observing each scenario in real time. Simulation output enabled regression analyses that tested the assumptions of a variety of workload prediction models. These included both operational models that use observable situational and behavioral variables (e.g., number of aircraft and communications by type) and theoretical models that use queuing and cognitive architecture variables (e.g., activities performed, amount of busy time, and sensory and cognitive resource usage). Results suggested the models that included number of activities performed weighted by priority accounted for the highest amount of variance in subjective workload ratings. KW - Air traffic control KW - Cognitive factors KW - Mathematical prediction KW - Ratings KW - Regression analysis KW - Simulation KW - Theoretical models KW - Variance KW - Workload UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200706.pdf UR - https://trid.trb.org/view/809010 ER - TY - RPRT AN - 01049498 AU - Xing, Jia AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Color Analysis in Air Traffic Control Displays, Part II. Auxiliary Displays PY - 2007/03//Final Report SP - 19p AB - This report presents the second part of our analysis of color use in Air Traffic Control displays. Part I of the study focused on operational displays, while this investigation focuses on auxiliary information displays with which controllers acquire additional information to make decisions. We chose three frequently used decision support displays for the analysis. Those are: User Request Evaluation Tool (URET), Traffic Management Advisor (TMA), and Integrated Terminal Weather System (ITWS). For each display, we documented the background and default colors, color-coding, color usage, associated purposes of color use, and color complexity. With this systematic documentation, we were able to assess compatibility across displays. Using the color checklists we developed earlier, we also analyzed the effectiveness and shortcomings of color use in these displays. The results revealed a number of instances where the use of color might not be effective for its given purpose and where a color could have potential negative effects on task performance. The results of this study can benefit design prototypes and acquisition evaluation for new Air Traffic Control technologies. KW - Air traffic control KW - Color KW - Colorimetry KW - Data displays KW - Decision making KW - Design KW - Human factors KW - Prototypes UR - http://www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA465404 UR - https://trid.trb.org/view/808980 ER - TY - RPRT AN - 01524839 AU - Ahlstrom, Ulf AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Availability and Operational Use of Weather Information by En Route and Terminal Controllers PY - 2007/02//Technical Note SP - 57p AB - Future air traffic control concepts include many new roles and responsibilities among controllers, air traffic management, pilots, and flight dispatchers. An important aspect of future concepts specifically aims at mitigating operational constraints caused by adverse weather conditions. Therefore, it is important to evaluate the current weather information available to these operators to assess future weather requirements for National Airspace System operations and safety. In the present paper, the author compares and contrasts the procedural requirements in Federal Aviation Administration Order 7110.65R that en route and terminal controllers follow when they use weather-related information. The author summarizes what weather information is available at the controller workstation and outlines how controllers use this information operationally. KW - Air traffic control KW - Airport operations KW - Aviation safety KW - Procedures KW - Weather conditions UR - http://hf.tc.faa.gov/publications/2007-availability-and-operational-use/full_text.pdf UR - https://trid.trb.org/view/1307242 ER - TY - RPRT AN - 01173183 AU - Federal Aviation Administration TI - National Aviation Research Plan, 2007 PY - 2007/02 SP - 76p AB - The 2007 National Aviation Research Plan (NARP) provides a high-level plan for each research and development (R&D) goal to show how the programs are working together to achieve the 2015 milestones. Each 2015 milestone involves a demonstration. The demonstrations will prove concepts. The purpose of these demonstrations is to show that it is possible to meet the national target by 2025, that the limitations and barriers are understood, and that there is a feasible solution. 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/927780 ER - TY - RPRT AN - 01046827 AU - Prinzo, O Veronika AU - Hendrix, Alfred M AU - Hendrix, Ruby AU - Federal Aviation Administration AU - Hendrix & Hendrix AU - Federal Aviation Administration TI - An Analysis of Preflight Weather Briefings PY - 2007/02//Final Report SP - 28p AB - Weather is often cited as a factor in general aviation (GA) accidents and mishaps. The type of weather information requested from, or provided by, automated flight service station (AFSS) specialists is dependent on weather conditions at the time the preflight briefing occurs. However, little is known about how this weather information is used by GA pilots. The purpose of this research was to document the types of AFSS weather information that GA pilots requested and received and how this information might influence flight planning and weather–based decisions. A content analysis was performed on 306 GA pilot telephone conversations with AFSS specialists who staffed the preflight position. Twenty-four hours of continuous recordings of one good, typical, and bad weather day at an AFSS in the New England, Northwest Mountain, and Southwest Region were obtained prior to the Federal Aviation Administration contracting out those services. The data show that more calls were made on days of bad weather than on days of good and typical weather within the vicinity serviced by the AFSS. Approximately 78% of the pilots requested a preflight briefing (they requested a standard weather briefing more often than any other), and about 15% declined a weather briefing when asked by the AFSS specialist. Of the pilot-requested preflight weather briefings, specialists relayed the following weather items: Weather synopsis, sky conditions (clouds), visibility, and weather conditions at the departure, en route, and destination point. When pilots declined preflight weather briefings, as they did in 15.4% of the calls (good weather 16.7%, typical weather 5.0%, bad weather 20.6%), AFSS still relayed weather synopsis and sky conditions (clouds) in addition to any other weather conditions that might prove to be significant during a flight. Whether by asking for additional information or receiving weather information from specialists, 31 pilots decided that it was best to change their flight plans (46.9% delayed, 15.6% postponed or cancelled their flights, and 15.6% looked for alternate routes and destination points). Surprisingly, 27% of the pilots who were told ‘VFR Flight Not Recommended’ went ahead and filed a VFR flight plan anyway. KW - Air transportation crashes KW - Automated flight service stations KW - Aviation safety KW - Flight KW - General aviation KW - General aviation aircraft KW - General aviation pilots KW - Information services KW - Pilot briefings KW - Planning KW - Pretrip briefings KW - Visual flight KW - Weather KW - Weather conditions UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200704.pdf UR - https://trid.trb.org/view/806118 ER - TY - RPRT AN - 01046402 AU - Williams, Kevin W AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Unmanned Aircraft Pilot Medical Certification Requirements PY - 2007/02//Final Report SP - 14p AB - This research study was undertaken to create recommendations for unmanned aircraft pilot medical certification requirements. The effort consisted of the convening of a panel of subject matter experts and interactions with groups engaged in the process of establishing unmanned aircraft pilot guidelines. The results of this effort were a recommendation and justification for use of the second-class medical certification. KW - Air pilots KW - Drone aircraft KW - Guidelines KW - Medical certification KW - Recommendations UR - http://www.fas.org/irp/program/collect/ua-pilot.pdf UR - https://trid.trb.org/view/806335 ER - TY - ABST AN - 01462698 TI - Light Detection and Ranging (LIDAR) Deployment for Airport Obstructions Surveys AB - Obstructions surveys--the identification and mapping of objects on the ground that might interfere with aircraft operations--are required at all airports. These surveys are used by the airport to analyze when action is needed to avoid or remediate impingements on airspace (e.g., reduce the height of trees near runways); by airlines to analyze flight paths for their aircraft; and by the Federal Aviation Administration (FAA) to analyze and design new instrument approaches, including global positioning system (GPS) approaches. Airports also use these surveys to update airport layout plan (ALP) drawings that may become the basis for restricting the heights of structures that could impinge on airspace and to note locations of temporary potential obstructions (e.g., construction cranes). The National Oceanic and Atmospheric Administration's (NOAA) National Geodetic Survey (NGS), operating under a series of interagency agreements with the FAA, is responsible for certifying that information developed from obstructions surveys meet the requirements for operation of the National Airspace System. Obstructions data collected and information derived from those data for ALP development may go beyond NGS-administered requirements. Most obstructions-survey data are obtained using field-survey and photogrammetric methods. A traditional NOAA-certified obstruction survey takes approximately 6 months, and a backlog of demand for such surveys far exceeds the funding available under federal programs, so that some airports must operate with obsolete and possibly inaccurate obstructions information. In addition, introduction of new GPS approaches at airports has increased demand for obstructions-survey data and lack of resources for obstructions surveys impedes FAA's ability to support this new technology. Seeking to reduce costs and enhance accuracy of obstructions surveys, the FAA and NOAA have been conducting research on the use of airborne LIDAR technology. This research has proven that airborne LIDAR data can be used effectively in analysis and mapping of obstructions, including treetops and poles, accurately. Now that use of airborne LIDAR data has been proven technically effective for obstruction analysis, further research is needed to establish a cost-effective methodology that airports and their consultants can adopt to procure, process, and use these new data. The objectives of this research are (a) to describe requirements that must be met to use LIDAR data in aeronautical obstructions surveys and airport layout plan (ALP) elevation surveys; (b) to recommend procurement specifications and procedures that could be used by airports or other agencies for procuring and using LIDAR data; and (c) to describe the technical bases that could justify acceptance of LIDAR-based obstructions surveys by the NGS, FAA, airports, and airlines.

KW - Airport ground transportation KW - Airport operations KW - Airport runways KW - Airport surface traffic control KW - Global Positioning System KW - Laser radar KW - Obstructions (Navigation) UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=135 UR - https://trid.trb.org/view/1230920 ER - TY - RPRT AN - 01596013 AU - Roof, Christopher AU - Hansen, Andrew AU - Fleming, Gregg AU - Thrasher, Ted AU - Nguyen, Alex AU - Hall, Cliff AU - Dinges, Eric AU - Bea, Raymond AU - Grandi, Fabio AU - Kim, Brian AU - Usdrowski, Scott AU - Hollingsworth, Peter AU - Federal Aviation Administration TI - Aviation Environmental Design Tool (AEDT) System Architecture PY - 2007/01/29 SP - 35p AB - The Federal Aviation Administration's Office of Environment and Energy (FAA-AEE) is developing a comprehensive suite of software tools that will allow for thorough assessment of the environmental effects of aviation. The main goal of the effort is to develop a new capability to assess the interdependencies between aviation-related noise and emissions effects, and to provide comprehensive impact and cost and benefit analyses of aviation environmental policy options. The building block of this suite of software tools that integrates existing noise and emissions models is the Aviation Environmental Design Tool (AEDT). AEDT will provide a framework for consistent modeling and assessment of aviation environmental effects by Merging of existing tools and new modules into both a publicly available, regulatory/planning component (Local) and the policy component of AEDT (Global). The central building blocks used for the AEDT system are four existing FAA noise and emissions modeling applications: (1) Integrated Noise Model (INM) – local noise; (2) Emissions and Dispersion Modeling System (EDMS) – local emissions; (3) Model for Assessing Global Exposure to the Noise of Transport Aircraft (MAGENTA) – global noise; and (4) System for assessing Aviation’s Global Emissions (SAGE) – global emissions. This core of AEE developed applications contains the software implementations of best-practice environmental modeling and assessment techniques for aviation. Each application and its development history are summarized below. While the four core software applications noted above implement the best-practice techniques for the respective local and global, noise and emissions models for aviation, they do so in a disjointed and, in some cases, inconsistent way; this is due to their unique historic timelines and factors that previously drove development. A prime objective in the AEDT architecture design is to construct a framework for the common components of these applications to provide coupled, and thereby consistent, analysis of the physical and logical processes being modeled. The result is a new capability for assessment and/or projection that ties noise and emissions effects together. Additional objectives include improving user access and control, reducing application maintenance and distribution effort by the provider, and increasing the adoption and use of AEE models by aviation stakeholders worldwide. Given this base of objectives for the system architecture, a requirements collection phase was undertaken to gather input from the wide array of AEDT stakeholders. The first step in identifying associated requirements was a series of stakeholder workshops hosted by the National Academies of Science (NAS) Transportation Research Board (TRB). Based on this input, further definition and refinement of AEDT requirements was undertaken by the development team, These requirements were consolidated into a single, living document [AEDT Software Requirements Document, Doc #AEDT-REQ-01, 1/25/2007] to provide the development team with a set of working specifications for the software implementation and tool integration. The requirements are further dealt with below (functional) and in more detail through the requirements document. KW - Aviation KW - Aviation Environmental Design Tool KW - Environmental impacts KW - System architecture UR - http://ntl.bts.gov/lib/56000/56900/56954/AEDT_Architecture.pdf UR - https://trid.trb.org/view/1400126 ER - TY - RPRT AN - 01596011 AU - Nguyen, Alex AU - Thrasher, Ted AU - Hall, Cliff AU - Dinges, Eric AU - Bea, Raymond AU - Hansen, Andrew AU - Balasubramanian, Sathya AU - Roof, Christopher AU - Fleming, Gregg AU - Grandi, Fabio AU - Usdrowski, Scott AU - Federal Aviation Administration TI - AEDT Software Requirements Document PY - 2007/01/25 SP - 38p AB - This software requirements document serves as the basis for designing and testing the Aviation Environmental Design Tool (AEDT) software. The intended audience for this document consists of the following groups: the AEDT designers, developers, and testers; the Aviation Portfolio Management Tool (APMT) team that utilizes the output data products; and the Environmental Design Space (EDS) team that produces the new technology aircraft for input into AEDT. The objective of this document is to provide, as complete and as comprehensive as possible, a set of requirements necessary to guide the development of the AEDT software, and establish a mutual understanding of the functions, features, and constraints between the development team and the stakeholders, and among members of the development team. This set of requirements merges the requirements of the individual legacy tools which AEDT is destined to replace, and establishes a consolidated set of common requirements for all of AEDT. This will be a living document throughout the development process, and updates will be made to it as needs change and as greater clarification and specificity is gained in further development of the requirements at lower levels. This document will establish the requirements of the components for the AEDT modules that will perform local noise, local emissions, global noise, and global emission analyses. KW - Aviation KW - Aviation Environmental Design Tool KW - Development KW - Environmental impacts KW - Requirements KW - Software UR - http://ntl.bts.gov/lib/56000/56900/56955/AEDT_Requirements.pdf UR - https://trid.trb.org/view/1400125 ER - TY - ABST AN - 01462988 TI - U.S. Airport Passenger-Related Processing Rates AB - Planning future airline passenger terminals and assessing existing terminals typically involve the determination of facility requirements. These requirements may be derived by various methods ranging from simple rules of thumb to sophisticated simulation models. However, all methods require data on airline passenger volumes and the rates at which these passengers can be served at ticket counters, baggage check-in, passenger security screening, and other processing points. Passenger processing rates are influenced by many airport factors, including the type of airline service (e.g., domestic, trans-border, and long-haul international), type of travel (e.g., business or leisure), amount of baggage, and size of party. Recent developments, including the growth of low-cost carriers, increased security, and the increased use of internet and self-service devices, raise doubts about the validity of data collected in the past. The objectives of this research are to (1) compile a unified database on passenger-related processing rates in an electronic spreadsheet or database format that is useful to planners, designers, and other interested parties and (2) provide guidance on how best to collect passenger-related processing point data. KW - Air transportation KW - Airlines KW - Airport facilities KW - Airport planning KW - Airport terminals KW - Baggage handling KW - Passenger service KW - Passenger volume KW - Research projects KW - Ticketing UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=136 UR - https://trid.trb.org/view/1231213 ER - TY - ABST AN - 01462986 TI - Guidebook for Conducting Airport User Surveys AB - Airport-user surveys are the primary source of information for airport operators and other agencies on airport-user characteristics and airport ground access mode use, and they play a critical role in airport planning and air travel forecasting. Planning, development, and conduct of airport-user surveys can be complex, expensive, and subject to a number of pitfalls. Surveys are often conducted at infrequent intervals and by different contractors, and there is often a lack of continuity between successive surveys for the same airport. The lack of comparability between surveys at airports in multi-airport regions can be a particular problem for analyzing airport choice decisions or performing studies of traffic leakage to airports in adjacent regions. Questionnaire wording is often problematic because it must be precise and yet ensure that the questions are understandable to the respondents. In addition, there is often a difficult tradeoff between the range of issues addressed by the survey and the number of questions that can reasonably be included. There are also fundamental decisions on how to collect the information, such as through interviews or self-completed questionnaires, and where to survey the passengers. There are also a number of technical issues that arise with such surveys that are not well understood. These issues include selection of sample size and appropriate sample design; how to handle responses from large parties, such as tour groups or sports teams that have been encountered in the survey; and how to appropriately weight individual survey responses in presenting the survey results. While there is a considerable body of knowledge on sound survey methodology, the airport environment presents many unique situations and challenges. Specific guidance on airport-user surveys would be particularly helpful to those organizations undertaking such surveys. The objective of this project is to develop a Guidebook for planning, designing, conducting, and analyzing airport user surveys. KW - Airport ground transportation KW - Airport planning KW - Passengers KW - Questionnaires KW - Research projects KW - State of the art KW - Surveys UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=138 UR - https://trid.trb.org/view/1231211 ER - TY - ABST AN - 01462915 TI - Airport Curbside and Terminal-Area Roadway Operations AB - Efficient landside operations are critical to an airport's success. Key elements of an airport's landside operations are the curbside where travelers and their baggage enter and exit the terminal and the terminal-area roadways that allow private and commercial vehicles access to the curbside. Travelers expect safer and more efficient landside operations even as volumes increase, but the design and capacity of the curbside zone are usually constrained by the terminal building, as well as the proximity of on-airport landside infrastructure. Well-defined and consistent performance measures would allow airport operators to better evaluate their current landside operations and possible improvements. Unfortunately, the well-established methods of calculating level of service in the Highway Capacity Manual (HCM) do not properly reflect conditions at airports. In addition to not covering the unique curbside situation, the traffic composition at an airport--ranging from highly skilled bus, van, and taxi drivers who are familiar with the network to highly stressed private auto drivers that are not familiar with the network's design--are very different from those used to develop the HCM procedures. Traveler expectations regarding operational conditions are also likely to be quite different from those on an arterial street. The objective of this project is to develop a guide to analyze the operation of the airport curbside and the terminal-area roadways, including the effects of direct access points (e.g., on-airport commercial parking, rental car operations, and hotels). KW - Airport terminals KW - Airports KW - Operations KW - Parking facilities KW - Parking garages KW - Rental cars KW - Research projects KW - Roadway KW - Traffic flow UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=151 UR - https://trid.trb.org/view/1231139 ER - TY - ABST AN - 01464259 TI - Quick Response for Special Needs. Task 04. Overview of Airport Safety Management Systems - Definitions and Status AB -

An airport safety management system (SMS) is a powerful tool for reducing the hazards and risks of aircraft accidents/incidents and runway incursions during approaches, takeoffs and ground operations. This issue has been seriously considered in several parts of the world besides being an ICAO standard for the international airports since November 2005. The objective of this task was to develop an overview document regarding airport safety management systems that defines what such a system is, and provides a summary of existing practice in other countries and industries.

KW - Air transportation crashes KW - Airport runways KW - Aviation safety KW - International airports KW - Research projects KW - Runway incursions KW - Safety Management Systems UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2683 UR - https://trid.trb.org/view/1232488 ER - TY - ABST AN - 01482349 TI - Effects of Partial Pressure on Airline Passengers AB - No summary provided. KW - Aircraft cabins KW - Airline passengers KW - Atmospheric pressure KW - Pressure UR - https://trid.trb.org/view/1251235 ER - TY - ABST AN - 01482347 TI - In Flight/Onboard Measuring AB - No summary provided. KW - Aircraft cabins KW - Flight KW - Measuring instruments KW - Measuring methods KW - Onboard equipment UR - https://trid.trb.org/view/1251233 ER - TY - ABST AN - 01460632 TI - Research Needs Associated with Particulate Emissions at Airports AB - Domestic airports and the aviation-industry partners that rely on these airports must assure compliance with current mass-based particulate matter (PM) National Ambient Air Quality Standards (NAAQS) as enforced by the U.S. EPA, existing state requirements and environmental implementation plans (SIPs), as well as potential future standards that will be more stringent. In February 2003, the U.S. General Accounting Office (GAO) released a report (GAO-03-252) titled "Aviation and the Environment: Strategic Framework Needed to Address Challenges Posed by Aircraft Emissions." The executive recommendation from this report was that the Secretary, Department of Transportation, direct the FAA, in consultation with the EPA and National Aeronautics and Space Administration (NASA), to develop a strategic framework for addressing emissions from aviation-related sources. In developing this framework, FAA was directed to coordinate with the airline industry, aircraft and engine manufacturers, airports, and the states with airports with non-attainment of air quality standards. This framework is evolving as the various components of the overall roadmap mature. A critical foundation to ensuring the success of the framework, however, rests on the identification of critical gaps in the existing research for particulates and established aviation-aligned initiatives. A comprehensive review of existing research findings and evaluation of current research efforts is, therefore, essential. Using this review and under the guidance of the FAA, the roadmap also defines a prerequisite for airport inventories in the imminent future, in which databases will be augmented with practical assessments of particulate source contributions in an airport environment. Within the aeronautical and environmental communities, gaps as to the understanding of quantitative aggregate and local contributions of particulate matter at airport sites is recognized. Specifically, the relative contributions of various sources for particulates including the ambient environment, aircraft gas turbine engine combustion processes, diesel combustion processes, and non-combustion releases of sources and precursors for particulate from other airport equipment and sources is not implicitly known. To this end, the industry is presently in need of comprehensive and managed information as it relates to particulate data at airport sites. This information will lead to improved emissions and particulate matter databases that provide a benchmark focus for future measurements, modeling efforts, and estimation of emissions. More importantly, this information is required to respond to pending compliance issues, prioritize future investment by the government and private sector, and ensure a sustainable air transportation system as an integral part of the global market. Given the numerous airports throughout the world and extent of aircraft that fly in and out of them, the need to support this initiative is wide reaching and the implications are significant. The objectives of this research are to (1) identify, review, and evaluate past and current research relating to particulate matter emissions at airports and (2) prepare a potential research agenda describing additional research needs in this area, focusing on issues of particular relevance to airport operators. KW - Air quality KW - Air quality management KW - Aircraft exhaust gases KW - Airports KW - Aviation KW - Environmental impacts KW - Environmental protection KW - Exhaust gases KW - Particulates KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=132 UR - https://trid.trb.org/view/1228849 ER - TY - ABST AN - 01464260 TI - Quick Response for Special Needs. Task 03. Improving Stabilization and Use of Aircraft Evacuation Slides at Airports AB -

Current technology aircraft evacuation slides do not adequately protect passengers from injury during evacuations. Airport fire and rescue personnel estimate that approximately 10% of evacuees require medical attention for sprains, skin burns, broken bones or other injuries resulting from the evacuation. Evacuation slides are susceptible to problems in deployment during different situations such as high wind conditions, often resulting in the slides becoming rendered useless when folded against the aircraft fuselage and when aircraft are not fully upright when slides are deployed, creating varying slope angles of the slides. Aircraft in operation today are also of varying ages and aircraft certified over 15 years ago have slide and evacuation rate standards that are very different than newer aircraft, which can affect injury rates. Other factors that can contribute to injuries include whether the aircraft is on or off pavement, the type of clothing worn by passengers, and the differences between single vs. dual aisle and single level vs. double level aircraft. For larger aircraft, there can be a discrepancy between the evacuation performance of certification volunteers, who are trained in the procedure, and actual evacuees, who often hesitate at the head of the slide, pausing to sit on the door sill before entering the slide. This latter phenomenon results in slower evacuations than is demonstrated in certification. This research identified challenges associated with the use of slides at airports, focusing on causes of injury rates and ways to reduce those rates. A comprehensive report was prepared that includes: (1) literature review of known incidents where aircraft evacuations via the slides occurred and identified causes of known injuries One study to include in this review is the National Transportation Safety Board (NTSB) Safety Study 001 published in 2000., (2) survey/interview of airport operators and emergency responders involved in those incidents, slide manufacturers and aircraft manufacturers, as appropriate, (3) review of tools relative to aircraft slide evacuations available to first responders, specifically those tools available through the FAA Technical Center (4) recommended guidance for airport operators & emergency personnel on preparing for aircraft slide evacuations that will include best practices for minimizing injury rates.

KW - Air transportation crashes KW - Aircraft crash victims KW - Aircraft operations KW - Airline passengers KW - Disasters and emergency operations KW - Emergency response time KW - Evacuation KW - Evacuation slides KW - Medical treatment KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2682 UR - https://trid.trb.org/view/1232489 ER - TY - RPRT AN - 01565352 AU - Patterson, James W AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Evaluation of Runway Guard Light Configurations at North Las Vegas Airport PY - 2007/01//Technical Note SP - 33p AB - Runway guard lights (RGL) both in pavement and elevated, when used in conjunction with Federal Aviation Administration-approved illuminated signs and painted hold position markings, have successfully reduced runway incursions at major air carrier airports. RGLs have not yet been recommended for use at general aviation (GA) airports. Typically, in pavement RGLs are installed in sets of eight parallel to the hold position marking. This research effort also evaluated the effectiveness of adding additional lights perpendicular to the hold position marking, creating a T-configuration. The purpose of this research effort was to determine if RGLs in the in-pavement, elevated, or T-configurations could offer the same safety enhancement to GA airports as they do for air carrier airports, even though GA airports are smaller in size, are far less complex in design, and have less separation between runways and taxiways. Eight test locations were selected for evaluation at the North Las Vegas Airport. Subject pilots were asked to navigate a vehicle on the airport surface to indicate the distances at which selected lights, signs, and markings became visible, and to clearly indicate the point at which the pilot must stop until clearance to enter or cross an active runway is received for air traffic control. The evaluations showed that the standard illuminated sign performed the best during daylight conditions, and the elevated RGLs were most effective during dusk, dawn and nighttime conditions. The proposed alert zone lighting configuration did not offer any significant enhancement, especially when approached from a 90-degree angle. Of the pilots polled, 60% ranked the elevated RGL as the most effective visual aid for identifying the taxiway hold position. KW - Airport runways KW - Aviation safety KW - Evaluation KW - General aviation airports KW - Lighting KW - North Las Vegas Airport KW - Periods of the day KW - Runway incursions KW - Signs KW - Taxiways UR - http://www.airtech.tc.faa.gov/safety/downloads/TN06-19.pdf UR - https://trid.trb.org/view/1355546 ER - TY - RPRT AN - 01045480 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 2006 PY - 2007/01 SP - 95p AB - An Index to Federal Aviation Administration (FAA) Office of Aerospace Medicine Reports (1964-2006) 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 2006: chronologically, alphabetically by author, and alphabetically by subject. A foreword describes the index's sections and explains how to obtain copies of published Office of Aerospace Medicine technical reports. An historical vignette describes some aspects of early toxicological research accomplishments at the Institute. KW - Aviation medicine KW - Civil Aeromedical Institute KW - History KW - Indexes (Information management) KW - Leadership KW - Office of Aerospace Medicine KW - Research reports KW - Toxicology KW - U.S. Federal Aviation Administration KW - Washington (District of Columbia) UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201301.pdf UR - https://trid.trb.org/view/805561 ER - TY - RPRT AN - 01045478 AU - Antunano, Melchor J AU - Wade, Katherine AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Index of International Publications in Aerospace Medicine PY - 2007/01//3rd SP - 65p AB - The 3rd 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 document 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 - Aviation safety KW - Bibliographies KW - Crash investigation KW - Databases KW - Diving KW - Environmental sciences KW - Governments KW - Human factors KW - Indexes (Information management) KW - International KW - Meetings KW - Periodicals KW - Physiology KW - Psychology KW - Regulation UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200702.pdf UR - https://trid.trb.org/view/805560 ER - TY - CONF AN - 01617394 AU - Rollings, Raymond S AU - Rollings, Marian P AU - Greene, James AU - Federal Aviation Administration TI - Satisfactory Airfield Pavement Performance is not a Foregone Conclusion PY - 2007 SP - 14p AB - The United States Air Force (USAF) owns and operates over 170 permanent facilities around the world with many more in use for temporary missions of various lengths. While design theory is a crucial aspect of USAF airfield pavement design, evaluation and management, those issues that actually cause the most problems to the USAF are far more mundane. Typically, construction and materials are at the heart of most problems that lead to unsatisfactory performance or unexpectedly high maintenance of USAF airfield pavements. However, design errors, when they occur, tend to be particularly costly. One must also recognize that human failures are usually a major aspect of these design, construction, and material problems. This paper examines recurring problem areas the USAF encounters with its airfield pavements, and illustrates each area with specific examples. These problems occur regardless of whether the design, inspection, and construction are performed by the USAF, by other government agencies, or by engineers or contractors under contract to the government. Hence, no one group has a monopoly on airfield pavement problems. These recurring problems must be overcome before the improved technology that is available today can be used and before concepts like "long-life pavements" become a reality rather than simply a marketing jingle. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Human factors KW - Pavement design KW - Pavement performance KW - Paving KW - Quality assurance KW - United States Air Force UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/400/Satisfactory-Airfield-Pavement-Performance-is-not-a-Foregone-Conclusion-Rollings UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07040%20Rollings%20et%20al.pdf UR - https://trid.trb.org/view/1429378 ER - TY - CONF AN - 01617393 AU - Chaudhari, G K AU - Gupta, Pankaj AU - Federal Aviation Administration TI - Design after Back-Calculating K-Value with HFWD PY - 2007 SP - 12p AB - Determination of subgrade strength for rigid pavements, i.e. k-value, is an important factor for the design of pavements. Various design manuals and practices suggest that the k-value should be determined by a plate bearing test at the natural subgrade. This value should be corrected for any stabilizing layer or other material laid over the subgrade (i.e., subbase course and base course) for pavement design purposes. This corrected k-value is thus used as an effective k-value by various designers. The Aerodrome Design Manual of ICAO suggests that plate bearing tests conducted on top of subbase courses can sometimes yield erroneous results, since the depth of influence beneath a 762 mm bearing plate is not as great as the depth of influence beneath a slab loaded with an aircraft landing gear assembly. In this instance a subbase layer can influence the response of a bearing plate more than the response of a loaded pavement. Some literature recommends an effective static k-value of one-half of the effective dynamic k-value, where the k-value back calculated by a falling-weight deflectomer (FWD) is considered as the dynamic k-value. In order to establish a relation between dynamic and static k-values in Indian conditions, plate load tests were conducted at many places at different airports on natural subgrade, on subsequent subbase and base course layers, and these were verified with designed k-values for individual layers. Further, the k-value achieved by heavy falling-weight deflectometer (HFWD) back-calculation after collection of deflection data on finished concrete pavement at the same locations was also compared. It was observed that in most of the cases the k-values calculated by HFWD readings were very close to the design k-value at the top of the base course (underneath the concrete slab) as well as those worked out with plate load tests. Therefore, it is recommended that the k-values calculated by HFWD data can suitably be used as input for overlay design. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Backcalculation KW - Coefficient of subgrade reaction KW - Falling weight deflectometers KW - Flexural strength KW - Heavy weight deflectometers KW - India KW - Pavement design 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/399/Design-after-Back-Calculating-k-value-with-HFWD UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07012_Chaudhari&Gupta.pdf UR - https://trid.trb.org/view/1429264 ER - TY - CONF AN - 01617392 AU - Livneh, Moshe AU - Federal Aviation Administration TI - Uncertainty Associated with Pre-Defined Correlative Expressions of Various In-Situ Test Outputs PY - 2007 SP - 16p AB - The paper deals with the following full-scale and small-scale strength and stiffness measuring devices: Dynamic Cone Penetrometer (DCP), Vane-Shear Strength (VSS), Falling Weight Deflectometer (FWD), and the Light Drop Weight (LDW) tests. Various established correlative expressions between CBR and each of the following testing outputs are given in the technical literature: (a) DCP index, (b) VSS, (c) MR (backcalculated Resilient Modulus from FWD testing or Resilient Modulus from direct laboratory testing), (d) MFWD (Resilient Surface Modulus, also known as Stiffness, from FWD testing), and (e) MLDW (Resilient Surface Modulus, also known as Stiffness, from LDW testing). The paper presents a comparison of local correlative expressions with some of those described. It indicates that the variation in the correlative expression output results for each type of test makes their use entirely uncertain, at least for the studies carried out in Israel. Although some good correlations have been obtained in various cases, the results have been found to be material dependent, and so the equations should be used with care and only with a full understanding of the material properties of the soils on which the correlative expressions were developed and of the soil being tested. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - California bearing ratio KW - Cone penetrometers KW - Dynamic Cone Penetrometer KW - Falling weight deflectometers KW - Light drop-weight device KW - Measuring instruments KW - Pavement design KW - Resilient modulus KW - Shear strength KW - Stiffness tests KW - Uncertainty UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/398/Uncertainty-Associated-with-Pre-Defined-Correlative-Expressions-of-Various-In-Situ-Test-Outputs UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07005_Livneh.pdf UR - https://trid.trb.org/view/1429263 ER - TY - CONF AN - 01617391 AU - Shen, Shihui AU - Carpenter, Samuel H AU - Federal Aviation Administration TI - An Energy Approach for Airport Pavement Low Damage Fatigue Behavior PY - 2007 SP - 15p AB - A correct prediction of the fatigue life is an important issue for the airport pavement structural design, especially with the emergence of new types of aircrafts such as B777 and A380. Design usually requires a large amount of laboratory fatigue tests data which is very time consuming. For a thick airport pavement, it is typical to have long fatigue life which can never be reached in the field nor predicted in the laboratory if the traditional fatigue analysis approach is used. In this study, a new energy based approach, ratio of dissipated energy change (RDEC) is applied to develop a simple procedure to predict the fatigue life of hot mix asphalt (HMA) airport pavements under low damage condition, which can greatly shorten the time required for laboratory fatigue testing. It can also provide a fast determination for a thick airport pavement structure to show whether it can have an extraordinarily long fatigue life without structural failure when the “fatigue endurance limit” concept is incorporated. It is expected that the results will provide a methodology for a more rapid laboratory fatigue endurance limit study. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Fatigue (Mechanics) KW - Fatigue limit KW - Fatigue tests KW - Hot mix asphalt KW - Pavement design UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/397/An-Energy-Approach-for-Airport-Pavement-Low-Damage-Fatigue-Behavior UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07003_Shen&Carpenter.pdf UR - https://trid.trb.org/view/1429262 ER - TY - CONF AN - 01617390 AU - Brill, David R AU - Flynn, Robert Murphy AU - Pecht, Frank AU - Federal Aviation Administration TI - FAA Rigid Pavement Instrumentation at Atlanta Hartsfield-Jackson International Airport PY - 2007 SP - 15p AB - Recent experiments at the Federal Aviation Administration’s (FAA) National Airport Pavement Test Facility (NAPTF) have confirmed the importance of accounting for warping and curling behavior in even relatively thick concrete slabs. However, there is a lack of available field data from airports that might indicate if vertical movement of concrete slabs in response to environmental loads is a significant factor for design. In response to this need, and in cooperation with the Atlanta Department of Aviation (DOA), the FAA has instrumented a group of three slabs in the recently reconstructed portion of Taxiway E at Atlanta Hartsfield-Jackson International Airport. Sensors were installed in the concrete to detect small vertical slab movements over time (on the order of thousandths of an inch), including possible separation of the slab from the base layer. In addition, strain gages were installed at various depths to measure strain variations related to slab movements. Sensors were installed in September 2006, at the time the new pavement was placed. It is planned to monitor the responses periodically over the life of the taxiway, or for as long as possible. Instrumentation layouts and sensor types were based on experience gained from the FAA’s “twin” single slab (indoor/outdoor) experiment conducted at the NAPTF, which was another project intended to monitor slab curling behavior over a several year period. However, for the current Atlanta project, a more rugged type of deflection transducer was required, in order to better withstand construction traffic and long-term wear, including exposure to moisture. In contrast to the FAA’s previous rigid pavement instrumentation project at Denver International Airport, the Atlanta project will not concentrate on recording dynamic strain responses to individual aircraft loads. Nevertheless, one of the three instrumented slabs will receive regular traffic loads, and it is expected that the data received from that slab will provide significant new information on the total slab response (environmental plus aircraft load). U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Curling KW - Curling (Pavements) KW - Deflection KW - Environmental loads KW - Hartsfield-Jackson Atlanta International Airport KW - Rigid pavements KW - Slabs KW - Strain gages KW - Taxiways KW - Thermocouples KW - Transducers UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/396/FAA-Rigid-Pavement-Instrumentation-at-Atlanta-Hartsfield-Jackson-International-Airport UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07079%20Brill%20et%20al.pdf UR - https://trid.trb.org/view/1429153 ER - TY - CONF AN - 01617389 AU - Tsubokawa, Yukitomo AU - Mizukami, Junichi AU - Esaki, Toru AU - Hayano, Kimitoshi AU - Federal Aviation Administration TI - Study on Infrared Thermographic Inspection of De-bonded Layer of Airport Flexible Pavement PY - 2007 SP - 8p AB - The impact acoustics method using a hammer on the surface of airport flexible pavements is used to find layer debonding between asphalt concrete layers. However, it takes many days to investigate the existence of layer debonding in a huge area in an airport with the impact acoustics method. As surface temperature on the debonded area tends to decrease in the night time compared with that on the non-debonded area, field tests on the airport were conducted to verify the applicability of inspection with infrared thermography. As a result, the following conclusions were obtained: (1) It is confirmed that layer debonding at the depth of 40 mm – 70 mm from the surface of pavements can be found by surface temperature differences measured by infrared thermography; (2) Existence of rubber on the surface of the runway makes it difficult to identify the layer debonding by infrared thermography, though the effect of grooves on the surface of the runway is not large; (3) From the results of field tests and thermal analysis of the flexible pavement, the volume of solar radiation and the difference between maximum and minimum temperatures in a day affects the surface temperature difference between debonded and non-debonded areas. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Debonding KW - Flexible pavements KW - Infrared thermography KW - Japan KW - Pavement layers KW - Surface temperature KW - Thermal analysis UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/395/Study-on-Infrared-Thermographic-Inspection-of-De-bonded-Layer-of-Airport-Flexible-Pavement UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07052%20Tsubokawa%20et%20al.pdf UR - https://trid.trb.org/view/1429152 ER - TY - CONF AN - 01617388 AU - Kawa, Izydor AU - Brill, David R AU - Hayhoe, Gordon F AU - Federal Aviation Administration TI - FAArfield - New FAA Airport Pavement Thickness Design Software PY - 2007 SP - 15p AB - The Federal Aviation Administration’s (FAA) new airport pavement thickness design program, FAArfield (FAA Rigid and Flexible Iterative Elastic Layered Design), is expected to supersede LEDFAA 1.3 as a standard design procedure in the next revision of Advisory Circular (AC) 5320-6. The FAA has made a preliminary version of this program, called FEDFAA, available for download since 2004. Unlike LEDFAA, the FAArfield program incorporates three-dimensional finite element (3D-FE) stress computation for final design of new rigid pavements and rigid overlays. FAArfield continues to use LEAF layered elastic analysis for flexible pavement and flexible overlay design, as well as for preliminary design of rigid structures. Other significant changes from LEDFAA 1.3 include direct computation of slab edge stresses (using a 3D-FE model that accounts for stress reduction due to a stiff base layer) and a complete revision of the rigid pavement failure model using data collected in the National Airport Pavement Test Facility (NAPTF) CC2 full-scale tests conducted in 2004. In addition, the design algorithm for rigid overlays has been completely rewritten. For flexible pavements, an automatic base design procedure was implemented that computes the required standard base thickness to protect a subgrade of CBR 20. Additionally, run-time user guidance has been implemented based on relevant provisions of AC 150/5320-6D. The main part of FAArfield 1.0, is written in MicrosoftTM Visual Basic.NETTM, and is compatible with the latest MicrosoftTM operating systems. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Finite element method KW - Overlays (Pavements) KW - Pavement design KW - Rigid pavements KW - Software KW - Thickness UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07077%20Kawa%20et%20al.pdf UR - https://trid.trb.org/view/1429151 ER - TY - CONF AN - 01617387 AU - Roesler, Jeffery AU - Evangelista, Francisco AU - Domingues, Marcelo AU - Federal Aviation Administration TI - Effect of Gear Positions on Airfield Rigid Pavement Critical Stress Locations PY - 2007 SP - 13p AB - Airfield rigid pavement thickness design has been based on the critical tensile bending stress at the bottom of the slab. Recent observations from full-scale rigid pavement tests at the FAA’s NAPTF and Airbus PEP have shown top-down cracking can occur under certain combined loading and pavement geometry configurations. Similar cracking modes have been seen in recent years under certain highway loading and slab situations. The objective of this paper is to identify key slab loading locations on airfield rigid pavements which alter the critical tensile bending stress in the concrete slab from being on the slab bottom to the top of the slab, given no initial curling. Five individual aircraft gear geometries (e.g., dual, dual tandems, triple dual tandems) and four main landing gear (e.g., B-777, A-380, MD-11, and B-747) analyses were conducted for a given slab configuration, pavement geometry, and materials. The numerical results show that the ratio between the top of the slab and bottom tensile stresses were significantly higher for the main landing gear analysis relative to the individual gear analysis. Furthermore, this initial finite element analysis has shown consideration of the entire main landing gear of the aircraft is necessary if the top tensile stresses are going to be accurately predicted. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Aircraft KW - Airport runways KW - Bending stress KW - Finite element method KW - Landing gear KW - Pavement cracking KW - Rigid pavements KW - Slabs KW - Tension KW - Thickness UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/392/Alternative-Cracking-Locations-on-Airfield-Rigid-Pavements UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07064%20Roesler%20et%20al.pdf UR - https://trid.trb.org/view/1429150 ER - TY - CONF AN - 01617386 AU - Johnson, Dona AU - Sukumaran, Beena AU - Mehta, Yusuf AU - Willis, Mike AU - Federal Aviation Administration TI - Three Dimensional Finite Element Analysis of Flexible Pavements to Assess the Effects of Wander and Wheel Configuration PY - 2007 SP - 18p AB - Current design methods for airfield pavements are becoming inadequate due to the introduction of larger and heavier aircraft with more complex wheel configurations. The purpose of this study is to measure and assess the effects of wander of various wheel configurations on the mechanical response of the pavement layers using three-dimensional finite element analysis. Computationally intensive three-dimensional models are necessary because two-dimensional models cannot sufficiently capture the stress interactions between separate tires of a triple-dual-tandem (TDT) axle used on B-777 and A-380 aircrafts. This study focuses on modeling both medium and low strength subgrade in flexible pavements. An elasto-plastic model is used to simulate the stress-strain response of the base, subbase, and subgrade layers and viscoelastic material properties to model the asphalt layer. The available failure data from the National Airport Pavement Test Facility (NAPTF) of the Federal Aviation Administration based in Atlantic City is used to calibrate the finite element models. The results of this study show that the layers that make up airport pavements can be modeled using a combination of viscoelastic and elasto-plastic properties. The data collected from this study will show the effects of wander on flexible airport pavements. Also studied are correlations between deformations from a single wheel and a 4- and 6- gear configuration. This study is the first critical step in quantifying the damage due to wheel configuration and wander. This will provide an invaluable tool in future design of airfield pavements. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Aircraft loads KW - Airport runways KW - Finite element method KW - Flexible pavements KW - Pavement layers KW - Pavement performance KW - Subgrade (Pavements) KW - Wheel configurations KW - Wheel wander UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/391/Three-Dimensional-Finite-Element-Analysis-of-Flexible-Pavements-to-Assess-the-Effects-of-Wander-and- UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07046%20Johnson%20et%20al.pdf UR - https://trid.trb.org/view/1429149 ER - TY - CONF AN - 01617385 AU - White, Greg AU - Federal Aviation Administration TI - Towards Calibration of APSDS for Six Wheel Gear Loads PY - 2007 SP - 16p AB - The empirical basis for aircraft pavement thickness determination is the full scale trafficking tests performed by the US Corps of Engineers between the 1940s and 1970s. This culminated in the publishing of the S77-1 design method, which relates subgrade deflection to the number of allowable repetitions of that deflection. Pavement life was found to depend not only upon the magnitude of deflection, but also upon the aircraft wheel configuration that produced that deflection. Consequently, different pavement thickness adjustment factors, called Alpha Factors, were required for each different wheel configuration. APSDS uses strain as its indicator of pavement damage. The APSDS relationships between strain and pavement life were not obtained by direct calibration against the Corps’ full-scale trafficking tests, but by calibrating against S77-1. The initial APSDS calibration considered only dual and dual-tandem aircraft at maximum weight, and two coverage levels of 10,000 and 100,000. The relationships (subgrade failure criteria) were found to depend upon subgrade CBR. It was, however, assumed that the failure criteria were independent of wheel configuration. Calibration of APSDS has been repeated using a range of aircraft operating weights, and aircraft passes ranging from 100 to 100,000. The six wheeled undercarriages of the B777 and A380 were also included. Most importantly, the aircraft were considered according to their different wheel configurations. The agreement between APSDS calculated thicknesses and S77-1 thicknesses is significantly improved when aircraft with different wheel configurations are considered separately. This indicates that pavement life depends on both the magnitude of strain as well as the wheel configuration that produced that strain. This is not consistent with the current FAA design methodology, for which the relationship between induced strain and allowable coverages is a function only of induced strain. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport Pavement Structural Design System KW - Airport runways KW - Calibration KW - Pavement design KW - Pavement distress KW - Strain (Mechanics) KW - Subgrade (Pavements) KW - Thickness KW - Wheel loads UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/390/Towards-Calibration-of-APSDS-for-Six-Wheel-Gear-Loads UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07004_White.pdf UR - https://trid.trb.org/view/1429118 ER - TY - CONF AN - 01617384 AU - Buncher, Mark S AU - Scullion, Tom AU - Fitts, Gary AU - McQueen, Roy AU - Federal Aviation Administration TI - Material Characterization and Other Thickness Design Considerations for Airfield Pavement Rubblization PY - 2007 SP - 18p AB - This paper is based on preliminary work done under Airfield Asphalt Pavement Technology Program Project (AAPTP) 04-01, “Development of Guidelines for Rubblization”. While the project covers all design, construction and quality control aspects for rubblization of airfield concrete pavements, this paper focuses on thickness design considerations. Only the layered elastic design methodology is addressed in this paper, even though the project also addresses the California Bearing Ratio (CBR) method for military airfield design. A large portion of this paper summarizes backcalculated moduli values of rubblized concrete layers from projects found in the literature (performed by other researchers). New backcalculations of FWD data from other rubblized projects were performed by the authors to obtain additional moduli. These values are summarized, analyzed and compared to recommended ranges of rubblized material published elsewhere. A relationship between rubblized modulus and slab thickness is examined. The “retained modulus” concept is explored utilizing the same data. Minimum overlay thickness criteria are discussed by considering practical issues such as compaction, smoothness and profile. Finally, conclusions are provided. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Backcalculation KW - Comminution KW - Layered elastic design KW - Pavement design KW - Rubblized pavements KW - Slabs KW - Thickness UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/389/Development-of-Guidelines-for-Rubblization UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07071%20Buncher.pdf UR - https://trid.trb.org/view/1429105 ER - TY - CONF AN - 01617383 AU - Garg, Navneet AU - Hayhoe, Gordon F AU - Federal Aviation Administration TI - Characterization of Rubblized Concrete Airport Pavements at the NAPTF Using Non-Destructive Testing Methods PY - 2007 SP - 16p AB - At the Federal Aviation Administration’s (FAA) National Airport Pavement Test Facility (NAPTF), three rigid airport pavements (MRC, MRG, and MRS) with 12-inch thick concrete slabs on different support systems (slab on crushed stone base, slab on grade, and slab on stabilized base) were trafficked to complete failure using dual tandem (B-747) and triple dual tandem (B-777) landing gear configurations. All three test items were constructed on CBR 7 subgrade (DuPont clay). Test item MRC consisted of 12-inch concrete slabs over 10-inches of crushed stone subbase, MRG consisted of 12-inch concrete slabs over subgrade, and MRS consisted of 12-inch concrete slabs over a 6-inch econocrete subbase. The north sides of the test items were rubblized with a resonant pavement breaker. After rubblization, the rubblized concrete was rolled and paved with a 5-inch thick HMA (hot mix asphalt) overlay. The overlaid pavements were subjected to full-scale accelerated traffic tests under the 4-wheel landing gear configuration (with wander) and 55,000-lbs wheel load. No significant distresses were observed for 5000 passes after which the wheel load was increased to 65,000-lbs and 6-wheel landing gear was used for testing. Heavy-weight deflectometer (HWD) tests were routinely performed using FAA’s KUAB HWD equipment three different load levels – 12,000, 24,000, and 36,000 lbs. Portable Seismic Pavement Analyzer (PSPA) was used in conjunction with the HWD to estimate the asphalt concrete modulus. Moduli for the rubblized concrete layer were backcalculated using FAA’s BAKFAA software. This paper summarizes the pavement structure uniformity within a given test item from HWD tests, and changes in the modulus of rubblized concrete layer with deterioration in pavement structure backcalculated using BAKFAA. Pavement performance during the traffic tests is also described. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Comminution KW - Deflectometers KW - Heavy weight deflectometers KW - Nondestructive tests KW - Pavement distress KW - Pavement performance KW - Rubblized concrete pavements UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/388/Characterization-of-Rubblized-Concrete-Airport-Pavements-at-the-NAPTF-Using-Non-Destructive-Testing- UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07061%20Garg%26Hayhoe.pdf UR - https://trid.trb.org/view/1429104 ER - TY - CONF AN - 01617382 AU - Christensen, Donald W AU - McQueen, Roy AU - Bahia, Hussain U AU - Federal Aviation Administration TI - Selection of High-Temperature Binder PG Grades for Airfield Pavements PY - 2007 SP - 17p AB - Most highway departments in the United States and Canada have over the past 10 years adopted performance-graded (PG) binders for use in constructing hot mix asphalt pavements, forcing airfield pavement construction practice to adopt this approach to grading asphalts. The purpose of this study was to develop an effective and efficient system for selecting PG binders for use in airfield pavements. This required consideration of many factors and conditions that are substantially different from those encountered in highway pavements, the most important of these being tire pressure and aircraft/vehicle wander. The high tire pressures used in many aircraft landing gear will cause a significant increase in rutting rate compared to that caused by truck traffic, requiring a higher PG binder grade at a given traffic level. The procedure developed for selecting high-temperature PG grades used the newly developed LTPPBind Version 3.1 software, in combination with the rutting model developed for use in the 2001 Pavement Design Guide. The rutting model was used to develop a relationship between tire pressure and rutting damage that can then be used to adjust the base high-temperature PG grade recommended in the LTPPBind software. Traffic wander is considered in the system through pass-to-coverage ratios. Using this approach, a simple system has been developed for determining the required high temperature PG grade for a given runway/taxiway as a function of design aircraft weight and average annual departures. The proposed system has been evaluated and refined through comparison with both current practice and performance records at a number of existing airfields. Although there is both practical and theoretical evidence suggesting that hot mix asphalt (HMA) pavements at airfields may be somewhat more prone to low-temperature cracking compared to highway pavements, it was determined that the most efficient means of addressing this performance issue was through adjustments in the HMA mix design. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Binders KW - High temperature KW - Hot mix asphalt KW - Lateral wander (Aircraft) KW - Mix design KW - Performance grade KW - Tire pressure KW - Traffic wander UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/387/Selection-of-High-Temperature-Binder-PG-Grades-for-Airfield-Pavements UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07037%20Christensen%20et%20al.pdf UR - https://trid.trb.org/view/1429103 ER - TY - CONF AN - 01617381 AU - Cooley, L Allen AU - Ahlrich, R C AU - James, Robert S AU - Prowell, Brian D AU - Brown, E Ray AU - Federal Aviation Administration TI - Implementation of Superpave Mix Design for Airfield Pavements PY - 2007 SP - 15p AB - The Marshall mix design procedure was originally developed in the 1940’s for designing hot mix asphalt for airfield pavements. While this mix design procedure has performed well for airfield and highway pavements for over 50 years there is a need to adopt the new Superpave mix design procedure for airfield construction. The primary problem with the Marshall mix design process is that most state DOTs have begun using the Superpave design procedures. Since most asphalt work is done by the DOTs, it is becoming more difficult to find contractors and commercial laboratories having the proper accreditations with the Marshall mix design method. This problem will become much worse in the future. Another problem with the Marshall method of mix design is the higher variability of test results. Studies have shown that the Superpave gyratory compactor provides samples with lower overall variability than samples compacted using the Marshall pedestal and hammer. This lower variability should result in a more consistent design and should allow QC testing to better compare with QA testing. In order to utilize the Superpave mix design system for airfields, guidance is needed on selecting the proper grade of PG binder, aggregate gradation requirements, aggregate quality requirements, proper design compactive effort for various airfield applications, and design volumetric properties. The objectives of this paper will be to provide guidance on adapting the Superpave mix design system for airfields. This paper will specifically address (1) gradation bands, (2) consensus aggregate properties, (3) volumetric properties and (4) design gyration level. Results from the on-going Airfield Asphalt Pavement Technology Program (AAPTP) Project 04-03 will be utilized to address these various issues. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Aggregate gradation KW - Airport runways KW - Gyration levels KW - Mix design KW - Superpave KW - Volumetric analysis KW - Volumetric properties UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/386/Implementation-of-Superpave-Mix-Design-for-Airfield-Pavements UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07036%20Cooley%20et%20al.pdf UR - https://trid.trb.org/view/1429102 ER - TY - CONF AN - 01617380 AU - Wang, Kelvin C P AU - Hou, Zhiqiong AU - Watkins, Quintin B AU - Kuchikulla, Subash AU - Federal Aviation Administration TI - Automated Imaging Technique for Runway Condition Survey PY - 2007 SP - 11p AB - Accurate data collection and interpretation of pavement data is critical for the decision making process in pavement management. Collection and analysis of pavement surface distress is still a manual process for many highway and airport agencies, even though a substantial amount of resources were used in the past decades to devise automated approaches to collecting and analyzing pavement surface distress. In 2001, the Digital Highway Data Vehicle (DHDV) developed at the University of Arkansas was used to survey two runways of the Hartsfield Atlanta International Airport. In 2004, the second round of the survey was conducted with a newer generation of technology of DHDV that provided 1-mm resolution for covering four runways. This paper introduces the automated system capable of collecting and analyzing pavement surface distresses, primarily cracks, in real-time through the use of a high resolution digital camera, efficient image processing algorithms and multi-computer, multi-CPU based parallel computing. A comparison is shown between image data collected in 2001 and 2004, demonstrating deterioration of concrete surfaces. The FAA guide for an airport distress survey is used in the analysis. As the automated digital system was not designed for Pavement Condition Index (PCI) rating, a manual survey was used to collect distress information from the digital images of the runways. In addition, laser illumination technology is also introduced in the paper to illustrate the energy efficiency and image uniformity of the new image capturing system currently used in the DHDV vehicle. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Condition surveys KW - Data collection KW - Digital Highway Data Vehicle KW - Hartsfield-Jackson Atlanta International Airport KW - Imaging systems KW - Pavement distress UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/385/Automated-Imaging-Technique-for-Runway-Condition-Survey UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07067%20Wang%20et%20al.pdf UR - https://trid.trb.org/view/1429101 ER - TY - CONF AN - 01617379 AU - Gupta, Pankaj AU - Chaudhari, G K AU - Chandwani, Sanjay AU - Federal Aviation Administration TI - Evaluation of Multilayered Complex Airfield Pavement with HFWD PY - 2007 SP - 16p AB - Normally airfield pavements are made either flexible or rigid when constructed. Over a period of time, some rigid pavements are overlaid with asphaltic concrete because such overlays can be done very fast as compared to a rigid overlay and do not cause much traffic disruption. These pavements are put under the category of composite pavements. However, some airfield pavements in India, built during the Second World War era, were overlaid and strengthened to cater for heavier aircrafts using different layers of material. The materials used ranged from bricks laid flat, bricks on edge, lime concrete, asphaltic concrete, cement concrete etc. The behavior of such pavements varies from a case to case basis depending on the different layers constituting the pavement. The Pavement Classification Number (PCN) evaluation analysis of such pavements becomes complicated as the use of conventional methods and practices have certain limitations with respect to such complex structures. An attempt was made to solve the issue of the evaluation of such complex pavements using a Heavy Falling Weight Deflectometer (HFWD). A complex pavement structure at Secondary runway at NSCBI airport, Kolkata was selected and tested for its in-situ strength in the year 2003. This runway pavement had four different cross-sectional structures along the length of the runway. One section of the runway has seven layers (subgrade to surface course): brick flat soling, Lime Concrete, HMA, Cement Concrete, brick flat soling, brick on edge and HMA, thereby making the pavement structure very complex for analysis. Deflection data was collected using a HFWD and analyzed with various combinations of layers vis-à-vis individual layers considering their elastic properties to find out the most realistic PCN. Overlay with HMA was designed for this pavement for its strengthening and the results were quite encouraging. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Composite pavements KW - Deflection KW - Elasticity (Mechanics) KW - Falling weight deflectometers KW - Kolkata (India) KW - Overlays (Pavements) KW - Pavement classification number KW - Pavement layers UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/384/Evaluation-of-Multilayered-Complex-Airfield-Pavement-with-HFWD UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07011_Gupta_et_al.pdf UR - https://trid.trb.org/view/1429041 ER - TY - CONF AN - 01617378 AU - McNerney, Michael T AU - Kelley, Mark E AU - Federal Aviation Administration TI - The Use of TabletPCs and Geospatial Technologies for Pavement Evaluation and Management at Denver International Airport PY - 2007 SP - 14p AB - Denver International Airport (DEN) is performing a comprehensive pavement evaluation of the all the airfield pavements. DEN’s use of geospatial technologies in the pavement evaluation and pavement management has reached a new level of sophistication never before achieved. The comprehensive use of TabletPCs and GPS for distress mapping, photographic documentation, core sampling, structural evaluation, and mapping of legacy construction data has been unprecedented and very productive. DEN is using eight TabletPCs with GPS receivers to collect in GIS format a mapping of all distresses on the estimated 170,000 concrete slabs of pavement. The entire airport will be mapped in three months time. The airport is also taking georeferenced photographs at many locations to provide representative photographs of distresses observed. DEN is using the TabletPCs and GIS data to plan the locations selected for coring, field locate the cores, clear the site for utilities, and track the core test data. TabletPCs are being used to record directly into GIS format archived construction records for date of concrete pour, lot, number, lot test results, mix design, and type of construction. The data will then be used to compare shrinkage cracking and other distress distributions with weather and contractor data using HIPERPAV software. The pattern of shrinkage and map cracking that was mapped in the GIS shows a very high correlation to construction lane rather than a correlation to aircraft traffic or pavement deicer. DEN is using the Rolling Dynamic Deflectometer (RDD) and HWD to evaluate the structural capacity of the pavements. All the test data is being georeferenced in the pavement management system database for further analysis. Approximately 125 miles of continuous deflection data is available for evaluation in the GIS. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Denver International Airport KW - Geographic information systems KW - Geospatial technology KW - Global Positioning System KW - Pavement distress KW - Pavement management systems KW - Pavement performance KW - Personal computers KW - Tablet computers UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/383/The-Use-of-TabletPCs-and-Geospatial-Technologies-for-Pavement-Evaluation-and-Management-at-Denver-In UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07047%20McNerney%26Kelley.pdf UR - https://trid.trb.org/view/1428992 ER - TY - CONF AN - 01617377 AU - Alatyppö, Ville AU - Valtonen, Jarkko AU - Federal Aviation Administration TI - Experiences on the Effects of De-Icing Chemicals on Bituminous Airfield Runways in Finland PY - 2007 SP - 12p AB - This research was initiated by the damage observed in Rovaniemi and Oulu airfield pavements after the use of new deicing chemicals, acetates and formates. Runway pavements were overlaid in 2000 and in the following year they suffered some severe surface damage in the form of softening of bitumen in the mixture. Both airfields are located at the northern part of Finland. Similar damage has been experienced by other Nordic countries, Sweden and Norway. The scope of the research project, launched at 2003, was to investigate possible factors affecting pavement damage when using these new deicing chemicals and the major objective was to study pavement damaging mechanisms in the laboratory. For verification of laboratory test results, a full scale testing area was constructed in the Kuusamo airfield also located in the northern part of Finland. In addition, in 2001 the Finnish Civil Aviation Administration constructed test sections in the Rovaniemi airfield. Over 30 different laboratory tests were conducted in the project by Helsinki University of Technology and some other laboratories. The major finding was that the durability of asphalt pavements is decreased by the exposure to acetates and formates. To avoid damages, the best way is to use other chemicals instead of acetates or formats. For example, in the Rovaniemi test area, 11 test sections from 13 sections experienced some degree of damaged after four years of construction. These study findings might be very important not only in terms of selecting certain maintenance practices but also in terms of preserving sustainable development globally; therefore, studies of pavement damage mechanism exposed to deicing chemicals should be continued. In addition, economical benefits of using current de-icing chemicals should be assessed. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Acetates KW - Airport runways KW - Asphalt pavements KW - Deicing chemicals KW - Durability KW - Finland KW - Pavement distress UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/382/Experiences-on-the-Effects-of-De-Icing-Chemical-on-Bituminous-Airfield-Runways-in-Finland UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07022_Alatyppo&Valtonen.pdf UR - https://trid.trb.org/view/1428991 ER - TY - CONF AN - 01617376 AU - Rangaraju, Prasada Rao AU - Federal Aviation Administration TI - Influence of Airfield Pavement Deicing and Anti-Icing Chemicals on Durability of Concrete PY - 2007 SP - 18p AB - Following observations of premature deterioration in some airfield concrete pavements exposed to deicing and anti-icing chemicals, a comprehensive laboratory-based research study was undertaken to investigate the effect of these chemicals on concrete. In particular, the potential of these chemicals to induce alkali-silica reaction (ASR) distress in mortar and concrete test specimens was investigated. The deicing chemicals evaluated in this study include potassium acetate, sodium acetate and sodium formate-based formulations. In this study, mortar and concrete test specimens prepared with aggregates of known reactivity (both reactive and nonreactive in nature) were exposed to deicer solutions for a defined period of time. The distress in the test specimens was periodically documented and characterized. The characterization studies included measuring changes in length, modulus of elasticity and microstructure of test specimens. In addition, the pH of the solution in which test specimens were immersed was also monitored. Based on the results it was ascertained that the principal distress observed in the test specimens exposed to all of the three deicing chemicals was due to alkali-silica reaction (ASR). However, presence of certain secondary reaction products in test specimens exposed to potassium acetate deicer was observed. The effect of these secondary products on the durability of concrete needs to be further investigated. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Alkali silica reactions KW - Anti-icing KW - Concrete pavements KW - Deicing chemicals KW - Durability KW - Pavement distress UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/381/Investigation-into-Premature-Deterioration-of-Airfield-Concrete-Pavements-Subjected-to-Deicing-and-A UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07083%20Rangaraju.pdf UR - https://trid.trb.org/view/1428990 ER - TY - CONF AN - 01617375 AU - Malvar, L Javier AU - Federal Aviation Administration TI - Use of Fly Ash in Concrete Pavements PY - 2007 SP - 17p AB - Recent concrete pavement failures due to alkali-silica reaction (ASR) point to the need to use supplementary cementitious materials, such as fly ash and ground granulated blast furnace slag to prevent deleterious expansions. Recent research has shown the effect of fly ash chemical composition on its effectiveness in mitigating ASR, and has allowed the determination of minimum cement replacement values to prevent deleterious expansions. Minimum replacement values are proposed for use even when the aggregate is labeled as innocuous. The potential impact of these observations on Department of Defense specifications is discussed. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Alkali silica reactions KW - Cement replacement KW - Concrete pavements KW - Expansion KW - Fly ash KW - Mitigation (Chemical reactivity) UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/380/Use-of-Fly-Ash-in-Concrete-Pavements UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07076%20Malvar.pdf UR - https://trid.trb.org/view/1428989 ER - TY - CONF AN - 01617374 AU - Rue, Dean AU - Federal Aviation Administration TI - Concrete Runway Reconstructed Using Results of State-of-the-Art Research PY - 2007 SP - 11p AB - Colorado Springs Airport is located in the east-central part of Colorado. The airport has 3 runways, with the primary runway being 13,500 feet long and was constructed of concrete in 1993. A pavement evaluation study was accomplished in 2004 which determined that the cause of the deterioration, which included spalling and loose particles, was alkali-silica reactivity (ASR). The consensus was that complete removal and replacement was the only long-term solution. During the design process, industry research was on-going that explored the causes of ASR and recommended steps that could be taken to prevent ASR damage to concrete pavement. Local aggregates were evaluated and the evaluation indicated that there were locally available aggregates that were not susceptible to ASR and that the ASR susceptible aggregates would respond favorably to mitigation. Local cement and fly ash sources were evaluated to determine if they would meet the criteria included in the bidding documents. On-going research indicated that it was important to limit the amount of calcium oxide in the fly ash, so the limit was set at the amount that was proven to be safe. The research also found that the amount of calcium oxide in the fly ash and the alkali, from fly ash, cement and mixing water, in the concrete mix were critical to controlling the ASR. The bidding documents included the standard testing using sodium hydroxide. However, they also included testing using a potassium acetate bath. Potassium acetate is a commonly used pavement deicing agent and has been associated with accelerating the alkali-silica reaction in concrete pavement. Prior to the start of construction, multiple concrete mix designs were developed by the contractor and the mix design studies indicated that the selected aggregates were susceptible to ASR, but Type F fly ash sufficiently mitigated the ASR. The quality control and quality acceptance material testing has proven that the new steps taken to mitigate the detrimental affects of ASR on concrete pavements are working. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Alkali silica reactions KW - Colorado Springs Airport KW - Concrete pavements KW - Mix design KW - Portland cement concrete KW - Reconstruction KW - State of the art UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/379/Concrete-Runway-Reconstructed-Using-Results-of-State-of-the-Art-Research UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07058%20Rue.pdf UR - https://trid.trb.org/view/1428988 ER - TY - CONF AN - 01617373 AU - Sapozhnikov, Naum AU - Rollings, Raymond AU - Federal Aviation Administration TI - Soviet Precast Prestressed Construction for Airfields PY - 2007 SP - 12p AB - The Soviet Union used precast concrete slabs as routine pavement construction for roads and airfields and standardized the PAG-XVIII slab for airfields. These 2m x 6 m x 18 cm slabs are prestressed longitudinally and provide excellent load carrying capacity. In fact, an airfield in Uzbekistan supported intense US Air Force C-17 aircraft operations for several years without any structural distress. These slabs were even the thinner PAG-XIV slabs rather than the more robust PAG XVIII slabs (14-cm thick rather than 18 cm). Past history in the former Soviet Union found these precast, prestressed slabs to be structurally sound for aircraft operations and they also offered particular advantages for construction in adverse weather, rapid installation, maintenance on unfavorable soils, and construction in remote or environmentally sensitive areas. This paper will use the author's many years of experience with these slabs in Russia to describe the design, materials, construction, and performance of this precast, prestressed Russian concrete pavement technology that is little known in the West. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Former Soviet Union KW - Pavement design KW - Pavement performance KW - Paving KW - Precast concrete pavements KW - Russia (Federation) KW - Slabs UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/378/Soviet-Precast-Prestressed-Construction-for-Airfields UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07049%20Sapozhnikov%26Rollings.pdf UR - https://trid.trb.org/view/1428967 ER - TY - CONF AN - 01617372 AU - Tommasi Crudeli, Douglas AU - Federal Aviation Administration TI - Dynamic Avionic Ground Traffic Control (DAG - TC) PY - 2007 SP - 12p AB - This new system integrates several technologies for ground control activities that provide a detailed and dynamic overview of airport surface movements in real time. In the present paper, the author introduces the conceptual framework and the practical application of the patented system which enables to identify moving vehicles and aircraft on all runways and adjacent locations in terms of both speed and characterization. As a result, the model also displays the type of aircraft detected and the class and details of ground vehicles. The feedback is provided to the Control Tower or to the cockpit in real time by a set of dedicated software tools which leverage a continuous system of geo-referred data. The result is a clear visualization of a comprehensive, up to date overview of airport and runway operations with meaningful imagery and additional significant descriptions including aircraft make and model. A vital aspect of the system is the ability to perform continuous controls of possible ground collision paths between all moving objects, in particular aircraft and or vehicles. The technology also has the ability to estimate collision probability and time: it immediately alerts the Control Tower and cockpits, and activates an automatic or supervised traffic light alarm system. Vehicle operators and pilots are therefore directly warned of any possible collision and helped to avoid it. At the same time, the Control Tower is constantly and consistently updated on airport movement conditions to facilitate decision-making. The system has been designed modularly to be scalable and to assure around the clock safety surveillance with self diagnostic elements and low maintenance. In particular, the modularity of this system makes it easily adaptable to any geometrical configuration and airport size. The same central unit can change and/or add new modules offering flexibility for small or large airports. The built-in auto diagnostic capabilities ensure minimal field maintenance: any failure raises a local, but non critical, alert for the whole system. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Aircraft KW - Airport runways KW - Airport surface traffic control KW - Airports KW - Avionics KW - Crash avoidance systems KW - Ground vehicles KW - Tracking systems UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/377/Dynamic-Avionic-Ground-Traffic-Control UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07075%20Tommasi%20Crudeli.pdf UR - https://trid.trb.org/view/1428949 ER - TY - CONF AN - 01617371 AU - Truitt, Todd R AU - Federal Aviation Administration TI - New Concepts for Electronic Flight Data Management in Airport Traffic Control Towers PY - 2007 SP - 16p AB - Airport operations logged by the 449 Federal Aviation Administration (FAA) Airport Traffic Control Towers (ATCTs) are projected to increase from 63.1 million in 2004 to 68.8 million in 2008. In anticipation of the increase in air traffic, the FAA is investigating the potential effects of implementing an electronic flight data system (EFDS) in ATCTs. The EFDS would replace the paper Flight Progress Strips (FPSs) used by controllers since the 1930s. It has been stated that the FPS has become an historical artifact that limits the usefulness of flight data and consumes valuable cognitive resources. In today’s ATCT environment, controllers must manually update information, record clearances, and physically pass FPSs from one controller to another. The inherent physical limitations of FPSs also restrict the controllers’ ability to communicate flight data both within and between facilities. Concept research must be conducted to explore new ways of handling air traffic and its associated flight data. One approach is to transform the current FPS into an electronic format without changing the fundamental way that work is accomplished. However, there is the risk that without fundamental changes to the ATC task, controller workload may become overwhelming and prove a limiting factor to the overall NAS performance. New approaches and their risks must be explored, while keeping user acceptance in mind. This report describes the processes and methodologies used to create two prototype Electronic Flight Data Interfaces (EFDIs) for the FAA ATCTs. The author limited the scope of the prototype EFDIs to the controllers’ most common tasks. A limited scope was necessary to simplify the task and to enable examination of the basic concepts of using Electronic Flight Data (EFD). This report also presents an overview of the prototype EFDIs and detailed descriptions of the EFDIs. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Air traffic control KW - Air traffic controllers KW - Airport control towers KW - Electronic flight data KW - Flight progress strips KW - Graphical user interfaces UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/376/New-Concepts-for-Electronic-Flight-Data-Management-in-Airport-Traffic-Control-Towers UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07062%20Truitt.pdf UR - https://trid.trb.org/view/1428936 ER - TY - CONF AN - 01617370 AU - Cudmore, Paul AU - Federal Aviation Administration TI - GPS/GIS Solutions for Improving Airfield Inspections, Reporting, Maintenance and Safety PY - 2007 SP - 17p 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 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport operations KW - Airport runways KW - Data collection KW - Geographic information systems KW - Global Positioning System KW - Inspection KW - Maintenance practices KW - Safety UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/375/GPSGIS-Solutions-for-Improving-Airfield-Inspections,-Reporting,-Maintenance-and-Safety UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07059%20Cudmore.pdf UR - https://trid.trb.org/view/1428935 ER - TY - CONF AN - 01617369 AU - Gerardi, Tony AU - Federal Aviation Administration TI - The Impact of Runway Roughness During a High Speed Aborted Takeoff PY - 2007 SP - 12p AB - A high speed aborted takeoff can be one of the most dangerous operations a pilot has to contend with in commercial aviation. The aircraft is heavy, reaction time is very short, and remaining runway is rapidly approaching zero. When a pilot executes an abort and the remaining runway is short, the pilot must initiate maximum braking effort. This has several serious consequences: 1) Hard braking on a heavy aircraft will likely overheat the brakes and main landing gear (MLG) tires. This usually causes damage to the brakes and can blow the fuse plugs in the tires. There is also a potential for fire and MLG structural failure; 2) Hard braking “loads up” the nose landing gear (NLG) inducing high vertical and drag loads on the NLG tire and supporting structure. This can cause the NLG tire fuse plugs to blow and possibly fail the NLG drag brace. If the drag brace fails, the NLG will collapse. Dynamic loads caused by runway roughness will contribute significantly to this already serious maneuver. It is not uncommon for long wavelength roughness to add a 30-40% dynamic load at the MLG and even higher loads at the NLG. These additional loads can make the difference between an incident and an accident with more serious consequences. The rare (but real) high speed aborted takeoff is probably the most important reason to include pavement smoothness as part of an airport’s pavement management system. This paper will include simulated results of aborted takeoffs on smooth and rough pavements. It will also include how other factors, such as improperly serviced landing gear struts, can affect aircraft dynamic loads. The paper includes a case history published by the NTSB. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Aircraft KW - Airport runways KW - Aviation safety KW - Dynamic loads KW - Landing gear KW - Pavement management systems KW - Roughness KW - Smoothness KW - Takeoff KW - Wavelength UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/374/The-Impact-of-Runway-Roughness-During-a-High-Speed-Aborted-Takeoff UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07018_Gerardi.pdf UR - https://trid.trb.org/view/1428934 ER - TY - CONF AN - 01617368 AU - Song, Injun AU - Teubert, Chuck AU - Federal Aviation Administration TI - Current California Profilograph Simulations and Comparisons PY - 2007 SP - 13p AB - Many agencies within the Department of Transportation (DOT) have developed and used profiling equipment for pavement roughness. In airfield and highway pavement, one of the most popular devices for newly constructed pavement roughness evaluation is the California profilograph that has been used since 1940. Along with the developments and improvements of the devices, the software for processing pavement profile data and computing roughness indexes corresponding to the profiles was needed. The Federal Aviation Administration (FAA) took measurements of the same pavement profiles utilizing a California profilograph and a FAA developed inertial profiler at the National Airport Pavement Test Facility (NAPTF) for comparison. The FAA developed roughness software ProFAA that reads and analyzes pavement profiles used the acquired profiles from the FAA profiler to simulate the movement of the profilograph recording wheel and calculate a Profile Index (PI). The mechanical simulation of the wheel responses are compared with directly measured profiles from the profilograph. In addition, the profilograph simulation and PI results from ProFAA are compared with those from the Federal Highway Administration (FHWA)’s software ProVal using the same profiles from the FAA profiler. The ProFAA and ProVal profilograph simulation methods are also compared using typical airfield and highway profile data sets. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Inertial profilers KW - Profile index KW - Profiles KW - Profilographs KW - Roughness KW - Simulation UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/373/Current-California-Profilograph-Simulations-and-Comparisons UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07065%20Song%26Teubert.pdf UR - https://trid.trb.org/view/1428886 ER - TY - CONF AN - 01617367 AU - Cardoso, Samuel Hautequest AU - Federal Aviation Administration TI - Talara Airport Runway Rehabilitation Optimization Based on Aircraft-Pavement Interaction PY - 2007 SP - 15p AB - Pilots’ complaints about remarkable impacts of B737-400 landing gears during operations at the runway 16/34 of Talara Airport, Peru, motivated this investigation. Aircraft-pavement interaction studies were carried out and they allowed the selection of an optimized strategy for the rehabilitation of the bad areas of the runway. As a consequence, the total costs for the recuperation of those pavement areas were reduced to 35 % of the total costs for the runway restoration by using conventional approaches. In addition, the fieldwork time was reduced to 40 %. The interaction between the B-737-400 and the runway pavement surface was investigated by analyzing three longitudinal profiles obtained with rod and level. Several criteria were used to check the profiles and all of them indicated that some areas of the runway were rough. Once the problems were well known, it was possible to prescribe a very simple and efficient approach to rehabilitate the pavement critical areas. Basically, the recommended strategy was to apply deep patches only at the 20 m (66 ft) central part of the runway, considering replacement and compaction of 40 cm (16”) of granular material and application of 10 cm (4”) of hot mix asphalt concrete layer in three longitudinal segments equivalent to107 m, 33 m and 52 m (558 ft, 108 ft and 171 ft). In addition, a 19 mm (¾”) asphalt concrete leveling course was placed in two areas with extensions of 67 m and 58 m (220 ft and 190 ft). No more pilots' complaints were reported since the runway restoration 6 years ago. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Aircraft KW - Airport runways KW - Boeing 737 aircraft KW - Longitudinal profile KW - Pavement design KW - Rehabilitation (Maintenance) KW - Rolling contact KW - Roughness KW - Structural analysis KW - Talara Airport (Peru) KW - Vibration UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/372/Talara-Airport-Runway-Rehabilitation-Optimization-Based-on-Aircraft-Pavement-Interaction UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07006_Cardoso.pdf UR - https://trid.trb.org/view/1428854 ER - TY - CONF AN - 01617366 AU - Stet, Marc AU - Voorwinde, Marien AU - van der Vegte, Ronald AU - van Leest, Adrian AU - Federal Aviation Administration TI - Safeguarding Runway Pavements at Schiphol with Respect to the Arrival of NGA by Means of PCN PY - 2007 SP - 14p AB - The world’s largest commercial airliner, the 555 seat Airbus A380, will fly into Amsterdam Airport Schiphol in the fall of 2006 to carry out airport compatibility checks. In preparation of the arrival of the “New Generation Aircraft” (NGA) such as the European A380 and Boeing’s B777 Long Range and Extended Range versions, Amsterdam Airport Schiphol carried out an extensive programme to ensure A380 compatibility. As part of this program airside tests on runways pavements were performed and the results were used to review and upgrade the reported PCN’s. The ACN-PCN system of rating airport pavements is designated by the International Civil Aviation Organization (ICAO) as the only approved standardised method for reporting strength. Although there is a great amount of material published on how to compute an ACN, ICAO has not specified regulatory guidance as how an airport authority is to arrive at a PCN, and has left it up to the authority under the approval of the regulating CAA as to how to perform this task. CROW developed a “Guideline on PCN Assignment” describing the structural evaluation of jointed rigid and flexible pavements required to assign a PCN by means of technical evaluation. The paper explains the principles of the Guideline based on the findings of Amsterdam Airport Schiphol. The bearing capacity or of the main runway system is not only based on the strength of the subgrade, but moreover on the strength and performance of all constructed pavement layers. Historical and future runway usage including NGA have been taken into account. Based on the PCN-evaluation, Amsterdam Schiphol Airport can make the appropriate revisions to the PCN codes reported in the AIP manual. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Aircraft classification number KW - Airport runways KW - Amsterdam Schiphol Airport KW - Bearing capacity KW - Flexible pavements KW - New generation aircraft KW - Pavement classification number KW - Pavement maintenance KW - Rigid pavements UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/371/Safeguarding-Runway-Pavements-at-Schiphol-in-Respect-to-the-Arrival-of-NGA-by-Means-of-PCN UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07008_Stet_et_al.pdf UR - https://trid.trb.org/view/1428767 ER - TY - CONF AN - 01617365 AU - Kandhal, Prithvi S AU - Mallick, Rajib B AU - Federal Aviation Administration TI - Evaluation of Various Longitudinal Joint Construction Techniques for Asphalt Airfield Pavements PY - 2007 SP - 18p AB - A longitudinal construction joint occurs when a lane of Hot Mix Asphalt (HMA) is constructed adjacent to previously placed HMA. The premature deterioration of the longitudinal joint occurs in the form of cracking and/or raveling. The distresses are caused by relatively low density and surface irregularity at the joints. A study on longitudinal joints on asphalt airfield pavements, funded by the Airfield Asphalt Pavement Technology Program (AAPTP) is currently underway. The scope of work consists of literature review, survey of users, recommendations of changes in specifications and the development of a manual on best practices. It is preferable to produce hot longitudinal joints by operating two or more pavers in echelon. But in a majority of cases, echelon paving is not possible especially with limited capacity of HMA production to feed more than one paver. However, an attempt should be made to pave in echelon at least the central portions of runways and taxiways. This would minimize the number of longitudinal joints in the area, which is subjected to direct application of severe aircraft loadings. If echelon paving is not possible then it is recommended to use the following best practices in order of preference for constructing durable longitudinal joints: 1) Combination of Notched Wedge Joint, Rubberized Asphalt Tack Coat, and Minimum Joint Density; 2) Rubberized Asphalt Tack Coat and Minimum Joint Density Requirements; 3) Notched Wedge Joint and Minimum Joint Density Requirements; and 4) Cutting Wheel and Minimum Joint Density Requirements. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Asphalt pavements KW - Best practices KW - Hot mix asphalt KW - Joint construction KW - Longitudinal joints KW - Pavement distress UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/370/Evaluation-of-Various-Longitudinal-Joint-Construction-Techniques-for-Asphalt-Airfield-Pavements UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07042%20Kandhal%26Mallick.pdf UR - https://trid.trb.org/view/1428766 ER - TY - CONF AN - 01617364 AU - Bognacki, Casimir J AU - Pirozzi, Marco AU - Federal Aviation Administration TI - Sustainable Base Courses PY - 2007 SP - 12p AB - At existing airports, re-aligning and replacing taxiways is a common practice due to reconfigurations of the operational area or just normal wear and tear. For example, with the arrival of the new “Super-Jumbo Jet” aircrafts, such as the Airbus A380, the nation’s taxiways will need widening and increased load capacity to accommodate the large aircrafts. It is common practice when removing and re-aligning taxiways to dispose of the material and replace it with new material, either asphalt or other base courses. The authors wanted to try and reuse some of this material to develop sustainable design, and reduce material costs. Preliminary research in the Port Authority of NY & NJ Materials Laboratory investigated the possibilities of reusing existing asphalt pavement (RAP), lime-cement-flay ash base course (LCF) and blending it with Portland cement to create a sustainable base course. This research was successful and lead to the option of using either a new asphalt base or a blend of existing pavement and Portland cement in a contract to upgrade the taxiways at John F. Kennedy International Airport. The low bidder chose to use recycled pavement materials and blend it with cement on-site. This sustainable option not only proved to be economical but efficient as well. The on-site blending of Portland cement with the removed pavement material saved in travel time and reduced truck traffic on the surrounding infrastructure. This paper will discuss in detail the following topics related to sustainable base courses: Preliminary laboratory results; Sustainable base course mix design; Batching and placement methods; QC/QA procedures; and Test results. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Base course (Pavements) KW - Econocrete KW - John F. Kennedy International Airport KW - Mix design KW - Quality control KW - Sustainable development KW - Taxiways UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/369/Sustainable-Base-Courses UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07073%20Bognacki%26Pirozzi.pdf UR - https://trid.trb.org/view/1428733 ER - TY - CONF AN - 01617363 AU - Syed, Imran M AU - Fuselier, Gary K AU - Hewitt, Michael AU - Federal Aviation Administration TI - Innovation in Cement Stabilization of Airfield Subgrades PY - 2007 SP - 13p AB - The Washington Dulles International Airport (IAD) is located in Loudon and Fairfax Counties in northeastern Virginia, approximately 26 miles northwest of Washington, D.C. The Metropolitan Washington Airports Authority (the Authority) reconstructed the original 10,000 feet of Runway 12-30 at IAD with Portland cement concrete pavements. The geotechnical investigation concluded that extensive areas of the runway subgrades are weak and needed to be addressed. The three main options to address the weak subgrades were: i) Undercut the poor subgrades and replace them with good quality borrow materials with a minimum California Bearing Ratio (CBR) value of 20; ii) Crush the demolished concrete pavement structure and use it as crushed recycled concrete base to improve the subgrade support conditions; and iii) Addition of small amounts of ordinary Portland cement to the top 12 inches of the existing subgrades. The Authority, in conjunction with the design team, chose Option iii as it gave them the most realistic chance of completing the project within budget and on schedule. This paper presents the mixture design process of the cement stabilized subgrade soils for the reconstruction of Runway 12-30 at IAD. This paper describes a laboratory study aimed at designing cement stabilized subgrade soils that satisfy the following: i) Optimal shrinkage and durability in addition to strength; ii) Early opening to construction traffic within 3-days of curing; and iii) Innovative acceptance criteria to ensure that good quality is obtained in an accelerated construction schedule. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Concrete pavements KW - Cost effectiveness KW - Innovation KW - Portland cement KW - Stabilization KW - Subgrade (Pavements) KW - Washington Dulles International Airport UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/368/Innovation-in-Cement-Stabilization-of-Airfield-Subgrades UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07030_Syed_et_al.pdf UR - https://trid.trb.org/view/1428731 ER - TY - CONF AN - 01617362 AU - Tayabji, Shiraz AU - Anderson, John AU - Lafrenz, Jim AU - Federal Aviation Administration TI - Proposed Specification for Construction of Airfield Concrete Pavement PY - 2007 SP - 18p AB - The Standards for Specifying Construction of Airports, FAA Advisory Circular: AC 150/5370-10B incorporate Item P-501 – Portland Cement Concrete Pavement. Airfield concrete pavement projects funded under the Federal Airport Improvement Program (AIP) are typically developed in accordance with the requirements contained in Item P-501 and sometimes in conjunction with specific project requirements and local practices related to material availability and regional concerns, and as approved by the FAA. Item P-501 provides guidance on the following: 1) Concrete materials (including composition and materials requirements); 2) Construction methods (including equipment, concrete placement, finishing, jointing, curing, and sealing); 3) Method of acceptance (including sampling and testing); 4) Contractor quality control; and 5) Basis for payment. As part of a recent study, a proposed specification for construction of concrete airfield pavements has been developed for possible adoption by the FAA. The proposed specification places emphasis on the need to produce a durable end product, vis-à-vis, a durable concrete pavement. The product requirements that are specified are a combination of prescriptive requirements for certain materials as well as end product requirements for the as-delivered concrete and for the as-placed concrete. There is less emphasis on the means and methods to produce the end product. This should allow the contractor reasonable flexibility to use innovative construction methods and equipment that will result in cost savings to owner agencies without sacrificing the quality of the product. Specifically, the proposed specification will allow constructors to identify sources of variability in the airfield concrete pavement construction process and to minimize the variability, thus delivering an end product that is consistent and durable. The proposed specification intent is to: 1) Inspire creativity and maintain a standard for the evaluation of the construction; 2) Incorporate a system of measurement consistent with acceptance criteria that will validate the design parameters; 3) Encourage innovation and be "results-oriented"; and 4) Result in a product of the highest quality and consistent with the available local materials. This paper presents highlights of the proposed specification. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Concrete pavements KW - Construction equipment KW - Construction management KW - Paving KW - Quality control KW - Specifications UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/367/Proposed-Construction-Specification-for-Airfield-Concrete-Pavement UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07038%20Tayabji%20et%20al.pdf UR - https://trid.trb.org/view/1428270 ER - TY - CONF AN - 01617361 AU - Donovan, Phillip AU - Tutumluer, Erol AU - Federal Aviation Administration TI - Analysis of NAPTF Trafficking Response Data for Pavement Foundation Deformation Behavior PY - 2007 SP - 15p AB - Full scale pavement data from testing at the Federal Aviation Administration’s (FAA’s) National Airport Pavement Testing Facility (NAPTF) using next generation aircraft loads on asphalt pavements indicated that a sequential wander pattern caused inelastic deformations to be recovered. That is, the downward unrecovered deformation caused by a pass of heavily loaded landing gear was negated by the upward unrecovered deformation caused by the pass of the same gear offset by wander. This interaction indicated a shuffling of the layer deformations of the pavement system. Analysis of the multi-depth deflectometer data showed that the 9-track wander pattern used in the first cycle of NAPTF flexible pavement tests was causing a reduction in the accumulated deformations at the surface when compared to pavement loading with no wander. The pavement surface deformations varied considerably depending on the proximity of the wander position of the applied gear loading to the measured response location. The trafficking direction of the gear/wheel also had a major impact on the pavement deformation behavior. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Deflection KW - Deformation KW - Flexible pavements KW - Landing gear KW - Load tests KW - National Airport Pavement Testing Facility KW - Pavement distress KW - Pavement performance UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/366/Analysis-of-NAPTF-Trafficking-Response-Data-for-Pavement-Foundation-Deformation-Behavior UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07068%20Donovan%26Tutumluer.pdf UR - https://trid.trb.org/view/1428268 ER - TY - CONF AN - 01617360 AU - Ricalde, Lia AU - Federal Aviation Administration TI - Analysis of HWD Data from CC2 Traffic Tests at the National Airport Pavement Test Facility PY - 2007 SP - 12p AB - The National Airport Pavement Test Facility (NAPTF), located at the William J. Hughes Technical Center, was built by the Federal Aviation Administration (FAA) to develop reliable failure criteria for new design procedures for airport pavements, through full-scale testing of the new generation of heavy civil transport aircraft on typical pavement structures. A key element of the NAPTF test program is extensive investigation of material properties, through both destructive tests, and non-destructive testing (NDT) procedures. This paper presents the findings from NDT test conducted during Construction Cycle 2 (CC2) of the NAPTF test program. The focus of CC2 was three rigid pavement test sections constructed on medium-strength subgrade. A 12 inches portland cement concrete (PCC) slab was placed on conventional subbase (MRC), on grade (MRG) and on stabilized subbase (MRS). Each section was 75 feet long by 60 feet wide with 25 feet long by 60 feet wide rigid transitions between them. The slab size was 15 ft. by 15 ft. and the concrete mix included 50% flyash. The FAA’s Heavy Weight Deflectometer (HWD), a KUAB Model 240, was used to monitor the pavement deterioration. Readings were taken before the pavement was trafficked and periodically after trafficking started. A total of 15 sets of HWD readings were collected, and were used to track the progress of the pavement deterioration. The level of deflection under a given load provides information about the flexibility of the pavement. Conversely the required load for a unit deflection reflects the local pavement stiffness. This stiffness, called the Impact Stiffness Modulus (ISM), can be used as an indicator of the strength of the pavement. If the ISM, calculated using the maximum basin deflection under the load (D0), is low the pavement can be assumed to be weak. The D7 sensor reading is an indicator of subgrade modulus. An analysis of the D7 sensor data for CC2 shows that the subgrade maintained the designed strength for MRS and MRG test sections. Using the HWD data and the BACKFAA program, the elastic modulus for each layer of the MRS and MRG pavement structures was backcalculated U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Backcalculation KW - Deflectometers KW - Heavy weight deflectometers KW - National Airport Pavement Test Facility KW - Nondestructive tests KW - Pavement distress KW - Pavement performance KW - Rigid pavements KW - Stiffness tests UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/365/Analysis-of-HWD-Data-from-CC2-Traffic-Tests-at-the-National-Airport-Pavement-Test-Facility UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07048%20Ricalde.pdf UR - https://trid.trb.org/view/1428223 ER - TY - CONF AN - 01615694 AU - Oshiro, Paul AU - Fletcher, Jack AU - Widmer, James AU - Gerardi, Tony AU - Federal Aviation Administration TI - Runway Keel Section Replacement in the Middle East (A Case History) PY - 2007 SP - 15p AB - Grading of airfield pavements has always been a challenge to engineers as multiple constraints need to be considered and evaluated to properly design longitudinal and transverse gradients. Analysis is made more difficult in the design of pavement reconstruction and rehabilitation as recommended improvements often result in partial pavement removal and replacement requiring the new pavement to tie into existing pavement elevations. This paper focuses on one of the more difficult pavement grading analysis: grading the removal and replacement of an existing runway keel section of an older runway in the touchdown zone area that was constructed with inconsistent gradients not adhering to current criteria. The design alternate analysis reviewed four options for the longitudinal and transverse design: design to existing grades, best fit longitudinal slope, elevated longitudinal slope, and elevated longitudinal slope with constant transverse gradient for inner 20m. An aircraft simulation program to simulate aircraft response on the proposed grading option was analyzed to insure that the grades would produce an acceptable aircraft response. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Grading (Earthwork) KW - Pavement distress KW - Replacement KW - Ride quality KW - Roughness UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/362/Runway-Keel-Section-Replacement-in-the-Middle-East UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07023_Oshiro_et_al.pdf UR - https://trid.trb.org/view/1428197 ER - TY - CONF AN - 01615693 AU - Morian, Dennis A AU - Stoffels, Shelley M AU - Mack, James W AU - Ioannides, Anastasios AU - Wu, Shie Shin AU - Federal Aviation Administration TI - Design and Execution of the Unbonded Overlay Experiment at the NAPTF PY - 2007 SP - 17p AB - The Innovative Pavement Research Foundation (IPRF) executed a contract for the development of a Roadmap document to lay out the plan for the investigation of unbonded concrete airfield overlays. The scope of work also included the design an execution of the first phase of the experiment described by the Roadmap. This paper presents the development of the Roadmap document, and execution of the first phase of the research. The Roadmap document focused on the development of a research approach which could be accomplished in manageable portions of research activity. It deals with identification of the performance related parameters, and structuring of these into functional research project increments. Three phases of work were identified within the Roadmap to address all the issues relevant to unbonded overlay performance. The first phase of research was designed to address a limited number of the factors identified in the Roadmap, including existing pavement condition, the influence of matched and mismatched joints, and the relative thickness of underlying and overlay slabs. The paper discusses the first phase experiment design and construction. It was necessary to factor construction and instrumentation elements into the experiment design, as well as physical limitations of the loading facility. All phases of the research are to be conducted using the accelerated loading equipment at the National Airfield Pavement Test Facility (NAPTF). The paper also discusses the first phase loading plan developed and executed at the Facility. Loading was conducted for both tandem and tridem gears on parallel pavement tracks. Response data was collected at multiple load levels, but primary load repetitions were conducted at a single load level. Finally, the paper discusses the distresses which resulted from the loading. Distress types, identified mechanisms, and implications of certain distresses are also addressed. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - National Airport Pavement Test Facility KW - Overlays (Pavements) KW - Pavement design KW - Pavement distress KW - ROADMAP KW - Tandem axle loads KW - Tridem axle loads KW - Unbonded overlays UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/363/Design-and-Execution-of-the-Unbonded-Overlay-Experiement-at-the-NAPTF UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07063%20Morian%20et%20al.pdf UR - https://trid.trb.org/view/1428198 ER - TY - CONF AN - 01615692 AU - Zegger-Murphy, Christopher AU - Federal Aviation Administration TI - Visual Guidance: Solar LED Aviation Lighting and Solar Power Systems Technology Solutions PY - 2007 SP - 16p AB - A major goal for many airport systems is the reduction or elimination of aircraft accidents, as well as the reduction in the costs of developing and maintaining safe airports. One of the top three safety measures recommended by the National Transportation Safety Board (NTSB) is to prevent runway incursions. The simplest ways to avoid incursions are to practice effective communications between pilots and controllers, and to improve pilot familiarity with airport taxiways and airstrips; however, these are not failsafe solutions. The NTSB recommends that airfields require visual guidance systems that give immediate warnings of probable collisions. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Crash avoidance systems KW - Guidance KW - Light emitting diodes KW - Lighting KW - Runway incursions KW - Solar energy KW - Visual aids UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/358/Visual-Guidance:-Solar-LED-Aviation-Lighting-and-Solar-Power-Systems-Technology-Solutions UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07085%20Zegger-Murphy.pdf UR - https://trid.trb.org/view/1428161 ER - TY - CONF AN - 01615691 AU - Leung, Ricky W K AU - Little, James W AU - Li, David C H AU - Federal Aviation Administration TI - Getting Ready for the A380 Aircraft in Hong Kong International Airport PY - 2007 SP - 17p AB - In December 2000, a decision was made by Airbus Industries to undertake the development of the world's largest aircraft, the A380. Subsequently, the first A380 flight was successfully conducted in April 2005 in France. Six airlines have indicated their intention to use the A380 aircraft for operations at Hong Kong International Airport and plan to begin operations in late 2007 or early 2008. This paper describes the compatibility study carried out by the Hong Kong Airport Authority to identify the requirements to upgrade the airport facilities to ICAO Code 4F standard. These include the widening of a number of taxiways, the relocation of infringing obstacles, relocation of runway stop bars, the modification of jet blast fences, and the modification of aircraft loading bridges, fixed ground power and preconditioned air systems. The paper also describes the various design options that were considered for the upgrade and the difficulties encountered implementing the changes under an operating airport environment. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airbus A380 KW - Airport runways KW - Airside operations KW - Compatibility KW - Hong Kong International Airport KW - Landing fields KW - Modernization KW - Taxiways UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/360/Getting-Ready-for-the-A380-Aircraft-in-Hong-Kong-International-Airport UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07039%20Leung%20et%20al.pdf UR - https://trid.trb.org/view/1428164 ER - TY - CONF AN - 01615690 AU - Washburn, Brian E AU - Loven, Judy S AU - Begier, Michael J AU - Sullivan, Daniel P AU - Woods, Henri A AU - Federal Aviation Administration TI - Evaluating Commercially Available Tall Fescue Varieties for Airfields PY - 2007 SP - 13p AB - Recently, a large number of “turf-type” tall fescue varieties have been developed for the turfgrass industry. Turf-type tall fescues are bred to maintain deep green color, drought and disease resistance, and grow to shorter heights than traditional tall fescues. In addition, many of these new varieties have high levels of endophyte-infectio. Over 160 varieties of turf-type tall fescue are currently available from the turfgrass industry that could be used in airfield revegetation projects. The authors conducted a series of experiments at numerous airports across the U.S. to evaluate the establishment of several varieties of tall fescue grass, each containing high levels of endophytic fungus. The study objectives were to: (1) determine if selected turf-type tall fescue varieties will establish on various airfields across the U.S. and (2) provide airport-specific recommendations for tall fescue variety selection. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airports KW - Evaluation KW - Fescue KW - Grasses KW - Landscape maintenance KW - Revegetation KW - Turf UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/356/Evaluating-Commercially-Available-Tall-Fescue-Varieties-for-Airfields UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07051%20Washburn%20et%20al.pdf UR - https://trid.trb.org/view/1427977 ER - TY - CONF AN - 01615689 AU - Leung, Ricky W K AU - Li, David C H AU - Pickles, Andy R AU - Federal Aviation Administration TI - Heaving of Airfield Pavement in Hong Kong International Airport PY - 2007 SP - 13p AB - The new Hong Kong International Airport, with two parallel runways, was opened in 1998. Soon after the opening of the North Runway in July 1999, a strange phenomenon occurred on the asphalt pavement. Pavement damage associated with the heave of the wearing course was observed at various locations on the taxiway shoulder after heavy rainfall of long duration. At some locations, the wearing course layers was temporarily lifted up from the underlying crushed aggregates base course in a dome with a height of up to 400 mm and a diameter up to approximately 10 m. Remaining locations of damage were in the form of cracking and localized bulging of the wearing course. In the later part of the year, the problem extended to the aircraft movement areas in a taxiway and on a runway and on one occasion caused the closure of the runway for an emergency repair. This paper describes the investigation carried out by the Airport Authority Hong Kong to identify the cause of the heaving. It also describes the temporary measures taken to mitigate the problem as well as the development and implementation of a long-term solution. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Blowup (Pavements) KW - Hong Kong International Airport KW - Pavement cracking KW - Taxiways KW - Wearing course (Pavements) UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/359/Heaving-of-Airfield-Pavement-in-Hong-Kong-International-Airport UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07033%20Leung%20et%20al.pdf UR - https://trid.trb.org/view/1428162 ER - TY - CONF AN - 01615688 AU - Guo, Edward AU - Pecht, Frank AU - Federal Aviation Administration TI - Application of Surface Strain Gages at the FAA's National Airport Pavement Test Facility PY - 2007 SP - 17p AB - Since 1999, over a thousand embedded concrete strain gages have been used at the FAA's NAPTF. However, two issues have to be considered. First, extrapolation of the data, rather than direct measurement, has to be used to obtain the critical strain at slab surface. Second, each gage costs more than 500 dollars necessitating a reduction in the amount of strain gages to satisfy budgetary requirements. To alleviate these concerns, surface strain gages have been used since 2004. The cost of each gage is typically less than ten dollars, and its reliability is similar to the embedded gages if they are used appropriately. Seven surface gages were installed at a transverse joint and one at a longitudinal joint of a 17" thick slab. Two-step static gear loads and slow rolling loads were used to get strain histories. Two, four and six wheels were used for both static and slow rolling tests. The test data verifies the findings at NAPTF in 2000: The gear load dominates both top-down and bottom-up cracks at transverse joints, and it only dominates the top-down cracks while the wheel load dominates the bottom-up cracks at longitudinal joints. Comparisons between the recorded strains under static and slow rolling load show that the magnitude of strain history under a slow rolling load matches the measured static strain very well if the load location is properly selected. The measured and calculated strains based on a thin plate model at the longitudinal joint under a slow rolling load match well. However, the measured and calculated strains at the transverse joint only match well for the strain gage locations away from the load. They are poorly matched for the gage near the load. The discrepancy indicates that the thin plate model assumption might not be suitable in predicting surface strain near the load. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Landing gear KW - Longitudinal joints KW - National Airport Pavement Test Facility KW - Strain gages KW - Strain measurement KW - Transverse joints KW - Wheel loads UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/364/Application-of-Surface-Strain-Gages-at-the-FAA's-National-Airport-Pavement-Test-Facility UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07078%20Guo%26Pecht.pdf UR - https://trid.trb.org/view/1428222 ER - TY - CONF AN - 01615687 AU - Bognacki, Casimir J AU - Frisvold, Andrew AU - Bennert, Thomas AU - Federal Aviation Administration TI - Investigation of Asphalt Pavement Slippage Failures on Runway 4R-22L, Newark International Airport PY - 2007 SP - 14p AB - Aeronautical asphalt pavements are susceptible to slippage failures, especially on runways at the high-speed taxiway exits as airplanes brake and turn. Plastic deformation of asphalt usually occurs under loading at high ambient temperatures. To combat this problem asphalt mixes are polymer modified and their aggregate skeletons are designed to have sufficient stone-to-stone contact for adequate structural integrity. The top pavement lift should also provide enough depth for the shear forces to dissipate. Polymer modified asphalt cements, sound aggregate skeletons and the use of textured sands have produced mixes capable of transferring loads to the subbase. However, smoothness criteria outlined in FAA specifications have tight tolerances, which drive the contractor into constructing the pavement with multiple thinner lifts rather than fewer thicker lifts. This allows more opportunities to correct deficiencies as the pavement structure is built to finished grade. The drawback to this method is the multiple layers that comprise the depth of the pavement may not act as one solid unit under shear forces. Precautions are taken to avoid this by treating the surfaces at the interface by cleaning the surfaces of dust and debris and applying a tack coat prior to overlay. In addition to this, there must be some degree of aggregate interlock between lifts provided by protrusions of aggregates of the overlay into the layer below. This happens during the rolling operation and is facilitated through heat transfer. The aggregates that penetrate into the underlying layer act as shear studs, which aid in preventing slippage at the interface of the first and second lifts when undergoing shear and torsion forces. The aggregates however, must have enough strength not to shear themselves. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport runways KW - Asphalt pavements KW - Failure KW - Interface shear KW - Newark International Airport KW - Pavement layers KW - Shear strength KW - Wheel slip UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/361/Investigation-of-Asphalt-Pavement-Slippage-Failures-on-Runway-4R-22L-Newark-International-Airport UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07072%20Bognacki%20et%20al.pdf UR - https://trid.trb.org/view/1428196 ER - TY - CONF AN - 01615686 AU - Tommasi Crudeli, Raoul AU - Federal Aviation Administration TI - The Vectorial 3D Bird Flight Monitoring System: A New Tool to Track and Manage Birds on Airports PY - 2007 SP - 9p AB - Among the many sensors available to detect and track bird movement on airports, few provide a satisfactory capacity to both monitor bird flight to rapidly review, update, and improve monitoring capabilities. The patent pending Vectorial Three Dimension Bird Flight (V3DBF) Monitoring System has been developed to provide detection and analysis of bird movement leveraging digital images and advanced image analysis technology. The sensor system is capable of identifying bird targets and, using geometric relationships between sensors and the targets, to localize three dimensionally birds and flocks, providing native WGS84 output data, and therefore it is also possible to integrate measurements with existing GIS. The rapid refresh rate of the system allows three dimensional tracking of bird targets, as well as measurement of their speed and direction. The detailed output data can be further compared with a pattern library, both in an automatic or supervised way, to determine the species for ethological studies. The library will comprise the most frequent species found near US airports, therefore enabling the system to provide not only counting and positional information, but also an adequate classification in terms of species. Because the original data are retained, a complete record of detection and corresponding data processing is available to check accuracy and evaluate the performance of the system in a given airport setting. The system can be extended to integrate multiple sensors and provide coverage of large areas. Present V3DBF system capabilities have been expanded beyond detection and tracking to include birdstrike hazard assessment and hazard warning based on track intersection with critical airspace. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airports KW - Bird strikes KW - Birds KW - Hazard analysis KW - Monitoring KW - Stereo vision KW - Tracking systems UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/357/The-Vectorial-3D-Bird-Flight-Monitoring-System-A-New-Tool-to-Track-and-Manage-Birds-on-Airports UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07074%20Tommasi%20Crudeli.pdf UR - https://trid.trb.org/view/1427980 ER - TY - CONF AN - 01615685 AU - Beason, Robert C AU - Begier, Michael J AU - Washburn, Brian E AU - Federal Aviation Administration TI - Evaluation and Monitoring Avian Hazards Using Combined Radar and Visual Techniques PY - 2007 SP - 11p AB - Ecological relationships between wildlife populations and habitat are usually discerned through observations during the course of an annual cycle. Although proximate hazards, on the airport, are well defined during the evaluation process, off-airport features also can attract wildlife. Wildlife species can transit airport property traveling to and from attractive habitat attractants. During an airfield evaluation, common wildlife sampling techniques are employed to determine species, their approximate numbers, and through association an index of potentially attractive habitat. Continuous observations could provide a more complete picture but would require greater sampling effort. Radar is a tool that has demonstrated efficacy to automatically monitor wildlife at greater distances than can be achieved through traditional visual techniques. Modern systems also have the ability to record a variety of spatial and temporal variables simultaneously and processed data streams can be further analyzed. In association with GIS software, these data can be queried to provide hazard and risk mapping on the airfield and in the approach/ departure corridors, as well as the air traffic pattern. The use of radar in combination with traditional wildlife observation techniques could significantly increase the amount of information available for analyses during an evaluation. The authors used radar observations to document winter waterfowl movements at night (including migration departures) as well as diurnal bird movements. These movements included incursions into the approach/ departure corridors and the initial location of the waterfowl presenting the hazard. Although radar has its benefits, such as detecting wildlife at night and greater distances than can be accomplished visually, it also has its shortcomings. These include reduced sensitivity during heavy precipitation (e.g., X- and K-band radars) and the inability to identify the species of the birds detected. Radar provides an additional source of information for evaluating wildlife strike risks. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airports KW - Aviation KW - Bird strikes KW - Birds KW - Evaluation KW - Hazards KW - Monitoring KW - Radar KW - Wildlife UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/355/Evaluation-and-Monitoring-Avian-Hazards-Using-Combined-Radar-and-Visual-Techniques UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/Papers/P07070%20Beason%20et%20al.pdf UR - https://trid.trb.org/view/1427976 ER - TY - CONF AN - 01615324 AU - Federal Aviation Administration TI - 2007 FAA Worldwide Airport Technology Transfer Conference: New Directions in Airport Technology PY - 2007 SP - v.p. AB - This international conference focused on the development of technology and its application to airports, covering a broad range of technology areas for airports. The conference provided a unique opportunity to both the aviation industry and the research community to interact and exchange information to assure safe and efficient airport operation. Sessions covered a broad range of topics including: Wildlife Hazard Mitigation Technologies; Technological Solutions for Airport Safety; Airport Technology Case Histories; Full Scale Testing; Innovation in Airport Pavement Construction; Airport/Aircraft Compatibility Issues; Construction Materials and Methods; Airport Pavement Maintenance and Management; Airport Pavement Design Software; Field Instrumentation and Testing; Airport Pavement Design Issues. U1 - 2007 Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20070416 EndDate:20070418 Sponsors:Federal Aviation Administration, American Association of Airport Executives KW - Airport operations KW - Airport runways KW - Hazard mitigation KW - Pavement design KW - Pavement maintenance KW - Pavement management systems KW - Paving KW - Safety KW - Technological innovations KW - Technology transfer KW - Wildlife UR - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Past-Airport-Technology-Transfer-Conferences/Airport-Technology-Transfer-Conference-2007 UR - http://www.airtech.tc.faa.gov/naptf/att07/2007/PAPER_INDEX.htm UR - https://trid.trb.org/view/1427762 ER - TY - JOUR AN - 01151047 JO - International Journal of Applied Aviation Studies PB - Federal Aviation Administration AU - Rankin, William TI - Runway Incursions: A Critical Examination of Airport Driver Training Methods PY - 2007 VL - 7 IS - 1 SP - pp 133-156 AB - This article reports on a critical examination of airport driver training methods undertaken as a strategy to better understand and prevent airport runway incursions. According to the FAA Runway Safety Report (2004), vehicle deviations accounted for 20% (291 events) of all runway incursions during a study period of 2000 through 2003. The present study examined if a relationship existed between the design methods used for airport movement area driver training and the number of incursions at 18 of the 35 OEP (Operational Evolution Partnership Plan) U.S. towered airports. The author conducted a five-point Likert-type survey of airport driver training officials at 18 of the 35 airports. The results identified one particular driver training method as the most effective: the American Association of Airport Executives (AAAE) interactive computer-based airport movement area driver training design method. The author concludes that the use of this method will reduce the potential for runway incursions at the largest U. S. towered airports. The author also discusses how the data from this study might be used to help reduce airport liability exposure, property damage, and lower airport liability insurance cost to U.S. airport owners. KW - Airport ground transportation KW - Airport runways KW - Airport surface traffic control KW - Airports KW - Driver education KW - Driver training KW - Liability KW - Operational Evolution Partnership Plan KW - Runway incursions KW - Surveys KW - Traffic safety KW - Training UR - http://www.faa.gov/about/office_org/headquarters_offices/arc/programs/academy/journal/pdf/Spring_2007.pdf UR - https://trid.trb.org/view/913205 ER - TY - RPRT AN - 01150580 AU - Federal Aviation Administration TI - Airport Improvement Program: Report to Congress, 24th Annual Report of Accomplishments, Fiscal Year 2007 PY - 2007 SP - 218p AB - This 24th Annual Report of Accomplishments: Airport Improvement Program (AIP) Fiscal Year (FY) 2007 is submitted to Congress in accordance with Section 47131 of Title 49 of the United States Code (U.S.C.). This report covers activities for the fiscal year ending September 30, 2007. It provides a detailed statement of airport development funded by AIP grants and a detailed listing of how appropriated funds were allocated. In addition, this report contains information on the Airport Land Use Compliance Program and a review of the Passenger Facility Charge (PFC) Program. The purpose of the Executive Summary is to highlight the notable accomplishments funded by AIP for safety, security, capacity, preservation of existing capacity, and environmental mitigation. KW - Air transportation KW - Airport Improvement Program KW - Airports KW - Economic development KW - Financial analysis KW - Land use planning KW - Resource allocation UR - https://trid.trb.org/view/912583 ER - TY - RPRT AN - 01138288 AU - Gramopadhye, Anand K AU - Greenstein, J AU - Dharwada, P AU - Iyengar, N AU - Kapoor, K AU - Clemson University AU - Federal Aviation Administration TI - Development of an Industry Standardized Auditing and Surveillance Tool: Minimizing Maintenance Errors PY - 2007///Final Technical Report SP - 390p AB - This report outlines the development of a Web-based Surveillance and Auditing Tool (WebSAT), a system that analyzes aircraft maintenance data. Given that there are no systems available in the industry which assist in evaluation of aircraft maintenance data using standardized procedures, four different web applications were designed and developed to achieve effective and efficient information management of aircraft maintenance operations and understand trends in the errors captured through these operations. It is anticipated that using these systems will systematize and standardize the data collection, reduction and analysis of aircraft maintenance data in the aviation industry. Specifically, this research, pursued over three years, with industry partner Airline at Memphis, Tennessee, achieved the following objectives: (1) identify an exhaustive list of impact variables that affect aviation safety and transcend various aircraft maintenance organizations; (2) develop data collection/reduction and analysis protocols to analyze errors for the identified set of impact variables; and (3) using the results of the aforementioned activity, develop and implement a web-based application which ensures oversight of aircraft maintenance operations. KW - Aircraft maintenance KW - Aircraft operations KW - Auditing KW - Civil aviation KW - Data collection KW - Information technology KW - Memphis (Tennessee) KW - Surveillance UR - https://trid.trb.org/view/898290 ER - TY - RPRT AN - 01135381 AU - Federal Aviation Administration TI - Instrument Procedures Handbook PY - 2007 SP - 296p AB - This handbook supercedes FAA-H-8261-1, Instrument Procedures Handbook, dated 2004. It is designed as a technical reference for professional pilots who operate under instrument flight rules (IFR) in the National Airspace System (NAS). It expands on information contained in the FAA-H-8083-15, Instrument Flying Handbook, and introduces advanced information for IFR operations. Instrument flight instructors, instrument pilots, and instrument students will also find this handbook a valuable resource since it is used as a reference for the Airline Transport Pilot and Instrument Knowledge Tests and for the Practical Test Standards. It also provides detailed coverage of instrument charts and procedures including IFR takeoff, departure, en route, arrival, approach, and landing. Safety information covering relevant subjects such as runway incursion, land and hold short operations, controlled flight into terrain, and human factors issues also are included. This handbook conforms to pilot training and certification concepts established by the FAA. Where a term is defined in the text, it is shown in blue. Terms and definitions are also located in Appendix C. The discussion and explanations reflect the most commonly used instrument procedures. 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 pilots of their responsibility imposed by Title 14 of the Code of Federal Regulations (14 CFR). It is essential for persons using this handbook to also become familiar with and apply the pertinent parts of 14 CFR and the Aeronautical Information Manual (AIM). KW - Air pilots KW - Air transportation KW - Airline pilots KW - Arrivals and departures KW - Aviation safety KW - Flight training KW - Handbooks KW - Instrument flying KW - Instrument landing systems KW - Runway incursions UR - http://www.faa.gov/regulations_policies/handbooks_manuals/aviation/instrument_procedures_handbook/ UR - https://trid.trb.org/view/894543 ER - TY - RPRT AN - 01122590 AU - Forster, Piers AU - Rogers, Helen AU - Federal Aviation Administration TI - ACCRI Theme 7: Metrics for Comparison of Climate Impacts from Well Mixed Greenhouse Gases and Inhomogeneous Forcing Such as Those from UT/LS Ozone, Contrails and Contrail-Cirrus PY - 2007 SP - 57p AB - The Earth’s climate is warming and human activity is very likely (90% certain) to be responsible for the warming observed over recent decades. The largest contribution to both past climate change and expected future climate results from emissions of long-lived greenhouse gases. Due to their long life-time in the atmosphere (greater than 10 years) the climate effects of these emissions are not location specific and are readily comparable using simple metrics. Aviation emits gases and particles that in turn affect the climate by changing the atmospheric abundance of constituents and/or cloudiness. These effects are typically assessed by calculating the radiative forcing (RF, with units of Wm-2) imbalance at the tropopause. These effects arise from: emission of CO2, which has a warming effect (positive RF); emission of NOx, which results in the production of tropospheric O3 (positive RF) and the reduction of ambient CH4, a cooling effect (negative RF); direct emissions of H2O (positive RF); the formation of line-shaped contrails (positive RF); the increase of cirrus clouds by spreading contrails (positive RF); the emission of sulphate particles (negative RF); the emission of soot particles (positive RF); and the indirect effects of aviation aerosols on background cloudiness (unknown RF). The effects are typically quantified in terms of a global average RF. This report reviews measurement of impacts on climate, and how to compare metrics used. KW - Aerosols KW - Alternatives analysis KW - Aviation KW - Carbon dioxide KW - Cirrus clouds KW - Contrails KW - Environmental impacts KW - Exhaust gases KW - Greenhouse gases KW - Measurement KW - Nitrogen oxides KW - Ozone KW - Soot UR - http://www.faa.gov/about/office_org/headquarters_offices/aep/aviation_climate/media/ACCRI_SSWP_VII_Forster.pdf UR - https://trid.trb.org/view/884176 ER - TY - RPRT AN - 01120422 AU - Federal Aviation Administration TI - Plan for the Future 2007-1016: The Federal Aviation Administration's 10-Year Strategy for the Air Traffic Control Workforce PY - 2007 SP - 64p AB - Air traffic controllers are an integral part of the National Airspace System (NAS). The work they do, every day of the year, is essential to the mission of the Federal Aviation Administration, providing the safest, most efficient aerospace system in the world. The FAA employs more than 14,000 air traffic controllers. They work in air traffic facilities of all sizes, safely guiding about 50,000 aircraft through the system each day. These employees provide air navigation services to aircraft in the U.S. domestic airspace, and in the 24.6 million square miles of international oceanic airspace delegated to the United States by the International Civil Aviation Organization. Over the next decade, approximately 72 percent of this workforce will become eligible to retire. In order to meet the challenges of this wave of retirements and the increasing demand for air travel, the FAA will hire and train more than 15,000 new air traffic controllers over the next 10 years. The plan for fiscal year 2007 includes hiring more than 1,300 new controllers from the thousands of qualified applicants waiting to be hired. KW - Air traffic KW - Air traffic control KW - Air traffic control facilities KW - Air transportation KW - Civil aviation KW - Employees KW - Labor force KW - Retirement KW - Training KW - U.S. Federal Aviation Administration UR - http://www.faa.gov/search/?q=2007+The+Federal+Aviation+Administration%27s+10-Year+Strategy+for+the+Air+Traffic+Control+Workforce UR - https://trid.trb.org/view/880361 ER - TY - RPRT AN - 01090473 AU - Federal Aviation Administration TI - FAA Aerospace Forecast Fiscal Years 2007–2020 PY - 2007 SP - 96p AB - The 2007 forecast for commercial aviation calls for a return to growth and over time, the industry is expected to grow significantly. System capacity – the overall yardstick for how busy aviation is both domestically and internationally – will increase 2.8 percent this year, following last year’s decline of 0.2 percent. In domestic markets, capacity is expected to increase 2.1 percent, as network carrier capacity stabilizes and low cost carriers continue to grow. Regional carrier capacity, which depends in large part on feed from the legacy carriers, is forecast to increase 2.9 percent. Revenue passenger miles will increase 2.8 percent while enplanements are expected to increase faster, up 3.6 percent. The average size of domestic aircraft is expected to increase this year by 0.3 seats to 120.5 seats. Network carriers are reconfiguring their domestic fleets to increase the number of seats, while low-cost carriers with relatively smaller aircraft sizes continue to grow at a faster rate. The result is a slight decrease in overall aircraft size for the mainline carrier group in aggregate. While demand for 70–90 seat aircraft continues to increase, the authors expect that the number of 50 seat regional jets in service will continue to fall, increasing the average regional aircraft in 2007 by 0.8 seats to 50.8 seats per mile. Domestic passenger trip length is expected to decrease by 7 miles in 2007 as network carrier trip length remains steady while trip length in the growing low-cost carrier sector falls. General aviation is expected to receive a boost from the certification of Very Light Jets (VLJ’s). These relatively inexpensive twin-engine microjets may redefine “on-demand” air taxi service. Next year, the authors project that 350 microjets will join the fleet, with that figure growing to 400-500 per year through 2020. Partly as a result of the influx of new microjets, the number of general aviation hours flown is projected to increase an average of 3.4 percent per year through 2020. The FAA continues to be optimistic about the future. Since 2000, the industry has been battered with 9/11, the spread of the Severe Acute Respiratory Syndrome (SARS) and concerns about pandemics, the bankruptcy of 4 network carriers, and record high fuel prices. An important yardstick, though, remains the number of passengers that traveled. Last year, that number was a record 741 million. U.S. commercial aviation remains on track to carry one billion passengers by 2015. In addition, international traffic is growing at much faster rates than domestic traffic. For the first time since 2000, the industry returned to profitability as capacity decreases coupled with fare increases offset the impact from rising fuel prices. The authors see the industry returning to a period of sustained profitability buoyed by a strong national economy. In the long run, a healthy industry, inexpensive tickets, and increasing demand for seats aboard aircraft should bode well for consumers. KW - Aircraft KW - Airline capacity KW - Airlines KW - Civil aviation KW - Economic factors KW - Economic growth KW - Forecasting KW - General aviation KW - Profitability KW - Revenues UR - https://www.faa.gov/data_research/aviation/aerospace_forecasts/2007-2020/media/FORECAST%20BOOK%20SM.pdf UR - https://trid.trb.org/view/850778 ER - TY - ABST AN - 01462987 TI - Enhancing Airport Land Use Compatibility AB - Encroachment of incompatible land uses around airports, particularly in the critical approach/departure paths, is a significant national problem. Incompatible uses, which often occur on land not under the direct control of the airport owner, include uses that impair the safe and efficient operation of aircraft and airports, and subject residents and others to excessive noise impacts and/or safety risks. Without appropriate guidance, neighboring jurisdictions may permit such conflicting uses regardless of the best efforts of airport owners and public officials to ensure that land uses are compatible with airport operations, in terms of operational efficiency, safety, and noise exposure. States and local governments need a common basis for establishing zoning regulations that protect the public interest and investment in airports. Several states, including California, Florida, Minnesota, Oregon, Pennsylvania, and Washington, have legislation and programs in place to protect airports from incompatible land uses. Austin and Denver are examples of cities where major airports were relocated at great expense due, in part, to the encroachment of incompatible land uses. Other airports are unable to add runways for needed capacity because they are boxed in by urban development. Closing and replacing airports will continue to be a high-cost option to address problems associated with incompatible land uses near airports. Continued development of incompatible uses threatens the efficient operations, potential expansion, and, in some cases, the very existence of airports. The fact that such concerns are being raised nationwide indicates a need for a national discussion of the problem and a review of laws, policies, regulations, and practices pertaining to land uses around airports. Guidance is needed to protect airports from incompatible land uses that impair current and future airport and aircraft operations and safety. The objective of this research is to develop guidance to protect airports from incompatible land uses that impair current and future airport and aircraft operations and safety and constrain airport development. This research project does not address land uses within airport boundaries. For the purposes of this research, incompatible land uses are defined by criteria pertaining to aircraft noise exposure and to safety concerns including aircraft accidents; FAR Part 77 and TERPS height restrictions; FAA engine-out regulations; FAA airport design standards; wildlife attractants; and distractions such as smoke, lighting, glare, and electronic interference. KW - Airport operations KW - Airport surface traffic control KW - Airports KW - Land use KW - Noise control KW - Research projects KW - Safety UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=137 UR - https://trid.trb.org/view/1231212 ER - TY - ABST AN - 01462989 TI - Aircraft and Airport-Related Hazardous Air Pollutants: Research Needs and Analysis AB - Increasingly, airports are being asked to include analysis of the health effects of aircraft emissions known as toxics or hazardous air pollutants (HAPs) in environmental filings. However, unlike criteria air pollutants, for which well documented certification databases exist, information on the production, transport and reactivity of HAPs in aircraft exhaust plumes is extremely rudimentary, deriving from very few measurements of engine types not applicable to the civil fleet. Given the paucity of data regarding HAPS, attempts by airports to address these questions are extremely difficult, often leaving the impression that health risks are unknown, but potentially significant--despite some evidence that airport-related concentrations of HAPs are very difficult to detect, relative to typical urban background levels. The objective of this research is to produce information useful to airport planners and managers on the types of HAPs associated with airports, their sources, detection and measurement, and possible impacts. KW - Air pollution KW - Aircraft exhaust gases KW - Airport planning KW - Environmental impacts KW - Environmental protection KW - Health hazards KW - Impact studies KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=131 UR - https://trid.trb.org/view/1231214 ER - TY - ABST AN - 01462985 TI - Innovations for Airport Terminal Facilities AB - Airport terminal landside facilities evolve in response to changes in travelers' needs and industry development. New functions must be accommodated in airport facilities not originally designed for those purposes. Increased passenger and baggage screening, provisions for self-service check-in, blast protection and chemical-biological threat mitigation, the need to improve intermodal connections among various ground transportation services, new technology, new legislation, and the special needs of an aging population and persons with disabilities are all making pressing demands on the limited airport terminal area. To address such demands, some airports have moved functions from their traditional locations, reallocated space within the terminal, converted and reconstructed facilities, or created new types of facilities. Such changes have varied impacts on passengers' experience, airlines' relationships with their customers, and airport revenues and costs. Research is needed on the interface between various airport terminal landside elements (e.g., garages, roads, curbs, terminals) to identify improved ways of accommodating new airport terminal functions. The objective of this research is to develop new concepts that will stimulate design innovation for terminal landside facilities at FAA-designated large- and medium-hub airports to improve passenger accessibility and level of service between ground transportation and the secure parts of the terminal. KW - Airport terminals KW - Airports KW - Design KW - Guidelines KW - Intermodal transportation KW - Needs assessment KW - Passengers KW - Research projects KW - Safety and security UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=150 UR - https://trid.trb.org/view/1231210 ER - TY - SER AN - 01574994 JO - Research Report (University of California, Berkeley. Institute of Transportation Studies) AU - Gosling, Geoffrey D AU - Maric, Bojana AU - University of California, Berkeley AU - University of California, Berkeley AU - Aviation System Consulting, LLC AU - Federal Aviation Administration TI - Proof of Concept Study for a National Database of Air Passenger Survey Data PY - 2006/12 SP - 98p AB - This project explores the practical, technical, logistical, and cost issues in establishing a web-based national archive of air passenger survey data. Such an archive would greatly increase the accessibility of this information and would encourage greater standardization of air passenger survey techniques. KW - Airlines KW - Databases KW - Passengers KW - Surveys KW - Websites (Information retrieval) UR - https://merritt.cdlib.org/d/ark%3A%2F13030%2Fm5df8zgg/1/producer%2FUCB-ITS-RR-2006-8.pdf UR - https://trid.trb.org/view/1359712 ER - TY - SER AN - 01572464 JO - Research Report (University of California, Berkeley. Institute of Transportation Studies) AU - Gosling, Geoffrey AU - Hansen, Mark AU - University of California, Berkeley AU - University of California, Berkeley AU - Aviation System Consulting, LLC AU - Federal Aviation Administration TI - Implementation of a National Database of Air Passenger Survey Data PY - 2006/12 SP - 167p AB - This project examined the feasibility and benefits of a web-based national database of air passenger travel characteristics derived from air passenger surveys. This report presents an implementation plan for that database. It documents proposed specifications and provides a cost estimate. KW - Airlines KW - Costs KW - Data collection KW - Databases KW - Passengers KW - Surveys UR - https://merritt.cdlib.org/d/ark%3A%2F13030%2Fm5j410v9/1/producer%2FUCB-ITS-RR-2006-7.pdf UR - https://trid.trb.org/view/1359708 ER - TY - RPRT AN - 01524842 AU - Ahlstrom, Vicki AU - Kudrick, Bonnie AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Optimal Design of Event Lists (ODELs) Phase 1: Does List Format Facilitate Visual Search for Information PY - 2006/12//Technical Report SP - 22p AB - This report documents the first in a series of studies on the optimal design of event lists (ODELs) for Technical Operations use. The ODELs study described in this report examines whether event list format has an impact on user performance when searching for information. The stimuli consisted of four different list formats: delineated, non-delineated, ledger shading, and white text on a blue background. These formats represented list formats currently in existence in the operational environment. Researchers measured task completion time, accuracy, and eye-scanning metrics such as number of fixations, fixation duration, blink frequency, pupil diameter, and number of reversals. Additionally, researchers collected subjective ratings of difficulty and preference rankings for each of the four conditions. The results indicated that the list design did not have a significant impact on task completion time or the number or duration of fixations. However, list design did appear to impact the error rate, subjective ratings of difficulty, and user preference. Participants made fewer errors in the ledger shading and delineated conditions, rated them as less difficult, and ranked them as most preferred. KW - Airport operations KW - Aviation KW - Formatting KW - Human factors KW - Information management KW - Information retrieval KW - Monitoring KW - Personnel performance UR - http://hf.tc.faa.gov/publications/2006-optimal-design-of-event-lists/full_text.pdf UR - https://trid.trb.org/view/1307214 ER - TY - RPRT AN - 01524834 AU - Ahlstrom, Vicki AU - Allendoerfer, Kenneth AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Password Survival Guide: A User-Friendly Resource for Technical Operations PY - 2006/12//Technical Note SP - 18p AB - With security becoming increasingly important, users may be faced with 50 or more passwords. Human memory can store only limited amounts of information and can be overloaded by too many passwords. This guide is intended to help password users cope with the increasing number and complexity of passwords by providing strategies for reducing the memory load without compromising password complexity. The authors developed this document based on field research with Technical Operations personnel. The material is presented in a graphical cartoon format along with limited text narrative. The goal is to provide a number of easy-to-use strategies in a format that would motivate Technical Operations personnel to read it. The ideas covered are addressed to Technical Operations, but in many cases transcend Technical Operations and apply to passwords in general. KW - Airport operations KW - Aviation KW - Human factors KW - Memory KW - Personnel KW - Security KW - User passwords (Computer systems) UR - http://hf.tc.faa.gov/publications/2006-dynamic-resectorization-in-air-traffic-control/full_text.pdf UR - https://trid.trb.org/view/1307212 ER - TY - RPRT AN - 01524832 AU - Truitt, Todd AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Concept Development and Design Description of Electronic Flight Data Interfaces for Airport Traffic Control Towers PY - 2006/12//Technical Note SP - 49p AB - This report documents and describes the development process, design rationale, and design description for two prototype Electronic Flight Data Interfaces (EFDIs) for an Airport Traffic Control Tower (ATCT). The author designed the EFDIs as part of a concept research program to examine the feasibility of using Electronic Flight Data (EFD) in an ATCT instead of paper Flight Progress Strips. The author designed the EFDIs based on literature review, working group and subject matter expert input, task analyses, low-risk usability tests, and a rapid prototype process. The Integrated EFDI incorporates EFD with the Airport Surface Detection Equipment - Model X (ASDE-X). The Perceptual-Spatial EFDI does not rely on ASDE-X, but presents EFD that controllers can arrange spatially on an airport surface map. Both EFDIs include separate displays for the local and ground controller positions and provide controllers with the ability to record, manage, and transfer flight data. The EFDIs will be used to automate some flight data management tasks, to provide new tools designed to reduce controller workload and improve safety, and to improve controller efficiency by integrating information. A provisional patent application is pending for the EFDIs. KW - Air traffic control KW - Air traffic controllers KW - Airport control towers KW - Electronic flight data KW - Prototypes KW - User interfaces (Computer science) UR - http://www.tc.faa.gov/its/worldpac/techrpt/tctn06-17.pdf UR - https://trid.trb.org/view/1307235 ER - TY - RPRT AN - 01524831 AU - Ahlstrom, Vicki AU - Kudrick, Bonnie AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Optimal Design of Event Lists (ODELs) Phase 2: Does List Length Impact Performance PY - 2006/12//Technical Report SP - 21p AB - This report documents the second study on the optimal design of event lists (ODELs). This study investigated the impact of event list length on user performance in searching for information. Participants searched for information in each of four different lists, each with a different length: 5 items, 15 items, 25 items, and 35 items. Researchers measured task completion time, accuracy, subjective ratings, and rankings. The shortest list (5 items) led to significantly slower response rates. The slower response rates appear to be due to the time it took users to scroll through the table. Participants made significantly more errors on the longer lists than on the shorter lists. Subjective data mirrored the performance data. Users preferred the mid-size lists (15 items and 25 items) and rated them higher than the longest list (35 items) and shortest list (5 items). Based on the results of this ODELs study, the authors would recommend a list size of 15 or 25 items over a list size of 5 or 35 items if speed and accuracy are important to the task. KW - Airport operations KW - Aviation KW - Human factors KW - Information management KW - Information retrieval KW - Monitoring KW - Personnel performance UR - http://hf.tc.faa.gov/publications/2006-optimal-design-of-event-lists-odels-phase-2/full_text.pdf UR - https://trid.trb.org/view/1307213 ER - TY - RPRT AN - 01206970 AU - DiFiore, Amanda AU - Cardosi, Kim AU - U.S. Department of Transportation AU - Federal Aviation Administration TI - Human Factors in Airport Surface Incidents: An Analysis of Pilot Reports Submitted to the Aviation Safety Reporting System (ASRS) PY - 2006/12//Final Report SP - 32p AB - The purpose of was to examine human factors involved surface incidents by pilots. Reports submitted to the Aviation System (ASRS) are a good source regarding the human performance issues and/or failures that contribute to surface incidents and can be used to supplement the information contained in Federal Aviation Administration (FAA) reports of. This 300 ASRS reports of airport surface(runway incursions incidents) at the 34 busiest towered airports in the U.S., submitted 2001 2002. The reports to include those filed by a captain or first was operating the FAA Part 121,135, or 91, and who was directly involved in the incident. KW - Air pilots KW - Air traffic control KW - Air transportation crashes KW - Airline pilots KW - Airport ground transportation KW - Aviation safety KW - Communication systems KW - Human error KW - Human factors in crashes KW - Runway incursions UR - http://ntl.bts.gov/lib/33000/33700/33703/33703.pdf UR - https://trid.trb.org/view/968074 ER - TY - RPRT AN - 01138234 AU - Jaackson, J E AU - Highsmith, A L AU - Leland, R E AU - Sotru, S AU - Stern, H P AU - University of Alabama, Tuscaloosa AU - Federal Aviation Administration TI - Low-Cost General Aviation Autonomous Navigation Project PY - 2006/12 SP - 103p AB - Because Global Positioning System (GPS) is subject to periodic failures, its use in replacing all or part of ground-based navigation for general aviation depends upon developing satisfactory backup systems. A great technical challenge for low-cost GA autonomous navigation is the need for accurate, low-cost gyroscopes. To try to develop low-cost gyroscopes researchers are focusing on MEMS technology. This paper reports the status of one such research program at the University of Alabama. The UA research program proposed improving the accuracy of MEMS gyroscopes in three ways: (1) increase mass of the gyro, that is, produce a meso-scale gyro using MEMS technology, (2) increase signal amplitude by using piezoelectric actuators and sensors (instead of conventional electrostatics), and (3) use alternatives to Silicon (for example, Quartz) that should reduce accuracy degradation caused by temperature changes. The following is a summary of the status of the development effort. Sections are devoted to fabrication issues, materials development, electronic system development, simulation, and test results. To overcome the technological challenges in building the UA X-post Gyro the following must be achieved: (1) Design and construct an electronic system capable of measuring both relatively large and extremely small rates of rotation. (2) Develop a computer simulation capability to be used for device design and future design optimization. (3) Develop the capability of producing high-quality thin films of piezoelectric materials. (4) Develop MEMS-technology fabrication processes that have never before been done. (5) Develop a MEMS clean room for production of the gyro devices. (6) Develop a Navigation Laboratory capable of testing MEMS-technology gyroscopes. (7) Develop a laser trimming system for improving the performance of the manufactured MEMS-technology gyroscopes. KW - Aircraft pilotage KW - Autonomous intelligent cruise control KW - Electrochemical processes KW - General aviation KW - General aviation aircraft KW - Global Positioning System KW - Ground support equipment KW - Gyroscopes KW - Low cost KW - Piezoelectric transducers UR - http://www.tc.faa.gov/logistics/grants/pdf/1999/99-G-015.pdf/Final_Project_Report-Jan-07.pdf UR - https://trid.trb.org/view/898343 ER - TY - RPRT AN - 01042417 AU - Manning, Carol A AU - Pfleiderer, Elaine M AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Relationship of Sector Activity and Sector Complexity to Air Traffic Controller Taskload PY - 2006/12//Final Report SP - 12p AB - This study compared the relative effectiveness of two constructs, sector activity and sector complexity, in predicting air traffic controller taskload. Sector activity was defined as the activity associated with aircraft moving through the sector and was measured by counting the number of aircraft under the control of the sector during a traffic sample. Sector complexity describes a set of factors presumed to affect the difficulty experienced by a controller when controlling traffic. Sector complexity was measured in two ways. The first measure of complexity was a subjective rating made by supervisors and controllers to describe the complexity associated with specific traffic samples. The second was a composite variable that included measures reflecting several of the complexity variables found in the literature. Taskload was defined as controller activity and was measured by counting the number of data entries made by a controller during a traffic sample. The results appear to suggest that the authors' hypothesis, that sector activity predicted controller taskload better than sector complexity, was incorrect. However, interpretation of these results depended on consideration of what each of the variables measured. The Complexity Rating predicted controller activity better than the number of aircraft alone, but the Complexity Value (based on a set of variables identified through previous research) did not contribute at all to that prediction. Additional analyses suggested that the Complexity Rating measured something very different than the Complexity Value. The authors believe that the Complexity Ratings estimated the workload that observers believed the controller at the sector experienced instead of the complexity of the situation. On the other hand, the complexity measures used here did not appear to be not good measures of the construct. This may have occurred because the measures used in this study had limited variability or because they were not very good measures of the construct even though they were derived from factors identified in the literature as contributing to sector complexity. While the authors expected that the number of aircraft alone might be sufficient to predict controller activity/taskload, the results suggested that measuring both controller activity and extracting measures from other routinely recorded data might be necessary to develop more objective staffing standards used to determine how many controllers are needed to provide ATC services to individual facilities. KW - Activity KW - Air traffic KW - Air traffic control KW - Air traffic controllers KW - Sector characteristics KW - Selection and appointment KW - Staffing levels KW - Task analysis KW - Task complexity KW - Taskload UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200629.pdf UR - https://trid.trb.org/view/798952 ER - TY - RPRT AN - 01042400 AU - Dollar, Carolyn AU - Broach, Dana AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Comparison of Intent-to-Leave with Actual Turnover within the FAA PY - 2006/12//Final Report SP - 9p AB - Human capital planning in the federal sector relies upon past losses to estimate future turnover. Since the historical loss rate is a lagging indicator, an alternative estimate of future turnover might be derived from information about employee intent-to-leave. However, results from studies of the relationship between intent-to-leave and actual behavior have been mixed. Given the conflicting research findings, the authors investigated the correspondence between intent-to-leave and actual aggregate turnover rates in the Federal Aviation Administration (FAA). Data describing intent-to-leave in the next 12 months were obtained in Employee Attitude Surveys of employees in the last quarters of fiscal years 1997 (N=25,004), 2000 (N=24,469), and 2003 (N=22, 720). Actual turnover rates for the following fiscal years (FY1998, 2001, 2004) were calculated from data extracted from the Agency's official system of personnel records. The proportions of employees indicating intent-to-leave on each survey were compared with actual turnover using a Z-test of proportions. Results indicate that intent-to-leave expressed in each survey year significantly overestimated actual turnover in the year following the survey (1997 versus 1998, Z = 37.77, p < .001; 2000 versus 2001, Z = 13.74, p < .001; and 2003 versus 2004, Z = 3.46, p <.001). When analyzed by gender, intent-to-leave significantly overestimated actual turnover for both men and women. Analysis by minority status indicated that intent-to-leave overestimated actual turnover for minorities and non-minorities for the 1997/1998 and 200/2001 but not for the 2003/2004 comparisons. While overall intent-to-leave expressed in surveys of employees does not appear to be of much use in predicting future turnover for the FAA, other variables (i.e., reasons for that intent, employee engagement, or organizational commitment) might prove beneficial in the agency's human capital planning. The authors recommend that future research focus on analyses of those variables. KW - Attitudes KW - Employees KW - Forecasting KW - Gender KW - Human capital KW - Human capital planning KW - Intentions KW - Minorities KW - Organizational commitment KW - Personnel retention KW - Selection and appointment KW - Surveys KW - Turnover KW - U.S. Federal Aviation Administration UR - http://www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA463866 UR - https://trid.trb.org/view/798962 ER - TY - ABST AN - 01462198 TI - An Airport Guide for Regional Emergency Planning for CBRNE Events AB - In 2004, FAA issued a final rule that revised the Federal airport certification regulation (14 CFR Part 139--see http://www.faa.gov/airports_airtraffic/airports/airport_safety/part139_cert/). As stated at §139.325, "Airport Emergency Plan: In a manner authorized by the Administrator, each certificate holder must develop and maintain an airport emergency plan designed to minimize the possibility and extent of personal injury and property damage on the airport in an emergency." Chemical, biological, or radiological contamination at an airport would create a complex coordination effort for the airport and the surrounding community. This effort could be compounded by the discovery of contamination after contaminated persons have left the airport. In order to facilitate coordinated response and minimize downstream disruptions of neighboring communities and health care facilities, airports have an interest in developing regionally coordinated emergency plans for events involving chemical, biological, or radiological (CBR) agents, or detonation of nuclear or explosive devices (collectively referred to as CBRNE events). Research is needed to assist entities with an interest in or responsibility for developing regionally coordinated airport emergency plans for CBRNE events. The objective of this research was to provide guidance for developing regionally coordinated airport emergency plans for CBRNE events.  The research included an analysis and description of potential responses to various incident scenarios, including the roles of airport management and local authorities having jurisdiction. Analysis of scenarios delineated relationships between airports and jurisdictions and the obstacles that may prevent communications or appropriate responses for protecting the health, security, safety, and welfare of potentially affected populations. A major product of this research was a template for regionally coordinated airport emergency plans for CBRNE events.

KW - Airport facilities KW - Airport terminals KW - Aviation safety KW - Biological and chemical weapons KW - Chemical agents KW - Emergency communication systems KW - Emergency management KW - Explosives KW - Nuclear explosions KW - Nuclear weapons KW - Regional planning KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=149 UR - https://trid.trb.org/view/1230419 ER - TY - ABST AN - 01460569 TI - Guidance for Developing Regionally Coordinated Airport Emergency Plans for CBRNE Events AB - The objective of this research is to provide guidance for developing regionally coordinated airport emergency plans for CBRNE events. The research will include an analysis and description of potential responses to various incident scenarios, including the roles of airport management and local authorities having jurisdiction. Analysis of scenarios should delineate relationships between airports and jurisdictions and the obstacles that may prevent communications or appropriate responses for protecting the health, security, safety, and welfare of potentially affected populations. A major product of this research will be a template for regionally coordinated airport emergency plans for CBRNE events. KW - Airport terminals KW - Airports KW - Chemicals KW - Emergency communication systems KW - Explosives KW - Research projects KW - Safety KW - Security KW - Security checkpoints KW - Terrorism UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=149 UR - https://trid.trb.org/view/1228786 ER - TY - ABST AN - 01460630 TI - Lightning-Warning Systems for Use by Airports AB - Air carriers and airports are concerned with the potential hazards of lightning. Safety policies and practices require that ramp operations be discontinued when the potential for lightning exists. Ramp closures significantly affect all facets of airport operations, including landside, terminal, and airside operations, and the National Airspace System. The severity of these effects could be reduced if current airport lightning-warning systems were enhanced to more precisely identify the periods when ramp closures must be in effect. For example, this could be accomplished by integrating measurements from other weather-observing systems, such as radar, into the lightning-warning systems. Research is needed to determine appropriate methodologies and expected improvements in warning capability. The objective of this research is to recommend potential improvements to lightning-warning systems for use by airports. To accomplish this objective, it will be necessary to (1) characterize lightning detection and prediction technologies currently in use by airports and air carriers in the vicinity of airports; (2) evaluate the feasibility of improving operational lightning-warning capabilities (e.g., by integrating these technologies with other existing/developing operating weather-measuring systems); and (3) estimate the reduction in direct and indirect operating costs for airlines and airport operators that would result if the improved lightning-warning capability were implemented. KW - Airport runways KW - Airports KW - Detection and identification technologies KW - Lightning KW - National Cooperative Highway Research Program KW - Radar KW - Research projects KW - Safety KW - Technology UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=145 UR - https://trid.trb.org/view/1228847 ER - TY - ABST AN - 01548207 TI - Guidelines for the Collection and Use of Geospatially Referenced Data for Airfield Pavement Management AB - The collection of data on pavement structure, pavement condition, traffic, climate, maintenance actions, testing and evaluation, and other items is essential for effective management of airfield pavements; such data are regularly collected, as part of airfield pavement management systems, by many airports across the country. However, the data and information collected by various agencies have often differed in definition and format, making it difficult for others to interpret and use. Also, state-of-the-art technologies and processes applicable to data collection have not been effectively used for collecting airfield management systems data. The use of global positioning systems in developing geospatially referenced data is one of the technologies that will greatly enhance the effectiveness of airfield management systems. Therefore, there is a need to develop guidelines for the collection and use of geospatially referenced data for use in the management of airfield pavements. Such guidelines will promote compatibility of data collected at different facilities; improve integration, sharing, and analysis of data; provide an effective means for economically addressing issues of common concern; and help better manage investments in airfield pavements. The objective of this research was to develop guidelines for the collection and use of geospatially referenced pavement-related data for the management of airfield pavements. KW - Airports KW - Data collection KW - Global Positioning System KW - Pavement maintenance KW - Pavement management systems KW - Pavements KW - State of the art UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=155 UR - https://trid.trb.org/view/1335844 ER - TY - ABST AN - 01482350 TI - Decontamination and Infectious Disease Transmission AB - No summary provided. KW - Aircraft cabins KW - Communicable diseases KW - Decontamination KW - Public health UR - https://trid.trb.org/view/1251236 ER - TY - ABST AN - 01462991 TI - Alternative Aircraft and Airfield Deicing and Anti-Icing Formulations with Reduced Aquatic Toxicity and Biological Oxygen Demand AB - Discharge of spent aircraft and airfield deicing/anti-icing fluids (ADAF) to receiving waters is a growing environmental concern at airports across the United States. The presence of these fluids in storm water runoff creates a potential to elevate aquatic toxicity as well as creates a high biological oxygen demand (BOD5). ADAF collection is an expensive undertaking at most major U.S. airports. Lower aquatic toxicity and BOD5 may reduce infrastructure costs to airports, provide greater operational latitude to aircraft operators and airports in deicing/anti-icing operations, and improve overall air transportation system reliability. The objectives of this project are to (1) define the present state of the art of ADAF with respect to minimizing their aquatic toxicity and BOD5 ; (2) identify ADAF components causing aquatic toxicity and BOD5; (3) identify promising alternative ADAF formulations with reduced aquatic toxicity and BOD5 ; (4) evaluate the performance, efficiency, material compatibility, and environmental, operational, and safety impacts of these alternative ADAF formulations compared with current commercial products; and (5) describe the fate and transport of ADAF and their degradation products. The outcome of this research project will be a report informing stakeholders of the opportunities for alternative ADAF formulations with reduced aquatic toxicity and BOD5). KW - Aircraft KW - Airports KW - Anti-icing KW - Corrosion KW - Deicing KW - Deicing chemicals KW - Environmental impacts KW - Environmental protection KW - Runoff KW - Safety KW - Toxicity KW - Winter maintenance UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=129 UR - https://trid.trb.org/view/1231216 ER - TY - ABST AN - 01460012 TI - Synthesis of Information Related to Airport Problems. Topic S10-01. Counting Aircraft Operations at Non-Towered Airports AB -

TRB's Airport Cooperative Research Program (ACRP) Synthesis 4: Counting Aircraft Operations at Non-Towered Airports explores the different methods used by states, airports, and metropolitan planning organizations (MPOs) of counting and estimating aircraft operations at non-towered airports.  The report also examines new technologies that can be used for these counts and estimates.

KW - Aircraft operations KW - Airport control towers KW - Airport operations KW - Metropolitan planning organizations KW - Private airports KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=160 UR - https://trid.trb.org/view/1228227 ER - TY - RPRT AN - 01565455 AU - Bagot, Keith AU - Subbotin, Nicholas AU - Kalberer, Jennifer AU - Hi-Tec Systems, Incorporated AU - Air Force Research Laboratory AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Evaluation of a New Liquid Fire-Extinguishing Agent for Combustible Metal Fires PY - 2006/11//Technical Note SP - 19p AB - A new liquid fire-extinguishing agent for combustible metal fires was evaluated. Aircraft rescue fire fighters may confront metal fires, such as magnesium and titanium, in aircraft brake assemblies, landing gear components, aircraft engines, and other structural components of aircraft. A combustible metal on fire could be a possible ignition source or a continuing source of ignition in an aircraft fire. The standard method for extinguishing combustible metal fires consists of using sodium chloride dry powder to smother the burning metal. This evaluation determined the optimum chemical formulation and best extinguishing method using FEM-12 SC in hand-held extinguishers during the Federal Aviation Administration (FAA) Aircraft Rescue and Firefighting (ARFF) Research Program’s combustible metal fire-testing protocol. A further evaluation included aquatic-toxicity testing of FEM-12 SC, and the extinguishing performance of FEM-12 SC compared to sodium chloride dry powder in accordance with the parameters set forth in the American National Standards Institute/Underwriters Laboratories Incorporated 711 “Rating and Testing of Fire Extinguishers,” Section 10.2, Magnesium Fire Tests, Section 10.2.28, Magnesium Casting Fire Tests. The tests conducted by the FAA ARFF Research Program determined optimum chemical formulation, FEM-12 SC, and the best extinguishing method using 240 pounds per square inch, high-pressure extinguishers in a straight-stream configuration. The aquatic-toxicity test results showed that FEM-12 SC was tested at 675 parts per million (ppm) median lethal concentration and was within the acceptable accuracy range of greater than 500 ppm. The extinguishing performance comparison results showed that sodium chloride extinguished a magnesium fire in an average of 102 seconds, twice as fast as FEM-12 SC. However, it created a potential long-term fire hazard due to its inability to cool the metal, which could redevelop into a fire if the sodium chloride-covered metal was disturbed. FEM-12 SC provided better cooling than sodium chloride so that the magnesium could be handled with bare hands within minutes of extinguishment. However, when FEM-12 SC came in direct contact with the burning magnesium, violent flare ups of the fire and flying magnesium sparks created potential fire hazards. Once the fire was extinguished, the fire hazards were eliminated. KW - Air transportation crashes KW - Combustion KW - Evaluation KW - Fire extinguishing agents KW - Formulations KW - Magnesium KW - Sodium chloride KW - Toxicity UR - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=95403265-52b9-4b56-9068-27c84d262927&f=TN06-26.pdf UR - https://trid.trb.org/view/1355088 ER - TY - RPRT AN - 01042095 AU - Nakagawara, Van B AU - Montgomery, Ron W AU - Wood, Kathryn J AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Aircraft Accidents and Incidents Associated with Visual Disturbances from Bright Lights During Nighttime Flight Operations PY - 2006/11//Final Report SP - 9p AB - Preservation of optimal night vision is important for pilots operating an aircraft at night. When the eyes are adapted to low-light levels, exposure to bright light can result in temporary visual impairment due to glare, flashblindness, and afterimages. The purpose of this study was to investigate operational problems experienced by civilian airmen exposed to bright light sources while performing nighttime aviation activities. The National Transportation Safety Board (NTSB) Aviation Accident and Incident Data System (January 1982 to February 2005) and the Federal Aviation Administration (FAA) Accident/Incident Data System (January 1978 to January 2005) were queried using terms associated with night vision problems. Accident and incident reports annotated with one or more of these terms were reviewed to determine whether vision difficulties resulting from exposure to bright lights contributed to the mishap. Vision problems resulting from exposure to bright lights at night were found to have contributed to 58 mishaps. Reports included 30 (NTSB) accidents and 28 (FAA/NTSB) incidents. The majority of accidents (57%) occurred during the approach and landing phase of flight. Incidents occurred most frequently while taxiing (54%) and during approach and landing (36%). Exposure to glare sources at night can affect an aviator’s dark adaptation and has contributed to aviation accidents and incidents. The study of these events assists airport authorities in defining appropriate modification of existing airport lighting systems and eliminating hazardous lighting near flight paths and surface movement areas (e.g., ramps, taxiways, runways). Preventive measures for avoiding similar glare conditions that impair vision and compromise the safety of aviation operations at night will be discussed. KW - Air pilots KW - Air transportation crashes KW - Aircraft incidents KW - Airports KW - Approach KW - Aviation KW - Aviation safety KW - Crash reports KW - Flashblindness KW - Glare KW - Landing KW - Night vision KW - U.S. Federal Aviation Administration KW - U.S. National Transportation Safety Board KW - Vision disorders UR - http://www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA465917 UR - https://trid.trb.org/view/798555 ER - TY - RPRT AN - 01042085 AU - Baker, A J AU - Ericson, S C AU - Orzechowski, J A AU - Wong, K L AU - Garner, R P AU - University of Tennessee, Knoxville AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Validation for CFD Prediction of Mass Transport in an Aircraft Passenger Cabin PY - 2006/11 SP - 55p AB - A joint project was established to validate computational fluid dynamics (CFD) as a quantitative methodology for prediction of the distribution of pathogens released into the environmental control system (ECS)-generated ventilation flowfield of an aircraft passenger cabin. Acquisition of the requisite experimental databases for three-dimensional velocity and contaminant distributions was accomplished in the FAA Civil Aerospace Medical Institute’s (CAMI’s) Aircraft Environmental Research Facility (AERF). The associated CFD simulations were conducted by the University of Tennessee CFD Laboratory staff, on the resident Beowulf PC cluster and/or the University of Tennessee Innovative Computing Laboratory SiNRG cluster, using both commercial and proprietary CFD computer codes. The results of this CFD validation project are reported herein. KW - Aircraft cabins KW - Contaminants KW - Databases KW - Environmental control system KW - Fluid dynamics KW - Methodology KW - Passenger aircraft KW - Pathogens KW - Tennessee KW - U.S. Federal Aviation Administration KW - Validation KW - Ventilation systems UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200627.pdf UR - https://trid.trb.org/view/798537 ER - TY - RPRT AN - 01042082 AU - Milburn, Nelda J AU - Dobbins, Lena AU - Pounds, Julia AU - Goldman, Scott AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Mining for Information in Accident Data PY - 2006/11//Final Report SP - 11p AB - This project evaluated WinMine, an analytic tool developed by Chickering, Heckerman, Meek, Platt, and Thiesson (2000) to determine its usefulness for identifying higher-order relationships in research data from dynamic and high-consequence aviation events. Traditionally, researchers have relied on several types of analyses to better understand the relationships between factors related to an outcome. However, researchers need an analytic approach that can clearly illustrate the interactions among causal factors as probabilities associated with the chain of events. A convenience sample of aviation accident data previously classified using the Human Factors Analysis and Classification System (HFACS; Shappell & Wiegmann, 2000; 2001) was used to evaluate WinMine in contrast to traditional methods, such as bar graphs, contingency tables, and odds ratios. WinMine showed an advantage when compared with other methods because it graphs quantifiable interrelationships between factors and illuminates the underlying hierarchical structure of variables. Each technique examined contributed toward understanding the causal factors; however, WinMine provided a better picture of the factor interrelationships than the other methods. KW - Air transportation crashes KW - Aviation KW - Causal factors KW - Crash data KW - Data mining KW - Decision trees KW - Graphs KW - Hierarchical structure KW - Probability KW - Researchers UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200626.pdf UR - https://trid.trb.org/view/798534 ER - TY - RPRT AN - 01039114 AU - Prinzo, O Veronika AU - Hendrix, Alfred M AU - Hendrix, Ruby AU - Federal Aviation Administration AU - Hendrix & Hendrix AU - Federal Aviation Administration TI - The Outcome of ATC Message Complexity on Pilot Readback Performance PY - 2006/11//Final Report SP - 36p 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 operational environment. Hence, a content analysis was performed on 50 hours of pilot and controller messages that were transmitted from 5 of the busiest terminal radar approach control facilities in the contiguous United States between October 2003 and February 2004. This report contains detailed and comprehensive descriptions of routine air traffic control (ATC) communication, pilot readback performance, call sign usage, miscommunications, and the effects of ATC message complexity and message length on pilot readback performance. Of importance was the finding that both the number of pilot requests and readback errors increased as the complexity and number of aviation topics in ATC messages increased -- especially when pilots were performing approach tasks as compared with departure tasks. Also, nonstandard phraseology associated with a lack of English language proficiency and international communications were present in the data. In particular, pilot use of the word "point" as part of a radio frequency was included in the read back of altitude ("three point five") and speed ("two point seven on the speed"). To limit the occurrence of communication problems and misunderstandings, controllers should be encouraged to transmit shorter and less complex messages. With increases in international travel, areas of concern related to English language proficiency and language production need to be addressed. KW - Air pilots KW - Air traffic control KW - Approach KW - Arrivals and departures KW - Communication KW - Complexity KW - Content analysis KW - English language KW - Errors KW - Length KW - Messages KW - Proficiency KW - Readback performance UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200625.pdf UR - https://trid.trb.org/view/795679 ER - TY - ABST AN - 01482344 TI - Materials Compatability of Critical Avionics and Aircraft Electrical Systems AB - No summary provided. KW - Aircraft cabins KW - Avionics KW - Civil aviation KW - Compatibility KW - Electrical systems KW - Materials UR - https://trid.trb.org/view/1251230 ER - TY - ABST AN - 01569556 TI - Remote Operations of UAS and Technologies for Command, Communications, and Computers AB - No summary provided. KW - Command and control systems KW - Communications KW - Computers KW - Drone aircraft KW - Remotely piloted aircraft UR - https://trid.trb.org/view/1361062 ER - TY - ABST AN - 01569555 TI - A Study of Operational Landing Distance Performance for Regional Jet Aircraft AB - No summary provided. KW - Aircraft KW - Aircraft operations KW - Distance KW - Landing KW - Regional jets UR - https://trid.trb.org/view/1361061 ER - TY - ABST AN - 01569554 TI - Investigation of Aircraft Separation Standard and Navigational Equipment on Oceanic Airspace Capacity and Safety AB - No summary provided. KW - Aircraft pilotage KW - Aircraft separation KW - Airspace capacity KW - Aviation safety KW - Navigation devices UR - https://trid.trb.org/view/1361060 ER - TY - ABST AN - 01569509 TI - Functionalized Graphite Oxide Flame Retardants AB - No summary provided. KW - Fire retardants KW - Flames KW - Graphite UR - https://trid.trb.org/view/1360965 ER - TY - ABST AN - 01462697 TI - Synthesis of Information Related to Airport Problems. Topic S03-02. Airport Access Mode Choice Models AB -

Airport ground access mode choice models form a key analytical component of airport landside planning, as well as airport system planning.  There is not  an accepted and validated process for predicting how airport users will change their access or egress mode in response to changes in the airport ground transportation system (such as changes in fares, rates or service levels) or the introduction of new modes (such as the extension of a light rail system to the airport).  Access to airports is different than the typical trip accounted for in a regional model.  Therefore, in many regions it is difficult to determine the economic feasibility of proposed projects to improve airport ground transportation or effectively manage the existing airport ground transportation system using traditional regional models. Travel forecasting models are highly specialized and not well understood by airport managers and planners.  With increasing emphasis on intermodal connections, there is a pressing need for more widely accepted and accessible reference material and information.  The proposed synthesis project will update and extend previous efforts to document the state of practice for airport ground access mode choice models.  It will also identify the characteristics of the models and discuss the issues involved in the development and use of such models to improve the understanding and acceptance of their role in airport planning and management.  The proposed project will also serve to focus research and development efforts to continue to improve the state of the art for modeling airport ground access mode choice.

KW - Airport access KW - Airport ground transportation KW - Airport operations KW - Intermodal transportation KW - Landside operations (Airports) KW - Mode choice KW - Research projects KW - State of the art UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=158 UR - https://trid.trb.org/view/1230919 ER - TY - ABST AN - 01462661 TI - Synthesis of Information Related to Airport Problems. Topic S04-01. General Aviation Safety and Security Practices AB -

Transportation Research Board's (TRB's) Airport Cooperative Research Program (ACRP) Synthesis 3: General Aviation Safety and Security Practices examines resources used by the general aviation community in the development of safety and security programs, explores funding sources and issues that determine the amount of money spent on such programs, and describes current practices that general aviation airports use to keep their facilities safe and secure.

 KW - Airport operations KW - Airport terminals KW - Financing KW - General aviation airports KW - Research projects KW - Safety and security KW - Safety programs UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=159 UR - https://trid.trb.org/view/1230883 ER - TY - RPRT AN - 01565456 AU - Cyrus, Holly M AU - Frierson, Renee AU - Hi-Tec Systems, Incorporated AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Polyurea Paint Marking Material Study PY - 2006/10//Technical Note SP - 40p AB - Pavement markings must endure the harsh airport environment. Standard waterborne, epoxy, methacrylate, and solvent base markings require frequent repainting causing the life-cycle cost to increase significantly. An elastomer material used on highways, called polyurea, has been identified as a potential alternative to existing standard pavement marking materials. This research effort was undertaken (1) to determine the effectiveness of the polyurea marking material for use on airport surfaces, (2) to determine if retro-reflective beads are compatible with the polyurea marking material, (3) to determine if grading or sieving the beads during application results in a better retro-reflectivity, and (4) to determine how well polyurea marking material bonds to the pavement if a seal coat is applied first. Three manufacturers’ products were applied at two locations: the Federal Aviation Administration William J. Hughes Technical Center and Newark Liberty International Airport. Both asphalt and concrete test surfaces were chosen. The polyurea marking material was applied at a thickness of 20 mil on each test surface. The Four types of beads applied to the polyurea marking material during the evaluation were Type I - 1.5 Index of Refraction (IOR), Type III - 1.9 IOR, Ceramic - 1.8 IOR, and Plus 9 - 1.9 IOR. During the 1-year test period, retro-reflectivity, chromaticity, pull-off strength, friction, and water recovery tests were conducted. The results showed that: (1) Polyurea is not effective in a high-traffic area on both asphalt and concrete surfaces when using Type III beads based on retro-reflectivity. Polyurea tested on concrete with Type I beads was still effective after 6 months, based on retro-reflectivity. (2) Ceramic beads are not compatible with polyurea marking material in a high-traffic area. Plus 9 beads were found to be compatible with polyurea marking material when installed in a low-traffic area. (3) Sieving the beads does not improve the retro-reflectivity. (4) Polyurea marking material does not bond well to pavements if a seal coat is applied first. It is recommended that additional tests be conducted to determine if polyurea marking material using Plus 9 beads is effective in high-traffic areas. KW - Airport runways KW - Bonding KW - Elastomers KW - Friction KW - Glass beads KW - Newark Liberty International Airport KW - Paint KW - Polyurea KW - Retroreflectivity KW - Road marking materials KW - Seal coats UR - http://www.airtech.tc.faa.gov/safety/downloads/TN06-46.pdf UR - https://trid.trb.org/view/1355099 ER - TY - RPRT AN - 01150622 AU - Federal Aviation Administration TI - FAA Commercial Space Transportation FY-2006 Research and Development Accomplishments PY - 2006/10 SP - 11p AB - Four Research and Development (R&D) projects were undertaken by the Federal Aviation Administration (FAA), Office of Commercial Space Transportation, during fiscal year 2006. Two new research projects were selected. Work also continued on two projects, one initiated in FY 2004 and the other in FY 2005. In addition to a description of each project, a summary of accomplishments to date is provided here. 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 Agency materials. KW - Air transportation KW - Aviation safety KW - Commercial space transportation KW - Policy KW - Policy making KW - Research projects KW - Strategic planning UR - http://www.faa.gov/about/office_org/headquarters_offices/ast/about/media/fy06research_develop.pdf UR - https://trid.trb.org/view/913077 ER - TY - RPRT AN - 01138204 AU - Kim, D J AU - Howard University AU - Federal Aviation Administration TI - TMA Integrated Metrics Assessment Model PY - 2006/10//Final Report SP - 79p AB - This report summarizes the works performed under the task of FAA integrated metric analysis in two areas. One is on the baseline status of PHL TRACON, including delay rate and delay time, and flight time interval between meter fixes. One distinctive feature of the analysis presented in the report is that the analysis was performed separately for aircrafts arriving from departure airports located out side of 200nmi radius and those from inside 200 nmi radius. This new approach revealed very interesting statistics and observations that have not been reported or presented before. The other is on the TMA performance on the pre- and post-TMA arrival at IAH in terms of overall arrival delays and en-rout domain time/distance comparison. KW - Air traffic control KW - Airport operations KW - Airports KW - Approach control KW - Arrivals and departures KW - Clearances (Navigation) KW - Flight delays UR - http://www.tc.faa.gov/logistics/grants/pdf/2004/04-G-044.pdf/FINAL%20REPORT%2004-G-044.pdf UR - https://trid.trb.org/view/898401 ER - TY - RPRT AN - 01039094 AU - Xing, Jing AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Color Analysis in Air Traffic Control Displays, Part I. Radar Displays PY - 2006/10//Final Report SP - 21p AB - One of the current trends in air traffic control (ATC) display technology is a substantial increase in the use of color. Whereas the advantages of color may seem apparent, little attention has been devoted to potential disadvantages of color use with respect to complex cognitive aspects of the ATC environment. Although controllers use several different displays simultaneously (designed and manufactured by different companies), the Federal Aviation Administration (FAA) has not yet adopted a standard for color use to ensure that the various color schemes are compatible. At present, there is no systematic documentation and analysis of color use in ATC displays. This lack of standardization and documentation presents a challenge for manufacturers to design compatible color schemes and for the FAA to evaluate the effectiveness of a display at acquisition. This report was designed to address the lack of such information. The study evaluates color-coding, color usage, task purposes and effectiveness of color use, potential shortcomings, and color complexity for three types of radar displays used by operational controllers. This systematic documentation allowed the authors to assess compatibility across displays. The study also revealed some visual factors that may affect the usefulness of a display. The results of these investigations will be beneficial for the development of design prototypes and for acquisition evaluation of new ATC display technologies. KW - Air traffic control KW - Air traffic controllers KW - Analysis KW - Color KW - Complexity KW - Effectiveness KW - Purposes KW - Radar displays KW - Shortcomings KW - Tasks KW - Usefulness KW - Utilization UR - http://www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA461409 UR - https://trid.trb.org/view/795677 ER - TY - RPRT AN - 01037634 AU - Nakagawara, V B AU - Wood, K J AU - Montgomery, R W AU - Federal Aviation Administration AU - Federal Aviation Administration TI - A Review of Recent Laser Illumination Events in the Aviation Environment PY - 2006/10 SP - 12p AB - INTRODUCTION: Flight crewmember exposure to laser light, while operating an aircraft at night, has resulted in glare, flashblindness, and afterimage. Temporary visual impairment and the distraction, disorientation, and discomfort that can accompany it often result in hazardous situations. A database of aviation reports involving laser illumination of flight crewmembers has been established and maintained at the Civil Aerospace Medical Institute. A review of recent laser illumination reports was initiated to investigate the significance of these events. METHODS: Reports of high-intensity light illumination of aircraft were collected from Federal Aviation Administration (FAA) regional offices, Transportation Security Administration, Department of Homeland Security/Federal Bureau of Investigation Information Bulletins, the FAA’s Office of Accident Investigation, newspaper articles, and interviews with pilots submitted by the airline industry. Reports that involved laser exposures of civilian aircraft in the United States were analyzed for the 13-month period (January 1, 2004 – January 31, 2005). RESULTS: There were 90 reported instances of laser illumination during the study period. A total of 53 reports involved laser exposure of commercial aircraft. Lasers illuminated the cockpit in 41 (46%) of the incidents. Of those, 13 (32%) incidents resulted in visual impairment or distraction to a pilot, including 1 incident that reportedly resulted in ocular injury. Nearly 96% of these reports occurred in the last 3 months of the study period. There were no aviation accidents in which laser light illumination was found to be a contributing factor. CONCLUSION: The study of laser illumination incidents in the national airspace system can identify the operational problems that result from such events. Improved reporting and analysis of laser events enhances aviation safety by providing the FAA with data necessary to assist in the development of methods for mitigating the effects of laser exposure. KW - Air pilots KW - Aviation safety KW - Civil aircraft KW - Distraction KW - Flashblindness KW - Flight crews KW - Glare KW - Laser light exposure KW - Lasers KW - National Airspace System KW - Night KW - United States KW - Vision disorders UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200623.pdf UR - https://trid.trb.org/view/794213 ER - TY - ABST AN - 01548230 TI - Guidebook for Managing Small Airports AB - Airport Cooperative Research Program (ACRP) Report 16: Guidebook for Managing Small Airports introduces the myriad issues facing small airports in the United States to airport practitioners. Generally, these practitioners--owners, operators, managers, and policy makers of small airports--are assumed to be responsible for a wide range of activities, often unrelated to the management responsibilities of the airport. This report presents the critically important issues that these practitioners will frequently encounter while wearing the airport manager's hat. Managers of small airports are responsible for a wide range of activities that include financial management, oversight of contracts and leases, safety and security, noise control, community relations, compliance with federal grant conditions, facility maintenance, and capital improvements. Yet these managers have varying degrees of experience and a range of backgrounds. Although some management guidance is available for their use, much of it is dated, focused on specific issues, intended for larger airports, or designed as a textbook rather than a practitioner's handbook. Research was needed to provide operators and managers of small airports with current, comprehensive advice on resources and techniques that can be applied to meet their responsibilities. Under ACRP Project 01-01, the University of Minnesota, Center for Transportation Studies, contacted nearly 200 airport managers to identify critical issues facing small airports. This valuable input was an important step toward collecting this compendium of references and resources, which are vital links to finding viable solutions. Many of these airport managers participated in an early review of the draft guidebook to add value, utility, and significance to the final, published report. The report has the added benefit of presenting a broad array of relevant material in a way that will assist new airport managers and other important airport stakeholders to understand small airport management. Moreover, it presents numerous resources and references, which are relevant to these issues and will help guide readers to solutions, regardless of their level of airport experience or role at the airport. ACRP Report 16 does not represent all material relevant to managing a small airport, nor is it intended to be a complete collection and dissertation of issues facing small airports. Many topics, which are relevant to small airports, warrant their own research and report. Nonetheless, this report is undoubtedly the most current informative resource about many of the most important issues in small airport management. KW - Airports KW - Aviation KW - Best practices KW - Capital expenditures KW - Contract administration KW - Financial responsibility KW - Handbooks KW - Maintenance management KW - Noise control KW - Regulatory constraints KW - Safety and security UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=119 UR - https://trid.trb.org/view/1335903 ER - TY - ABST AN - 01460631 TI - Aircraft Overrun and Undershoot Analysis for Runway Safety Areas AB - Recent accidents involving aircraft overruns in Little Rock, AR, Toronto, ON, and Chicago, IL have focused attention on improving airport runway safety areas (RSAs) in the United States and elsewhere. Undershoots are also a factor in the design of or improvement of RSAs. However, many airports do not have sufficient land to accommodate standard Federal Aviation Administration (FAA)/International Civil Aviation Organization (ICAO)-recommended RSAs, or they face extremely expensive and controversial land acquisition or wetlands filling projects to make sufficient land available. The recommended alternatives to a standard 1000-foot RSA in the United States involve either applying a runway declared distance restriction, with undesirable limitations on aircraft operational payload/range, or installing an Engineering Materials Arresting System (EMAS) with a minimum RSA length of 600 feet. Some airports cannot practically comply with either of these requirements. Current recommendations on standard RSA length are based on a review of all overrun accidents but did not factor in variables, such as the frequency of occurrence and severity of short versus long overruns. More comprehensive research to include additional variables related to runway overruns and undershoots would allow more informed decisions on this difficult problem. The objective of this research is to compile and analyze historical data related to both overrun and undershoot occurrences to assist airport operators in evaluating runway safety areas. KW - Air transportation crashes KW - Airport runways KW - Arkansas KW - Crashes KW - Land use KW - Land use planning KW - Overruns KW - Research projects KW - Safety KW - Toronto (Canada) UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=144 UR - https://trid.trb.org/view/1228848 ER - TY - ABST AN - 01465591 TI - Investigation of Aircraft Separation Standards and Navigational Equipment on Oceanic Airspace Capacity and Safety AB - The objective is to develop tools to support Federal Aviation Administration (FAA) application of 30-nm lateral and longitudinal separation standards in three work areas: (1) determination of the time when the FAA should mandate aircraft equipage requirements necessary to participate in application of the reduced separation minima, (2) development of more comprehensive requirements for data link system performance, and (3) assessment of risk in an oceanic air traffic control environment characterized by heightened levels of tactical air traffic control. KW - Air traffic control KW - Aircraft separation KW - Aviation safety KW - Data links KW - Tactical air navigation system UR - https://trid.trb.org/view/1233824 ER - TY - ABST AN - 01569628 TI - Assessment of Alternative Fuels for Commercial Aviation AB - Project 17 examined whether there are alternative fuels for commercial aviation that could reduce the environmental impact of aviation while reducing price and price volatility of jet fuel. Alternative fuel options were compared to the current standard, Jet A derived from conventional petroleum. Options examined include an ultra low sulfur jet fuel from conventional petroleum, conventional jet fuel derived from both oil sands and oil shale, synthetic paraffinic kerosene, biodiesel, biokerosene, and alcohols. SPK fuel options include those derived from Fischer-Tropsch synthesis of natural gas, coal, and biomass as well as hydroprocessed renewable jet fuels from palm and soybeans. KW - Alternate fuels KW - Aviation fuels KW - Civil aviation KW - Environmental impacts KW - Evaluation and assessment KW - Fuel conservation UR - http://partner.mit.edu/projects/alternative-fuels-0 UR - https://trid.trb.org/view/1361347 ER - TY - RPRT AN - 01138331 AU - Ricaurte, E M AU - Gallimore, J J AU - Wayne State University AU - Federal Aviation Administration TI - FAA Civil Aerospace Medical Institute Aerospace Accident-Injury and Autopsy Database System, AA-IADS PY - 2006/09 SP - 78p AB - The purpose of this document is to describe the results of activities accomplished under the grant entitled Development of Specifications for an Interactive Aircraft Accident Data Collection and Analysis System, (No. 04-G-034). Dr. Jennie J. Gallimore, from Wright State University was the principal investigator. The Federal Aviation Administrator (FAA) technical monitor was Dr. Charles DeJohn, from the Aeromedical Research Team of the Aerospace Medical Research Division (AAM-600), Civil Aerospace Medical Institute (CAMI) in Oklahoma City, OK. This research plan supported the FAA CAMI by providing a Ph.D. research graduate student to support the development of an Aircraft Accident Injury and Autopsy Database System (AA-IADS) to improve the FAAs ability to classify and study aircraft occupant injuries to better understand the types and mechanisms of injuries caused by aircraft accidents. The proposed duties and responsibilities are summarized as follows: (1) Provide scientific research expertise for the development of the Aircraft Accident Injury and Autopsy Database. (2) Perform a literature search on the study of injury pattern investigation in aviation-related aircraft accidents and preventive strategies. (3) Evaluate alternative system hardware and software for database development. (4) Develop a system for collecting, classifying, and posting injury data into the AA-IADS. (5) Develop a method to migrate autopsy data currently contained in the CAMI Autopsy Database into the AA-IADS. (6) Develop a research plan to study the mechanism of injuries and methods to reduce passenger and aircrew injuries so as to increase survival rate. KW - Aerospace industry KW - Air transportation crashes KW - Aircraft pilotage KW - Autopsies KW - Civil aviation KW - Crash data KW - Crash injuries KW - Crash investigation KW - Fatalities UR - https://trid.trb.org/view/898308 ER - TY - RPRT AN - 01076720 AU - Chandra, Divya C AU - Yeh, Michelle AU - Volpe National Transportation Systems Center AU - Research and Innovative Technology Administration AU - Federal Aviation Administration TI - A Tool Kit for Evaluating Electronic Flight Bags PY - 2006/09 SP - 64p AB - Over the past few years, the Volpe Center has developed a set of five tools that can be used to evaluate Electronic Flight Bags (EFBs) from a human factors perspective. The goal of these tools is to help streamline and standardize EFB human factors assessments by the Federal Aviation Administration (FAA). The tools were developed and documented for the FAA in order to facilitate the identification and resolution of human factors/pilot interface issues with EFB systems, either in terms of design and/or operational use. The tools are designed for use by evaluators who are not human factors experts. They can be used at different stages of EFB development for different types of evaluations. By understanding the tools before beginning the approval process, the most appropriate tools can be selected, customized, and incorporated into the EFB evaluation at relatively little incremental cost. This report contains descriptions of the tools and practical information on when and how to use each tool. The appendices to this report contain the full version of every tool. KW - Airport capacity KW - Airport design KW - Airport facilities KW - Airport operations KW - Airport ticket counters KW - Electronic flight bags KW - Human factors KW - Tool kits KW - Tools KW - Usability UR - http://ntl.bts.gov/lib/34000/34200/34294/DOT-VNTSC-FAA-06-21.pdf UR - https://trid.trb.org/view/815501 ER - TY - ABST AN - 01570575 TI - Research to Examine Land Use Decisions and their Relation to Airport Noise Concerns and Complaints AB - The project's focus was primarily on assessment of how incompatible land use impacts airports, and how this fuels noise concerns and complaints. The research team worked closely with airport administrators, civic leaders, and aviation organizations to identify and collect data concerning the most prominent issues precipitated by the incompatible land uses. Useful data was collected from personal interviews and focus groups, which provided a balanced view of the noise complaint data. KW - Airport noise KW - Airport operations KW - Decision making KW - Land use planning KW - Noise UR - http://partner.mit.edu/projects/land-use-management-and-airport-controls UR - https://trid.trb.org/view/1362884 ER - TY - ABST AN - 01480717 TI - Fluid Ingression Damage Mechanisms in Composite Sandwich Structures AB - No summary provided. KW - Composite structures KW - Damage analysis KW - Fluid dynamics KW - Fluidity KW - Sandwich construction UR - https://trid.trb.org/view/1249790 ER - TY - ABST AN - 01483436 TI - Helicopter Terrain Awareness Warning Systems (TAWS) and Enhanced Vision Systems (EVS) Flight Testing AB - No summary provided. KW - Enhanced vision systems KW - Flight tests KW - Helicopters KW - Terrain avoidance radar KW - Warning systems UR - https://trid.trb.org/view/1252253 ER - TY - ABST AN - 01478856 TI - Impact of Aviation Grade Ethanol on Maintenance and Service Intervals AB - The objective of this proposal is to study the impact of long term operational use of Aviation Grade Ethanol on aircraft maintenance and engine service intervals. To address this, a fresh engine will be installed in an airframe with, to the extent possible, new fuel system components. This aircraft will then be operated through a recommended time between overhaul (TBO) period fueled exclusively with Aviation Grade Ethanol. Service history will be compiled throughout this period of evaluation. While the engine and fuel system endurance is being studied, this aircraft will also be used to verify findings of the fuel efficiency and detonation testing currently being conducted at South Dakota State University. KW - Aircraft KW - Ethanol KW - Fuel efficiency KW - Fuel systems KW - Maintenance UR - https://trid.trb.org/view/1247980 ER - TY - ABST AN - 01478847 TI - Non-linear Finite Element Analysis and Methods Development for Containment of Aircraft Engine Failure AB - The objective of this project is to develop and apply finite element modeling and simulation analysis methodologies for evaluation of aircraft engine containment. KW - Aircraft engines KW - Containment KW - Engine failure KW - Finite element method KW - Flight simulation KW - Simulation UR - https://trid.trb.org/view/1247971 ER - TY - RPRT AN - 01565457 AU - Cyrus, Holly M AU - Frierson, Renee AU - Hi-Tec Systems, Incorporated AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Polyester Marking Material Study PY - 2006/08//Technical Note SP - 29p AB - This research was conducted to determine if polyester marking material would be an acceptable addition to the existing paint materials specified in the Federal Aviation Administration (FAA) Advisory Circular 150/5370-10A Item P-620, Runway and Taxiway Painting. The polyester marking material was applied on the FAA William J. Hughes Technical Center at the FAA ramp, Pangborne Road, and the Pavement Test Facility for an evaluation period of 1 year starting in August 2004. Three different types of pavement were used during the tests: Hot-Mix Asphalt, Aged Portland Cement Concrete, and New Portland Cement Concrete. The chromaticity, retro-reflectivity, baseline, pull-off strength, and friction tests were performed on the polyester marking material. Based on the test results, the polyester marking material maintained its retro-reflectivity, but the chromaticity level for yellow was not acceptable. When simulated in a high-traffic airport environment, the polyester marking material failed (disintegrated) after less than a day’s worth of operations. Therefore, the polyester marking material is not suitable for the airport environment. KW - Airport runways KW - Evaluation KW - Friction KW - Hot mix asphalt KW - Paint KW - Polyester resins KW - Portland cement concrete KW - Retroreflectivity KW - Road marking materials UR - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=2acf1942-d1fd-4993-8178-cb1472bf8e06&f=TN06-33.pdf UR - https://trid.trb.org/view/1355098 ER - TY - RPRT AN - 01035679 AU - Schroeder, David AU - Bailey, Larry AU - Pounds, Julia AU - Manning, Carol AU - Federal Aviation Administration AU - Federal Aviation Administration TI - A Human Factors Review of the Operational Error Literature PY - 2006/08//Final Report SP - 66p AB - This report reviews available documents concerning research and initiatives to reduce operational errors (OEs). It provides a brief history of OE investigation and reporting. It describes 154 documents published from 1960-2005 and 222 OE reduction initiatives implemented from 1986 to 2005. Materials are classified by (1) type of study and (2) human and other contributing factors (using the JANUS taxonomy). An analysis of the literature identified several consistent findings. OEs were related to the amount of traffic measured nationally rather than by position, early time on position, and pilot/controller miscommunications (especially hearback/readback errors). Initiatives included developing national and local Quality Assurance (QA) activities, providing resources to supervisors to help them perform their jobs, and skills training to address controller mental processes. Many Air Traffic Organization (ATO) initiatives involved controller training, teamwork, and communications. Research and operations seemed to focus on the same 6 areas: (a) training and experience, (b) teamwork, (c) pilot-ATC communications, (d) Human Machine Interaction (HMI) and equipment, (e) airspace/surface, and (f) traffic. This review concluded that, historically, much (sometimes redundant) research was conducted that generated little new information about why OEs occurred. Similarly, many initiatives were implemented, but the lack of a systematic follow-up prevented us from learning which were effective. This cycle will continue unless relevant data are obtained that can address underlying causal dimensions typically associated with human errors. Better data will allow conducting more informative, theory-based analyses. ATO must also continually assess the effectiveness of OE mitigation strategies. Research efforts, operational initiatives, and program outcomes must be monitored to avoid wasting resources by repeatedly conducting the same analyses, re-discovering the same intervention strategies, and addressing only the easy problems. Development of a safety culture requires obtaining better data about circumstances surrounding OEs; identifying individual, supervisory, and organizational contributions; and measuring the effectiveness of interventions. KW - Air traffic control KW - Aviation safety KW - Causal factors KW - Human error KW - Human factors KW - Literature reviews KW - Operational errors KW - Quality assurance KW - Training UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200621.pdf UR - https://trid.trb.org/view/792506 ER - TY - RPRT AN - 01035675 AU - Caldwell, Douglas C AU - Lewis, Russell J AU - Shaffstall, Robert M AU - Johnson, Robert D AU - Federal Aviation Administration AU - Federal Aviation Administration TI - The Sublimation Rate of Dry Ice Packaged in Commonly Used Quantities by the Air Cargo Industry PY - 2006/08//Final Report SP - 8p AB - Dry ice is used as a refrigerant for the shipment of perishable goods in the aviation industry. The sublimation of dry ice can, however, lead to incapacitating levels of carbon dioxide in the aircraft cabin environment, as exemplified by the National Transportation Safety Board’s (NTSB’s) probable cause determination in a 1998 Brownsville, Texas, incapacitation incident. This incident prompted the NTSB to request that the Federal Aviation Administration (FAA) revisit the dry ice sublimation rate published in FAA Advisory Circular AC 103-4. The sublimation rate used in AC 103-4 to calculate permissible dry ice loads was based on a study conducted by Pan American Airlines where a single, large piece of dry ice (100 lb block) was used. Today, the majority of dry ice shipments contain smaller amounts of dry ice obtained in pellet form (≤ 5 lb). This study focuses on the sublimation rate of dry ice packed in such commonly encountered amounts. In this study, approximately 5 lb of dry ice, in pellet form, was added to each of 20 pre-weighed TheromoSafe® shipping containers. The boxes were then weighed to obtain “preflight” weights and placed in an altitude chamber located at the FAA’s Civil Aerospace Medical Institute. The chamber was depressurized to an altitude of 8000 ft at a rate of 1000 ft/min. The total “flight” time was 6 h. The containers were then removed and immediately weighed to obtain “post-flight” measurements. Using the differences in weight as well as the total flight time, an average sublimation rate of 2.0 +/- 0.3%/h was determined. Results indicate that the sublimation rate is greater when dry ice is packaged in pellet form in small quantities. These results contrast the Pan American Airlines study that employed one solid 100-lb block of dry ice. The current study improves air cargo safety by providing a sublimation rate for dry ice shipped in small, more representative quantities. The updated sublimation rate can be used to calculate safe dry ice loads for containers commonly used today. KW - Air cargo KW - Air transportation crashes KW - Altitude chambers KW - Aviation safety KW - Carbon dioxide KW - Crash investigation KW - Dry ice KW - Flight time KW - Sublimation KW - U.S. National Transportation Safety Board UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200619.pdf UR - https://trid.trb.org/view/790971 ER - TY - RPRT AN - 01035662 AU - Pounds, Julia AU - Rodgers, Mark D AU - Thompson, Deborah AU - Jack, Daniel G AU - Federal Aviation Administration AU - CSSI, Incorporated AU - University of Oklahoma, Norman AU - Xyant Technology, Incorporated AU - Federal Aviation Administration TI - Developing Temporal Markers to Profile Operational Errors PY - 2006/08//Final Report SP - 17p AB - A commonly held view is that system and human vulnerabilities, whether they emerge at a common moment or over a situation, can form links in a chain of events resulting in an air traffic operational error (OE). However, this truism has not led to the development of better techniques for profiling this progression. If we generally accept that OEs evolve over time, then OEs have temporal characteristics. By better understanding these temporal characteristics, we will be better able to understand how vulnerabilities become links in a chain so that resources can be allocated effectively to develop mitigation strategies. Two activities were conducted to develop the temporal markers (TMs) framework. First, air traffic subject matter experts identified objective (or calculable) points that can be identified as a traffic situation. These points could differ at the point in time they occur, but they would occur in some form in most, if not all, OEs. A list of TMs was generated and tested using archival en route OEs. Using the framework is straightforward. This preliminary evidence suggests that temporal profiling could help to discover trends across OEs that are not currently being systematically examined. A larger set of OEs could be tested with this method to accomplish this. Ultimately, the technique should be used for all OEs in the national airspace so that a TM database could be developed for OE trend analysis. KW - Air traffic KW - Air traffic control KW - Chronology KW - Crash investigation KW - Databases KW - Human error KW - Operational errors KW - Profiling KW - Risk assessment KW - Temporal markers KW - Trend (Statistics) UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200620.pdf UR - https://trid.trb.org/view/792505 ER - TY - ABST AN - 01483855 TI - Upgrade of HAZX Analysis Tool AB - The HAZX tool previously delivered to the Federal Aviation Administration (FAA) under Task Order No. 12 will be upgraded to: (a) improve its usability by FAA analysts; and (b) add new capabilities to assist the FAA in performing pre-launch and early launch hazard analyses. A new version of HAZX will be delivered with updated documentation. KW - Commercial space transportation KW - Evaluation and assessment KW - Hazards KW - Software KW - Spacecraft UR - https://trid.trb.org/view/1252689 ER - TY - ABST AN - 01464261 TI - Quick Response for Special Needs. Task 02. Ground Access to Major Airports by Public Transportation AB -

Airports around the United States, and around the world, are dealing with the challenge of improvement to the ground access systems. In the past five years several major American airports have invested hundreds of millions of dollars in new capital facilities to better connect their facilities with the rest of the region's public transportation systems. In order to deal with this issue the Transit Cooperative Research Program six years ago undertook two major studies of the issue of airport ground access, published as TCRP Report 62 and TCRP Report 83. These two studies presented accurate, up-to-date descriptions of major airport access projects and strategies around the world. With the creation of the Airport Cooperative Research Program, there is an opportunity to revise, and update, and build upon a substantial body of work, which is now somewhat out of date. The objectives of this task were to: (a) improve the documentation of all airport ground access projects, with an emphasis on those which have occurred since the publication of TCRP Report 62 in 2000; (b) improve the documentation of changes in airport access strategies since the publication of both reports with a review of recent developments in such areas as downtown check- in, automation of the check in process, and integration with existing regional rail infrastructure; (c) provide airport managers with user-friendly, concise, and accurate documentation concerning trends in the area of airport ground access; and (d) support and facilitate the dissemination of the latest information relative to airport managers through media such as printed reports, and PowerPoint presentations to relevant professional organizations. The proposed research created new updated, timely documentation of the characteristics of ground access markets in a manner which builds upon existing products already produced under the Transit Cooperative Research Program.

KW - Accessibility KW - Airline passengers KW - Airport access KW - Airport ground transportation KW - Airport operations KW - Infrastructure KW - Public transit KW - Research projects KW - Strategic planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2681 UR - https://trid.trb.org/view/1232490 ER - TY - RPRT AN - 01162633 AU - Federal Aviation Administration TI - Roadmap for Performance-Based Navigation, Version 2.0. Evolution for Area Navigation (RNAV) and Required Navigation Performance (RNP) Capabilities 2006-2025 PY - 2006/07 SP - 34p AB - The Federal Aviation Administration worked for the past year to produce the Roadmap. By adopting performance-based navigation standards and leveraging existing and emerging navigation capabilities, we will be able to improve airspace design and air traffic procedures. This will let us increase access, reduce delays, and improve the efficiency of the National Airspace System. The performance-based system is designed to produce the highest levels of safety and security. The system will have measurable capacity, efficiency, and environmental performance goals. Key parts of the performance-based system include communications, navigation, and surveillance. The Roadmap defines operational goals and concepts, identifies steps and milestones to achieve these goals, presents key policy and technical issues we need to address, and outlines critical decisions we need to make along the way. KW - Air traffic control KW - Air transportation KW - Aircraft pilotage KW - Aviation safety KW - Communication systems KW - Navigational aids KW - Surveillance KW - Transportation planning UR - https://trid.trb.org/view/920668 ER - TY - RPRT AN - 01033221 AU - Shappell, Scott AU - Detwiler, Cristy AU - Holcomb, Kali AU - Hackworth, Carla AU - Boquet, Albert AU - Wiegmann, Douglas AU - Clemson University AU - Federal Aviation Administration AU - Embry-Riddle Aeronautical University AU - Mayo Clinic AU - Federal Aviation Administration TI - Human Error and Commercial Aviation Accidents: A Comprehensive, Fine-Grained Analysis Using HFACS PY - 2006/07//Final Report SP - 22p AB - The Human Factors Analysis and Classification System (HFACS) is a theoretically based tool for investigating and analyzing human error associated with accidents and incidents. Previous research has shown that HFACS can be reliably used to identify general trends in the human factors associated with military and general aviation accidents. The aim of this study was to extend previous examinations of aviation accidents to include specific aircrew, environmental, supervisory, and organizational factors associated with 14 CFR Part 121 (Air Carrier) and 14 CFR Part 135 (Commuter) accidents using HFACS. The majority of causal factors were attributed to the aircrew and the environment, with decidedly fewer associated with supervisory and organizational causes. Comparisons were made between HFACS categories and traditional situational variables such as weather, lighting, and geographic region. Recommendations were made based on the HFACS findings presented. KW - Air transportation crashes KW - Aircraft incidents KW - Airlines KW - Aviation safety KW - Commuter aircraft KW - Crash causes KW - General aviation KW - Human error KW - Military aviation UR - http://www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA463865 UR - https://trid.trb.org/view/789847 ER - TY - RPRT AN - 01032970 AU - King, Raymond E AU - Dattel, Andrew R AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Reweighting AT-SAT to Mitigate Group Score Differences PY - 2006/07//Final Report SP - 12p AB - The Air Traffic Selection and Training (AT-SAT) test battery is the selection tool for applicants for Air Traffic Control Specialist (ATCS) positions within the Federal Aviation Administration (FAA) who have not previously been employed as an air traffic controller. AT-SAT is an aptitude test developed to predict the likelihood of successfully learning ATCS skills. Before operational use, however, concerns were raised about the low passing rate of incumbent (who are fully trained and certified) ATCS personnel (who participated in the initial research) and score differences between groups, which could result in adverse impact (possible unfair discrimination). To address these concerns, the subscores of AT-SAT were reweighted, and the additive constant was changed to yield a new total score. The present study compares the original and new scoring methods using data from 724 developmental ATCSs who volunteered to take AT-SAT. An average increase of 4.86 points was found with the new scoring method; the notional passing rate (achieving a score ≥ 70) changed from 58.8% to 80%. American Indian/Alaskan Native, Hispanic, and black participants showed the greatest average increase in overall scores, 6.97, 6.98, and 7.02, respectively. The increase in scores of Hispanic and black participants was significantly higher than the increase in scores for white participants [F(4, 689) = 6.186, p < .001]. However, a chi square analysis showed no differences between groups for the number of participants whose failing score with the original scoring method changed to a passing score with the new scoring method. Additionally, a Spearman rank correlation coefficient of .85 was found between the two scoring methods, indicating that the ranking of individual participants did not change significantly. Moreover, no differences were found between groups in rank ordering of the two scoring methods. No significant gender differences were found between the scoring methods, with the scores for males increasing an average of 4.58 points and scores for females increasing an average of 5.67 points under the new weighting method. This study found that the new weighting formula has benefited all groups and is likely to reduce the potential of adverse impact. KW - Air traffic controllers KW - Air Traffic Selection and Training KW - Aptitude tests KW - Blacks KW - Chi square distributions KW - Computerized testing KW - Females KW - Gender KW - Hispanics KW - Males KW - Native Americans KW - Scores KW - Selection and appointment KW - Training KW - Whites UR - http://www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA461242 UR - https://trid.trb.org/view/788390 ER - TY - ABST AN - 01462662 TI - Synthesis of Information Related to Airport Problems. Topic S03-01. Airport Aviation Activity Forecasting AB -

Transportation Research Board's (TRB's) Airport Cooperative Research Program (ACRP) Synthesis 2: Airport Aviation Activity Forecasting examines how airport forecasts are used and identifies common aviation metrics, aviation data sources, issues in data collection and preparation, and special data issues at nontowered airports.  The report also explores available forecasting methods, including the primary statistical methods; market share analysis; econometric modeling; and time series modeling.  In addition the report reviews forecast uncertainty, accuracy, issues of optimism bias, and options for resolving differences when multiple forecast are available.

KW - Air transportation facilities KW - Airport operations KW - Airport terminals KW - Forecasting KW - Research projects KW - Traffic forecasting UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=157 UR - https://trid.trb.org/view/1230884 ER - TY - ABST AN - 01460013 TI - Synthesis of Information Related to Airport Problems. Topic S01-01. Innovative Finance and Alternative Sources of Revenue for Airports AB -

 Transportation Research Board's (TRB's) Airport Cooperative Research Program (ACRP) Synthesis 1: Innovative Finance and Alternative Sources of Revenue for Airports explores alternative financing options and revenue sources currently available or that could be available in the future to airport operators, stakeholders, and policymakers in the United States. The report examines common capital funding sources used by airport operators, a reviews capital financing mechanisms used by airports, describes various revenue sources developed by airport operators, and a reviews privatization options available to U.S. airport operators. 

 KW - Airports KW - Capital investments KW - Finance KW - Financing KW - Privatization KW - Research projects KW - Revenues UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=156 UR - https://trid.trb.org/view/1228228 ER - TY - ABST AN - 01477981 TI - Cognitive Evaluation of Potential Approaches to Increase the Efficiency of Air Traffic Controller Training and Staffing AB - This project will use cognitive models to demonstrate how controllers use "structure" in the air traffic control environment (e.g. procedures, flows, sector geometry and airspace elements) to reduce cognitive complexity to identify and evaluate opportunities to increase the efficiency of the controller training process and increase staffing flexibility. KW - Air traffic control KW - Airspace (Aeronautics) KW - Cognitive impairment KW - Cognitive models KW - Traffic flow KW - Training UR - https://trid.trb.org/view/1247638 ER - TY - ABST AN - 01478849 TI - LS-DYNA Implemented Fabric Material Model Development for Engine Fragment Mitigation AB - This document is a proposal for the development and validation of a constitutive material model for Kevlar and Zylon fabrics to be used with the LS-DYNA Explicit finite element analysis program. Modeling dry fabric behavior when subjected to impact loads is a challenging task for a number of reasons. However, a systematic approach can be used in the development of the material model and the model verified with the large amount of experimental data that is available for these fabrics. KW - Fabrics KW - Finite element method KW - Impact loads KW - Jet engines KW - Kevlar KW - LS-DYNA (Computer program) KW - Validation UR - https://trid.trb.org/view/1247973 ER - TY - ABST AN - 01483263 TI - Business Jet Data Loads Acquisition AB - No summary provided. KW - Aircraft KW - Aircraft loads KW - Business aircraft KW - Data collection UR - https://trid.trb.org/view/1252112 ER - TY - ABST AN - 01481127 TI - Emissions, Measurements, Part-E Particulate Matter (PM) Chemistry and Microphysics Modeling AB - No summary provided. KW - Aircraft exhaust gases KW - Chemistry KW - Particulates KW - Pollutants UR - https://trid.trb.org/view/1250172 ER - TY - ABST AN - 01458467 TI - Airport Curbside Capacity Analysis and Operations Management AB - Ease of access to an airport is an important factor that determines the overall success of the airport. Airport curbside capacity and curbside operations management directly influence the ease of accessibility of airports. Currently there are no standards for curbside capacity measurement and curbside operations management. Traditional capacity definitions applied to highways are not fully applicable to curbsides due to a difference in nature of operations. Also, the advisory circulars and design guidelines of various authorities for airports do not discuss curbside operations to sufficient level. The objective of this research is to develop a methodology for analyzing the curbside capacity at airports, provide standards for curbside capacity and configuration, and provide guidelines for efficient curbside operations management at various types of airports. KW - Accessibility KW - Airport capacity KW - Airport facilities KW - Airport operations KW - Curbs KW - Guidelines KW - Management KW - Research projects KW - Security UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=152 UR - https://trid.trb.org/view/1226678 ER - TY - ABST AN - 01458466 TI - Development of a Reliable Geospatial Data Collection and Management System for Airport Pavement Inspection and Evaluation AB - One of the greatest single assets of an airport is the pavement that constitutes its runways, taxiways, and aprons. However, effective tools are currently unavailable to inspect, evaluate, and manage this important asset. The FAA has continued to support the use of MicroPAVER software, a system that was developed using 1970s technology and computing power, as a tool for pavement management. The Air Force developed the MicroPAVER software in a mainframe application to distribute pavement maintenance funds among different Air Force bases. For lack of a better system, the FAA has supported that system in advisory circular AC 150/5380-7. The limitations of managing pavement assets using the MicroPAVER system, based solely on distress index, without any traffic, structural, material property, or geospatial-mapping of distress data has been well documented. As a result, several airports are going beyond the capabilities of MicroPAVER and are collecting with global positioning systems (GPS), geospatial distress data and other geospatial data that can be used for inspection, evaluation, or management of airfield pavements. In addition, in surveys conducted by the American Association of Airport Executives (AAAE) Airport Geographic Information Systems (GIS) Committee, airports reported pavement management as the highest desired GIS application at an airport. However, simply adding a GIS graphical display of only the Pavement Condition Index is not an adequate solution to the problem. What is needed is an integrated system that can facilitate and support a comprehensive portfolio of functions for better managing airport pavements, including field collection of daily safety inspection runway mapped with GPS, coordinating maintenance scheduling for quick repair, tracking and predicting of pavement repairs and distress, and mapping of data taken from other pertinent tests such as core samples and deflection testing. Such an integrated system will provide not only an effective tool for managing the existing airport pavements, but also a badly needed feedback mechanism for better design of new pavements and rehabilitation strategies, as defined by Hudson and Hass, pioneers of pavement management systems, in their various publications. Furthermore, the FAA Technical Center, using the National Pavement Test Facility, is spending considerable research effort in order to develop better pavement thickness designs based upon mechanistic analysis programs that rely entirely on the modeling of pavement material properties. However, airports have no guidance and almost never collect and organize the material properties of the pavements, either as the pavements are constructed or as they are in service. With proper guidance, this data should and can be collected to become useful information with a geospatial data management system such as GIS. Airports have no equivalent to the Strategic Highway Research Program (SHRP) Long Term Pavement Performance (LTPP) project that nationally monitored highway pavement performance over many years. Even if a small-scale airport program were started to monitor airport pavement performance over several years, guidance would have to be developed to collect the necessary data using GPS and GIS technology. The objective of this research is to develop a reliable geospatial data collection and management system for airport pavement inspection and evaluation and to provide guidance to airport operations and maintenance personnel for systematic inspection and management of airport pavements using geospatial data technologies. KW - Airport runways KW - Data collection KW - Global Positioning System KW - Information technology KW - Inspection KW - Pavement management systems KW - Research projects KW - Technological innovations UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=155 UR - https://trid.trb.org/view/1226677 ER - TY - ABST AN - 01458465 TI - Improved Understanding of Aircraft Anti-Icing and Deicing Requirements AB - Current understanding of the mechanisms of ice detection, formation, retention and removal from critical aircraft surfaces are incomplete, leading to conservative deicing and anti-icing practices that result in larger quantities of chemicals being used to perform this critical function than may be necessary. Airports are under regulatory pressure to minimize the quantity of spent aircraft deicing fluids that are discharged to waterways or sewage treatment plants because of the chemical and biological oxygen demand and, in some cases, toxicity of these fluids. Individual airports have spent sums in excess of $10 Million each to mitigate the effluent runoff of de-icing. Research is needed in several areas to help address this problem. Basic research into the physics and engineering of ice formation, retention, and removal from critical aircraft surfaces may lead to better understanding of the quantities and timing of deicing fluid application. Research into materials, surface treatments, or coatings that may contribute to reduced fluid use should also be undertaken. Finally, ice and moisture detection sensors, chemical concentration sensors and temperature sensors, similar to those routinely installed in runway pavements to assess surface conditions, should be investigated as a means to evaluate critical aircraft surfaces from the cockpit. The objective of this research is to develop methods to reduce the quantity of deicing fluid necessary to assure safe aircraft operations. KW - Aircraft KW - Airplanes KW - Anti-icing KW - Deicing KW - Fluids KW - Ice KW - Moisture content KW - Policy analysis KW - Research projects KW - Sensors KW - Winter UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=122 UR - https://trid.trb.org/view/1226676 ER - TY - RPRT AN - 01056022 AU - Lewis, Russell J AU - Johnson, Robert D AU - Angier, Mike K AU - Federal Aviation Administration AU - Federal Aviation Administration TI - The Distribution of Fluoxetine and Norfluoxetine in Postmortem Fluids and Tissues PY - 2006/06//Final Report SP - 9p AB - During aviation accident investigations, postmortem specimens from the flight crews are submitted to the Federal Aviation Administration’s Civil Aerospace Medical Institute for toxicological analysis. Fluoxetine (Prozac) is a selective serotonin reuptake inhibitor that was introduced in 1986. Certain side effects of this medication — drowsiness, dizziness, abnormal vision, diarrhea, and headache — could affect pilot performance and become a factor in an aviation accident. Our laboratory has determined the distribution of fluoxetine and its desmethyl metabolite, norfluoxetine, in various postmortem tissues and fluids from 10 fatal aviation accident cases. When available, 11 specimen types were analyzed for each case, including: blood, urine, vitreous humor, bile, liver, kidney, skeletal muscle, lung, spleen, heart muscle, and brain. Specimens were extracted using solid-phase extraction and analyzed by GC/MS. Deuterated fluoxetine and norfluoxetine were used as internal standards to eliminate any possible matrix effects during extraction. Blood fluoxetine concentrations in these 10 cases ranged from 21 to 1480 ng/mL. Most cases fell within the expected therapeutic range for patients that regularly take this drug. The distribution coefficients for fluoxetine were determined to be: urine 0.9 ± 0.4, vitreous humor 0.10 ± 0.03, bile 9 ± 1, liver 38 ± 10, lung 60 ± 17, kidney 9 ± 3, spleen 20 ± 5, muscle 2.2 ± 0.3, brain 15 ± 3, and heart 10 ± 2. While the coefficient of variation (CV) for the distribution coefficients range from 11-44%, the distribution into heart, brain, muscle, spleen, and bile is relatively reproducible, each having a CV of 􀂔 25%. To our knowledge, this is the first report presenting the distribution of fluoxetine in humans at therapeutic concentrations. KW - Air pilots KW - Air transportation crashes KW - Aircraft KW - Crash investigation KW - Forensic medicine KW - Forensic science KW - Postmortem KW - Selective Serotonin Reuptake Inhibitors KW - Serotonin KW - Toxicology UR - http://www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA469744 UR - https://trid.trb.org/view/815137 ER - TY - RPRT AN - 01032980 AU - Xing, Jia AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Color and Visual Factors in ATC Displays PY - 2006/06//Final Report SP - 22p AB - Computer displays are one of the major sources of information for air traffic controllers to control traffic. Because the existing display technologies make it so easy to render color on computer monitors, color is being extensively used in air traffic control (ATC) displays. At present, the Federal Aviation Administration has no requirement for how color should be used in ATC displays. While the advantages of color may be apparent, many display designs suggest that ATC technology developers have not used basic human factors and color principles to optimize the advantages of color use in complex scenes such as those in the ATC environment. In addition, technology developers create their own unique color schemes. The lack of consistency in color use can be confusing. Moreover, little attention has been devoted to the potential negative effects of color use on controllers’ task performance. In this study, we investigated color use in ATC facilities to understand the ways color is being used, the associated benefits, and its influence on task performance. We found that, while color use has some advantages for information processing, such as reducing workload and saving time, it also has disadvantages and may introduce negative effects on task performance. We identified the benefits of color use and provided rationales for how to use color properly to optimize those benefits. We also analyzed the negative effects of color use with respect to associated cognitive factors. Finally, we derived two checklists that evaluate advantages and negative effects of color use in ATC displays. These checklists can be used for design prototypes and acquisition evaluation. KW - Air traffic control KW - Air traffic controllers KW - Checklists KW - Color KW - Design KW - Evaluation KW - Human factors KW - Information display systems KW - Visual factors UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200615.pdf UR - https://trid.trb.org/view/788387 ER - TY - RPRT AN - 01032974 AU - Kupfer, Doris M AU - Huggins, Mark AU - Cassidy, Brandt AU - Vu, Nicole AU - Burian, Dennis AU - Canfield, Dennis V AU - Federal Aviation Administration AU - Advancia Corporation AU - DNA Solutions AU - Federal Aviation Administration TI - A Rapid and Inexpensive PCR-Based STR Genotyping Method for Identifying Forensic Specimens PY - 2006/06//Final Report SP - 18p AB - Situations arise where forensic samples can be inadvertently misidentified during field collection. Samples identified in the field as being from the same person that return conflicting toxicological results may suggest such misidentification. Polymerase chain reaction (PCR)-based human identity testing provides a reliable and independent method to confirm sample identification. In the study presented here, the Federal Bureau of Investigation’s human Combined DNA Identity System (CODIS) loci were used on a rapid, inexpensive microfluidics chip electrophoresis platform to confirm the identity of forensic samples from an aircraft accident site. Absolute allele identification was not achieved with this method, but it was found to be suitable for comparative analysis, as demonstrated by validation of the results and conclusions from capillary electrophoresis. The nine CODIS Short Tandem Repeat loci and a gender discrimination locus used in this study have a greater than 5E+07 matching probability suitable for small sample sizes. KW - Air transportation crashes KW - Combined DNA Identify System KW - Comparative analysis KW - DNA analysis KW - Electrophoresis KW - Forensic medicine KW - Forensic science KW - Identification (Human beings) KW - Microfluidics KW - Polymerase chain reaction KW - Specimens KW - Toxicology KW - U.S. Federal Bureau of Investigation UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200614.pdf#search=%22%22a%20rapid%20and%20inexpensive%20pcr-BASED%22%22 UR - https://trid.trb.org/view/788388 ER - TY - RPRT AN - 01032967 AU - Nesthus, T AU - Cruz, C AU - Hackworth, C AU - Boquet, A AU - Federal Aviation Administration AU - Federal Aviation Administration TI - An Assessment of Commuting Risk Factors for Air Traffic Control Specialists PY - 2006/06//Final Report SP - 12p AB - Risk factors for sleepiness-related vehicle accidents have included, among others, time of accident, type of roadway, distance traveled, and reduced alertness. This study assessed risk factors for commuting incidents reported by air traffic controllers driving to and from work. Analyses were conducted on responses to a modified version of the Standard Shiftwork Index survey regarding alertness, commuting variables (i.e., number of miles and roadway types), and driving outcomes (i.e., lapses of attention, falling asleep, near misses, and accidents). Chi-square tests and odds ratio (OR) risk estimates were computed separately for air traffic controllers in Terminal/Enroute and Flight Service Station options. Reduced mental sharpness was associated with elevated ORs while driving to or from most shifts, though the greatest risk was found before early mornings and following midnight shifts. Elevated ORs for lapses of attention, falling asleep, and near misses were found for those with commutes greater than 20 mi and variably, with roadway type. In most cases, too few actual accidents were reported to compute chi-square statistics or odds ratios for this outcome. KW - Air traffic controllers KW - Alertness KW - Chi square test KW - Commuting KW - Fatigue (Physiological condition) KW - Near miss collisions (Ground transportation) KW - Odds ratio KW - Risk assessment KW - Shiftwork schedules KW - Sleep KW - Standard shiftwork index KW - Surveys KW - Traffic crashes UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200613.pdf UR - https://trid.trb.org/view/788386 ER - TY - ABST AN - 01483206 TI - Metrics and Measurement Procedures for LED Lighting Systems AB - No summary provided. KW - Airport operations KW - Light emitting diodes KW - Lighting systems KW - Measurement KW - Metrics (Quantitative assessment) UR - https://trid.trb.org/view/1252055 ER - TY - ABST AN - 01477983 TI - Characterization of Aluminum and Titanium for Dynamic Loading Applications AB - The objective of this research project is to create a high quality database that characterizes the mechanical response (load deformation relations and failure) of 2024-T351 aluminum alloy and Ti-6-4 Titanium alloy over a wide range of loading conditions, strain rates, and temperatures. KW - Aluminum KW - Dynamic loads KW - Load deformation KW - Strain (Mechanics) KW - Titanium alloys UR - https://trid.trb.org/view/1247640 ER - TY - RPRT AN - 01565458 AU - Bagot, Keith AU - Subbotin, Nicholas AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Evaluation of Quad-Agent Small Firefighting System PY - 2006/05//Technical Note SP - 29p AB - Technological advances and firefighting research have helped improve new firefighting systems on large and small aircraft rescue and firefighting vehicles at airports. One such technology is a quad-agent firefighting system that has the capability to discharge four firefighting agents, i.e., water, foam, dry chemical (potassium bicarbonate (PK)), and clean agent (Halotron), individually or simultaneously. Water by itself is typically not used for aviation fuel firefighting. The water in the quad-agent system is used to mix with foam concentrate solution to create firefighting foam. The quad-agent firefighting system attempts to advance the concept of multiple agents simultaneously applied to the fire to affect a more rapid extinguishment of pool and flowing fuel fires, and maximize fire fighter safety by extending the distance needed to properly apply agent to the fire using its pulse delivery technology. This research evaluated the capabilities and effectiveness of a quad-agent firefighting system. The research was done in terms of using different combinations of firefighting agents from the same discharge point during an agent flow duration test, agent discharge distance test, engine nacelle flowing fuel fires, and large-scale pool fires. The results showed that during the agent flow duration tests, using aqueous film forming foam (AFFF) only, the quad-agent system produced an average flow duration of 155 seconds in compressed air foam (CAF) mode. Agent discharge distance results, using AFFF only, showed that the system produced its greatest average distance at a 20° discharge angle. The results from the engine nacelle with 30-ft-diameter ring and concrete pad flowing fuel fires showed the quad-agent system was capable of extinguishing the fires using AFFF only and its agent combinations with AFFF. Individual test results and agent combination averages differed throughout testing. Discharging AFFF, PK, and Halotron agents simultaneously did not significantly decrease the extinguishment time compared to the AFFF and PK combination. The results from the large-scale pool fires showed that the quad-agent system was capable of extinguishing the fire using AFFF only and its agent combinations with AFFF. Individual test results and agent combination averages differed throughout testing. Discharging AFFF, PK, and Halotron agents simultaneously did not significantly decrease the total extinguishment time or total agent discharge times compared to other agent combinations. During the engine nacelle flowing fuel fires and large-scale pool fires, discharging, AFFF, PK, and Halotron agents simultaneously was a less efficient use of available firefighting agent based on average test results. However, the quad-agent system’s ability to discharge its agents at the same discharge point will allow a fire fighter to adapt a fire attack as to what agent or agents they could use when extinguishing a fire. KW - Air transportation crashes KW - Evaluation KW - Fire extinguishing agents KW - Fire fighting KW - Foaming agents UR - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=d9f94674-a055-4047-b772-aeaaaf563603&f=TN06-13.pdf UR - https://trid.trb.org/view/1355090 ER - TY - RPRT AN - 01565359 AU - Patterson, James W AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Installation Criteria for Taxiway Centerline Lights PY - 2006/05//Technical Note SP - 21p AB - The Federal Aviation Administration (FAA) Advisory Circular (AC) 150/5340-30, “Design and Installation Details of Airport Visual Aids,” requires that properly installed taxiway centerline fixtures should, when placed on a taxiway curve with radii between 75 and 399 feet, maintain that three lights are visible from the cockpit, provide information to the pilot on how sharp the curve is, provide the pilot with an indication of how far off the taxiway centerline the aircraft might be, and visually look the same from both directions of travel. Typically, the FAA type L-852D taxiway centerline fixture is spaced at 12.5 feet when placed on a taxiway curve with radii between 75 and 399 feet. The International Civil Aviation Organization (ICAO) version of the taxiway centerline fixture, which is designed specifically for curved applications, is spaced at 25 feet when placed on the same taxiway curve. The objective of this research was to determine what would happen if the FAA type L-852D taxiway centerline fixture was placed at a spacing of 25 feet; the same spacing as the ICAO fixture. To perform this evaluation, a series of six FAA type L-852D fixtures and six ICAO fixtures were temporarily installed on the ramp area of the FAA William J. Hughes Technical Center. Each set of lights was positioned such that they represented a taxiway centerline curve with a 75-foot radius, spaced at 25 feet. Taxiing tests were performed over each set of lights to determine if each set met the requirements set forth in AC 150/5340-30. The results showed that the FAA type L-852D taxiway centerline fixtures did not meet the requirements of the AC, because it was not possible to see the minimum three lights from the cockpit. This was attributed to the narrow beam spread of the fixtures, and the fact that the fixtures are not designed specifically for curved applications. The ICAO fixture met all the requirements of AC 150/5340-30. KW - Center lines KW - Curves (Geometry) KW - Evaluation KW - International Civil Aviation Organization KW - Lighting KW - Taxiing KW - Taxiways UR - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=97d08195-1dfb-409b-9813-ca0f738be068&f=TN06-6_Installatin_Criteria_for_Taxiway_Centerline_Lights.pdf UR - https://trid.trb.org/view/1355547 ER - TY - RPRT AN - 01543592 AU - Chase, Stephanie G AU - Volpe National Transportation Systems Center AU - Federal Aviation Administration TI - Ground-Vehicle Operator Training Using a Low-Cost Simulator PY - 2006/05//Final Report SP - 52p AB - Pilots, controllers, and ground-vehicle operators all have an important role in runway safety. Their actions, either individually or collectively can cause or avert a runway incursion. The roles and responsibilities of pilots and controllers in this area are easily identifiable. However, the roles and responsibilities of ground-vehicle operator’s runway safety are equally important. In addition, other vehicle operators who drive primarily on non-movement area surfaces such as ramps, may occasionally have a need to operate on the movement area, i.e., runways and taxiways, or may inadvertently enter such areas. Consequently, the training of ground-vehicle operators is an important component of runway safety. The airport operator is responsible for seeing that the drivers on his or her airfield are properly trained. The driver-training curriculum at an airport should address the many factors involved in runway incursions and allow for discussion of these factors in an open forum. As part of this training, it is important to discuss emergency maneuvers that a driver may need to take and allow drivers to practice emergency avoidance maneuvers. Training in a vehicle simulator can help satisfy all these training objectives. This report addresses the use of low-cost driving simulators as one potential component of a comprehensive ground-vehicle operator-training program for the overall improvement of runway safety. KW - Airport operations KW - Airport runways KW - Aprons (Airports) KW - Collision avoidance maneuvers KW - Curricula KW - Driving simulators KW - Ground vehicle operators KW - Landside operations (Airports) KW - Safety KW - Taxiways KW - Training UR - http://ntl.bts.gov/lib/52000/52800/52886/DOT-VNTSC-FAA-06-15.pdf UR - https://trid.trb.org/view/1330873 ER - TY - RPRT AN - 01524838 AU - Allendoerfer, Kenneth AU - Willems, Ben AU - Zingale, Carolina AU - Pai, Shantanu AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Methods for Examining Possible Effects of En Route Automation Modernization (ERAM) on Controller Performance PY - 2006/05//Technical Note SP - 44p AB - The Federal Aviation Administration is developing the En Route Automation Modernization (ERAM) system to replace the legacy en route air traffic control automation system consisting of the Host Computer System, the Display System Replacement (DSR), and the User Request Evaluation Tool (URET). This technical note provides an analysis of major areas where new ERAM features may affect how controllers do their jobs. The authors describe test methodologies for examining these effects and corresponding metrics. The analysis examines the following categories of ERAM changes: (a) backup and redundancy capabilities; (b) Areas of Interest (AOIs) that increase flight data capabilities in ERAM; (c) differences between the legacy system and ERAM user interfaces (UIs); (d) the ERAM tracker; and (e) safety alerts. The authors also discuss two recommended test activities: a usage characteristics assessment and human-in-the-loop baseline simulations. KW - Air traffic control KW - Air traffic controllers KW - En Route Automation Modernization KW - Information display systems KW - Personnel performance KW - Test procedures KW - User interfaces (Computer science) UR - http://www.tc.faa.gov/its/worldpac/techrpt/tctn06-14.pdf UR - https://trid.trb.org/view/1307219 ER - TY - RPRT AN - 01524836 AU - Stein, Earl S AU - Della Rocco, Pamela S AU - Sollenberger, Randy L AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Dynamic Resectorization in Air Traffic Control: A Human Factors Perspective PY - 2006/05//Technical Note SP - 33p AB - The National Airspace System is a highly structured environment. Structure provides benefits including predictability for the decision-maker, the air traffic controller. When something is unusual, controllers can identify the event as out of the ordinary given their inherent and trained capacity for pattern recognition. The expertise in pattern recognition does not develop quickly. In the current system, it takes en route controllers an average of about three years to certify as Certified Professional Controllers (CPCs, formerly Full Performance Level). In general, CPCs must learn and check out on at least six different sectors to certify. There are situations, however, when the usual structure is reduced and the typical patterns do not work. This can happen with weather events and systems outages as examples. Dynamic resectorization offers a tool in these situations to increase the options and promote flexibility. In the current system, traffic managers can resectorize in a very systematic, structured way to balance the load and increase the level of structure for controllers. The system of the future may include several types of resectorization supported by automation tools. Limited dynamic resectorization is similar to what is done now but may see more widespread use. Unlimited dynamic resectorization represents a leap into the future with underlying technology that does not exist today. Both approaches raise human factors questions, which should be approached systematically in a proactive manner. The more flexible the system becomes the more dynamic the options will be. Operators will need solid anchors if they are going to be able to efficiently and expeditiously maintain safe separation between aircraft. KW - Air traffic control KW - Air traffic controllers KW - Aircraft separation KW - Human factors KW - Resectorization KW - User interfaces (Computer science) UR - http://hf.tc.faa.gov/publications/2006-dynamic-resectorization-in-air-traffic-control/full_text.pdf UR - https://trid.trb.org/view/1307233 ER - TY - RPRT AN - 01524835 AU - Allendoerfer, Kenneth AU - Pai, Shantanu AU - Zingale, Carolina AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Analysis of En Route Air Traffic Control System Usage During Special Situations PY - 2006/05//Technical Note SP - 56p AB - The Federal Aviation Administration is developing the En Route Automation Modernization (ERAM) system to replace the legacy en route air traffic control automation system consisting of the Host Computer System (HCS), the Display System Replacement (DSR), and the User Request Evaluation Tool (URET). Because controllers will use ERAM to respond to both routine and special situations, it is important that ERAM be evaluated in a variety of conditions. This technical note provides an analysis of how controllers use the legacy system during special situations and corresponding evaluation metrics. The special situations include weather, traffic management initiatives, emergencies, and outages. The metrics may be useful in future evaluations of the effectiveness of ERAM as compared to the legacy system. The authors used a qualitative analytic method in which they interviewed subject-matter experts (SMEs). The SMEs characterized each situation and provided information about the actions controllers typically take to respond. The authors discuss how the results of the analysis can be applied to ERAM testing and provide guidance for future studies to create a rich set of human factors metrics for system testing. KW - Air traffic control KW - Air traffic controllers KW - Emergencies KW - En Route Automation Modernization KW - Human factors KW - Interviewing KW - Metrics (Quantitative assessment) KW - Power outages KW - Weather conditions UR - http://hf.tc.faa.gov/publications/2006-an-analysis-of-en-route-air/full_text.pdf UR - https://trid.trb.org/view/1307244 ER - TY - RPRT AN - 01524833 AU - Koros, Anton AU - Della Rocco, Pamela S AU - Panjwani, Gulshan AU - Ingurgio, Victor AU - D’Arcy, Jean-François AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Complexity in Airport Traffic Control Towers: A Field Study. Part 2: Controller Strategies and Information Requirements PY - 2006/05//Technical Report SP - 50p AB - This two-part field study investigated sources of complexity and their incidence within Federal Aviation Administration Air Traffic Control Towers (ATCTs). Human Factors Specialists from the William J. Hughes Technical Center selected six sites representing a combination of high traffic volume, traffic mix, and/or converging runways. Sixty-two Air Traffic Control Specialists participated in the study, providing ratings and descriptions of the complexity sources from a local- and ground-controller perspective. The first report represented a key step in identifying and characterizing the primary sources of complexity within ATCTs and assessing their relative incidence and importance. The second report identifies the strategies that tower controllers use to mitigate complexity, the types of information that they require, and the sources of this information. The participants reported relying on two to three core strategies, which they supplemented with ad hoc techniques. Results from this field study hold implications for future tower automation equipment design. Future research efforts should systematically investigate tower controller information needs and focus, in particular, on sources such as high traffic volume and frequency congestion, which are among the most prevalent sources of complexity within this environment. KW - Air traffic control KW - Air traffic controllers KW - Airport control towers KW - Complexity KW - Field studies KW - Human factors KW - Information needs KW - Strategic planning UR - http://www.tc.faa.gov/its/worldpac/techrpt/tc06-22.pdf UR - https://trid.trb.org/view/1307237 ER - TY - RPRT AN - 01524830 AU - Allendoerfer, Kenneth AU - Zingale, Carolina AU - Pai, Shantanu AU - Willems, Ben AU - Federal Aviation Administration AU - Federal Aviation Administration TI - En Route Air Traffic Controller Commands: Frequency of Use During Routine Operations PY - 2006/05//Technical Note SP - 34p AB - The Federal Aviation Administration has started development of the En Route Automation Modernization (ERAM) system to replace the current en route system consisting of the Host Computer System, Display System Replacement (DSR), and the User Request Evaluation Tool. ERAM will provide a variety of new user interface (UI) capabilities for accessing and executing controller commands. An appropriate evaluation of the new UI capabilities will determine how effectively controllers are able to work with the new system. This technical note documents the frequency of use of controller commands using the legacy system. The authors calculated the number of each entry type made per hour in an 11-hour period at a field site and found that the most frequently used commands were: 1) Offset Datablock, 2) Implied Aircraft Selection (i.e., Accept Handoff/Force Datablock), 3) Initiate Handoff, and 4) Assign Interim Altitude. The 30 most frequently used commands made up approximately 95% of the total number of controller entries. The authors recommend that future test activities target these most frequent commands. The authors discuss future phases of the project and ways that these data can be used to compare ERAM to the legacy system. KW - Air traffic control KW - Air traffic controllers KW - Commands KW - En Route Automation Modernization KW - Human factors KW - User interfaces (Computer science) UR - http://hf.tc.faa.gov/publications/2006-en-route-air-traffic-controller-commands/full_text.pdf UR - https://trid.trb.org/view/1307232 ER - TY - RPRT AN - 01075278 AU - Federal Aviation Administration TI - Proposed relocation of the Panama City-Bay County International Airport : environmental impact statement PY - 2006/05//Volumes held: Draft, Draft Appendix, Final(5v) KW - Environmental impact statements KW - Florida UR - https://trid.trb.org/view/834672 ER - TY - RPRT AN - 01029532 AU - Xing, Jing AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Reexamination of Color Vision Standards, Part III: Analysis of the Effects of Color Vision Deficiencies in Using ATC Displays PY - 2006/05//Final Report SP - 22p AB - The purpose of this report is to assess the effect of color use in air traffic control (ATC) displays for users who have color vision deficiencies, denoted as color deficient (CD). At present, color is used in many ATC displays, while the color vision standard used by the Federal Aviation Administration allows certain types of CDs to enter the ATC workforce. Many guidelines for color use in visual displays state that color use should be accompanied with achromatic redundant cues to avoid misinterpretation by CD users. However, little has been documented in guidelines about the effect of redundant cues. Therefore, it is necessary to understand how CD personnel use color-coded information in displays and whether redundant cues are helpful. Previously, data was collected about color use in displays from many ATC facilities. In addition, computational algorithms that could assess the effects of color vision deficiencies on the performance of color-related ATC tasks were developed. The algorithms compared the effectiveness of using color-coded information between observers with normal color vision and CDs. The algorithms also considered the effectiveness of redundant visual cues relative to colors. In this report, the author applied the algorithms to six ATC displays to estimate their efficient use by CDs. The main findings included the following: 1) critical color-coded information may not capture the attention of CDs in many applications; 2) There are instances where CDs may not reliably identify types of information that are encoded in colors; and 3) In many instances color use makes text reading slower and less accurate for CDs. These results indicate that CDs may not be able to use color displays as efficiently as users with normal vision. In addition, the author identified the situations where no redundant cues were used for task-critical color usages. Moreover, the author estimated that most redundant cues were not as effective as color or not effective at all for the given task. KW - Air traffic control KW - Air traffic controllers KW - Algorithms KW - Attention KW - Color KW - Color blind persons KW - Color blindness KW - Color vision KW - Data displays KW - Human factors KW - Instrument displays KW - Labor force KW - Reading KW - Redundant cues KW - Standards KW - Text displays on monitors KW - Utilization UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200602.pdf UR - https://trid.trb.org/view/786386 ER - TY - RPRT AN - 01029519 AU - Canfield, Dennis V AU - Salazar, Guillermo J AU - Lewis, Russell J AU - Whinnery, James E AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Comparison of Pilot Medical History and Medications Found In Postmortem Specimens PY - 2006/05//Final Report SP - 7p AB - Pilots are required by Federal Aviation Administration (FAA) regulations to report all medications and medical conditions to the FAA Office of Aerospace Medicine for review and consideration as to the overall suitability of the pilot for flight activities. Following a fatal aviation accident, specimens from deceased pilots are collected by local pathologists and sent to the Bioaeronautical Sciences Research Laboratory for toxicological analysis. The results of such tests are entered into the Bioaeronautical Sciences Research Laboratory, Forensic Case Management System. This database was searched to identify all pilots found positive for medications used to treat cardiovascular, psychological, or neurological conditions over the period January 1, 1993, through December 31, 2003. These medical conditions were selected because of their potential to rapidly incapacitate a pilot in-flight. It is important to note that some of the medications found may have been administered by health care workers as a part of emergency medical treatment after the accident. The laboratory conducted toxicological evaluations on 4,143 pilots during the study period. Psychotropic drugs were found in 223 pilots (5%). Cardiovascular medications were found in 149 pilots (4%). Neurological medications were found in 15 cases (0.4%). Pilots reported psychological conditions in 14 of the 223 pilots found positive for psychotropic drugs. Only 1 of the 14 pilots reporting a psychological condition on their medical application reported the psychotropic medication found after the accident. Cardiovascular disease was reported by 69 of the pilots found to have cardiovascular drugs in their system. The cardiovascular medications found in the pilots were reported by 29 of the 69 pilots reporting a cardiovascular condition. Additionally, two pilots reported taking cardiovascular medications, but no cardiovascular medications were found in the postmortem specimens tested. Only 1 of the 15 pilots reported having a neurological condition on their medical application; none of the pilots found with neurological medications had reported the medication on their medical application. The medical history of the pilots did not always specify the type of drugs being taken. In conclusion, based on the drugs screened for by the laboratory, the authors successfully identified 93% of the medications reported by the pilots. One must consider the possibility that the remaining 7% of the pilots stopped taking the medication prior to the accident. Pilots involved in fatal accidents taking psychotropic or neurological medications rarely reported the medication or their underlying medical condition with the FAA Aerospace Medical certification program, as required. KW - Air pilots KW - Cardiovascular diseases KW - Cardiovascular medications KW - Diseases and medical conditions KW - Drugs KW - Forensic medicine KW - Medical case reports KW - Medication KW - Neurological disorders KW - Neurological medications KW - Postmortem KW - Psychological conditions KW - Psychotropic agents KW - Reporting KW - Toxicology UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200612.pdf UR - https://trid.trb.org/view/786440 ER - TY - RPRT AN - 01026318 AU - Department of Transportation AU - Federal Aviation Administration TI - FAA Telecommunications Infrastructure Program: FAA Needs To Take Steps To Improve Management Controls And Reduce Schedule Risks PY - 2006/04/27 SP - 35p AB - This report presents the results of the U.S. Department of Transportation Office of Inspector General's (OIG's) audit of the Federal Aviation Administration’s (FAA) Telecommunications Infrastructure (FTI) program. The purpose of the FTI program is to replace seven existing FAA-owned and -leased telecommunications networks with a single network that would cost less to operate. However, expected benefits from reducing operating costs are eroding because of schedule problems. FAA officials recognize these problems and told us that they are committed to taking steps to get FTI back on track. The largest and costliest network to be replaced by FTI is the Leased Interfacility National Airspace System Communications System (LINCS), operated formerly by MCI WorldCom but now by Verizon. FTI is considered a mission-critical program because its network will carry the National Airspace System’s (NAS) telecommunication services (e.g., voice and radar) for air traffic control operations. These services are currently carried on the LINCS network. When completed, FTI will consist of about 25,000 telecommunications services at over 4,400 FAA sites. OIG's audit objectives were to (1) identify the key program risks that could affect program costs and schedule projections and (2) determine whether FAA can transition to FTI within revised estimated cost and schedule baselines. Briefly, results of the audit indicate that FTI is a high-risk and schedule-driven program that is unlikely to meet its December 2007 revised completion date. FTI is not likely to be completed on time because the FAA's Joint Resources Council (JRC) did not direct the Program Office to develop a detailed realistic master schedule or an effective transition plan identifying when each site and service will be accepted, when services will be cut over to FTI, and when existing (legacy) services will be disconnected. Until FAA develops a realistic schedule and effective transition plan, it will be difficult to hold the FTI contractor accountable or determine when the FTI transition will be completed. As presented to the JRC, the FTI Program Office’s plan only focused on completing “site acceptance,” which is primarily the installation of FTI equipment. However, three other critical steps are required to transition FTI services into the NAS and begin achieving cost savings. While focusing on site acceptance, FAA only disconnected about 3 percent of the legacy circuits by the end of fiscal year (FY) 2005 and accumulated a large backlog of uncompleted work. As a result, the benefits that FAA expected to achieve by reducing its operations costs are eroding while the risk of not being completed on time is increasing. KW - Air traffic control KW - Auditing KW - Baseline data KW - Benefits KW - Cost estimating KW - Cost savings KW - Costs KW - Equipment KW - Federal Aviation Administration Joint Resources Council KW - Forecasting KW - Infrastructure KW - Installation KW - Leased Interfacility National Airspace System Communications System KW - Management KW - Master plans KW - National Airspace System KW - Operating costs KW - Oversight KW - Project management KW - Risk management KW - Schedules and scheduling KW - Telecommunications KW - U.S. Federal Aviation Administration KW - Verizon UR - http://www.oig.dot.gov/sites/dot/files/pdfdocs/av2006047.pdf UR - https://trid.trb.org/view/782969 ER - TY - RPRT AN - 01523319 AU - Ahlstrom, Ulf AU - Friedman-Berg, Ferne AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Controller Scan-Path Behavior During Severe Weather Avoidance PY - 2006/04//Technical Report SP - 32p AB - In the present study, the authors examined controllers’ fixation behavior on Storm Motion tools during severe weather avoidance. The data consisted of eye movement recordings from time intervals when controllers activated a static or a dynamic Storm Motion tool. Both of these tools provided information about the direction of storm cell motion and future extrapolated positions of the storm cell leading edge. By analyzing the location and extent of fixations, an assessment was performed to identify the static weather tool features that captured controllers’ visual attention (i.e., areas of visual interest). Second, the authors analyzed controller scan path behavior (a series of fixations and saccades) while they were using the static and the dynamic tools. Third, controller fixation prioritization strategies during static tool usage were assessed. The analysis revealed that controllers focused their visual attention significantly more on the area between the storm cell leading edge and the 10 minute extrapolated position compared to other areas of the static Storm Motion tool. With regards to controller scan paths, it was found that dynamic Storm Motion tools significantly reduced controller scan path areas, scan path distances, and scan path durations compared to the static tool. Furthermore, the mean pupil diameter was significantly larger for controllers while using the static tool compared to the dynamic tool, indicating a higher visual and cognitive workload during this display condition. The authors found little evidence for systematic controller fixation behavior while they were using the static tool. The few systematic patterns that were revealed were two-step fixation patterns (e.g., aircraft → 10 minute extrapolated position), and the vast majority of fixation orders (patterns) were unique to each individual controller. Evidently, the static Storm Motion tool provided weak affordances to controllers during tactical operations. These results are discussed in relation to the attentional capture phenomenon and the authors suggest possible ways to improve static Storm Motion tools for tactical operations. KW - Air traffic controllers KW - Eye fixations KW - Eye movements KW - Information display systems KW - Storms KW - Weather conditions KW - Weather forecasting UR - http://www.tc.faa.gov/its/worldpac/techrpt/tc06-7.pdf UR - https://trid.trb.org/view/1306866 ER - TY - RPRT AN - 01089504 AU - Moskal, Michael AU - Kochan, Janeen A AU - Eastern New Mexico University, Roswell AU - New Mexico Department of Transportation AU - Federal Aviation Administration TI - Upset Recovery Training Program: Interim Report on Training Effectiveness PY - 2006/04//Research Report SP - 54p AB - Loss-of-control in flight was the largest category of fatal commercial air carrier accidents between 1994 and 2003 (Boeing Commercial Airplanes Group, 2004). Thirty-two out of the 105 fatal accidents resulted in 2,670 deaths. Loss-of-control accidents were also the second leading cause of general aviation accidents in the United States and have been on the constant increase for all categories of flight for the past 25 years. The Flight Research Training Center, established in 2002, by the Alliance for Flight Safety Research in cooperation with the Federal Aviation Administration, provides specific training for pilots on dealing with upset events that can lead to loss-of-control. This document describes the methods for the collection of pilot performance data which was performed under the FAA funded Upset Recovery Training program for the period from August 8, 2002 through November 18, 2005. The report also details the results of the analysis of the collected data which was separately funded by the New Mexico Department of Transportation beginning in March 2005. KW - Air pilots KW - Air transportation crashes KW - Data collection KW - Fatalities KW - Flight training KW - Loss of control KW - Pilot performance KW - Upset recovery training UR - http://dot.state.nm.us/content/dam/nmdot/Research/NM03MMT04UpsetRecoveryTraining2006.pdf UR - https://trid.trb.org/view/849922 ER - TY - RPRT AN - 01026364 AU - Nakagawara, Van B AU - Wood, Kathryn J AU - Montgomery, Ron W AU - Federal Aviation Administration AU - Federal Aviation Administration TI - New Refractive Surgery Procedures and Their Implications for Aviation Safety PY - 2006/04 SP - 45p AB - Since the early 1980s, civil airmen have been allowed to correct refractive error (i.e. myopia, hyperopia, astigmatism) with corrective surgery. Prior Federal Aviation Administration research studies have shown that the number of civil airmen with refractive surgery continues to increase. A study that reviewed refractive surgery use in civil airmen for the years 1994-96, reported that the largest percentage had radial keratotomy (RK). A similar study that reported on the years 1996-2001, however, showed that there had been a substantial increase in the percentage of airmen with laser refractive surgery, i.e. photorefractive keratectomy (PRK) and laser in situ keratomileusis (LASIK). A reference guide on refractive surgery was published in September of 1998 (DOT/FAA/AM-98/25); however, at that time long-term clinical data on PRK and LASIK were not available. The introduction of new refractive surgical techniques (e.g., laser epithelial keratomileusis [LASEK], laser thermal keratoplasty (LTK), conductive keratoplasty (CK), Intacs(trademarked), phakic IOLs, and presbyopia surguries) and technology (e.g., wavefront-guided systems, Femtosecond Lasers, inlays and onlays) has further added to concerns regarding the use of refractive surgical procedures by aviators. In order to provide the aviation community with information to formulate administrative decisions and policies associated with existing and emerging refractive surgical procedures, this paper reviews current procedures and discusses their applicability in the civil aviation environment. KW - Aviation safety KW - Civil aviation KW - Flight personnel KW - Lasers KW - Procedures KW - Refractive surgery KW - Vision UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200609.pdf UR - https://trid.trb.org/view/782984 ER - TY - RPRT AN - 01026350 AU - Williams, Kevin W AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Human Factors Implications of Unmanned Aircraft Accidents: Flight-Control Problems PY - 2006/04//Final Report SP - 6p AB - This research focuses on three types of flight control problems associated with unmanned aircraft systems. The three flight control problems are: 1) external pilot difficulties with inconsistent mapping of the controls to the movement of the aircraft; 2) difficulties associated with the transfer of control from one control location to another during the flight; and 3) problems associated with the automation of flight control. Specific accidents associated with each type of control problem are given a examples. The accidents involve several different aircraft systems that are currently in use. Solutions for each type of control problem are offered. KW - Air transportation crashes KW - Automation KW - Aviation safety KW - Drone aircraft KW - External air pilots KW - Flight control systems KW - Human factors KW - Transfer of control UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200608.pdf UR - http://ntl.bts.gov/lib/34000/34000/34063/GetTRDoc.pdf UR - https://trid.trb.org/view/782885 ER - TY - RPRT AN - 01026316 AU - Shaffstall, Robert M AU - Garner, Robert P AU - Bishop, Joshua AU - Cameron-Landis, Lora AU - Eddington, Donald L AU - Hau, Gwen AU - Spera, Shawn AU - Mielnik, Thaddeus AU - Thomas, James A AU - Federal Aviation Administration AU - STERIS Corporation AU - Federal Aviation Administration TI - Vaporized Hydrogen Peroxide (VHP) Decontamination of a Section of a Boeing 747 Cabin PY - 2006/04 SP - 14p AB - The use of STERIS corporation's Vaporized Hydrogen Peroxide (VHP(Registered)) technology as a potential biocide for aircraft decontamination was demonstrated in a cabin section of the Aircraft Environment Research Facility (an FAA-owned Boeing 747). When exposed to an appropriate concentration of VHP vapor in the cabin test section, biological indicators inoculated with 10(to the 6th) colony forming units of Geobacillus stearothermophilus spores demonstrated a total suppression of culture growth. Efficacy was demonstrated with and without seats in the test section of the aircraft. The importance of adequate air mixing was also demonstrated. KW - Air flow KW - Aircraft KW - Aircraft cabins KW - Biocides KW - Boeing 747 aircraft KW - Decontamination KW - Vaporized hydrogen peroxide KW - Vapors UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200610.pdf UR - https://trid.trb.org/view/782973 ER - TY - ABST AN - 01462172 TI - Model for Improving Energy Use in U.S. Airport Facilities AB -

Our nation's network of approximately 3,000 airports in the Federal Aviation Administration System and its physical infrastructure is one of the largest and most visible public users of energy in today's vibrant economy. Literally, tens of millions of domestic and international passengers pass through aviation terminals annually, making them one of the most visible community structures in America. The enormous size and complexity of airport facilities are fertile ground for finding common solutions to intricate problems such as the environmental impact and operating expenses from unnecessary energy use. Many airports are also under extreme pressure to reduce air emissions from ground transportation and from fossil fuels. They are constantly seeking ways to grow sustainably within their local communities. To further complicate matters for airport managers who operate 24/7, 365 days a year; the rapidly escalating energy prices continue to be a major part of airport operating expense. Energy is most often the second largest operating expense, exceeded only by personnel. Airport facility managers must also constantly strive to reduce operating costs to help lower the bottom line for their airline tenants who have all been on the verge of bankruptcy, with rare exception, since 9/11. The good news is that energy is a very controllable operating expense through the more efficient use of lighting, heating, cooling, people movers, ground transportation, and other airline operations. By prudent, energy efficiency investments and optimizing operations, airports can readily reduce operating costs from 10% to 30% annually. For example, an energy assessment and "Continuous Commissioning (CC)" of the new central rental car facility at Dallas-Ft. Worth (DFW) Airport in 2005 has resulted in a metered 20% reduction in energy use. The practical solutions to improving airport efficiency are easily documented and can be replicated through the dissemination of "Best Practices". Providing a model document for use by facility managers, their contractors, and designers is an ideal way to make a significant impact in the way energy is used within the U.S. airport systems and to lessen both their environmental impact and operational cost. Efficient airport operations and energy use are also key to environmental stewardship. By developing and encouraging the widespread use of energy management "Best Practices", airport managers can significantly reduce operating costs and reduce the impacts on environmental compliance while providing a very visible example for communities and others to follow. The objective of this task was to demonstrate the potential for energy savings in U.S. airports by conducting a study of Terminals B and D at Dallas-Fort Worth Airport regarding Operations and Maintenance (O&M), commissioning of energy consuming systems, and energy conservation retrofit measures. This objective was accomplished by conducting airport surveys, engineering analysis and producing a model energy report and informational brochure that focuses on pro-typical operations, building commissioning, and energy conservation retrofits opportunities.

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KW - Airport facilities KW - Airport operations KW - Airport terminals KW - Best practices KW - Dallas-Fort Worth International Airport KW - Energy consumption KW - Fossil fuels KW - Infrastructure KW - Operating costs KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2680 UR - https://trid.trb.org/view/1230393 ER - TY - RPRT AN - 01523820 AU - Ahlstrom, Ulf AU - Friedman-Berg, Ferne AU - Federal Aviation Administration AU - Federal Aviation Administration TI - TRACON Controller Weather Information Needs: III. Human-in-the-Loop Simulation PY - 2006/03//Technical Report SP - 87p AB - Hazardous weather conditions affect the National Airspace System (NAS) in many ways, including flight safety and system effectiveness. From a safety perspective, hazardous weather conditions contribute to aircraft accidents and fatalities. From an operational perspective, hazardous weather conditions are very costly. In 1995, weather related delays cost airlines $4.1 billion and costs are only increasing. In an effort to mitigate these effects, the Federal Aviation Administration (FAA) is improving the availability of advanced weather information at select Terminal Radar Approach Control (TRACON) facilities. However, the bulk of this weather information is only available to traffic management and supervisors for strategic use. TRACON controllers do not have direct access to advanced weather products. They maintain their Weather Situation Awareness (WSA) by receiving weather briefings from the supervisor and by viewing precipitation levels on their workstation. The present study systematically investigated advanced weather tools and their impact on tactical operations in the TRACON domain. The results showed an impact of advanced weather information on controller efficiency, with increases in sector throughput (completed flights) of 6% to 10%. By providing enhanced weather information at the workstation, the authors were able to enhance controllers’ ability to detect approaching weather, monitor its movement, and understand its effect on future operations. In the field, this will increase controllers’ efficiency for the timing of arrivals, for vectoring, for the adjustment of flow and sequencing, and for runway selection. KW - Air traffic controllers KW - Information display systems KW - Simulation KW - Terminal air traffic control KW - Terminal radar approach control (TRACON) KW - Weather conditions UR - http://www.tc.faa.gov/its/worldpac/techrpt/tc06-10.pdf UR - https://trid.trb.org/view/1306845 ER - TY - RPRT AN - 01026379 AU - Johnson, Robert D AU - Lewis, Russell J AU - Whinnery, James E AU - Forster, Estrella M AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Aeromedical Aspects of Aircraft-Assisted Pilot Suicides in the United States, 1993-2002 PY - 2006/03//Final Report SP - 14p AB - All aviation accidents are tragic, but few are more avoidable than aircraft-assisted suicide. Aircraft -assisted suicide may precipitate as a result of clinical depression, marital or financial difficulties, or numerous other problems. While aircraft-assisted suicide attempts almost always result in pilot fatalities, they also have the serious and unfortunate potential to cause collateral damage to property and life. The authors' laboratory was interested in evaluating the epidemiological, toxicological, and aeromedical findings from pilots involved in aircraft-assisted suicides. Case histories, accident information, and the declaration of suicide as the probable cause in the aviation accidents were obtained from the National Transportation Safety Board (NTSB). Toxicological information was obtained from the Civil Aerospace Medical Institute's Bioaeronautical Sciences Research Laboratory. Other relevant information was obtained from medical certification data systems. Over the 10-year period, 1993-2002, there were 3648 fatal aviation accidents. Of these, the NTSB determined that 16 were aircraft-assisted suicides, 15 were from intentional crashing of an aircraft, and 1 due to a student pilot exiting the aircraft while in-flight. All 16 aircraft were operated as general aviation. All pilots involved in these aircraft-assisted suicides were male, with a median age of 40 (range 15-67) years. The pilot was the sole occupant of each aircraft that was intentionally crashed. Toxicological findings for 7 of the 14 pilots for which test specimens were available were negative for disqualifying substances, whereas 4 contained ethanol at various levels, 2 were found positive for benzodiazepines, 1 positive for marijuana, 1 positive for cocaine, and 1 positive for venlafaxine. None of the airmen had reported intake of these substances during their medical certification process. These limited data indicate that 50% of accidents classified by the NTSB as aircraft-assisted pilot suicide involve at least one, if not more, disqualifying drug(s). However, based on the few cases conclusively attributed to suicide, death by the intentional crashing of an aircraft appears to be an infrequent and uncommon event. KW - Age KW - Air pilots KW - Air transportation crashes KW - Aircraft assisted suicides KW - Aircraft crash victims KW - Aviation safety KW - Benzodiazepines KW - Cocaine KW - Crash causes KW - Depression (Mental condition) KW - Drugs KW - Financial distress KW - General aviation KW - General aviation aircraft KW - Males KW - Marijuana KW - Marital difficulties KW - Medical certification KW - Student pilots KW - Suicide KW - Toxicology KW - United States KW - Venlafaxine UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200605.pdf UR - https://trid.trb.org/view/782647 ER - TY - RPRT AN - 01026367 AU - Goldman, Scott AU - Manning, Carol AU - Pfleiderer, Elaine AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Static Sector Characteristics and Operational Errors PY - 2006/03//Final Report SP - 14p AB - A study was conducted to determine if static sector characteristics are related to the occurrence of operational errors (OEs) at the Indianapolis Air Route Traffic Control Center (ZID). The data consisted of a three-year sample of OEs that had occurred in ZID airspace. Sectors were treated as the unit of analysis (n=40). The static characteristics included: a number of major airports, cubic volume in nautical miles, sector strata, number of shelves, number of VORTACs, number of satellite airports, and number of intersections. Pearson correlations revealed that cubic volume in nm (r = -.31, p = .049) and sector strata (r = -.31, p = .049) were significantly correlated with the number of OEs. The static sector characteristics were entered into a regression procedure as predictors with the number of OEs as the criterion. The regression analysis produced a model containing cubic volume in nautical miles, number of major airports, and sector strata as significant predictors. This model accounted for 43% of the variance in OEs (R = .65). No other static sector characteristics were significant predictors of OE incidence in this sample. The correlation between cubic volume in nautical miles and number of OEs indicated that, as sector size decreased, the number of OEs increased. However, the predictive utility of cubic volume in nm may be due to underlying dynamic traffic characteristics inherent in different-sized sectors, rather than a direct relationship between sector size and incidence of OEs. This relationship needs to be explored in future research. The regression analysis suggests that static sector characteristics can account for some of the variance in OE occurrence in ZID airspace and, thus, can increase our understanding of the factors that lead to an OE. KW - Air route traffic control centers KW - Air traffic KW - Air traffic control KW - Airports KW - Airspace sectors KW - Correlation analysis KW - Indianapolis (Indiana) KW - Operational errors KW - Regression analysis KW - Sector characteristics KW - Sectoral analysis KW - Traffic characteristics KW - Traffic volume UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200604.pdf UR - https://trid.trb.org/view/782644 ER - TY - RPRT AN - 01026348 AU - Detwiler, Cristy AU - Hackworth, Carla AU - Holcomb, Kali AU - Boquet, Albert AU - Pfleiderer, Elaine AU - Wiegmann, Douglas AU - Shappell, Scott AU - Federal Aviation Administration AU - Embry-Riddle Aeronautical University AU - Mayo Clinic AU - Clemson University AU - Federal Aviation Administration TI - Beneath the Tip of the Iceberg: A Human Factors Analysis of General Aviation Accidents in Alaska Versus the Rest of the United States PY - 2006/03//Final Report SP - 12p AB - Historically, general aviation (GA) accidents have been overlooked and their impact under-appreciated when compared with those in the commercial or military sector. Recently however, the Federal Aviation Administration and other governmental and civilian organizations have focused their attention on one piece of this proverbial "iceberg", that being GA accidents occurring in Alaska. This study examines more than 17,000 GA accidents using the Human Factors Analysis and Classification System. Comparisons of Alaska to the rest of the U.S. (RoUS) included traditional demographic and environmental variables, as well as the human errors committed by aircrews. Overall, categorical differences among unsafe acts (decision errors, skill-based errors, perceptual errors, and violations) committed by pilots involved in accidents in Alaska and those in the RoUS were minimal. However, a closer inspection of the data revealed notable variations in the specific forms these unsafe acts took within the accident record. Specifically, skill-based errors associated with loss of directional control were more likely to occur in Alaska than the rest of the U.S. Likewise, the decision to utilize unsuitable terrain was more likely to occur in Alaska. Additionally, accidents in Alaska were associated with violations concerning Visual Flight Rules into Instrument Meteorological Conditions. These data provide valuable information for those government and civilian programs tasked with improving GA safety in Alaska and the RoUS. KW - Abilities KW - Air transportation crashes KW - Alaska KW - Aviation safety KW - Decision making KW - Demographics KW - Environment KW - Flight crews KW - General aviation KW - General aviation pilots KW - Human error KW - Human Factors Analysis and Classification System KW - Human factors in crashes KW - Instrument flying KW - Perception KW - United States KW - Violations KW - Visual flight KW - Visual flight rules UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200607.pdf UR - https://trid.trb.org/view/782642 ER - TY - RPRT AN - 01024675 AU - Xing, Jing AU - Schroeder, David J AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Reexamination of Color Vision Standards, Part II. A Computational Method to Assess the Effect of Color Deficiencies in Using ATC Displays PY - 2006/03//Final Report SP - 16p AB - The previous study showed that many colors were used in air traffic control displays. The authors also found that colors were used mainly for three purposes: capturing controllers' immediate attention, identifying targets, and segmenting information. This report is a continuing effort to reexamine the Federal Aviation Administration's (FAA's) color vision standards. The authors first reviewed and synthesized the literature about the effectiveness of color relative to achromatic visual cues. Next, they developed several algorithms to assess the effects of color for individuals with color vision deficiencies. Using a computational algorithm that simulates how color deficient individuals perceive color, the authors were able to calculate the effectiveness of color in task performance. By considering together the effectiveness of redundant visual cues and the perception of those with color vision deficiencies, the authors provide a method to assess the potential effects of color deficiencies in using color displays. KW - Air traffic control KW - Algorithms KW - Color KW - Color vision KW - Color vision deficiency KW - Instrument displays KW - Performance KW - Redundant cues KW - Standards KW - Tasks KW - Utilization KW - Visual perception UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200606.pdf UR - https://trid.trb.org/view/782331 ER - TY - RPRT AN - 01075398 AU - Federal Aviation Administration TI - Phoenix Sky Harbor International Airport : environmental impact statement PY - 2006/02//Volumes held: Draft(3v), Final(4v) KW - Arizona KW - Environmental impact statements UR - https://trid.trb.org/view/834792 ER - TY - RPRT AN - 01026314 AU - Xing, Jing AU - Schroeder, David J AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Reexamination of Color Vision Standards, Part I: Status of Color Use in ATC Displays and Demography of Color-Deficit Controllers PY - 2006/02//Final Report SP - 19p AB - This report describes the status of color use in current air traffic control (ATC) displays. It represents the first step in the authors' effort to reexamine the color vision standards for air traffic controllers. The current job-related color vision tests used by the FAA are based on an analysis of ATC tasks conducted in the 1980s. Over the past decade, many color displays have been introduced while the job-related screening tests for applicants are based on the earlier data. Thus, it is necessary to reexamine the current color vision standards. The authors first performed a demographic study to identify the number of controllers in the current ATC workforce with color vision deficiencies. The results indicated that there are 152 color-deficient controllers in eight of the nine FAA regions across the country. To understand how colors are being used in ATC displays and how they may affect the job performance of color-deficient controllers, the authors collected and analyzed information about color displays from nine ATC facilities, including three air traffic control towers, three TRACONs, and three en route centers. The main findings are summarized as follows: 1) All the basic colors and some non-basic colors are being used in ATC displays; 2) Critical information typically involves the use of red or yellow colors; 3) Colors are used mainly for three purposes: drawing attention, identifying information, and organizing information. Yet, none of the colors is used exclusively for a single purpose across facilities. The results raise questions regarding the adequacy of the current job-related color vision tests, given today's task requirements. The authors also discuss several possible solutions to bridge the discrepancies between the current color vision standards and the extensive use of color displays. KW - Air traffic control KW - Air traffic control facilities KW - Air traffic controllers KW - Attention KW - Color KW - Color blind persons KW - Color vision KW - Color vision deficiency KW - Demographics KW - Identification KW - Instrument displays KW - Jobs KW - Organization KW - Performance KW - Red KW - Standards KW - Terminal radar approach control KW - Utilization KW - Yellow UR - http://www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA460875 UR - https://trid.trb.org/view/782641 ER - TY - RPRT AN - 01024700 AU - Johnson, Robert D AU - Lewis, Russell J AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Identification of Sildenafil (Viagra) and Its Metabolite (UK-103,320) in Six Aviation Fatalities PY - 2006/02//Final Report SP - 14p AB - During the investigation of aviation accidents, postmortem samples from victims are submitted to the Federal Aviation Administration's Civil Aerospace Medical Institute for toxicological analysis. This report presents a rapid and reliable method for the identification and quantitation of sildenafil (Viagra) and its active metabolite, UK-103,320. This procedure utilizes sildenafil-d8 as an internal standard for more accurate and reliable quantitation. The method incorporates solid-phase extraction and LC/MS/MS and MS/MS/MS utilizing an atmospheric pressure chemical ionization ion trap mass spectrometer in the positive chemical ionization mode. Solid-phase extraction provided an efficient sample extraction yielding recoveries ranging from 79 - 88%. The limit of detection for sildenafil and UK-103,320 was 0.39 and 0.19 ng/mL, respectively. The linear dynamic range for both compounds was 0.78 - 800 ng/mL. The method was employed for the determination of sildenafil and UK-103,320 in postmortem fluid and tissue specimens collected from 6 fatal aviation accident victims. The current method proved to be simple, accurate, and robust for the identification and quantitation of sildenafil and UK-103,320 in postmortem fluids and tissues. KW - Air transportation crashes KW - Aircraft crash victims KW - Aviation safety KW - Chemical analysis KW - Crash investigation KW - Erectile dysfunction KW - Extraction (Chemistry) KW - Fatalities KW - Mass spectrometers KW - Metabolites KW - Sildenafil KW - Toxicology KW - Viagra UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200603.pdf UR - https://trid.trb.org/view/782334 ER - TY - ABST AN - 01548206 TI - Quick Response for Special Needs AB - In the administration of the Airport Cooperative Research Program (ACRP), there are times when issues arise that require immediate attention and cannot wait for the typical ACRP research processes. The ACRP Oversight Committee has allocated a portion of their research funds that can be used, as needed, for such "quick response" needs. The use of these "quick response" funds are guided tightly through rules on who can apply for their use and how they can be used. Typically, the funds are spent for limited-scope research tasks that require a quick turnaround, and typically have smaller budgets than standard research topics. For each ACRP quick-response task, an informal working group is formed to develop the final scope, determine the appropriate mechanism to procure the needed technical assistance (this mechanism can include sole source, limited solicitation, or fully open solicitation), select the research agency based on the procurement process used, and review task deliverables. KW - Aircraft KW - Airport facilities KW - Airport ground transportation KW - Emergency management KW - Evacuation KW - Safety management UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=127 UR - https://trid.trb.org/view/1335843 ER - TY - ABST AN - 01464858 TI - Legal Aspects of Airport Programs AB - The nation's airports need to have access to a program that can provide authoritatively researched, specific, limited-scope studies of legal issues and problems having national significance and application to their business. A program meeting the need for dealing with legal problems arising from highway programs was inaugurated in 1969 under the National Cooperative Highway Research Program. It has been maintained with continuation funding since that time with strong support and approval from the constituency it serves. Similarly, a transit legal research program was implemented in 1992 under the Transit Cooperative Research Program and has been continually funded since its inception. Such a legal research program would be beneficial to the Airport Cooperative Research Program (ACRP). The objective of this project is to provide legal research on topics of interest to the airport legal community based on periodic solicitations of potential topics. The project would produce an ACRP Legal Research Digest series of reports on legal issues associated with airport-related law. Each document would be intended to provide airport attorneys with authoritative, well-researched, specific information that is limited in scope. The studies would focus on legal issues and problems having national significance to the airport industry. Each year, numerous attorneys nationwide are involved in airport-related work; yet, there is no centralized collection of information on which they can depend. The ACRP Legal Research Digest series will provide airport-related legal research on a wide variety of legal topics. KW - Airport operations KW - Airports KW - Laws and legislation KW - Legal constraints KW - Legal documents UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=126 UR - https://trid.trb.org/view/1233090 ER - TY - RPRT AN - 01523812 AU - Allendoerfer, Kenneth R AU - Pai, Shantanu AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Human Factors Considerations for Passwords and Other User Identification Techniques Part 2: Field Study, Results and Analysis PY - 2006/01//Technical Report SP - 38p AB - Within the Federal Aviation Administration (FAA) Air Traffic Organization (ATO), Technical Operations (TO) personnel ensure that the systems that make up the National Airspace System (NAS) function safely and effectively. TO personnel manage and maintain more than 44,000 pieces of NAS equipment and systems at over 6,000 facilities and locations. They work at many types of facilities including the National Operations Control Center (NOCC), Operations Control Centers (OCCs), Air Route Traffic Control Centers (ARTCCs), Terminal Radar Approach Control (TRACON) facilities, Air Traffic Control Towers (ATCTs), and Automated Flight Service Stations (AFSSs). The FAA employs a variety of user-identification techniques including knowledge-based techniques, such as passwords, token-based techniques (such as badge readers) to ensure that facilities, equipment, and personnel are secure. In 2004, the Technical Operations Services organization became increasingly concerned about the number of usernames, passwords, and tokens that TO personnel were being expected to use. The NAS Human Factors Group conducted a field study to examine the human factors implications of user-identification techniques currently employed at field sites to prevent unauthorized access to NAS equipment and information technology systems. This report presents findings from the field study and provides recommendations that are specific to the TO users, tasks, and environment. These recommendations seek to improve the human factors of user-identification technologies and policies to improve the productivity, workload, and job satisfaction of TO employees. KW - Field studies KW - Human factors KW - Identification badges KW - Identification systems KW - Productivity KW - Recommendations KW - Security KW - U.S. Federal Aviation Administration KW - User passwords (Computer systems) KW - Workload UR - http://www.tc.faa.gov/its/worldpac/techrpt/tc06-9.pdf UR - https://trid.trb.org/view/1306851 ER - TY - RPRT AN - 01162928 AU - Federal Aviation Administration TI - Inherently Low Emission Airport Vehicle Pilot Program PY - 2006/01//Final Report SP - 24p AB - This is the Federal Aviation Administration (FAA) final report for the Inherently Low Emissions Airport Vehicle Pilot Program (ILEAV). The report describes the current level of ILEAV project activity based on information provided by participating airport sponsors in their Progress Reports of September 30, 2005. This report is voluntary and is provided primarily for the benefit of program participants. It will be distributed to ILEAV airport sponsors, FAA regional project managers, advisors from other Federal agencies, and interested members of industry and environmental organizations. It will also be made available to the public on the FAA Airports web site. The ILEAV Pilot Program was authorized in April 2000 as part of the Wendell H. Ford Aviation Investment and Reform Act for the 21st Century (AIR-21). The main congressional sponsors of the ILEAV program were Representative Sherwood Boehlert (NY) and Senator Jay Rockefeller (WV). AIR-21 authorized ten ILEAV project grants for up to $2 million per grant under the FAA Airport Improvement Program (AIP). The FAA devoted the initial 18 months of the program to technical development, review of applications, and grant preparation. KW - Air pollution KW - Air quality management KW - Airport operations KW - Alternate fuels KW - Civil aviation KW - Environmental impacts KW - Exhaust gases KW - Pollutants UR - http://www.faa.gov/airports/environmental/vale/media/ileav_report_final_2005.pdf UR - https://trid.trb.org/view/920684 ER - TY - RPRT AN - 01026353 AU - Antunano, Melchor J AU - Baisden, Denise L AU - Davis, Jeffrey AU - Hastings, John D AU - Jennings, Richard AU - Jones, David AU - Jordan, Jon L AU - Mohler, Stanley R AU - Ruehle, Charles AU - Salazar, Guillermo J AU - Silberman, Warren S AU - Scarpa, Phillip AU - Tilton, Frederick E AU - Whinnery, James E AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Guidance for Medical Screening of Commercial Aerospace Passengers PY - 2006/01//Final Report SP - 9p AB - This document provides general guidance for operators of manned commercial aerospace flights (suborbital and orbital) in the medical assessment of prospective passengers. This guidance is designed to identify those individuals who have medical conditions that may result in an inflight medical emergency or inflight death, or may compromise in any other way the health and safety of any occupants (crew members and passengers) onboard a commercial aerospace vehicle. Space flight exposes individuals to an environment that is far more hazardous than what is experienced by passengers who fly onboard current airline transports. With orbital and suborbital flights, pre-existing medical conditions can be aggravated or exacerbated by exposure to environmental and operational stressors such as acceleration, microgravity, and solar/cosmic radiation, among others. KW - Acceleration (Mechanics) KW - Aviation safety KW - Commercial space transportation KW - Cosmic radiation KW - Diseases and medical conditions KW - Health KW - Medical examinations and tests KW - Microgravity conditions KW - Orbital launches KW - Passengers KW - Pre-existing medical conditions KW - Solar radiation KW - Suborbital launches UR - http://www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA460819 UR - https://trid.trb.org/view/782730 ER - TY - RPRT AN - 01499709 AU - Hartnett, Richard AU - Bridges, Kevin AU - Johnson, Gregory AU - Oates, Christian AU - Kuhn, Michael AU - Swaszek, Peter F AU - United States Coast Guard Academy AU - Federal Aviation Administration TI - A Methodology to Map Airport ASF’s for Enhanced Loran PY - 2006 SP - 11p AB - In 2001, the Volpe National Transportation Systems Center completed an evaluation of global positioning system (GPS) vulnerabilities and the potential impacts to transportation systems in the United States. One of the recommendations of this study was for the operation of backup system(s) to GPS; Loran-C was identified as one possible backup system. The Federal Aviation Administration (FAA) has been leading a team consisting of members from industry, government, and academia to evaluate the future of Loran-C in the United States. A significant factor limiting the accuracy of a Loran system is the spatial and temporal variation in the times of arrival (TOAs) observed by the receiver. A significant portion of these variations are due to the signals propagating over paths of varying conductivity; these TOA corrections which compensate for propagating over non-seawater paths are called additional secondary factors (ASFs). Hence, a key component in evaluating the utility of Loran as a GPS backup is a better understanding of ASFs and a key goal is deciding how to mitigate the effects of ASFs to achieve more accurate Loran-C positions while ensuring that the possibility of providing hazardous and misleading information (HMI) will be no greater than 1x10-7. The future of Loran for aviation is based on multi-station multi-chain, all-in-view, digital signal processing (DSP)-based receivers observing TOA measurements with H-field antenna technology. For an aviation receiver, the approach to mitigate propagation issues under study is to use a single set of ASF values (one for each Loran tower) for a given airport. This value may have seasonal adjustments applied to it. The Loran receiver will use this set of static ASF values to improve position accuracy when conducting a non-precision approach (NPA). A Working Group is currently developing the procedures to be used to "map" the ASF values for an airport. The output of the Working Group will be a set of tested and documented procedures for conducting an airport survey; these procedures can then be followed to survey airports nationwide. This paper discusses the procedures being envisioned and the testing methodology for the procedures. Equipment to be used in the surveys and the error budget for the survey equipment will be presented as well as a proposed error budget for the ASF methodology. KW - Accuracy KW - Airports KW - Approach KW - Global Positioning System KW - Loran KW - Loran C KW - Methodology KW - Navigation systems KW - Positioning KW - Radio navigation KW - United States UR - http://www.dtic.mil/dtic/tr/fulltext/u2/a574886.pdf UR - https://trid.trb.org/view/1266477 ER - TY - RPRT AN - 01499668 AU - Swaszek, Peter F AU - Johnson, Gregory AU - Wiggins, Mark AU - Kuhn, Michael AU - Hartnett, Richard AU - Bridges, Kevin AU - United States Coast Guard Academy AU - Federal Aviation Administration TI - Airport ASF Mapping Methodology Update PY - 2006 SP - 18p AB - In 2001, the Volpe National Transportation Systems Center completed an evaluation of global positioning system (GPS) vulnerabilities and the potential impacts to transportation systems in the United States. One of the recommendations of this study was for the operation of backup system(s) to GPS; Loran-C was identified as one possible backup system. A significant factor limiting the accuracy of a Loran system is the spatial and temporal variation in the times of arrival (TOAs) observed by the receiver. A significant portion of these variations is due to the signals propagating over paths of varying conductivity; these TOA corrections which compensate for propagating over non-seawater paths are called additional secondary factors (ASFs). Hence, a key component in evaluating the utility of Loran as a GPS backup is a better understanding of ASFs and a key goal is deciding how to mitigate the effects of ASFs to achieve more accurate Loran-C positions while ensuring that the possibility of providing hazardous and misleading information (HMI) will be no greater than 1x10-7. The future of Loran for aviation is based on multi-station, multi-chain, all-in-view, digital signal processing (DSP)-based receivers observing TOA measurements with H-field antenna technology. For an aviation receiver, the approach to mitigate propagation issues under study is to use a single set of ASF values (one for each Loran tower) for a given airport. This value may have seasonal adjustments applied to it. The Loran receiver will use this set of static ASF values to improve position accuracy when conducting a non-precision approach (NPA). A Working Group is currently developing the procedures to be used to “map” the ASF values for an airport. The output of the Working Group will be a set of tested and documented procedures for conducting an airport survey; these procedures can then be followed to survey airports nationwide. The draft procedure has been tested during data collection at airports in Maine and Ohio. This paper discusses the results of this data collection: how well the spatial variation seen on the ground matches the BALOR model prediction and the implications of this on the proposed procedure, an analysis of how many ASFs should be required to meet Required Navigation Performance (RNP) 0.3 for each airport based on geometry and ASF variation in the area, and results of the position accuracy obtained by the aircraft flying approaches when using the airport ASF values. KW - Airports KW - Approach KW - Data collection KW - Global Positioning System KW - Loran KW - Loran C KW - Maine KW - Methodology KW - Navigation systems KW - Ohio KW - Positioning KW - Radio navigation KW - United States UR - http://www.dtic.mil/dtic/tr/fulltext/u2/a575170.pdf UR - https://trid.trb.org/view/1266479 ER - TY - RPRT AN - 01150566 AU - Federal Aviation Administration TI - Airport Improvement Program: Report to Congress, 23rd Annual Report of Accomplishments, Fiscal Year 2006 PY - 2006 SP - 212p AB - The 23rd Annual Report of Accomplishments: Airport Improvement Program (AIP) Fiscal Year (FY) 2006 is submitted to Congress in accordance with Section 47131 of Title 49 of the United States Code (U.S.C.). The Federal Aviation Administration (FAA) administers Federal funds for airport improvements through AIP. For the purposes of this report, FAA's Office of the Associate Administrator for Airports will be referred to throughout the document as FAAs Office of Airports. This report covers activities for the fiscal year ending September 30, 2006, and provides a detailed statement of airport development funded by AIP grants and a detailed listing of how appropriated funds were allocated. In addition, this report contains information on the Airport Land Use Compliance Program and a review of the Passenger Facility Charge (PFC) Program. KW - Air transportation KW - Airport Improvement Program KW - Airports KW - Economic development KW - Financial analysis KW - Land use planning KW - Resource allocation UR - https://www.faa.gov/airports/aip/grant_histories/media/aip-annual-report-fy2006.pdf UR - https://trid.trb.org/view/912582 ER - TY - RPRT AN - 01138278 AU - Gramopadhye, Anand K AU - Ramirez, B AU - Stringellow, P AU - Sadasivan, S AU - Clemson University AU - Federal Aviation Administration TI - Use of Advanced Technology To Support Inspection Training in the General Aviation Industry PY - 2006///Final Technical Report SP - 383p AB - This report outlines the development of the General Aviation Inspection Training System (GAITS), a computer-based inspection training system for the General Aviation industry. Extending earlier work on such systems for commercial aviation, this tool is specifically designed for training aircraft maintenance technicians in inspection skills using a multi-media presentational approach with interaction opportunities between the user and the computer. It is anticipated that its use will systematize and standardize the inspection training process in the General Aviation industry. Specifically, this research, pursued over three years, achieved the following objectives: (1) task analyses of existing inspection operations at geographically dispersed GA locations, (2) the development and organization of content to support inspection training, (3) a prototype training system and (4) the dissemination of the findings of the research to the GA and aviation research communities. KW - Aircraft maintenance KW - Civil aviation KW - General aviation KW - Human factors engineering KW - Inspection KW - Prototypes KW - Training UR - https://trid.trb.org/view/898417 ER - TY - RPRT AN - 01138212 AU - Matolak, David W AU - Ohio University, Athens AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Development and Deployment of a Wireless Network Testbed, and Evaluation of Wirelss systems for Airport Applications PY - 2006///Final Report SP - 31p AB - The document describes completed work on the investigation of the employment of new wireless network technologies for aviation applications on airport surface areas (ASAs). The wireless technologies studied are those in the new wireless metropolitan area network (WMAN) family developed by the IEEE standards organization, denoted the IEEE 802.16 standard(s). The particular version of this standard is 802.16-2004, which was recently enhanced to 802.16e primarily to enable support of mobility. The primary goal of the project was to evaluate this networking technology, deployed in the 5 GHz microwave landing system extension (E-MLS) band is ASAs. This evaluation was to be both analytical and experimental. KW - Airport operations KW - Data collection KW - Deployment KW - Radio frequency KW - Surface area KW - Test beds KW - Wireless communication systems UR - https://trid.trb.org/view/898289 ER - TY - ABST AN - 01482340 TI - Reduced Partial Pressures on Commercial Aircraft: Review and Feasibility Studies AB - No summary provided. KW - Air pressure KW - Aircraft cabins KW - Civil aircraft KW - Civil aviation KW - Feasibility analysis UR - https://trid.trb.org/view/1251226 ER - TY - ABST AN - 01482334 TI - Aircraft Recirculation Filter for Air Quality and Incident Assessment AB - No summary provided. KW - Air filters KW - Air quality KW - Aircraft KW - Exhaust gas recirculation KW - Incident management UR - https://trid.trb.org/view/1251219 ER - TY - RPRT AN - 01026328 AU - Scarborough, Alfretia AU - Bailey, Larry AU - Pounds, Julia AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Examining ATC Operational Errors Using the Human Factors Analysis and Classification System PY - 2005/12//Final Report SP - 35p AB - In the literature of aviation accidents and incidents, human error has been recognized as the predominant factor contributing to aviation mishaps. Consequently, a number of human error models and taxonomies have been adapted to study the unique characteristics of flying an aircraft. However, relatively few attempts have been made to apply the same tools toward understanding the human factors causes of air traffic control (ATC) operational errors (OEs). An operational error is an occurrence attributable to an element of the air traffic system in which aircraft separation minima are not maintained. As a first attempt to systematically examine the underlying human causes of OEs, the authors report on the results of a study that consisted of three phases: (1) conducting a literature review to identify candidate error models and taxonomies, (2) selecting an appropriate error model or taxonomy for use in the ATC environment, and (3) applying the selected error model, or taxonomy, to a subset of the items identified by the FAA as OE causal factors. The results of the authors' study revealed that, of the models and taxonomies examined, the Human Factors Analysis and Classification System (HFACS) was the taxonomy most readily adapted for use in an initial examination of ATC OEs. Causal factors from 5,011 OE reports were classified using the HFACS taxonomy. Most items were classified as decision errors and skill-based errors. Additional research is needed to develop a more comprehensive understanding of the factors that contribute to ATC decision errors and skill-based errors. KW - Abilities KW - Air traffic control KW - Air traffic controllers KW - Decision making KW - Human error KW - Human factors KW - Human Factors Analysis and Classification System KW - Literature reviews KW - Models KW - Operational errors KW - Taxonomy UR - https://trid.trb.org/view/782646 ER - TY - RPRT AN - 01019117 AU - Beringer, Dennis B AU - Ball, Jerry D AU - Brennan, Kelly AU - Taite, Sitafa AU - Federal Aviation Administration AU - University of Oklahoma, Norman AU - Federal Aviation Administration TI - Comparison of a Typical Electronic Attitude-Direction Indicator With Terrain-Depicting Primary Flight Displays for Performing Recoveries From Unknown Attitudes: Using Difference and Equivalence Tests PY - 2005/12//Final Report SP - 11p AB - A study was conducted to determine if primary flight displays (PFDs) depicting terrain could be used with a level of safety equivalent to electronic attitude-direction indicators (EADIs) without terrain. Five groups of 8 pilots each flew scenarios in a flight simulator using one of three PFDs (EADI, full-color terrain, uniformly brown terrain) with or without guidance cues. Performance of recoveries from unknown attitudes using the EADI were measured first as a baseline, followed by trials with one of the experimental formats. Performance measures included initial response time, total recovery time, and both initial and secondary control reversals. Traditional "difference" analyses found no significant performance differences between groups. Analyses using confidence intervals to assess equivalence of distributions showed that group performances were practically equivalent. Pilot preferences were examined and are reported. It was concluded that the specific terrain representations examined provided for performance at least equal to if not better than the conventional EADI. This comparative technique is recommended for situations in which one wishes to demonstrate that a proposed device or system is no worse than or roughly equivalent to something already in use. KW - Air pilots KW - Attitude (Flight dynamics) KW - Aviation safety KW - Consumer preferences KW - Electronic attitude-direction indicator KW - Equivalence tests KW - Flight simulators KW - Information display systems KW - Instrument flying KW - Performance measurement KW - Primary flight displays KW - Recovery KW - Terrain UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0523.pdf UR - https://trid.trb.org/view/775664 ER - TY - RPRT AN - 01019061 AU - Wiegmann, Douglas AU - Faaborg, Troy AU - Boquet, Albert AU - Detwiler, Cristy AU - Holcomb, Kali AU - Shappell, Scott AU - University of Illinois, Savoy AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Human Error and General Aviation Accidents: A Comprehensive, Fine-Grained Analysis Using HFACS PY - 2005/12//Final Report SP - 22p AB - The Human Factors Analysis and Classification System (HFACS) is a theoretically based tool for investigating and analyzing human error associated with accidents and incidents. Previous research performed at both the University of Illinois and the Civil Aerospace Medical Institute has successfully shown that HFACS can be reliably used to analyze the underlying human causes of both commercial and general aviation (GA) accidents. These analyses have helped identify general trends in the types of human factors issues and aircrew errors that have contributed to civil aviation accidents. The next step was to identify the exact nature of the human errors identified. The purpose of this research effort therefore, was to address these questions by performing a fine-grained HFACS analysis of the individual human causal factors associated with GA accidents and to assist in the generation of intervention programs. This report details those findings and offers an approach for developing interventions to address them. KW - Air transportation crashes KW - Aviation safety KW - Crash analysis KW - Crash causes KW - General aviation KW - Human error KW - Human Factors Analysis and Classification System KW - Human factors in crashes KW - Intervention UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0524.pdf UR - https://trid.trb.org/view/775663 ER - TY - RPRT AN - 01016471 AU - Broach, Dana AU - Schroeder, David J AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Relationship of Air Traffic Control Specialist Age to En Route Operational Errors PY - 2005/12//Final Report SP - 22p AB - Public Law 92-297, passed in 1971, requires that air traffic control specialists (ATCSs) hired after May 16, 1972 retire at age 56. The underlying rationale was that as controllers aged, the cumulative effects of stress, fatigue (from shift work), and age-related cognitive changes created a safety risk (U.S. House of Representatives, 1971). This hypothesis has been considered in two recent studies of en route operational errors (OEs). The Center for Naval Analyses (CNA, 1995) found no relationship between controller age and OEs. Broach (1999) reported that the probability of involvement in an OE increased with age. The purpose of this study was to re-examine the hypothesis that controller age, controlling for experience, was related to OEs. En route OE records (3,054) were matched with non-supervisory ATCS staffing records for the period FY1997-2003. Poisson regression was used to model OE count as a function of the explanatory variables age and experience using the SPSS version 11.5 General Loglinear (GENLOG) procedure. Overall, the Poisson regression model fit the data poorly (Likelihood Ratio 2 = 283.81, p < .001). The Generalized Log Odds Ratio was used to estimate the odds ratio for age. The odds of OE involvement for older controllers (GE age 56) were 1.02 time greater than the odds for younger (LE age 55) controllers, with a 95% confidence interval of 0.42 to 1.64. This range of odds indicated that neither age group was less or more likely than the other to be involved in an OE, controlling for experience. The analysis does not support the hypothesis that older controllers are at greater risk of involvement in an OE. These results suggest that the original rationale for the mandatory retirement of controllers may need to be re-examined. Additional research on age and ATCS performance is recommended. KW - Age KW - Air traffic control KW - Air traffic controllers KW - Aviation safety KW - Cognition KW - En route KW - Fatigue (Physiological condition) KW - Operational errors KW - Performance KW - Retirement KW - Statistical analysis KW - Stress (Physiology) KW - Stress (Psychology) UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0522.pdf UR - https://trid.trb.org/view/772958 ER - TY - RPRT AN - 01566459 AU - Bagot, Keith AU - Subbotin, Nicholas AU - Federal Aviation Administration AU - Hi-Tec Systems, Incorporated AU - Federal Aviation Administration TI - High-Reach Extendible Turrets With Skin Penetrating Nozzle PY - 2005/11//Final Report SP - 32p AB - New equipment for aircraft rescue firefighting vehicles can help improve firefighting after an aircraft crash. New equipment such as a high-reach extendable turret (HRET) with skin-penetrating nozzle mounted on an airport firefighting vehicle could extinguish fires faster, apply firefighting agent more accurately on fires, and possibly save passengers lives as a result. The evaluation in this report will determine the extinguishment abilities of an HRET with skin-penetrating nozzle on simulated real fire aircraft crashes and during a full-scale fire field test. One objective of this research was to compare the abilities of an airport firefighting vehicle using an HRET to that of another vehicle using traditional airport firefighting methods of extinguishment on several real fire aircraft crash simulations. Another objective was to evaluate and determine if an airport firefighting vehicle using an HRET with skin-penetrating nozzle can control and extinguish an aircraft interior fire and reduce interior temperatures. Two different research efforts were undertaken for the described objectives. One was completed by the Air Force Research Laboratory using its fire test facility, and the second was completed at the San Antonio Airport using a training aircraft. The HRET with skin-penetrating nozzle outperformed the traditional firefighting methods during many simulated real fire aircraft crashes at the fire test facility with its ability to extinguish several fires faster, increase accuracy of firefighting agent application by positioning the HRET close to the source of the fires, and use less firefighting agent on several fires. The skin-penetrating nozzle used on the full-scale fire field test showed the ability to control and contain the fire from spreading beyond the tail section, reduce high cabin temperatures from over 1500° to approximately 250°, provide rapid smoke ventilation, and extinguish the fire. KW - Air transportation crashes KW - Aircraft rescue and firefighting services KW - Field tests KW - Fire fighting equipment KW - Fires KW - Performance KW - Simulation UR - http://www.airtech.tc.faa.gov/safety/downloads/05-53_Snozzle.pdf UR - https://trid.trb.org/view/1355089 ER - TY - RPRT AN - 01566449 AU - Patterson, James W AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Alternating Yellow and Green Taxiway Centerline as a Runway Safety Enhancement PY - 2005/11//Technical Note SP - 17p AB - This research effort was conducted to investigate and validate the suitability of installing alternating yellow and green taxiway centerline lights on taxiway segments located between the runway hold position marking and the runway centerline in the direction approaching the runway. This lighting configuration is the same configuration frequently used to identify the centerline of a taxiway exiting a runway, except that it is viewed from the opposite direction. This lighting configuration would serve as a visual cue to pilots and vehicle drivers that they are about to enter the runway environment/runway safety area (RSA). The objective of this research effort was to determine how the proposed lighting configuration would appear to pilots approaching the hold line (runway environment/RSA), if presently available lighting fixtures are adequate for the purpose, if present spacing standards are adequate for the purpose, if pilots interpret the purpose of the alternating yellow and green taxiway centerline lighting configuration correctly, and the cost factors involved in making such a change. The alternating yellow and green taxiway centerline lighting configuration was found to be suitable for various reasons. Presently available fixtures, such as the L-852 taxiway centerline fixture, were found to be adequate in color, intensity, and alignment, for this purpose, as long as they are installed, aligned, and maintained as required in the appropriate Advisory Circulars. Subjects were unanimous in judging the spacing as satisfactory for this purpose. The results of this research effort showed that subjects were able to recognize that there was some kind of transition at the point at which the lighting changed from green to the alternating pattern. The cost to modify a taxiway/runway entrance to the alternating yellow and green taxiway centerline configuration is dependent on the length of the taxiway section, the complexity of the intersection, and the number of fixtures available. Price estimates for replacing the appropriate filters, as well as other serviceable parts, ranged from $50 to $200 per fixture, including labor and parts. This price makes the alternating yellow and green taxiway centerline lighting configuration one of the cheapest alternatives for potentially reducing runway incursions compared to many of the more expensive stop bar or radar-based warning systems. Having considered all of the data and information gathered during this evaluation effort, illuminating the runway environment/RSA area with alternating yellow and green taxiway centerline fixtures was found to be a cost-efficient, easy to deploy tool that will assist in reducing runway incursions at those airports that have existing taxiway centerline lights. KW - Airport runways KW - Aviation safety KW - Center lines KW - Cost effectiveness KW - Green KW - Lighting KW - Runway safety areas KW - Taxiways KW - Yellow UR - http://www.tc.faa.gov/its/worldpac/techrpt/artn05-51.pdf UR - https://trid.trb.org/view/1355548 ER - TY - RPRT AN - 01566447 AU - Patterson, James W AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Development of Obstruction Lighting Standards for Wind Turbine Farms PY - 2005/11//Technical Note SP - 36p AB - The U.S. Department of Energy has mandated that renewable energy sources, such as wind turbines, will provide 5 percent of the nation’s electricity by the year 2020. As a result, wind turbine farms are sprouting all over the USA; farms having over 200 turbines spread over mountain ranges up to 20 miles long are not uncommon. Standing at heights up to 442 feet, these structures are considered obstructions to air navigation. As such, these obstructions must be illuminated so the aircraft can easily identify and avoid them, while at the same time, minimizing any impact of the illumination on surrounding communities. The Federal Aviation Administration visited 11 wind turbine sites, each containing numerous turbines, to investigate their existing lighting installations, their appearance from the air in day- and nighttime, and how these lights affected the surrounding communities. Each investigation included documentation flights, still and video photographs, and interviews with both the local wind turbine developer and the local community. Considering the lighting concepts currently used for illuminating radio towers and long-span bridges, which states that obstructions near to each other should be treated as if they were one large obstruction, a similar lighting concept was adopted for illuminating the wind turbine farms. The lighting concept for wind turbine farms includes the use of red, simultaneously flashing lights positioned on the outer perimeter of the wind turbine farm, each spaced no more than one-half statute mile from each other, and requires only one fixture per turbine. As long as the wind turbines are painted white in color, daytime illumination is not required. A test site was established in Lawton, Oklahoma, to validate the new lighting concept. Research personnel conducted repeated evaluation flights of the test site, and confirmed that the proposed lighting concept provided approaching aircraft ample warning that the wind turbine farm was a single, very large obstruction that should be avoided. KW - Aviation safety KW - Field studies KW - Lawton (Oklahoma) KW - Obstruction lights KW - Obstructions (Navigation) KW - Standards KW - Wind turbines UR - http://www.tc.faa.gov/its/worldpac/techrpt/artn05-50.pdf UR - https://trid.trb.org/view/1355549 ER - TY - RPRT AN - 01138248 AU - Howard, M AU - Mooij, M AU - Howard, M AU - San Jose State University AU - Federal Aviation Administration TI - Adaptation and Adoption of Technologies: Examination of the User Request Evaluation Tool (URET) PY - 2005/11 SP - 63p AB - The report examines the design strategies in the development of the User Request Evaluation System (URET). Based on the design statements an analysis of functional implementation of URET was conducted through analysis of operational errors attributed to the initial introduction of the URET system and through field-observation in four Air Route Traffic Control Centers (ARTCCs). The use of URET was observed. Strategies for its current application and controller assessment of its utility are provided. Conclusions are drawn with respect to the use of URET as a Flight Progress Strip (FPS) replacement; with respect to its use as a trajectory planning and evaluation tool (which is not currently a significant part of its operational use); and its impact on the organization structures in the facilities in which it is being used. KW - Air traffic control KW - Air transportation KW - Automation KW - Flight paths KW - Flight simulators KW - Radar air traffic control KW - Systems analysis KW - Tracking systems UR - https://trid.trb.org/view/897754 ER - TY - RPRT AN - 01016508 AU - Chaturvedi, Arvind K AU - Craft, Kristi J AU - Canfield, Dennis V AU - Whinnery, James E AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Epidemiology of Toxicological Factors in Civil Aviation Accident Pilot Fatalities, 1999-2003 PY - 2005/11//Final Report SP - 15p AB - Prevalence of drug and ethanol use in aviation is monitored by the Federal Aviation Administration (FAA). Under such monitoring, epidemiological studies for the 1989-1993 and 1994-1998 periods indicated lower percentages of the presence of illegal (abused) drugs than that of prescription and nonprescription drugs in aviation accident pilot fatalities. In continuation of these studies, an epidemiological assessment was made for an additional period of 5 years. Postmortem samples from aviation accident pilot fatalities submitted to the FAA Civil Aerospace Medical Institute (CAMI) are toxicologically analyzed, and those analytical findings are stored in a database. This CAMI database was examined for the period of 1999-2003 for the presence of controlled substances of Schedules I-V, prescription and nonprescription drugs, and ethanol in the pilot fatalities. Out of 1629 fatal aviation accidents from which CAMI received biosamples, there were 1587 accidents wherein pilots were fatally injured. Drugs and/or ethanol were found in 830 of the 1587 fatalities. Controlled substances of Schedules I and II and Schedules III - V were detected in 113 and 42 pilots, respectively. Prescription drugs were present in 315 pilots, nonprescription drugs in 259 pilots, and ethanol in 101 pilots. Controlled substances of Schedules I and II were detected in only 5 of the 122 First-Class medical certificate-holding airline transport pilots. In addition to the controlled substances, many of the prescription and nonprescription drugs found in the fatalities have the potential for impairing performance, thereby adversely affecting the ability of an individual to optimally pilot an aircraft. Findings from this study were consistent with those of the 2 previous epidemiological studies and support the FAA's programs, including the FAA's drug-testing program, aimed at identifying potentially incapacitating medical conditions and reducing the usage of performance-impairing drugs or ethanol. KW - Air pilots KW - Air transportation crashes KW - Aviation safety KW - Civil aviation KW - Databases KW - Drug use KW - Epidemiology KW - Ethanol KW - Fatalities KW - Performance KW - Toxicology KW - U.S. Federal Aviation Administration UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0520.pdf UR - https://trid.trb.org/view/772957 ER - TY - RPRT AN - 01016448 AU - Nakagawara, Van B AU - Montgomery, Ronald W AU - Federal Aviation Administration AU - Ohio State University, Columbus AU - Federal Aviation Administration TI - Medical Surveillance Programs for Aircraft Maintenance Personnel Performing Nondestructive Inspection and Testing PY - 2005/11//Final Report SP - 14p AB - Visual inspection and nondestructive inspection and testing (NDI/NDT) are performed routinely to ensure that aircraft are maintained in safe operating condition. Inspectors must make critical judgments about the condition of aircraft and aircraft components using their eyes, basic visual aids (magnifiers, mirrors, and flashlights), and complicated NDI/NDT techniques to detect anomalies. Failure to detect observable defects has been implicated in several aviation accidents. This study examines the medical surveillance programs employed by the aircraft maintenance facilities in the United States, including specific vision standards and tests used for inspection personnel. The authors interviewed medical surveillance program personnel from nine major aircraft maintenance facilities and repair stations by phone or in person. The current vision standards for inspectors at each of the facilities surveyed were extracted from internal facility documents. Additionally, the authors reviewed the vision screening tests used for medical surveillance of inspection personnel. Results indicated that there were differences in the vision standards for near vision (Snellen 20/20 and 20/25, Jaeger#1 and #2, Ortho Rater #8) distant vision (20/25, 20/30, none), color vision (distinguish and differentiate contrast among colors, colors in the methods, normal color vision), and test intervals (annual, 2-year) at the facilities surveyed. Vision screening tests used in the medical surveillance programs at these facilities were equally diverse, including choice of vision screening instruments (Stereo Optical, Titmus), wall charts, reading cards, and pseudoisochromatic plate color vision screening tests. In conclusion, medical surveillance programs for the aircraft maintenance facilities that the authors surveyed differed considerably for both vision standards and screening tests used to evaluate vision performance of inspectors. The use of uniform vision standards and test methods would provide quality control and facilitate a more accurate evaluation of the visual capabilities for inspection personnel. KW - Air transportation crashes KW - Aircraft KW - Aircraft safety KW - Aviation safety KW - Color vision KW - Crash causes KW - Defects KW - Inspection KW - Inspectors KW - Maintenance personnel KW - Medical examinations and tests KW - Medical surveillance KW - Nondestructive tests KW - Quality control KW - Standards KW - Vision KW - Vision tests UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0521.pdf UR - https://trid.trb.org/view/772959 ER - TY - RPRT AN - 01014929 AU - Prinzo, O Veronika AU - McClellan, Mark AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Terminal Radar Approach Control: Measures of Voice Communications System Performance PY - 2005/10//Final Report SP - 23p AB - Effective communication in the National Airspace System (NAS) is an essential safety component of successful air travel. As the NAS migrates from its current ground infrastructure and voice communications system to one that encompasses both ground and airborne systems, digital data transmission may become the principal communication medium. As technological advances lead to innovations in communications system development, these emerging systems will be evaluated against the existing legacy system's performance parameters such as setup delay, voice streaming, pause duration, and message propagation. The data presented here are but a first step in providing objective and quantifiable communications system performance metrics that may prove valuable to communication systems developers and personnel charged with evaluating, certifying, and deploying the next generation of communications systems. The authors analyzed nearly 8,000 transmissions that represented the busiest air-ground communications from the five terminal radar approach control facilities with the highest number of operations in the contiguous United States. Typically, setup delays lasted 81 ms, voice streaming 2568 ms, pause duration 127 ms, and message propagation 73 ms for a total of 2849 ms per transmission. On average, transmissions were separated by 1736 ms of silence. Disruptions to efficient information transfer can result from blocked, stepped-on, and clipped transmissions - but they are rare events and occurred in only 1.16% of the sampled transmissions. A comparison between aircraft with and without disruptions revealed that when a disruption was present, an average of 14.54 messages were transmitted, compared with an average of 9.90 messages when no disruption was present. Even so, there appears to be some type of a detection mechanism in place to alert the controller to the presence of blocked transmissions. The source of this detection system is unclear; however, systems developers may want to exploit and expand this capability to include stepped-on and clipped transmissions. KW - Air ground communications KW - Approach control KW - Digital communication systems KW - Message propagation KW - Pause duration KW - Performance KW - Radar KW - Setup delay KW - Streaming technology (Telecommunications) KW - Terminal air traffic control KW - Transmission KW - Voice communication UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0519.pdf UR - https://trid.trb.org/view/771481 ER - TY - RPRT AN - 01010922 AU - Palmerton, David AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Fatality and Injury Rates for Two Types of Rotorcraft Accidents PY - 2005/10//Final Report SP - 9p AB - An analysis of the frequency of four different types of rotorcraft accidents was conducted to determine if the number of fatalities and injuries between accident conditions was different. Accidents involving rollover, no rollover, fire, and no fire were studied to determine if accidents with a rollover or fire might be creating evacuation delays that contribute to the fatality and injury rates. A search of the FAA Accident Incident Data System from January 1986 to March 1997 produced 2704 accident records for this analysis. A Chi-Square test for independence was used to determine the difference between the rollover and no rollover and fire and no fire accident categories. Further analyses were performed on combinations of the two main categories to determine if an event such as a rollover and fire produced more fatalities or injuries than a rollover without a fire. There were more fatalities in the no rollover category (P=.0001) and more injuries in the rollover group (P=.001). Accidents with a fire produced more fatalities than accidents without a fire, (P=.0001). Rollover accidents without a fire produced more fatalities (P=.0001) than no rollovers without a fire, and more injuries were produced in the rollover no fire group (P=.0001) than the no rollover no fire category. The group of accidents where the rotorcraft rolled and caught fire lead to more fatalities (P=.0001), and the no rollover group with fire generated more fatalities (P=.0001). Rollover accidents injure more people, and accidents with no rollover kill more occupants. It appears as if the no rollover condition produces greater impact forces, preventing the rotorcraft from bouncing and rolling; consequently, the higher fatality rate. Fires produce more fatalities but not more injuries. Autopsy data might explain this, but smoke inhalation during the evacuation and the speed of the evacuation warrant more attention, since it may be a contributing factor in the number of fatalities. KW - Air transportation crashes KW - Aviation safety KW - Chi square test KW - Fatalities KW - Fire KW - Injuries KW - Rollover crashes KW - Rotorcraft UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0517.pdf UR - https://trid.trb.org/view/767150 ER - TY - RPRT AN - 01010903 AU - Garner, Robert P AU - Mandella, Joseph G AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Reliability of the Gas Supply in the Air Force Emergency Passenger Oxygen System PY - 2005/10//Final Report SP - 12p AB - The protective breathing equipment (PBE) procured by the U.S. Air Force as Emergency Passenger Oxygen System (EPOS) was alleged to have significant numbers of inadequate oxygen cylinders. In theory, this could prevent the PBE from providing the required time of protection for the user. The Civil Aerospace Medical Institute was requested to participate in the testing for the possibility of inadequate oxygen cylinders through the U.S. Air Force Office of Special Investigations. To test for any potential leakage and therefore an inadequate quantity of oxygen, EPOS units were collected from Air Force bases and submitted by the manufacturer for a series of tests. The primary indicator in the testing was the mass (weight) of oxygen in the cylinder. A total of 92 oxygen cylinders that were manufactured for assembly into EPOS or similar models of PBE were evaluated. Estimated dates of manufacture were between January 1989 and November of 2003. Four tests were conducted. The first measurement was the oxygen concentration in the vacuum-packaged PBE. The oxygen cylinders were then removed from the PBE and any difference between the current cylinder weight and the cylinder weight at manufacture was recorded. The cylinders were then exposed to 40,000 feet altitude in a hypobaric chamber for 4 hours. Weights before and after the chamber exposure were recorded. Finally, the cylinders were emptied of oxygen and the empty cylinder weight recorded. Two oxygen cylinders had large oxygen deficits (>11 grams). Based on the results of the altitude testing, the loss did not appear to be related to diffusion out of the cylinder. Therefore, other explanations need to be examined as to why these two cylinder shortages existed. KW - Altitude KW - Concentration (Chemistry) KW - Emergency passenger oxygen system KW - Leak tests KW - Leakage KW - Mass KW - Oxygen KW - Oxygen equipment KW - Protective breathing equipment KW - Reliability KW - Testing KW - Weight UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0518.pdf UR - https://trid.trb.org/view/767050 ER - TY - RPRT AN - 01566451 AU - Cyrus, Holly M AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Adsil Glass Coating Study PY - 2005/09//Technical Note SP - 20p AB - Paint markings on runways and taxiways are damaged from ultraviolet rays, stained by aircraft fuel, and discolored. Glass coatings, used as a sealant for the paint, have shown promise as a possible solution to these problems. The research effort described in this report investigates the effectiveness of an Anchored Dendritic Silicate Interactive Linkages (Adsil) Ambient Temperature Cure glass coating material in protecting the color and retro-reflectivity of the paint markings. The paint markings in this study included two types of beads for better visual acquisition. Testing was conducted at the Jacksonville Naval Air Station and Whitehouse Outlying Landing Field. The tests measured resistance to abrasion, mildew, rust staining, oil staining, and ultraviolet weathering. The results of the tests showed Adsil glass coating reduced retro-reflectivity. The white markings with type I beads and Adsil reduced the retro-reflectivity by 66% from 318 to 109 millicandelas per meter squared per lux (mcd/m²/lx). The white markings with type III beads and Adsil reduced the retro-reflectivity by 57% from 1270 to 549 mcd/m²/lx. The yellow markings with type I beads and Adsil reduced the retro-reflectivity by 34% from 144 to 94 mcd/m²/lx. The yellow markings with type III beads and Adsil reduced the retro-reflectivity by 44% from 475 to 265 mcd/m²/lx. The combination of Adsil coating with type I beads was not recommended due to the very low retro-reflectivity of 109 mcd/m²/lx for white and 94 mcd/m²/lx for yellow. When using type III beads, the retro-reflectivity, while still reduced (549 mcd/m²/lx for white and 265 mcd/m²/lx for yellow), was not as low as with type I beads. In the second case, Adsil should only be considered when other benefits such as resistance to mildew, rust staining, and oil staining would make the reduced retro-reflectivity an acceptable compromise. KW - Airport runways KW - Field tests KW - Glass beads KW - Glass coating materials KW - Retroreflectivity KW - Road markings KW - Sealing compounds KW - Taxiways UR - http://www.airtech.tc.faa.gov/safety/downloads/TN05-43.pdf UR - https://trid.trb.org/view/1355097 ER - TY - RPRT AN - 01162616 AU - Federal Aviation Administration TI - Voluntary Airport Low Emission Program, Technical Report, Version 2 PY - 2005/09 SP - 143p AB - The Vision 100--Century of Aviation Reauthorization Act (Vision 100), signed into law in December 2003, established a voluntary program to reduce airport ground emissions at commercial service airports in air quality nonattainment and maintenance areas. The new provisions are intended to help airports meet their obligations under the Clean Air Act (CAA) and to assist regional efforts to meet health-based National Ambient Air Quality Standards (NAAQS). Vision 100 directs the Federal Aviation Administration (FAA) to issue this guidance report describing eligible airport low-emission modifications and improvements and how airport sponsors (hereafter referred to as the sponsor) should demonstrate program benefits. Developed in consultation with the U.S. Environmental Protection Agency (EPA) and the U.S. Department of Energy (DOE), this guidance discusses program eligibility for converting vehicles to alternative and clean conventional fuels and for obtaining related infrastructure improvements. KW - Air quality management KW - Airport operations KW - Airports KW - Alternate fuels KW - Civil aviation KW - Exhaust gases KW - Methodology KW - Pollutants KW - Regulations UR - https://trid.trb.org/view/920671 ER - TY - RPRT AN - 01150449 AU - Erie, Steven P AU - McKenzie, Andrew AU - MacKenzie, Scott AU - Shaler, Susan AU - Citigroup Technologies Corporation AU - Southern California Association of Governments AU - Federal Aviation Administration TI - Regional Airport Management Study PY - 2005/09 SP - 73p AB - This report describes research to identify and evaluate major approaches to regional airport and ground access governance and coordination. The research also seeks to identify which management system is most appropriate as a prototype for the Southern California Association of Governments (SACG) Region consistent with the 2004 “Regional Airport Consortium” concept. It also aims to develop an efficient implementation plan for the selected prototype(s). The report offers in-depth analyses of five regional case studies depicting leading airport management and ground access coordinating approaches of relevance to the SCAG region.The research finds few existing options consistent with a multi-jurisdictional, multi-airport consortium, among them: 1. A Regional Airport Consortium memorandum of understanding such as that used in New England; 2. A reconstituted Southern California Regional Airports Authority (SCRAA), which already is fully funded; and, 3. A new joint powers authority (JPA), which would not inherit SCRAA's record of failure. KW - Airport access KW - Airport facilities KW - Airport operations KW - Airport planning KW - Airports KW - Districts and authorities KW - General aviation airports KW - Management UR - http://scag.ca.gov/aviation/pdf/AirportStudy/Appendix_I.pdf UR - http://scag.ca.gov/aviation/pdf/AirportStudy/Appendix_II.pdf UR - http://scag.ca.gov/aviation/pdf/AirportStudy/Appendix_III.pdf UR - http://scag.ca.gov/aviation/pdf/AirportStudy/RegionalAirportManagementStudy.pdf UR - https://trid.trb.org/view/912827 ER - TY - ABST AN - 01478860 TI - Flight Performance of Aviation Grade Ethanol: Engine Development For Detonation Resistance and Fuel Efficiency AB - No summary provided. KW - Aircraft engines KW - Detonation KW - Ethanol KW - Flight characteristics KW - Fuel efficiency UR - https://trid.trb.org/view/1247984 ER - TY - ABST AN - 01480793 TI - Development of Reliability-Based Damage Tolerant Structural Design Methodology AB - No summary provided. KW - Damage analysis KW - Methodology KW - Reliability KW - Reliability-based design KW - Structural design UR - https://trid.trb.org/view/1250000 ER - TY - ABST AN - 01483437 TI - Helicopter Advanced Navigation Research Flight Training AB - No summary provided. KW - Flight training KW - Helicopter transportation KW - Navigation UR - https://trid.trb.org/view/1252254 ER - TY - ABST AN - 01483201 TI - Detection & Prevention of Carbon Monoxide Exposure in General Aviation Aircraft AB - No summary provided. KW - Aircraft exhaust gases KW - Carbon monoxide KW - Detection and identification KW - Environmental impacts KW - General aviation UR - https://trid.trb.org/view/1252050 ER - TY - ABST AN - 01480807 TI - Certification by Analysis AB - No summary provided. KW - Analysis KW - Certification UR - https://trid.trb.org/view/1250014 ER - TY - ABST AN - 01480718 TI - Evaluation of Friction Stir Weld Process and Properties for Aircraft Application AB - No summary provided. KW - Aircraft KW - Evaluation and assessment KW - Friction KW - Mechanical properties KW - Welding UR - https://trid.trb.org/view/1249791 ER - TY - ABST AN - 01570233 TI - Damage Tolerance Testing and Analysis Protocols for Full-Scale Composite Airframe Structures under Repeated Loading AB - No summary provided. KW - Airframes KW - Bearing capacity KW - Composite structures KW - Damage tolerance KW - Tolerances (Engineering) UR - https://trid.trb.org/view/1361801 ER - TY - ABST AN - 01482341 TI - Ozone and Its Volatile Reaction By-Products on Domestic and International Flights AB - No summary provided. KW - Civil aviation KW - Domestic transportation KW - International transportation KW - Ozone KW - Volatility KW - Waste products UR - https://trid.trb.org/view/1251227 ER - TY - RPRT AN - 01512773 AU - United States Federal Aviation Administration TI - St. George Municipal Airport, proposed replacement : environmental impact statement PY - 2005/08//Volumes held: Draft(2 disks) KW - Environmental impact statements KW - Utah UR - https://trid.trb.org/view/1297097 ER - TY - RPRT AN - 01138267 AU - Drury, C G AU - Ma, Jiaqi AU - Marin, C V AU - State University of New York, Buffalo AU - Federal Aviation Administration TI - Language Error in Aviation Maintenance PY - 2005/08//Final Report SP - 109p AB - In the past decade there has been a great increase in contract maintenance among major airlines, to a current level of about 50%. The fastest growing segment of the worldwide Maintenance Repair and Overhaul (MRO) market is outside the USA. Although English is the language of aviation, it is certainly not the native language of most of the world. Thus, language errors may well arise for maintenance of the US civil fleet due to non-native English speakers interacting with maintenance materials in English. This study assists the Federal Aviation Administration (FAA) in answering a Secretary of Transportation recommendation that: The FAA should establish a method for determining whether language barriers result in maintenance deficiencies. The contribution of this study has been to collect quantitative evidence to test whether language errors pose a problem for maintenance and further to provide quantitative evidence for how any potential problem can be managed. A total of 941 aviation maintenance workers on four continents were tested to measure the incidence of language error, to examine the factors leading to such error and its detection, and to measure the effectiveness of chosen interventions. From analysis of an Original Equipment Manufacture (OEM) database on language use, we were able to find the prevalence of English and native language usage from 113 airlines around the world. English verbal abilities were highest in North America, followed by Europe and lowest in Asia and the rest of the world. Translation of maintenance manuals was rare while translation of task cards and engineering orders was more common in Asia. Most meetings and training were conducted in the native language. Even among airlines with low reported levels of English ability, translation of documents was uncommon. Our own observations and focus groups in USA and UK helped develop a pattern of language error scenarios, and a set of factors that may influence the frequency of these scenarios. The frequency of occurrence of these scenarios, and factors affecting their incidence and mitigation, was measured in the study of 941 maintenance personnel, largely Aviation Maintenance Technicians (AMTs). A comprehension test methodology quantified the effectiveness of language error interventions, for example by providing a bilingual coach, providing an English native language glossary or using a full or partial translation of a document. From the OEM survey and demographic data on language use, the choice of sites was narrowed to those using a form of Chinese or Spanish. With English, these two languages are the most commonly used on earth. We chose as regions Asia, Latin America and Europe (Spain), with a control sample from the USA. While we were measuring scenario frequency and intervention effectiveness, we also collected data on English vocabulary of participants, which gives a direct estimate of reading level on a scale equivalent to US grades in school. Finally, focus groups were held at each site to discuss how that MRO coped with the potential for language error. KW - Air transportation facilities KW - Aircraft maintenance KW - Civil aviation KW - Errors KW - Language KW - Maintenance KW - Maintenance personnel KW - Manuals KW - Persons by language backgrounds KW - United Kingdom UR - http://www.tc.faa.gov/logistics/grants/pdf/2002/02-G-025.pdf UR - https://trid.trb.org/view/898330 ER - TY - RPRT AN - 01010737 AU - Patterson, J W AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Design and Installation of Flasher Baffles at the Arcata/Eureka Airport PY - 2005/08 SP - 20p AB - The medium intensity approach lighting system with runway alignment indicator lights operating on runway 32 at the Arcata/Eureka Airport in McKinleyville, California, was causing a severe glare hazard to motorist driving on a nearby highway that crossed through the system, approximately 1400 feet from the end of the runway. Specifically, the glare was caused by high intensity light output from the strobe portion of the Approach Lighting System. The Western-Pacific Region, Airway Facilities Division requested the Airport Technology Research and Development Branch to investigate and provide possible solution to eliminate the hazard. Based on the geometry of the roadway and the Approach Lighting System, it was determined that a series of baffles installed in three of the five strobe lights would be the most effective way to block the light from being projected directly into the motorists' eyes. Engineers designed, developed, and constructed three different aluminum baffles specifically for the situation. Ground and flight evaluations, which included the use of motor vehicles and aircraft, were conducted during both day and nighttime conditions to determine if the glare hazard had been eliminated without affecting the usability of the lights for approaching aircraft. The results of the evaluations showed that the baffles had eliminated the glaze hazard without reducing the essential approach guidance needed by pilots. KW - Aircraft KW - Aircraft arrival KW - Airport runways KW - Approach KW - Approach lighting KW - Arcata/Eureka Airport KW - Baffles KW - Design KW - Glare KW - Hazard evaluation KW - High intensity discharge lights KW - Highway safety KW - Highway traffic KW - Installation KW - Lighting systems KW - McKinleyville (California) KW - Runway guard lighting KW - Strobes UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar05-41.pdf UR - https://trid.trb.org/view/763382 ER - TY - RPRT AN - 01006335 AU - Pfleiderer, E M AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Relationship of the Aircraft Mix Index with Performance and Objective Workload Evaluation Research (POWER) Measures and Controllers' Subjective Complexity Ratings PY - 2005/08 SP - 18p AB - Aircraft mix (i.e., the mix of aircraft with different performance characteristics in a sector) has been repeatedly cited as a complexity factor in en route air traffic control. However, scant attention has been directed to a statistical examination of this relationship. The present study is the third in a series of investigations designed to define, quantify, and assess the validity of aircraft mix as a contributor to traffic complexity. Eighteen 30-minute samples of System Analysis Recording data were collected from the Fort Worth and Atlanta en route centers. Performance and Objective Workload Evaluation Research (POWER) measures and the Aircraft Mix Index (Pfleiderer, 2003a) were computed in 6-minute intervals for each of the 36 samples. Principal Components Analysis of the combined data sets produced four components with eigenvalues > 1 accounting for approximately 71% of the variance. The Aircraft Mix Index was most closely associated with Component 1, which was composed of variables generally associated with traffic complexity. These variables were used as predictors against a criterion of controllers' subjective "Complexity" ratings in multiple regression analyses of low- and high- altitude sector samples. The Aircraft Mix Index failed to contribute significantly to the explained variance in both the low-altitude (R=.69; R(squared)=.47) and high-altitude (R=.57; R(squared)=.33) sector models. In the aggregate, the results suggest that although aircraft mix appears to be associated with traffic complexity, it may not be as influential as other complexity factors in the en route environment. KW - Air traffic KW - Air traffic control KW - Air traffic controllers KW - Aircraft mix KW - Aircraft mix index KW - Airspace (Aeronautics) KW - Altitude KW - Complexity KW - Eigenvalues KW - Performance and Objective Workload Evaluation Research KW - Ratings KW - Statistical analysis KW - Workload UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0516.pdf UR - https://trid.trb.org/view/761958 ER - TY - RPRT AN - 01006334 AU - Knecht, W R AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Pilot Willingness to Take Off into Marginal Weather, Part II: Antecedent Overfitting with Forward Stepwise Logistic Regressions PY - 2005/08 SP - 17p AB - Adverse weather is the leading cause of fatalities in general aviation (GA). In prior research, influences of ground visibility, cloud ceiling height, financial incentive, and personality were tested on 60 GA pilots' willingness to take off into simulated adverse weather. Results suggested that pilots did not see "weather" as a monolithic cognitive construct but, rather, as an interaction between its separate factors. However, methodological issues arose during the use of logistic regression in modeling the effect of 60+ candidate predictors on the outcome variable of takeoff into adverse weather. It was found quite possible to obtain false "significance" for models comprised merely of random numbers, even when the number of model predictors was limited to a conventional 1/10. Therefore, Monte Carlo simulations were used to derive unbiased estimates of model significance and R(squared) values. Research in correction for this case/candidate predictor ratio effect is relatively new and noteworthy, particularly in the social sciences. It was given the name "antecedent overfitting" to contrast with the more commonly known "postcedent" type, which is based on a small case/model predictor ratio. KW - Adverse weather KW - Antecedent overfitting KW - Aviation safety KW - Fatalities KW - General aviation KW - General aviation pilots KW - Marginal weather KW - Methodology KW - Monte Carlo method KW - Regression analysis KW - Simulation KW - Statistics UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0515.pdf UR - https://trid.trb.org/view/761957 ER - TY - ABST AN - 01570840 TI - Improving Adhesive Bonding of Composite through Surface Characterization AB - No summary provided. KW - Adhesion KW - Bonding KW - Composite materials KW - Surface characteristics UR - https://trid.trb.org/view/1363205 ER - TY - ABST AN - 01480794 TI - Damage Tolerance and Durability of Fiber-Metal Laminates for Aircraft Structures AB - No summary provided. KW - Aircraft KW - Aircraft damage KW - Aviation safety KW - Durability KW - Laminates KW - Metals UR - https://trid.trb.org/view/1250001 ER - TY - RPRT AN - 01010739 AU - Allan, S AU - Evans, J AU - Lincoln Laboratory AU - Federal Aviation Administration TI - Operational Benefits of the Integrated Terminal Weather System (ITWS) at Atlanta PY - 2005/07/15 SP - 170p AB - This report summarizes the results of an initial study to estimate the yearly delay reduction provided by the initial operational capability (IOC) Integrated Terminal Weather System (ITWS) at Hartsfield-Jackson Atlanta International Airport (ATL). Specific objectives of this initial study were to: analyze convective weather operations at ATL to determine major causes for convective weather delay and how those might be modeled quantitatively; provide estimates of the ATL ITWS delay reduction based on the 'Decision Modeling' method using questionnaires and interviews with Atlanta Terminal Radar Approach Control (TRACON) and Air Route Traffic Control Center (ARTCC) operational ITWS users; assess the reasonableness of the model based delay reduction estimates by comparing those savings with estimates of the actual weather related arrival delays at ATL. KW - Air traffic control KW - Flight delays KW - General aviation KW - Hartsfield-Jackson Atlanta International Airport KW - Integrated systems KW - Interviewing KW - Operational capacity KW - Operations KW - Questionnaires KW - Weather conditions UR - https://trid.trb.org/view/763240 ER - TY - ABST AN - 01570523 TI - Measurements of Emissions 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 - Aircraft KW - Airports KW - Environmental impacts KW - Health KW - Measurement KW - Pollutants UR - http://partner.mit.edu/projects/measurement-emissions-0 UR - https://trid.trb.org/view/1362654 ER - TY - RPRT AN - 01003860 AU - Copeland, K AU - Sauer, H H AU - Friedberg, W AU - Federal Aviation Administration AU - Cooperative Institute for Research in Environmental Sciences AU - Federal Aviation Administration TI - Solar Radiation Alert System PY - 2005/07//Final Report SP - 13p AB - A solar radiation alert (SRA) system has been developed to continuously evaluate measurements of high-energy protons made by instruments on Geosynchronous Operational Environmental satellites. If the measurements indicate the likelihood of a substantial elevation of effective dose rates at aircraft flight altitudes, the Civil Aerospace Medical Institute issues an SRA to the aviation community via the National Oceanic and Atmospheric Administration Weather Wire Service. This report describes the methodology of the SRA system. A Monte Carlo particle transport code was used to estimate the fluences of secondary particles (protons, neutrons, pions, kaons, photons, electrons, and muons) in selected energy ranges at specific altitudes. Coefficients to convert particle fluence to effective dose incorporate radiation-weighting factors and tissue-weighting factors recommended by the International Commission on Radiological Protection, except that the radiation-weighting factor for protons was changed from five to two, as recommended by the National Council on Radiation Protection and Measurements. Effective dose rates from solar-proton-induced ionizing radiation in the earth's atmosphere at high geomagnetic latitudes were calculated for the solar proton event of 20 January 2005. The event started at 06:50 Universal Time, and within 5 minutes, dose rates at 60,000, 40,000, and 30,000 feet (relative to mean sea level) reached maximum values of: 140, 55, and 21 microsieverts per hour, respectively. KW - Aircraft KW - Altitude KW - Coefficients KW - Energy KW - Flight KW - Geosynchronous operational environmental satellites KW - Ionizing radiation KW - Methodology KW - Monte Carlo method KW - Protons KW - Solar flare KW - Solar particles KW - Solar radiation KW - Space weather KW - Warning systems UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0514.pdf UR - https://trid.trb.org/view/760114 ER - TY - ABST AN - 01482346 TI - Incident Monitoring & Reporting AB - No summary provided. KW - Aviation safety KW - Emergency communication systems KW - Incident management KW - Monitoring KW - Reporting methods UR - https://trid.trb.org/view/1251232 ER - TY - RPRT AN - 01560606 AU - Scholz, Fritz AU - Boeing Company AU - Federal Aviation Administration TI - Statistical Extreme Value Analysis Concerning Risk of Wingtip to Wingtip or Fixed Object Collision for Taxiing Large Aircraft PY - 2005/06/13 SP - 59p AB - This report describes the analysis concerning the risk of collision between two large aircraft taxiing on parallel taxiways and the risk of collision between a large taxiing aircraft and a fixed object, such as a building. The data used for this study came from two sources: (1) New York’s John F. Kennedy International Airport (JFK), where 747 taxiway deviation data were collected from 6/24/1999 to 2/17/2000 at two laser locations. The two lasers monitored simultaneously two parallel 75 ft straight taxiway segments with shoulder called ALPHA and BRAVO, respectively; and (2) Anchorage International Airport (ANC), where 747 taxiway deviation data were collected from 9/24/2000 to 9/27/2001 at two laser locations for each of two (not parallel) 75 ft straight taxiway segments with shoulder called KILO and ROMEO, respectively. Although these data sets were screened to capture mostly 747 deviations there is the possibility that other, similarly large aircraft, e.g., L-1011, A-330, A-340, 777, MD-11 and DC-10, were included. This possibility is stronger for the JFK data than for the ANC data. For the latter, most deviations are expected to be from 747 aircraft. These deviation data (n for JFK = 2,518 and n for ANC = 9,796 with a combined total of n =12,314 deviations) were previously analyzed with regard to extreme deviations of individual aircraft from the taxiway centerline and the results are documented in other reports. These reports addressed the risk of an aircraft deviating at a fixed location along the taxiway beyond a certain threshold distance from the taxiway centerline. The deviation data were taken over a good part of a year at JFK and over a full year at ANC. There was no apparent seasonal or time of day effect. Taxiway centerline lights and higher vigilance under adverse conditions may have compensated for any impact from such factors. The character of the deviation distribution at JFK and ANC is very similar, the only difference being that the JFK deviations are spread out more than the ANC deviations by a factor of 1.097. The author speculates that the 10% wider spread in the JFK deviations results from the fact that the centerline lights are offset from the taxiway centerline by 12 inches at ANC and by 22 inches at JFK. This difference in offset of the centerline lights could cause wider meandering swings at JFK than at ANC because pilots tend to avoid the bumping of the nose gear wheels on the slightly protruding lights. KW - Anchorage International Airport KW - Boeing 747 aircraft KW - Crash risk forecasting KW - John F. Kennedy International Airport KW - Large aircraft KW - Statistical analysis KW - Taxiing KW - Taxiway centerline deviations KW - Taxiways KW - Wingtip collisions UR - http://www.airtech.tc.faa.gov/Design/Downloads/separation%20new.pdf UR - https://trid.trb.org/view/1350371 ER - TY - RPRT AN - 01001468 AU - Federal Aviation Administration TI - New York Terminal Radar Approach Control (TRACON) Operational Assessment (March 2- May 6, 2005) PY - 2005/06/02 SP - 114p AB - On March 2, 2005, the Federal Aviation Administration convened a team of safety experts, investigators, current and former air traffic controllers, and human resource and finance professionals to begin a 60-day on-site operational assessment of its New York Terminal Radar Approach Control (the New York TRACON) facility. This report is a summary of their findings and recommendations. Briefly stated, the findings are as follows: (1) Unreported operational errors found during this assessment did not jeopardize safety; (2) New York TRACON was not understaffed; (3) The Quality Assurance Program at the New York TRACON has not been effective; (4) New York TRACON has the highest overtime cost per operation of any large TRACON; (5) Current scheduling practices require unnecessary overtime to meet operational needs; (6) Schedule manipulation, low time-on-position, inappropriate use of sick leave, and high rates of Occupational Workman's Compensation Program (OWCP) at New York TRACON contribute to its high cost per Air Traffic operation; (7) Despite a sharp decrease in traffic counts in the Islip area staffing levels have remained constant; and (8) A culture of insubordination and intimidation exists at the New York TRACON that requires management attention to prevent derogation of safety. KW - Air traffic control KW - Air traffic controllers KW - Airport terminals KW - Aviation safety KW - Evaluation and assessment KW - New York (State) KW - Occupational Workman's Compensation Program KW - Operational errors KW - Overtime costs KW - Personnel management KW - Personnel performance KW - Quality assurance KW - Staffing levels KW - Terminal radar approach control (TRACON) UR - http://www.faa.gov/library/reports/media/N90_Report_2.pdf UR - https://trid.trb.org/view/757120 ER - TY - RPRT AN - 01002877 AU - King, S Janine AU - Cruz, Crystal E AU - Jack, Dan G AU - Thomas, Suzanne AU - Hackworth, Carla A AU - Federal Aviation Administration AU - OMNI Corporation AU - Federal Aviation Administration TI - 2003 Employee Attitude Survey: Analysis of Employee Comments PY - 2005/06 SP - 40p AB - The Federal Aviation Administration (FAA) distributed 48,900 Employee Attitude Surveys to its employees in September 2003; of those, 22,720 completed surveys were returned. About 38% (8,606) of the returned surveys contained typed or hand-written comments. A 33% random sample of commented surveys (2,860 surveys) across FAA lines of business and major organizations was selected for transcription and content coding. Of the total codes assigned, 12,703 (91%) were considered negative in tone, and 1,193 (9%) were positive. Comment categories (i.e., combined topics) and topics were chosen for presentation by rank-ordering codes for positive and negative comment categories/topics. The top 50% of positive comments included four categories/topics: confidence in leadership, satisfaction with job overall, commitment/loyalty to the FAA, and confidence in nonsupervisory employees. The top 50% of negative comments included 20 categories/topics. Of these, the categories/topics representing the highest proportion of negative comments were: confidence in leadership; morale; privatization/future contracting; understaffing; FAA policies, practices, and programs; encouraging hard work; management concern for employees; promotion equity; comments about the survey; and trust. The high number of negative comments included in this report should not compel the reader to conclude that employees were extremely dissatisfied overall. In fact, the quantitative reports of response frequencies to the close-ended items on the survey revealed a variety of areas where most employees were satisfied. For a balanced view of employee feedback, consider the results from the quantitative reports along with employee comments from the survey. KW - Analysis KW - Attitudes KW - Contracting KW - Employees KW - Equity (Justice) KW - Future KW - Job promotion KW - Job satisfaction KW - Leadership KW - Management KW - Morale KW - Policy KW - Privatization KW - Surveys KW - Trust (Psychology) KW - U.S. Federal Aviation Administration UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0513.pdf UR - https://trid.trb.org/view/758963 ER - TY - RPRT AN - 01002276 AU - Johnson, Robert D AU - Lewis, Russell J AU - Hattrup, Rachael A AU - Civil Aerospace Medical Institute AU - University of Central Oklahoma, Edmond AU - Federal Aviation Administration TI - Poppy Seed Consumption or Opiate Use: The Determination of Thebaine and Opiates of Abuse in Postmortem Fluids and Tissues PY - 2005/06//Final Report SP - 14p AB - Opiates are some of the most widely prescribed drugs in America. Some opiate compounds are highly addictive and are often abused. Opiate abuse transcends all social, racial, and economic boundaries. Demonstrating the presence or absence of opiate compounds in postmortem fluids and/or tissues derived from fatal civil aviation accidents can have serious legal consequences and may help determine the cause of impairment and/or death. However, the consumption of poppy seed products can result in a positive opiate drug test. Therefore, the interpretation of positive opiate results must be viewed with caution. The authors have developed a simple method for the simultaneous determination of 8 opiate compounds from one extraction. These compounds are hydrocodone, dihydrocodeine, codeine, oxycodone, hydromorphone, 6-monoacetylmorphine, morphine, and thebaine. The inclusion of thebaine is notable as it is an indicator of poppy seed consumption and may help explain morphine/codeine positives in cases where no opiate use was indicated. This method incorporates a Zymark (Registered trademark) RapidTrace (Trademark) automated solid-phase extraction system, gas chromatography/mass spectrometry, and trimethyl silane (TMS) and oxime-TMS derivatives. The limits of detection ranged from 0.78-12.5 ng/mL. The linear dynamic range for most analytes was 6.25-1600 ng/mL. The extraction efficiencies ranged from 70-103%. The authors applied this method to 8 separate aviation fatalities where opiate compounds had previously been detected. The specimens analyzed for the determination of these 8 opiate compounds were blood, urine, liver, kidney, and skeletal muscle. This method has proven to be simple, robust, and accurate for the simultaneous determination of 8 opiate compounds in postmortem fluids and tissues. KW - Air transportation crashes KW - Crash causes KW - Crash investigation KW - Drug abuse KW - Fatalities KW - Forensic medicine KW - Opiates KW - Postmortem UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0511.pdf UR - https://trid.trb.org/view/758211 ER - TY - ABST AN - 01482310 TI - ACER Decontamination Tasks 2, 3 AB - No summary provided. KW - Aircraft cabins KW - Aircraft operations KW - Cleaning KW - Decontamination UR - https://trid.trb.org/view/1251195 ER - TY - RPRT AN - 01138200 AU - Florida International University, Miami AU - Federal Aviation Administration TI - Design Verification Testing (DVT) for the New Control Cabinet Unit PY - 2005/05 SP - 28p AB - The overall objective of this project was the development of a control cabinet unit (CCU) that would be implemented in the future at U.S. airports by Federal Aviation Administration (FAA). This work included design, analysis, and testing of the control cabinet unit. The new control cabinet was designed by FIU-HCET and DME Corporation, using state-of-the-art components in order to eliminate expensive components and support the new lighting and remote monitoring system (RMS) requirements. These components include a micro controller with associated hardware and software support, solid-state relays for power distribution, miscellaneous components for remote and local control, and vacuum florescent display. During the research and development process, the mechanical design and electrical circuit design and analysis were performed by FIU-HCET and DME Corporation team. After completion of the final mechanical and electrical design phase, DME Corporation developed two prototype control cabinet units. A series of Design Verification Tests (DVT) were conducted on the two prototype units. The DVT included electromagnetic interference testing (EMI), and Surge testing performed at Rubicom Systems Inc. (RSI) in Melbourne, Florida and environmental testing performed at East West Technology (EWT) in Jupiter, Florida and at Florida International University (FIU), in Miami, Florida. The DVT were conducted as per MIL-STD-461E and MIL-STD-810F for Navy and Air Force applications. This report summarizes the results of the design verification testing (DVT) of the CCU. Table 1 presents the summary of the DVT results. KW - Air traffic control KW - Aircraft operations KW - Airport operations KW - Airport runways KW - Electrical systems KW - Environmental impacts KW - Lighting systems KW - Vehicle design UR - https://trid.trb.org/view/898287 ER - TY - RPRT AN - 01001430 AU - Canfield, D V AU - Chaturvedi, A K AU - Dubowski, K AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Interpretation of Carboxyhemoglobin and Cyanide Concentrations in Relation to Aviation Accidents PY - 2005/05//Final Report SP - 8p AB - Carbon monoxide (CO) and hydrogen cyanide (HCN) are combustion products of organic material, but their production depends on material constituents and environmental conditions. Non-nitrogenous organic materials generate CO, whereas nitrogenous organic materials also produce HCN. For fire-involved aviation accidents, it is important to determine if the fire occurred during flight or after the crash and to establish the source(s) of the toxic gases. Therefore, this study was pursued. Bio-specimens from aviation accident fatalities (cases) are submitted to the Civil Aerospace Medical Institute for analyses. In blood, CO is analyzed as carboxyhemoglobin (COHb) and HCN as cyanide (CN-). These analytical data are stored in a database, and this database was searched for the period of 1990-2002 for the presence of COHb and CN- in the submitted cases. Out of 5945 cases, there were 223 (4%) cases wherein COHb was > or = 10%. Of the 223 cases, fire was reported with 201, no fire with 21, and undetermined fire status with 1. CN- concentrations were at or above 0.25 ng/mL in 103 of the 201 fire-related cases. None of the 21 non-fire cases had CN-, but nicotine was detected in 9 of the cases. All non-fire cases with COHb>30% (4 cases) were associated with exhaust leaks. Of the 223 cases, COHb-CN- Fractional Toxic Concentration (FTCs) was lethal only in 31 cases with elevated CN- levels. It is concluded that the presence of COHb and CN- in elevated concentrations in the blood of victims who died on impact would indicate an in-flight fire. In the absence of fire and CN-, the elevated COHb concentrations would suggest an exhaust leak, particularly at COHb>20%. Findings of this study also suggest that, in addition to COHb, CN- contributes to the detrimental effects of fire-associated aviation accident fatalities. KW - Air transportation crashes KW - Aircraft exhaust gases KW - Aviation safety KW - Blood carbon monoxide levels KW - Carbon monoxide KW - Concentration (Chemistry) KW - Cyanides KW - Exhaust leaks KW - Fatalities KW - Fires KW - Gases KW - Hydrogen cyanide KW - In flight fire KW - Toxicology UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0509.pdf UR - https://trid.trb.org/view/757210 ER - TY - RPRT AN - 01001422 AU - Johnson, R D AU - Lewis, R J AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Simultaneous Quantitation of Atenolol, Metoprolol, and Propranolol in Biological Matrices Via LC/MS PY - 2005/05//Final Report SP - 21p AB - Hypertension is a growing medical concern in the United States. With the number of Americans suffering from hypertension increasing, the use of antihypertensives such as beta-blockers is increasing as well. In fact, three beta-blockers - atenolol, metoprolol, and propranolol - were among the 200 most prescribed medications in the United States in 2003. Pilots that successfully manage their hypertension can remain certified to fly. The Federal Aviation Administration currently designates approximately 8% of active pilots as "hypertensive with medication." The Civil Aerospace Medical Institute (CAMI) performs toxicological evaluation on victims of fatal aviation accidents. At CAMI beta-blockers are analyzed using gas chromatography with mass spectrometric detection. The authors have, however, recently developed a liquid chromatography with mass spectrometric detection (LC/MS) method for the simultaneous quantitation of three commonly prescribed beta-blockers - atenolol, metoprolol, and propranolol. One advantage of their LC/MS method is the specificity provided by an ion trap MS. Using an ion trap MS, they were able to conduct MS/MS and MS/MS/MS on each analyte. This method also eliminates the time-consuming and costly derivitization step necessary during GC/MS analysis. Additionally, by utilizing this novel method, any concerns about beta-blocker metabolite and/or sample matrix interference are eliminated. The limits of detection for this method ranged from 0.39 - 0.78 ng/mL, and the linear dynamic range was generally 1.6 - 3200 ng/mL. The extraction efficiencies for each analyte ranged from 58 - 82%. This method was successfully applied to postmortem fluid and tissue specimens obtained from victims of three separate aviation accidents. KW - Air transportation crashes KW - Airline pilots KW - Atenolol KW - Aviation safety KW - Beta-blockers KW - Civil Aerospace Medical Institute KW - Drugs KW - Forensic medicine KW - Hypertension KW - Liquid chromatography KW - Mass spectrometry KW - Medication KW - Metoprolol KW - Propranolol KW - Toxicology KW - United States UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0510.pdf UR - https://trid.trb.org/view/757209 ER - TY - ABST AN - 01478842 TI - Probabilistic Design for Rotor Integrity AB - The objective of this project is to provide substantial guidance and input to the Rotor Integrity Subcommittee (RISC) in support of their continued development of the enhanced life management process for high-energy rotors. Ultimately, to contribute to a reduction in incident rates and relative reduction in the number of accidents per year. KW - Air transportation crashes KW - Aviation safety KW - Integrity KW - Probabilistic design KW - Rotors UR - https://trid.trb.org/view/1247966 ER - TY - RPRT AN - 01010748 AU - Federal Aviation Administration TI - Air Traffic Organization (ATO) Technology Development Performance Metrics Results to Date, April 2005 PY - 2005/04 SP - 72p AB - This is the fifth semi-annual report on Air Traffic Organization (ATO) Technology Development performance metrics. The intent is to describe performance metrics analyses and results performed from November 2004 through April 2005. This edition contains summaries of previous work and presents some new analyses. The new studies include: An updated examination of flight time/distance for Automatic Dependent Surveillance-Broadcast (ADS-B) equipped United Parcel Service, Inc. (UPS) aircraft at Louisville International Airport (SDF); An updated chart of ADS-B use along the East Coast corridor and survey results concerning ADS-B use at Embry-Riddle Aeronautical University (ERAU); A description of the Runway Status Lights (RWSL) test at Dallas-Fort Worth International Airport (DFW); A historical study of the effectiveness of Runway Guard Lighting (RGL) at several airports and survey results for a ne RGL system at North Las Vegas Airport (VGT); and, An updated analysis of departure capacity at Memphis International Airport (MEM) after implementation of surface surveillance data to airline ramp controllers at Federal Express (FedEx). KW - Air traffic control KW - Air Traffic Organization KW - Airport ramps KW - Arrivals and departures KW - Automatic dependent surveillance-broadcast KW - Distance KW - Flight time KW - Metrics (Quantitative assessment) KW - Performance evaluations KW - Ramp bridges KW - Ramps KW - Runway guard lighting KW - Runway status lights KW - Surveys UR - https://trid.trb.org/view/763379 ER - TY - RPRT AN - 01002092 AU - Yeh, Michelle AU - Chandra, Divya C AU - Volpe National Transportation Systems Center AU - Federal Aviation Administration TI - Electronic Flight Bag (EFB): 2005 Industry Review PY - 2005/04//Final Report SP - 41p AB - The Electronic Flight Bag (EFB) market has accelerated rapidly in the past few years. The purpose of this industry review is to provide a primer on who is involved in the industry and what their efforts are. This informal summary of EFB technology provides a picture of the current state of EFB development as of February, 2005. This document is an update to a 2003 EFB industry review. This review provides information about EFB systems, software/content, and hardware that are currently on the market or in active development. This material was gathered through industry contacts, demonstrations, websites, brochures, and trade journal reports. For each product, the manufacturer's website is provided where more recent information can be found. KW - Aviation KW - Computers KW - Development KW - Electronic flight bags KW - Industries KW - Markets KW - Software KW - Technology UR - http://www.volpe.dot.gov/opsad/efb/pdf/efb-industry05.pdf UR - https://trid.trb.org/view/757701 ER - TY - RPRT AN - 01001204 AU - Wang, S M AU - Lewis, R J AU - Canfield, D AU - Lia, T L AU - Liu, R H AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Enantiomeric Analysis of Ephedrines and Norephedrines PY - 2005/04 AB - Concerned with variations in abuse potential and control status among various isomers of ephedrines and norephedrines, this study was conducted to develop an effective method for the simultaneous analysis of eight ephedrine-related compounds along with structurally similar cathinones. Among various approaches studied, a 60m HP-5MS (0.25 mm ID, 0.25 micrometer film thickness) was successfully used to characterize the following compounds that were derivatized with (-)-alpha-methoxy-alpha-trifloromethylphenylacetic acid (MTPA): (+)-cathinone, (-)-cathinone, (+)-norephedrine, (-)-norephedrine, (+)-norpseudoephedrine, (+)-ephedrine, (-)-ephedrine, (-)-pseudoephedrine, (+)-pseudoephedrine. (-)-Cathine standard was not available but should also be resolvable under this analytical procedure. This method was successfully applied to the analysis of selected cold remedies for characterizing the enantiomeric compositions of the compounds present in these samples. KW - Cold medications KW - Drug abuse KW - Enantiomeric analysis KW - Ephedrines KW - Norephedrines UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0508.pdf UR - https://trid.trb.org/view/756812 ER - TY - RPRT AN - 01000548 AU - Knecht, W AU - Harris, H AU - Shappell, S AU - Federal Aviation Administration AU - Federal Aviation Administration TI - The Influence of Visibility, Cloud Ceiling, Financial Incentive, and Personality Factors on General Aviation Pilots' Willingness to Take Off into Marginal Weather, Part I: The Data and Preliminary Conclusions PY - 2005/04//Final Report SP - 44p AB - Adverse weather is the leading cause of fatalities in general aviation (GA). In this research, influences of ground visibility, cloud ceiling height, financial incentive, and personality were tested on 60 GA pilots' willingness to take off into simulated adverse weather. Results suggested that pilots do not see "weather" as a monolithic cognitive construct but, rather, as an interaction between its separate factors. This was supported by the finding that the multiplicative statistical effect of visibility and ceiling could better predict takeoff than could the linear effect of either variable considered separately. Also found was a statistical trend toward financial incentive being able to predict takeoffs. However, non of the 10 personality tests (incorporating over 500 separate response items) could predict takeoff. KW - Adverse weather KW - Cloud ceiling height KW - Clouds KW - Fatalities KW - Finance KW - General aviation pilots KW - Incentives KW - Marginal weather KW - Personality KW - Simulation KW - Takeoff KW - Tests KW - Trend (Statistics) KW - Visibility KW - Weather UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0507.pdf UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0507_1.pdf UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0507_apen.pdf UR - https://trid.trb.org/view/756175 ER - TY - RPRT AN - 01000540 AU - Broach, D AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Review of the Scientific Basis for the Mandatory Separation of an Air Traffic Control Specialist at Age 56 PY - 2005/04//Final Report SP - 33p AB - Under Public Law 92-297, air traffic control specialists (ATCS or controller) are required to retire at age 56. A review of the literature relevant to the mandatory retirement of controllers was conducted. The scope of the review was limited to studies relevant to the specific rationales proferred in support of mandatory separation of controllers at age 56. The review was not a comprehensive examination of the extensive literature on aging, health, stress, shiftwork, cognitive abilities, or job performance, including errors, as related to the air traffic control specialist (ATCS) occupation. The testimony offered in 1971 before the U.S. Congress did not explicitly describe why age 56 was chosen. The argument for mandatory retirement appears to have been that (a) the mid-50s were the ages in which "burnout" was likely to occur among controllers as a result of job stress, (b) age 56 would allow a controller to accumulate 25 years or more of creditable service if hired at the proposed maximum entry age of 31, and (c) age 56 was a young enough age to allow a "burned out" controller to pursue an alternative career, if desired. Studies of self-reported symptoms of stress, biochemical markers or indicators linked to stress, medical disorders, and disability retirements among controllers were cited in testimony as evidence of the need for the early retirement of controllers. Overall, the evidence available in 1971, when carefully reviewed, was not as strong as characterized in testimony. The studies and statistics cited suffered from various defects that, in retrospect, make them less persuasive as the scientific foundation for the "ATCS Age 56 Law." Moreover, research since 1971 does not support the inherent stress rationale articulated in 1971 for the "ATCS at Age 56 Law." However, the available studies also do not offer a "firm foundation" for either supporting or rejecting the mandatory separation of controllers at age 56. Although cross-sectional in design, age and performance studies suggest that performance may decline with age and that variability in performance between controllers is likely to increase with age. Additional research is suggested to assess changes in knowledge, skills, and abilities with age and to determine the impact of those changes on ATCS job performance. KW - Age KW - Air traffic controllers KW - ATCS at Age 56 Law KW - Biochemistry KW - Burnout KW - Diseases and medical conditions KW - Job satisfaction KW - Jobs KW - Mandatory KW - Personnel performance KW - Public Law 92-297 KW - Retirement KW - Reviews KW - Scientific basis KW - Stress (Psychology) UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0506.pdf UR - https://trid.trb.org/view/756265 ER - TY - RPRT AN - 01000270 AU - Xing, Jia AU - Manning, C A AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Complexity and Automation Displays of Air Traffic Control Literature: Review and Analysis PY - 2005/04//Final Report SP - 24p AB - This report reviewed a number of measures of complexity associated with visual displays and analyzed the potential to apply these methods to assess the complexity of air traffic control (ATC) displays. Through the literature review, the authors identified three basic complexity factors: numeric size, variety, and rules. Essentially, all the complexity measures could be described by these factors. Through the analysis of available complexity measures, the authors showed that neither information complexity that focused on the system nor cognitive complexity that aimed at observers could provide a complete description for ATC application. The great variety in complexity measures reflected the fact that the contribution of each of the three factors to overall complexity depended on how information is processed by users. The authors generalized that complexity is the integration of the observer with the three basic factors. Therefore, to develop objective complexity measures for ATC displays, the methods presented in this report need to be integrated with the ATC display specifications. KW - Air traffic control KW - Analysis KW - Cognitive complexity KW - Information complexity KW - Information display systems KW - Literature reviews KW - Visual displays UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0504.pdf UR - https://trid.trb.org/view/751176 ER - TY - RPRT AN - 01000266 AU - Pounds, J AU - Schroeder, D AU - Bailey, L AU - Federal Aviation Administration AU - Federal Aviation Administration TI - The Air Traffic Control Operational Errors Severity Index: An Initial Evaluation PY - 2005/04//Final Report SP - 16p AB - An initial evaluation of the Federal Aviation Administration's (FAA) Air Traffic Control (ATC) Operational Error (OE) Severity Index (SI) was conducted by the Civil Aerospace Medical Institute's (CAMI) Aerospace Human Factors Research Division (AAM-500). The SI is computed from data that, for the most part, can be objectively determined by post hoc investigation of OEs. Up to 100 points are assigned for varying levels of vertical separation, horizontal separation, closure rate, direction of flight paths, and the amount of controller awareness at the time of the OE. Based on the point totals, OEs are classified as: low (D), low moderate (C), high moderate (B), and high severity (A). This review and subsequent analyses focused on three key issues: (1) the distributional characteristics of operational errors, (2) the collision safety margin associated with SI point values, and (3) the objectivity associated with SI classifications of high moderate and high severity OEs. The authors concluded that the SI provides a rational approach for categorizing the severity of ATC OEs. Although questions remained as to the SI cut scores used to categorize OEs, it was recommended that the cut scores should not be changed unless objective measures can be developed to support those changes. KW - Air traffic control KW - Air traffic controllers KW - Air transportation crashes KW - Crash severity KW - Evaluation KW - Human factors KW - Objectivity KW - Operational errors KW - Safety margins KW - U.S. Federal Aviation Administration UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0505.pdf UR - https://trid.trb.org/view/751178 ER - TY - ABST AN - 01482351 TI - Cabin Flow Dynamics Models and Sensor AB - No summary provided. KW - Aircraft cabins KW - Dynamic models KW - Flow KW - Sensors UR - https://trid.trb.org/view/1251237 ER - TY - ABST AN - 01482339 TI - Sensor System Integration AB - No summary provided. KW - Aircraft cabins KW - Environmental impacts KW - Integrated systems KW - Sensors UR - https://trid.trb.org/view/1251225 ER - TY - ABST AN - 01482338 TI - Sensors and Decontamination AB - No summary provided. KW - Aircraft cabins KW - Contaminants KW - Decontamination KW - Sensors UR - https://trid.trb.org/view/1251224 ER - TY - RPRT AN - 01510039 AU - United States Federal Aviation Administration TI - Philadelphia International Airport, Runway 17-35 extension project : environmental impact statement PY - 2005/03//Volumes held: Draft(6v), Dsum, Final(4v),Fsum KW - Environmental impact statements KW - Pennsylvania UR - https://trid.trb.org/view/1294363 ER - TY - RPRT AN - 01024699 AU - Collins, William E AU - Wade, Katherine AU - Federal Aviation Administration AU - Federal Aviation Administration TI - A Milestone of Aeromedical Research Contributions to Civil Aviation Safety: The 1000th Report in the CARI/OAM Series PY - 2005/03//Final Report SP - 109p AB - A historical, largely photographic retrospective is presented in recognition of the 1000th published report emanating from the FAA aeromedical research center officially established as the Civil Aeromedical Research Institute (CARI) in August 1960. The publications include 57 CARI reports (1961-1963), 1 CARI technical publication (1963), and 942 reports (1964-present) under the aegis of the (now) Office of Aerospace Medicine (OAM). The retrospective includes a historical section on the early development of civil aeromedical research. Additional, theme-related sections provide an indication of some of the varied research contributions and safety achievements of the Institute and cite some of the many individuals who contributed to the Institute's accomplishments. KW - Air transportation crashes KW - Aviation safety KW - Biomedical research KW - Civil Aerospace Medical Institute KW - Civil aviation KW - Crash injuries KW - Crash injury research KW - History KW - Office of Aerospace Medicine KW - Photographs KW - Prevention UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/1000_composite.pdf UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/1000_Part1.pdf UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/1000_Part2.pdf UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/1000_Part3.pdf UR - https://trid.trb.org/view/781628 ER - TY - RPRT AN - 01001167 AU - Cyrus, H M AU - Hughes Technical Center AU - Federal Aviation Administration TI - Light Emitting Diode Taxiway Edge Lights Emissions Evaluation PY - 2005/03 SP - 44p AB - This study was conducted to evaluate taxiway edge fixtures using light emitting diode (LED) technology to determine (1) if electrical emissions levels from these fixtures are sufficient to cause interference to airfield circuits and warrant further investigation and (2) if there is a need to change the certification requirements for these electrical emissions. Five LED fixtures from different manufacturers were tested. The airfield lighting test bed located at the WilliamJ. Hughes Technical Center was used to test the emissions of the fixtures. Electrical emissions occur in two forms, harmonic and nonharmonic. Multiple electronic devices on a circuit, all emitting similar harmonics, can be additive and disruptive to the power distribution network. Harmonic emissions can cause voltage variations and overheating of the airfield circuit wiring. Nonharmonic emissions are a result of the circuitry in the power supply, which causes frequencies that are multiples of the power supply switching frequency. This can cause interference on the electrical circuit. The current certification requirements contain procedures to test for emissions, with the lowest frequency being 150 Hz. The data from this study showed that 4 out of 5 fixtures had significant emissions that could possibly cause interference. These emissions were at a frequency as low as 12 kHz, which is much lower than the current certification requirements of 150 Hz. and warrants a change in the certification requirements. KW - Aviation safety KW - Certification KW - Frequency distributions KW - Harmonics KW - Light emitting diodes KW - Taxiways UR - http://www.airtech.tc.faa.gov/Safety/Downloads/TN05-10.pdf UR - https://trid.trb.org/view/756877 ER - TY - RPRT AN - 01000277 AU - Corbett, Cynthia L AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Caring for Precious Cargo, Part II: Behavioral Techniques for Emergency Aircraft Evacuations With Infants Through the Type III Overwing Exit PY - 2005/03//Final Report SP - 24p AB - Infant enplanements are estimated to be approximately 1% of all passenger enplanements. Yet recommended procedures for such precious cargo in emergencies are few. Previous research shows that passenger knowledge is a key factor in determining passenger responses in accidents, underscoring the need for detailed evacuation information and instructions for parents with infants/small children. The present study was conducted to identify a set of procedures to recommend to passengers with infants evacuating an airplane in an emergency, and consisted of evacuations using a Type III overwing exit, reported here, and a Type I floor-level exit with inflatable escape slide (see DOT/FAA/AM-1/18). The information obtained is intended for use in developing passenger education materials and pre-evacuation briefings. Simulated emergency evacuations were conducted from the Civil Aerospace Medical Institute (CAMI) Aircraft Cabin Evacuation Facility. Six groups of 32 adults evacuated 5 times. Eight evacuees in each group carried dummies representative of infants 2 to 24 months old. On the first and last trials, no instructions were given as to how the dummies should be carried. On the intervening trials, infant carriers were instructed to carry the dummy horizontally or vertically, or to pass the dummy to another participant who had already exited. Theatrical smoke was introduced on the final trial. MANOVA revealed main effects of carrying maneuver and dummy size on speed of egress. Carrying the infant dummy, horizontally or vertically, gave faster egress than passing the infant through the exit, especially with the smaller dummies. Overall, carriers rated carrying the dummy vertically as easiest, except for the 24-month dummy, which was considered to be slightly easier to pass to another person. For comfort and safety, infant carriers preferred the vertical orientation. On the first trial, egress through the Type III exit was significantly slower than egress through the Type I exit. In contrast, the egress times were essentially the same through both exit types on the final trial. Results confirm that passing an infant to another participant produces slower egress than carrying the infant. Results also suggest that the appropriate carrying orientation depends on the size of the infant. Infant carrier performance on the final trial demonstrates the beneficial effects of education and "hands on" experience in airplane evacuations. KW - Air transportation crashes KW - Aircraft KW - Airplanes KW - Aviation safety KW - Behavioral techniques KW - Children KW - Dummies KW - Emergency evacuations KW - Human subject testing KW - Infants KW - Knowledge KW - Overwing exits KW - Passengers KW - Procedures KW - Safety education KW - Simulation KW - Size KW - Speed of egress (Aircraft evacuation) UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0502.pdf UR - https://trid.trb.org/view/751182 ER - TY - RPRT AN - 01075340 AU - Federal Aviation Administration TI - New Bedford Regional Airport improvements project : environmental impact statement PY - 2005/02//Volumes held: Draft(4v), Dsum KW - Environmental impact statements KW - Massachusetts UR - https://trid.trb.org/view/834734 ER - TY - RPRT AN - 01002220 AU - Lundin, S J AU - Frankenberger, C E AU - Mueller, R B AU - Naval Air Warfare Center AU - Federal Aviation Administration TI - Uncontested Engine Debris Fire Mitigation Test: Fuselage-Mounted Engines PY - 2005/02 SP - 274p AB - Uncontained engine failures can liberate fragments that can penetrate the fuselage. In a few cases, fragments severed pressurized fuel lines in aft engine airplane configurations. The Federal Aviation Administration sponsored this effort, to test commercially available technologies that could improve aircraft safety. These tests investigated the viability of suppressing aircraft fires induced by uncontained engine failures, specifically in fuselage mounted engine configurations. Six contractors participated in the tests, providing detectors and suppressors for evaluation. A total of 55 tests were conducted with suppression and 5 detection technologies. Some tests were conducted in airflow and some with actual blade fragment impacts. This report documents the results of the results of tests conducted during July and August 2002 at the Naval Air Warfare Center, China Lake, California. KW - Air transportation crashes KW - Debris removal KW - Detectors KW - Engine failure KW - Fire fighting KW - Fire suppression systems KW - Fuselages KW - Suppressors UR - https://trid.trb.org/view/757553 ER - TY - ABST AN - 01552959 TI - Synthesis of Information Related to Airport Problems AB - Airport administrators, engineers, and researchers often face problems for which information already exists, either in documented form or as undocumented experience and practice. This information may be fragmented, scattered, and unevaluated. As a consequence, full knowledge of what has been learned about a problem may not be brought to bear on its solution. Costly research findings may go unused, valuable experience may be overlooked, and due consideration may not be given to recommended practices for solving or alleviating the problem. There is information on nearly every subject of concern to the airport industry. Much of it derives from research or from the work of practitioners faced with problems in their day-to-day work. To provide a systematic means for assembling and evaluating such useful information and to make it available to the entire airport community, an Airport Cooperative Research Program (ACRP) synthesis program has been established similar to those currently in existence in both the National Cooperative Highway Research Program (NCHRP) and the Transit Cooperative Research Program (TCRP). These programs search out and synthesize useful knowledge from all available sources and prepares concise, documented reports on specific topics. Reports from this endeavor will constitute an ACRP Synthesis of Airport Practice series. The objective of this project is to provide a synthesis program for the ACRP. A synthesis is a relatively short document (40-60 pages) that summarizes existing practice in a specific topic area based typically on a literature search and a survey of relevant organizations (e.g., airports). Synthesis reports are most valuable when they are focused on issues or problems common to many organizations. The primary users of the reports are the practitioners who work on those issues or problems using diverse approaches in their individual settings. Note that syntheses merely summarize existing practice. They do not undertake new research, nor do they contain policy recommendations. KW - Access control (Transportation) KW - Airports KW - Finance KW - Forecasting KW - Ground transportation KW - Research projects KW - Revenues KW - Safety and security KW - Traffic counting UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=128 UR - https://trid.trb.org/view/1342937 ER - TY - RPRT AN - 01566453 AU - Gallagher, Donald W AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Evaluation of Light Emitting Diode Linear Source Devices PY - 2005/01//Final Report SP - 35p AB - With rapid advances in the light emitting diode (LED) design and production arena realized in the latter half of the 1990s, increases in intensity and reduction in cost made the use of LED source devices practical for airport use. In particular, airport engineers and designers realized that the LED, when configured in a linear array, might well serve to enhance and embolden the conventional paint markings on the airport movement area. This report describes the evaluation that was conducted to determine the effectiveness and applicability of the LED configured in a linear array to enhance paint markings on the airport surface, and to develop specifications and certification procedures for these sources. The evaluation was conducted over a 5-year period at the Federal Aviation Administration William J. Hughes Technical Center, and elsewhere, by subjective visual inspections and pilot opinion of various configurations, sizes, and colors. During this time, two different products were evaluated—a flexible strip of encapsulated LEDs and a rigid strip of encapsulated LEDs. The results of the investigation showed that both the flexible and rigid linear LED strips enhanced the visibility of the paint markings as indicated by the increased acquisition distances. However, the installation and robustness of these sources needs more attention from the vendors to enable the use of this product on airports. The specifications and certification criteria for LED linear strips were developed and are included in appendix A. KW - Airport runways KW - Aviation safety KW - Certification KW - Field studies KW - Light emitting diodes KW - Road markings KW - Specifications KW - Taxiways KW - Visibility UR - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=8abc06f6-032f-403d-8d8f-6ab2328bb860&f=05-2.pdf UR - http://www.airporttech.tc.faa.gov/Download/Airport-Safety-Papers-Publications-Detail/dt/Detail/ItemID/93/Evaluation-of-Light-Emitting-Diode-Linear-Source-Devices UR - https://trid.trb.org/view/1355550 ER - TY - RPRT AN - 01507278 AU - United States Federal Aviation Administration TI - O'Hare modernization : environmental impact statement PY - 2005/01//Volumes held: Draft(6v), Final(10v),Fsum KW - Environmental impact statements KW - Illinois UR - https://trid.trb.org/view/1291602 ER - TY - RPRT AN - 01118691 AU - Federal Aviation Administration TI - Aviation & Emissions: A Primer PY - 2005/01 SP - 25p AB - Aviation plays a key role in the economic prosperity and lifestyle Americans enjoy. Our economy benefits greatly from the ability to move people and products all over the globe - quickly and safely. Aviation contributes to our quality of life - allowing us to visit friends and relatives, to travel, to experience new places, to shrink the borders of the world. Air transport links our world and is a key tenet of continued economic development and security for the U.S. However, aviation also has environmental impacts – primarily noise and atmospheric emissions. While aircraft noise issues are better known, less focus has been placed on emissions. This paper provides a brief overview of important issues regarding aviation emissions. Aircraft produce the same types of emissions as an automobile. Aircraft jet engines, like many other vehicle engines, produce carbon dioxide (CO2), water vapor (H2O), nitrogen oxides (NOx), carbon monoxide (CO), oxides of sulfur (SOx), unburned or partially combusted hydrocarbons (also known as volatile organic compounds (VOCs)), particulates, and other trace compounds. A small subset of the VOCs and particulates are considered hazardous air pollutants (HAPs). Aircraft are not the only source of aviation emissions. Airport access and ground support vehicles produce similar emissions. KW - Air pollution KW - Aircraft exhaust gases KW - Airport ground transportation KW - Aviation KW - Environmental impacts KW - Exhaust gases UR - http://www.faa.gov/regulations_policies/policy_guidance/envir_policy/media/aeprimer.pdf UR - https://trid.trb.org/view/878286 ER - TY - RPRT AN - 01074079 AU - Federal Aviation Administration TI - Los Angeles International Airport, proposed master plan improvements : environmental impact statement PY - 2005/01//Volumes held: D(3v),DappA-K(4v), Dsup(2v), Dsup.appA-H; F(2 pts.)(pt.2 on two disks), Fadd, Fapp; Technical reports 1-2b (B1); Technical report 3a (B2); Technical reports 3b-3c (B3); Technical reports 4-5 (B4); Technical reports 6-7 (B5); Technical report KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/833473 ER - TY - RPRT AN - 01000279 AU - Wade, Katherine AU - Wayda, Michael E AU - Collins, William E AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Index to FAA Office of Aerospace Medicine Reports: 1961 Through 2004 PY - 2005/01//Final Report SP - 84p AB - An index to Federal Aviation Administration (FAA) Office of Aerospace Medicine Reports (1964-2004) 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 2004: chronologically, alphabetically by author, and alphabetically by subject. A foreword describes the index's sections and explains how to obtain copies of published Office of Aerospace Medicine technical reports. A historical vignette describes the earliest efforts to establish new medical leadership at Washington headquarters and the Civil Aeromedical Research Institute. KW - Aviation medicine KW - History KW - Indexes (Information management) KW - Research reports KW - U.S. Federal Aviation Administration KW - Washington (District of Columbia) UR - https://trid.trb.org/view/751171 ER - TY - RPRT AN - 01173215 AU - Federal Aviation Administration TI - National Aviation Research Plan, 2005 PY - 2005 SP - 160p AB - The 2005 National Aviation Research Plan (NARP) builds on previous versions of the plan but shows a much closer linkage between the agency's research and development activities and the goals and objectives of both the FAA Flight Plan 2005-2009 and the Next Generation Air Transportation System Integrated Plan, being developed by the Joint Planning and Development Office. FAA R&D includes both applied research and development as defined by Office of Management and Budget Circular A-11. 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/927779 ER - TY - RPRT AN - 01150581 AU - Federal Aviation Administration TI - Airport Improvement Program: Report to Congress, 22nd Annual Report of Accomplishments, Fiscal Year 2005 PY - 2005 SP - 218p AB - The 22nd Annual Report of Accomplishments: Airport Improvement Program (AIP) Fiscal Year (FY) 2005 is submitted to Congress in accordance with Section 47131 of Title 49 of the United States Code (U.S.C.). This report covers activities for the fiscal year ending September 30, 2005, and provides a detailed statement of airport development funded by AIP grants, a detailed listing of appropriated funds allocation, and an itemized statement of expenditures and receipts. In addition, this report contains comprehensive information on the Airport Land Use Compliance Program and the Passenger Facility Charge (PFC) Program. KW - Airport Improvement Program KW - Airport operations KW - Airports KW - Economic development KW - Expenditures KW - Financial analysis KW - Resource allocation KW - Tax receipts UR - https://trid.trb.org/view/912715 ER - TY - RPRT AN - 01075560 AU - Federal Aviation Administration TI - Horizontal launch and reentry of reentry vehicles : environmental impact statement PY - 2005///Volumes held: Final KW - Environmental impact statements UR - https://trid.trb.org/view/834954 ER - TY - RPRT AN - 01001185 AU - Federal Aviation Administration TI - Plan for the Future: The Federal Aviation Administration's 10-Year Strategy for the Air Traffic Control Workforce, 2005-2014 PY - 2004/12 SP - 102p AB - Operating the national airspace system involves a myriad of complexities from radar to regulations, from technology to takeoffs. The Federal Aviation Administration's (FAA) air traffic control workforce is a key element that makes the system go. Over the next 10 years, 73% of the agency's nearly 15,000 controllers will become eligible to retire.Total losses over the next 10 years are expected to be over 11,000. This report is a blueprint that contemplates both retirements and appropriate staffing levels. Congress enacted Vision 100, the agency's four year reauthorization, in 2003. Vision 100 required that a plan to ensure adequate staffing for air traffic control be completed by December 2004. This plan outlines the agency's plan to hire, staff, and train controllers as well as details efficiencies from cost savings to productivity improvements that will enable the agency to reduce staffing requirements by 10% from existing requirements despite expected traffic growth. The plan is going to be updated on an annual basis, and adjustments are going to be made accordingly. KW - Air traffic control KW - Hiring policies KW - National Airspace System KW - Productivity KW - Retirement KW - Strategic planning KW - Traffic volume KW - Training KW - Workforce development UR - https://trid.trb.org/view/756904 ER - TY - RPRT AN - 00989537 AU - Garg, N AU - Guo, E AU - McQueen, R AU - Galaxy Scientific Corporation AU - Federal Aviation Administration TI - OPERATIONAL LIFE OF AIRPORT PAVEMENTS PY - 2004/12 SP - 117 p. AB - The objective of the study was to determine whether the Federal Aviation Administration (FAA) standards used to determine the appropriate thickness for hot mix asphalt and concrete airfield pavements are in accordance with the FAA standard for a 20-year life requirement. FAA airport pavement design standards, and related references, including some unpublished FAA technical reports and full-scale test results, were reviewed. The effects of many parameters, directly used in the failure model and indirectly used through the pavement response model, on the pavement structural life were analyzed. A sensitive analysis of parameters on pavement structural life was used to quantitatively evaluate the effects of the most important parameters in different airport pavement design procedures. Some full-scale test results were used to support the findings in the analysis. Based on the definition adopted in this report, the airport pavements designed following AC 150/5320-6D have sufficient thickness to provide a 20-year structural life. KW - Airport operations KW - Hot mix asphalt KW - Pavements KW - Standards KW - Thickness UR - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=71774832-2508-43cb-b09b-8327adf9f6fe&f=Operational_Life.pdf UR - https://trid.trb.org/view/755147 ER - TY - RPRT AN - 00988200 AU - Patterson, J W AU - Federal Aviation Administration TI - EVALUATION OF IN-PAVEMENT RUNWAY GUARD LIGHTS PY - 2004/12 SP - 20 p. AB - In-pavement Runway Guard Lights are a series of alternate flashing yellow, unidirectional in-pavement lighting fixtures equally spaced along a runway holding position markings that are only visible to aircraft approaching the hold position from the taxiway side of the fixture. In some instances, however, problems have been encountered where pilots have reported that lights visible from the opposite side of the fixtures, i.e, to aircraft exiting the runway. This situation produced false information to the pilots that resulted in operational problems. The purpose of this effort was to determine the extent, cause, and solution for specific operational problems resulting from these runway guard lights installed at hold lines at the Chicago O'Hare International Airport. KW - Airport operations KW - Airport runways KW - LaGuardia Airport KW - Lighting systems UR - http://www.tc.faa.gov/its/worldpac/techrpt/artn04-49.pdf UR - https://trid.trb.org/view/753794 ER - TY - RPRT AN - 00986791 AU - Williams, K W AU - Ball, J D AU - Federal Aviation Administration TI - USABILITY AND EFFECTIVENESS OF ADVANCED GENERAL AVIATION COCKPIT DISPLAYS FOR VISUAL FLIGHT PROCEDURES PY - 2004/12 SP - 21 p. AB - Twenty-four pilots participated in a study examining the usability and effectiveness of a set of advanced general aviation cockpit displays under visual flight procedures. Use of the displays for navigation and the ability to identify landmarks were measured using both objective and subjective formats. In addition, the effct of the displays on the ability to locate traffic out-the-window was measured both objectively and subjectively. Differences were found in the ability to navigate, to locate landmarks, and in the identification of traffic, when using the advanced displays. However, use of the displays decreased the amount of time that pilots spend looking outside of the aircraft. Implications of the findings are discussed. KW - Airline pilots KW - Cockpit resource management KW - Cockpits KW - Human factors KW - Navigation KW - Visual flight UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0420.pdf UR - https://trid.trb.org/view/748207 ER - TY - RPRT AN - 00986789 AU - Hackworth, C A AU - Cruz, C E AU - Goldman, S AU - Jack, D G AU - King, S J AU - Twohig, P AU - Federal Aviation Administration TI - EMPLOYEE ATTITUDES WITHIN THE FEDERAL AVIATION ADMINISTRATION PY - 2004/12 SP - 24 p. AB - Prompted by Congressional direction, the Federal Aviation Administration (FAA) instituted a means of assessing employee attitudes following the 1981 air traffic controller's strike. As a result, the FAA first administered the Employee Attitude Survey (EAS) to its employees in 1984. The survey has been administered 9 times since its inception, most recently, in 2003. Approximately 48,900 surveys were mailed to all FAA employees. The 2003 EAS contained 129 items organized into three major sections: indicators of satisfaction, management and work environment, and respondent demographics. In addition, the survey invited respondents to provide comments. 22,720 valid surveys were returned (46%). 79% of respondents indicated that they were somewhat or very satisfied with their jobs. Most FAA employees (81%) were committed to the FAA, largely satisfied with their compensation (65%), and satisfied with their immediate supervisors (61%). However, only 38% of respondents were satisfied with the recognition they received for doing a good job. KW - Employees KW - Personnel motivation KW - Surveys UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0422.pdf UR - https://trid.trb.org/view/748205 ER - TY - RPRT AN - 00986790 AU - Dollar, C S AU - Schroeder, D J AU - Federal Aviation Administration TI - A LONGITUDINAL STUDY OF MEYERS-BRIGGS PERSONALITY TYPES IN AIR TRAFFIC CONTROLLERS PY - 2004/12 SP - 14 p. AB - Over the past decade, there has been increased interest in determining the role of personality factors in attracting and retaining individuals in various occupations. This study was designed to look at the role of personality types as defined by the Myers-Briggs Type Indicator (MBTI). This study investigated the relationship between MBTI types and initial success in their Air Traffic Control Academy screening program, subsequent field training outcomes, and transition to supervisory or management position about 20 years later. 59% of the entrants successfully completed the Academy training. Of those graduates, 83% became certified Professional Controllers and 17% eventually became supervisors/managers. A higher percentage of entrants fell within the sensing-thinking-judging combinations when compared with normative MBTI data. Consistent with data from other personality measures, the MBTI results suggest that those attracted to the ATCS profession differ from the normal population on several dimensions. KW - Air traffic controllers KW - Human factors KW - Personality KW - Personnel development KW - Training UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0421.pdf UR - https://trid.trb.org/view/748206 ER - TY - RPRT AN - 00986788 AU - Hackworth, C A AU - Cruz, C E AU - Jack, D C AU - Goldman, S AU - King, S J AU - Federal Aviation Administration TI - EMPLOYEE ATTITUDES WITHIN THE AIR TRAFFIC ORGANIZATION PY - 2004/12 SP - 18 p. AB - In 2003, the Federal Aviation Administration established an air traffic performance based organization called Air Traffic Organization (ATO). The purpose of this paper is to combine data from previous organizations from the 2003 Employee Attitude Survey (EAS) into the appropriate post ATO service units to establish a baseline for comparison with future EAS results. Of the 48,900 surveys that were mailed to FAA employees in 2003, 22,2720 (46%) were considered valid returns. Of these, 15,233 fit into the new ATO structure. Items from the survey that corresponded to the ATO management team core values of integrity and honesty, accountability and responsibility, commitment to excellence, commitment to people, and fiscal responsibility were summarized for each service unit within ATO. KW - Air traffic KW - Aviation KW - Employees KW - Personnel KW - Surveys UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0423.pdf UR - https://trid.trb.org/view/748204 ER - TY - RPRT AN - 00986785 AU - Williams, K W AU - Federal Aviation Administration TI - A SUMMARY OF UNMANNED AIRCRAFT ACCIDENT/INCIDENT DATA: HUMAN FACTORS IMPLICATION PY - 2004/12 SP - 17 p. AB - A review and analysis of unmanned aircraft (UA) accident data was conducted to identify important human factors issues related to their use. UA accident data were collected from the U.S. Army, Navy, and Air Force. Classification of the accident data was a two step process. In the first step, accidents were classified into the categories of human factors, maintenance, aircraft, and unknown. Accidents could be classified into more than one category. In the second step, those accidents classified as human factors related were classified according to specific human factors issues of alerts/alarms, display design, procedural error, skill based error, or other. Classification was based on the stated causal factors on the reports, the opinion of safety center personnel, and personal judgment of the author. The percentage of the involvement of human factors issues varied across aircraft from 21% to 68%. For most of the aircraft, electronic failure was more of a causal factor than human error. One critical finding from the analysis of the data is that each of the fielded systems is very different, leading to different kinds of accidents and different human factors issues. A second finding is that many of the accidents that have occurred could have been anticipated through an analysis of the user interfaces employed and procedures implemented for their use. The paper summarizes the various human factors issues related to the accidents. KW - Aviation safety KW - Crashes KW - Drone aircraft KW - Human factors KW - Human factors in crashes KW - Incident management UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0424.pdf UR - http://ntl.bts.gov/lib/34000/34000/34062/0424.pdf UR - https://trid.trb.org/view/748201 ER - TY - RPRT AN - 00983509 AU - Federal Aviation Administration AU - Department of Transportation TI - TERMINAL MODERNIZATION: FAA NEEDS TO ADDRESS ITS SMALL, MEDIUM, AND LARGE SITES BASED ON COST, TIME, AND CAPABILITY PY - 2004/11/23 SP - 37 p. AB - This report presents the results of the U.S. Department of Transportation Office of Inspector General's (OIG's) review of the Federal Aviation Administration's (FAA) Standard Terminal Automation Replacement System (STARS) program. Since 1996, STARS has been the centerpiece of FAA's Terminal Modernization Program to replace 1970s-era computer systems and aging controller displays. STARS provides radar and flight data to air traffic controllers at FAA's terminal air traffic control sites. Air traffic passes through three distinct control environments. At the airport, the Tower has control. After take-off, control shifts to the Terminal Radar Approach Control (TRACON). Finally, en route centers control aircraft at higher altitudes between airports. STARS was designed to provide data to TRACON sites and their associated towers. OIG began this review in response to fiscal year (FY) 2004 congressional direction to FAA and OIG's office. Specifically, the Congress directed FAA to provide life-cycle cost estimates for the complete STARS program to the Appropriations Committees and directed OIG to review and validate FAA's STARS life-cycle cost estimates. Although the Congress directed FAA to rebaseline the STARS program, the Agency has changed its approach and is not yet in position to rebaseline the STARS program. Until FAA rebaselines STARS, OIG cannot credibly validate the cost estimates as directed. This report provides information on the status of FAA's terminal modernization effort. OIG's objectives were to identify FAA's strategy to meet the needs of its small, medium, and large terminal sites and consider the alternatives available to FAA to meet those needs. Results of the review indicate that, faced with additional cost growth in the STARS program, FAA is rethinking its terminal modernization approach-a long overdue step that should have been taken several years ago. KW - Air traffic KW - Air traffic control KW - Air traffic controllers KW - Airport terminals KW - Computers KW - Cost estimating KW - Costs KW - Life cycle costing KW - Modernization KW - Standard Terminal Automation Replacement System KW - Terminal radar approach control (TRACON) KW - Time KW - U.S. Federal Aviation Administration KW - United States UR - http://www.oig.dot.gov/show_pdf.php?id=1446 UR - https://trid.trb.org/view/745485 ER - TY - RPRT AN - 01115463 AU - Federal Aviation Administration TI - The Airport System Planning Process PY - 2004/11/10/Advisory Circular SP - 83p AB - This advisory circular has the following applications in the system planning process: a. Provides national guidance intended to improve the understanding and effectiveness of the state and metropolitan airport system planning process. b. Defines a systematic approach to planning the nation’s airport system, and identifies the organization and elements of the airport system planning process, in accordance with the eligibility criteria for the Airport Improvement Program (AIP). c. Enables state aviation agencies, metropolitan and regional planning agencies, airports, consultants, and the Federal Aviation Administration (FAA), to flexibly define and develop products throughout the planning process, regardless of the variation in aviation programs. d. Updates previous guidance in response to changes in aviation technology and market characteristics and incorporates advances in strategic planning, alternatives analysis, and information systems into the airport system planning process. KW - Airports KW - Metropolitan areas KW - Planning KW - States UR - http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/documentid/22412 UR - https://trid.trb.org/view/873690 ER - TY - CONF AN - 01001556 AU - Miller, Thomas P AU - Federal Coordinator, Meteorological Services & Support Research TI - Explosive Volcanic Eruptions Across the Heavily Traveled North Pacific Air Routes: Frequency, Duration, and Impact on Aviation PY - 2004/11 SP - 1p AB - The "Pacific Rim of Fire" is made up of about 100 historically active volcanoes that rim the North Pacific along the Kurile Islands, Aleutian Islands, Alaska Peninsula and Kamchatka Peninsula. These volcanoes average 3 - 5 eruptions a year, according to an analysis of the past 200 years. A critical minority of these volcanic eruptions last for months or even a few years, though the majority of them last only a few days and produce a limited amount of volcanic ash emission at low altitudes. The eruption of the Redoubt volcano near Anchorage, Alaska lasted for 4 months and its 20 explosive events carried volcanic ash to more than 30,000 feet. Prevailing winds typically carry volcanic ash across the Russian Far East and North Pacific air routes. These air routes can have as much as 240 passenger and cargo flights in one day. In the past 20 years airborne ash encounters between commercial aircraft and volcanic ash have been responsible for frequently disrupted air traffic and an estimated $100 million damage to aircraft. In addition, these encounters have sometimes required the airports to close. Due to this impact on aviation, a color code has been established to quickly alert the aviation community to volcanic ash hazards and increased satellite monitoring. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Air cargo KW - Air routes KW - Air traffic KW - Aircraft damage KW - Aircraft encounters KW - Airports KW - Alaska KW - Aleutian Islands KW - Altitude KW - Anchorage (Alaska) KW - Aviation safety KW - Civil aviation KW - Costs KW - Frequency (Electromagnetism) KW - Hazards KW - Impacts KW - Kamchatkan Peninsula KW - Kuril Islands KW - Monitoring KW - North Pacific Region KW - Pacific Area KW - Passenger transportation KW - Redoubt volcano KW - Russian Far East KW - Satellite imagery KW - Time duration KW - Volcanic ash KW - Volcanic eruptions KW - Volcanoes KW - Wind UR - https://trid.trb.org/view/757369 ER - TY - CONF AN - 01001555 AU - Dunbar, Paula AU - Swanson, Grace AU - Federal Coordinator, Meteorological Services & Support Research TI - Web Access to the Digital Archive of VAA Messages and VAFTAD Model Output PY - 2004/11 SP - 1p AB - The National Oceanic and Atmospheric Administration (NOAA) tracks volcanic eruptions of ash around the world and monitors satellite imagery for ash clouds. After a volcano erupts, NOAA delivers a volcanic ash advisory message, and a forecast of the location of volcanic ash in the atmosphere. It uses VAFTAD, a volcanic ash forecasting model. Twenty years of substantiating information issued by NOAA's Volcanic Ash Advisory Centers, VAA messages and VAFTAD model output have been archived by the National Geophysical Data Center (NGDC). The substantiating information includes volcanic observatory reports, satellite imagery, pilot reports, surface weather observations, and news media reports. Over the next year, these data will be put into a geospatial relational database management system and users will have access to it on the Web. Links to the CLASS Geostationary Operational Environmental Satellite (GOES) active archive will also be included in the database. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Atmosphere KW - Aviation safety KW - Clouds KW - Digital displays KW - Forecasting KW - Geospatial data KW - Geostationary operational environmental satellite KW - Information services KW - Location KW - Monitoring KW - National Geophysical Data Center KW - Relational databases KW - Satellite imagery KW - U.S. National Oceanic and Atmospheric Administration KW - Volcanic ash KW - Volcanic Ash Advisory Centres KW - Volcanic eruptions KW - Volcanoes KW - Websites (Information retrieval) UR - https://trid.trb.org/view/757324 ER - TY - CONF AN - 01001554 AU - Onodera, Saburo AU - Federal Coordinator, Meteorological Services & Support Research TI - Prevention of Volcanic Ash Encounters in the Proximity Area between Active Volcanoes and Heavy Air Traffic Routes PY - 2004/11 SP - 5p AB - This paper presents and describes issues related to prevention of aircraft encounters with volcanic ash in the proximity area between heavy air traffic routes and active volcanoes. In order to illustrate these issues the paper reviews a case study of the Miyakejima volcano eruption in Japan on August 18, 2000. It also reviews, as part of the case study, a volcanic eruption of the Izu-Oshima volcano that occurred in 1986. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Active volcanoes KW - Air routes KW - Air traffic KW - Aircraft encounters KW - Aviation safety KW - Case studies KW - Heavy traffic KW - Izu-Oshima volcano KW - Japan KW - Miyakejima volcano KW - Prevention KW - Proximity KW - Volcanic ash KW - Volcanic eruptions UR - https://trid.trb.org/view/757345 ER - TY - CONF AN - 01001553 AU - Watkin, Sarah AU - Karlsdottir, Sigrun AU - Gait, Nigel AU - Ryall, Derrick AU - Watkin, Helen AU - Federal Coordinator, Meteorological Services & Support Research TI - Volcanic Ash Monitoring and Forecasting at the London VAAC PY - 2004/11 SP - 5p AB - A volcanic eruption occurs about once every four or five years in Iceland. The London Volcanic Ash Advisory Centre (VAAC) monitors, and forecasts, the volcanic ash movement over Iceland, the United Kingdom, and the north-eastern part of the North Atlantic Ocean. This covers some of the busiest airways in the world, even though it is a relatively small area. Strong winds often spread ash downward from a volcano, so a volcanic eruption on Iceland can quickly impact a large area of airspace. During the eruption of a volcano on Iceland, the London VAAC interacts closely with forecasters at the Icelandic Meteorological Office. The London VAAC has complete access to the latest observations as they emerge. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Atlantic Ocean KW - Aviation safety KW - Forecasting KW - Iceland KW - Icelandic Meteorological Office KW - London Volcanic Ash Advisory Centre KW - Monitoring KW - United Kingdom KW - Volcanic ash KW - Volcanic eruptions KW - Volcanoes KW - Wind UR - https://trid.trb.org/view/757323 ER - TY - CONF AN - 01001552 AU - Lechner, Peter AU - Federal Coordinator, Meteorological Services & Support Research TI - The New Zealand Volcanic Ash Advisory System PY - 2004/11 SP - 5p AB - This paper discusses the relationships between the agencies that participate in the New Zealand Volcanic Ash Advisory System and illustrates their obligations to provide enhanced information about volcanic ash to civil aviation. The participating agencies include the Airways Corporation of New Zealand and the Meteorological Service of New Zealand. Aircraft operators participate as well. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Air pilots KW - Airways Corporation of New Zealand KW - Aviation safety KW - Civil aviation KW - Information services KW - Interagency relations KW - Meteorological Service of New Zealand KW - New Zealand KW - New Zealand Volcanic Ash Advisory System KW - Volcanic ash KW - Volcanic eruptions UR - https://trid.trb.org/view/757344 ER - TY - CONF AN - 01001551 AU - Guffanti, Marianne AU - Mayberry, Gari C AU - Wunderman, Richard AU - Casadevall, Thomas J AU - Federal Coordinator, Meteorological Services & Support Research TI - Effects of Volcanic Activity on Airports PY - 2004/11 SP - 4p AB - Volcanic eruptions can disrupt airport operations and negatively impact local and worldwide commerce and life. Volcanic eruptions and airborne volcanic ash also pose hazards to aircraft in flight. About 500 airports around the world are located within 10 km of volcanoes that have erupted since 1900 AD. The main hazard of erupting volcanoes to airports is ashfall, which can cause structural damage, loss of visibility, slippery runways, and contamination of parked aircraft and ground systems. Sometimes airports have also been damaged by lava flows and pyroclastic flows. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Airborne KW - Aircraft KW - Aircraft damage KW - Aircraft structural components KW - Airport ground transportation KW - Airport runways KW - Airports KW - Aviation safety KW - Economic impacts KW - Flight KW - Hazards KW - Lava flows KW - Parked aircraft KW - Pollution KW - Pyroclastic flows KW - Slipperiness KW - Trade KW - Visibility KW - Volcanic ash KW - Volcanic eruptions KW - Volcanoes UR - https://trid.trb.org/view/757342 ER - TY - CONF AN - 01001550 AU - Fahey, Tom AU - Federal Coordinator, Meteorological Services & Support Research TI - First 8 Hours of Volcanic Eruptions: A Northwest Airlines Example & Recommendations of Revised Flow of Ash Information for Aviation PY - 2004/11 SP - 1p AB - This paper describes the conceptual framework and existing protocol for improving or streamlining the standardization of information and data exchange between Volcano Observatories, Volcanic Ash Advisory Centers and Meteorological Watch Offices. These organizations all deal with disseminating hazard and advisory information to the aviation community regarding airborne volcanic ash and volcanic eruptions. There are currently 5 steps involved in notifying aircraft pilots and dispatchers about volcanic eruptions and volcanic ash. Time is crucial in getting the hazard warnings out, and interorganizational relations and coordination need to be tight and trusting. The paper bases its information on a Northwest Airlines experience and also on the deficiencies noted in the standardization and information dissemination system. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Air pilots KW - Airborne KW - Aviation safety KW - Coordination KW - Data sharing KW - Hazards KW - Information dissemination KW - Information exchange KW - Information flow KW - Interorganizational relations KW - Meteorological Watch Offices KW - Northwest Airlines KW - Standardization KW - Time KW - Volcanic ash KW - Volcanic Ash Advisory Centres KW - Volcanic eruptions KW - Volcano observatories KW - Volcanoes KW - Warning systems UR - https://trid.trb.org/view/757372 ER - TY - CONF AN - 01001549 AU - Hernandez, Richard AU - Federal Coordinator, Meteorological Services & Support Research TI - An Air Traffic Control Perspective on Volcanic Ash: How to Deal With It PY - 2004/11 SP - 3p AB - This paper describes issues pertaining to weather that are associated with volcanic ash coming from the Soufriere Hills volcano. The volcano is located on the island of Montserrat. The paper also presents an overview of the history of how the volcano impacts aviation airways in the airspace of San Juan, Puerto Rico. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Air traffic control KW - Airspace (Aeronautics) KW - Airways KW - Aviation safety KW - History KW - Montserrat (British West Indies) KW - San Juan (Puerto Rico) KW - Soufriere Hills volcano KW - Volcanic ash KW - Volcanic eruptions KW - Volcanoes KW - Weather UR - https://trid.trb.org/view/757343 ER - TY - CONF AN - 01001548 AU - Albersheim, Steven R AU - Federal Coordinator, Meteorological Services & Support Research TI - Technology Transfer: Moving R&D to Operations PY - 2004/11 SP - 5p AB - This paper discusses the U.S. Federal Aviation Administration's (FAA's) adoption of a new management system for the delivery of air traffic control system technology. This management system is performance-based. It allows senior management to make sure that modernization efforts are accountable and that these efforts are also keeping track of the costs that are related to the service goals. The paper uses the Aviation Weather Technology Transfer (AWTT) process, which was established in 1999, to illustrate the performance based management system. The paper describes the AWTT governing board and its functions, and also discusses the AWTT process. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Air traffic control KW - Air traffic control facilities KW - Aviation KW - Aviation Weather Technology Transfer KW - Costs KW - Development KW - Management KW - Modernization KW - Operations KW - Performance KW - Research KW - Strategic planning KW - Technology KW - Technology transfer KW - U.S. Federal Aviation Administration KW - Weather UR - https://trid.trb.org/view/757326 ER - TY - CONF AN - 01001547 AU - Lindholm, Tenny A AU - Federal Coordinator, Meteorological Services & Support Research TI - A Program for Research and Systems Integration to Help Mitigate the Volcanic Ash Hazard to Aviation PY - 2004/11 SP - 4p AB - This paper discusses new products that are being introduced by the National Center for Atmospheric Research (NCAR) Research Applications Program (RAP) that are intended to address aviation hazards. The Oceanic Weather Product Development Team (OWPDT) is sponsored mainly by the Federal Aviation Administration's (FAA's) Aviation Weather Research Program (AWRP). The OWPDT is developing advanced techniques that will forecast, detect, and disseminate information to aviation users and operators on the hazards of volcanic ash plumes. Airborne volcanic ash can seriously damage aircraft, and cause near-fatal accidents. In addition, volcanic ash contamination can make large amounts of airspace unavailable and cause costly rerouting of aircraft. Aircraft encounters with volcanic ash can occur thousands of miles from the source and days after a volcanic eruption. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Air transportation crashes KW - Airborne KW - Aircraft damage KW - Aircraft encounters KW - Airspace (Aeronautics) KW - Applications KW - Aviation safety KW - Aviation Weather Research Program KW - Costs KW - Detection and identification KW - Distance KW - Forecasting KW - Hazards KW - Information dissemination KW - Monitoring KW - National Center for Atmospheric Research KW - Oceanic Weather Product Development Team KW - Pollution KW - Products KW - Research KW - Routes and routing KW - Systems integration KW - Time duration KW - U.S. Federal Aviation Administration KW - Volcanic ash KW - Volcanic eruptions KW - Volcanoes UR - https://trid.trb.org/view/757367 ER - TY - CONF AN - 01001513 AU - Middlebrooke, Michael G AU - Federal Coordinator, Meteorological Services & Support Research TI - Eruption of Anatahan Volcano: Operations and Observations PY - 2004/11 SP - 7p AB - Coordination and cooperation between the National Oceanic and Atmospheric Administration (NOAA) National Weather Service Forecast Office on Guam, the Washington Volcanic Ash Advisory Center, the airlines, and Saipan Emergency Management Office in monitoring the first historic eruption of a volcano on the island of Anatahan, in the Northern Mariana Islands, was crucial for aviation safety. The volcanic eruption occurred on May 10, 2003. This paper displays images taken by polar-orbiting satellites of the Anatahan eruption. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Airlines KW - Anatahan volcano KW - Aviation safety KW - Cooperation KW - Coordination KW - Forecasting KW - Guam KW - Interagency relations KW - Monitoring KW - Northern Mariana Islands KW - Operations KW - Saipan Emergency Management Office KW - Satellite imagery KW - U.S. National Oceanic and Atmospheric Administration KW - U.S. National Weather Service KW - Volcanic eruptions KW - Volcanoes KW - Washington Volcanic Ash Advisory Center UR - https://trid.trb.org/view/757285 ER - TY - CONF AN - 01001511 AU - Osiensky, Jeffrey M AU - Pratt, Greg AU - Schneider, David J AU - Sherretz, Lynn AU - Federal Coordinator, Meteorological Services & Support Research TI - The Volcanic Ash Collaboration Tool (VACT) PY - 2004/11 SP - 1p AB - A pilot project was instituted in 2003 to develop the Volcanic Ash Collaboration Tool (VACT). The development of VACT was undertaken to facilitate real-time collaboration during North Pacific eruptions. The VACT is comprised of workstations location at the Anchorage Center Weather Service Unit, the Anchorage Washington Volcanic Ash Advisory Center, and the USGS Alaska Volcano Observatory. The VACT provides common views of the data sources, thereby allowing shared situational awareness and also allowing all groups to look at, annotate, and enhance graphical data. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Alaska Volcano Observatory KW - Anchorage Center Weather Service Unit KW - Anchorage Volcanic Ash Advisory Centre KW - Aviation safety KW - Awareness KW - Cooperation KW - Interagency relations KW - Monitoring KW - North Pacific Region KW - Pilot studies KW - Real time information KW - Volcanic ash KW - Volcanic Ash Collaboration Tool (VACT) KW - Volcanic eruptions KW - Volcanoes UR - https://trid.trb.org/view/757287 ER - TY - CONF AN - 01001509 AU - McCrady, Mark AU - Trudel, Serge AU - Gauthier, Jean-Philippe AU - Servranckx, Rene AU - Federal Coordinator, Meteorological Services & Support Research TI - The Montreal VAAC Toolbox: When Every Second Counts PY - 2004/11 SP - 1p AB - To consolidate all necessary forecasting and monitoring tasks by the Canadian Meteorological Centre into one place, a toolbox of software was created. It allows the shift supervisor on duty to monitor continuously various pilot reports or bulletins that may refer to volcanic ash, and to track volcanic ash clouds with satellite data. Utilization of the toolbox can allow the results of ash modeling to be posted quickly on the public Montreal Volcanic Ash Advisory Centre web site or to be transmitted on international and national communication circuits. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Airline pilots KW - Aviation safety KW - Canada KW - Canadian Meteorological Centre KW - Clouds KW - Forecasting KW - Monitoring KW - Montreal Volcanic Ash Advisory Centre KW - Satellite imagery KW - Software KW - Volcanic ash KW - Volcanic eruptions KW - Websites (Information retrieval) UR - https://trid.trb.org/view/757284 ER - TY - CONF AN - 01001429 AU - Koizumi, Takeshi AU - Hasegawa, Yoshihiko AU - Kamada, Yasuhiro AU - Nakamura, Masamichi AU - Federal Coordinator, Meteorological Services & Support Research TI - Improvement of Ash Cloud Information by Tokyo VAAC PY - 2004/11 SP - 3p AB - The Tokyo Volcanic Ash Advisory Center (VAAC), operated by the Japan Meteorological Agency (JMA), monitors satellite imagery and obtains foreign and domestic reports on volcanic activities. The Tokyo VAAC issues volcanic ash advisories (VAAs) if volcanic ash is likely to affect any air routes in Asia or the Western Pacific area. These VAAs contain information on the present status and forecasts of future dispersion of the volcanic ash clouds. The information is in the graphical and text format used by civil aviation authorities and by Meteorological Watch Offices. The paper discusses the automatic issuance of VAAs for volcanoes in Japan, improvement of the forecast precision of volcanic ash cloud dispersion, and the Tokyo VAAC website that is now open to the public. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Air routes KW - Asia KW - Aviation safety KW - Civil aviation KW - Clouds KW - Dispersion (Atmospheric) KW - East Asia KW - Forecasting KW - Future KW - Information services KW - Japan Meteorological Agency KW - Monitoring KW - Satellite imagery KW - Status KW - Tokyo (Japan) KW - Tokyo Volcanic Ash Advisory Center KW - Volcanic ash KW - Volcanic eruptions KW - Volcanoes KW - Websites (Information retrieval) UR - https://trid.trb.org/view/757196 ER - TY - CONF AN - 01001423 AU - Dunbar, Paula AU - Swanson, Grace AU - Federal Coordinator, Meteorological Services & Support Research TI - Web Access to the Volcanic Ash Advisory Database PY - 2004/11 SP - 5p AB - This paper describes the Volcanic Ash Advisory Database (VAADB), which currently contains over 600 folders of information about different episodes of volcanic eruptions. Also included in the VAADB is information on more than 40 volcanoes that are located all over the world. The database contains information from 1996 to 2001. It will eventually include information from the 1980s onward, as well as advisories issued after 2001. Images from the VAADB are delivered over the Web using a geospatially-enabled relational database management system which has a text-based interface. The database can be searched by users utilizing one or more of the following search variables: start date of the volcanic eruption; name of volcano; general location of the volcano by either latitude-longitude, or by description of the country or region; information type (substantiating or advisory); and image type (ash analysis graphic, media report, satellite imagery, volcano observatory report, pilot report, surface weather observation, volcanic ash advisory statement, volcanic ash forecast transport and dispersion model, etc.). Thus, database users can help improve aviation safety by studying volcanic ash and volcanic eruptions; and use the information in ways that will avert aircraft encounters with volcanic ash. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Aircraft encounters KW - Aviation safety KW - Database management systems KW - Databases KW - Geospatial information KW - Imagery KW - Information type (Volcanic ash advisories) KW - Internet KW - Location KW - Relational databases KW - Volcanic ash KW - Volcanic Ash Advisory Database KW - Volcanic eruptions KW - Volcanoes KW - Websites (Information retrieval) UR - https://trid.trb.org/view/757192 ER - TY - CONF AN - 01001421 AU - Gallina, Gregory M AU - Streett, Davida AU - Federal Coordinator, Meteorological Services & Support Research TI - Washington Volcanic Ash Advisory Center (VAAC) Operations PY - 2004/11 SP - 5p AB - The Washington Volcanic Ash Advisory Center (VAAC) is part of a worldwide network created by the International Civil Aviation Organization to provide almost global coverage of volcanic ash eruptions. The Washington VAAC is a joint collaboration between the National Centers for Environmental Prediction (NCEP) Central Operations (NCO) of the National Weather Service and the Satellite Analysis Branch (SAB) of the National Environmental Satellite, Data, and Information Service (NESDIS). The Washington VAAC monitors and tracks airborne volcanic ash and disseminates graphical and text messages to the worldwide aviation community. This paper discusses the Washington VAAC's services and products, and ash detection methods. It also presents statistics for six years of its operations. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Airborne KW - Aviation safety KW - Cooperation KW - Detection and identification KW - Information dissemination KW - International Civil Aviation Organization KW - Monitoring KW - National Centers for Environmental Prediction KW - National Environmental Satellite Data & Information Service KW - Operations KW - Products KW - Services KW - Statistics KW - U.S. National Weather Service KW - Volcanic ash KW - Volcanic eruptions KW - Volcanoes KW - Washington (State) KW - Washington Volcanic Ash Advisory Center UR - https://trid.trb.org/view/757194 ER - TY - CONF AN - 01001205 AU - Potts, Rodney AU - Manickam, Mey AU - Tupper, Andrew AU - Davey, Jason AU - Federal Coordinator, Meteorological Services & Support Research TI - The Darwin VAAC Volcanic Ash Workstation PY - 2004/11 SP - 4p AB - This paper discusses the operations of the Darwin Volcanic Ash Advisory Centre (VAAC), which has been in operation since March 1993. The Darwin VAAC provides volcanic ash advisories of volcanic eruptions. It analyzes satellite data and forecasts volcanic ash movement. The paper discusses the Ruang volcano eruption that took place on September 25, 2002; it describes the Darwin Volcanic Ash Warning Preparation System; and it relates the operational experiences of the Darwin VAAC. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Aviation safety KW - Darwin Volcanic Ash Advisory Centre KW - Forecasting KW - Operations KW - Ruang volcano KW - Satellite imagery KW - Volcanic ash KW - Volcanic Ash Advisory Centres KW - Volcanic eruptions KW - Volcanoes KW - Warning systems UR - https://trid.trb.org/view/756853 ER - TY - CONF AN - 01001203 AU - Gonzalez, Richard AU - Holliday, Charles AU - Federal Coordinator, Meteorological Services & Support Research TI - Volcanic Ash Advisory Support for the U.S. Department of Defense PY - 2004/11 SP - 3p AB - The Air Force Weather Agency's (AFWA's) Meteorological Satellite Applications Branch (XOGM) monitors a number of sources for volcanic ash plume activities, and creates both graphic and alphanumeric advisory products to support the U.S. Department of Defense (DoD) protection of resources. AFWA delivers volcanic ash advisory products targeted at supporting DoD. AFWA also serves as a backup for the Washington Volcanic Ash Advisory Center (W-VAAC). U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Air Force Weather Agency KW - Aviation safety KW - Monitoring KW - Protection KW - U.S. Department of Defense KW - United States KW - Volcanic ash KW - Volcanic eruptions KW - Volcanoes KW - Washington Volcanic Ash Advisory Center UR - https://trid.trb.org/view/756972 ER - TY - CONF AN - 01001202 AU - Osiensky, Jeffrey M AU - Pratt, Greg AU - Schneider, David J AU - Sherretz, Lynn AU - Federal Coordinator, Meteorological Services & Support Research TI - Shared Situational Awareness and Collaboration through the Use of the Volcanic Ash Collaboration Tool (VACT) PY - 2004/11 SP - 1p AB - A number of groups are responsible for monitoring and forecasting volcanic ash in the North Pacific area. In order to facilitate real-time collaboration during North Pacific volcanic eruptions, a pilot project was undertaken in 2003 to develop the Volcanic Ash Collaboration Tool (VACT). The VACT is comprised of workstations located at the Anchorage Volcanic Ash Advisory Centre, the USGS Alaska Volcano Observatory, and the Anchorage Center Weather Service Unit, with shared access to meteorological and satellite data. The collaboration of the volcano monitoring organizations will help avoid potentially serious hazards to aviation posed by a volcanic ash encounter with an aircraft. This presentation offers an overview of the VACT, proposes how this system and ones like it can improve international collaboration, and demonstrates some of the future and current capabilities of the VACT. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Aircraft encounters KW - Alaska Volcano Observatory KW - Anchorage Center Weather Service Unit KW - Anchorage Volcanic Ash Advisory Centre KW - Aviation safety KW - Cooperation KW - Forecasting KW - Monitoring KW - North Pacific Region KW - Volcanic ash KW - Volcanic Ash Collaboration Tool (VACT) KW - Volcanic eruptions KW - Volcanoes UR - https://trid.trb.org/view/756854 ER - TY - CONF AN - 01001195 AU - Travers, James AU - Thordarson, Hordur AU - Federal Coordinator, Meteorological Services & Support Research TI - Perspectives on Operational Volcanic Ash Warnings PY - 2004/11 SP - 2p AB - This paper discusses the Meteorological Service of New Zealand in Wellington, New Zealand. The Service provides a Volcanic Ash Advisory Centre (VAAC) and a Meteorological Watch Office (MWO). It also provides Volcanic Ash Advisory (VAA) messages and Significant Meteorological (SIGMET) information bulletins. Its VAAC operations cover much of the Southwest Pacific Ocean. The paper describes the structure of volcanic ash warning systems, the international aspects of warning services, what doesn't work and what does, and the development of customized services. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Aviation safety KW - Customization KW - Development KW - International KW - Meteorological Service of New Zealand KW - Meteorological Watch Office (MWO) KW - Significant meteorological information bulletins (SIGMET) KW - Volcanic ash KW - Volcanic Ash Advisory Centres KW - Volcanic eruptions KW - Warning systems KW - Wellington (New Zealand) UR - https://trid.trb.org/view/756966 ER - TY - CONF AN - 01001193 AU - Tupper, Andrew AU - Ernst, Gerald AU - Textor, Christiane AU - Kinoshita, Kisei AU - Oswalt, J Scott AU - Rosenfeld, Daniel AU - Federal Coordinator, Meteorological Services & Support Research TI - Volcanic Cloud Conceptual Models for Volcanic Ash Advisory Centre Operations PY - 2004/11 SP - 5p AB - A basic approach to factual uncertainty in operational meteorology is to develop conceptual models and related procedures that encourage fast diagnosis of the nature of an event, the degree of risk, and the action required. Volcanic Ash Advisory Centre operations are hindered by imperfect remote sensing, few reliable direct observations, and limited ground-based monitoring. The concentration of maximum ash, cloud evolution, height of rise of a volcanic cloud, detectability of the cloud, and the rate of ash deposition are all greatly dependent on the meteorological environment. This paper uses aircraft and ground based video observations from the Philippines and Japan, and remote sensing of the Pinatubo volcano's volcanic thunderstorms. Particle radius measurement techniques and results from the Active Tracer High Resolution Atmospheric Model are described and relative particle concentrations, modes of volcanic convection and plume dispersal are discussed. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Active Tracer High resolution Atmospheric Model (ATHAM) KW - Aircraft KW - Clouds KW - Concentration (Chemistry) KW - Conceptual models KW - Detection and identification KW - Dispersion (Atmospheric) KW - Height KW - Japan KW - Measurement KW - Meteorology KW - Monitoring KW - Particles KW - Philippines KW - Pinatubo volcano (Philippines) KW - Radius KW - Remote sensing KW - Risk assessment KW - Video imaging detectors KW - Volcanic ash KW - Volcanic Ash Advisory Centres KW - Volcanic convection KW - Volcanic eruptions KW - Volcanoes UR - https://trid.trb.org/view/756968 ER - TY - CONF AN - 01001006 AU - Strager, Christopher S AU - Osiensky, Jeffrey M AU - Hufford, Gary L AU - Federal Coordinator, Meteorological Services & Support Research TI - NOAA's NWS Volcanic Ash Program: Current Status and Plans for the Future PY - 2004/11 SP - 1p AB - The National Oceanic and Atmospheric Administration (NOAA) operates four Meteorological Watch Offices (MWO) and two of the world's nine Volcanic Ash Advisory Centres (VAACs), and as such, plays an important role in the worldwide volcanic ash network. The International Civil Aviation Organization (ICAO) defines the operational responsibilities of the two VAACs. The National Weather Service's (NWS) Alaska Aviation Weather Unit manages the Anchorage VAAC. The NWS's National Centers for Environmental Prediction (NCEP), the National Environmental Satellite, and the Data and Information Service (NESDIS) Satellite Analysis Branch jointly manage the Washington VAAC. All of these centers together are responsible for providing ash dispersion forecasts and volcanic ash advisories for an area that ranges widely from the Pacific Ocean eastward over the United States and much of the Atlantic Ocean. This presentation explores NOAA's Volcanic Ash Program. It discusses future plans and the current status in the areas of research and development, operations, and policy development. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Alaska Aviation Weather Unit KW - Anchorage (Alaska) KW - Aviation safety KW - Development KW - Dispersion (Atmospheric) KW - Forecasting KW - Future KW - International Civil Aviation Organization KW - Meteorological Watch Offices KW - National Centers for Environmental Prediction KW - National Environmental Satellite Data & Information Service KW - Operations KW - Policy KW - Research KW - Satellite Analysis Branch KW - U.S. National Oceanic and Atmospheric Administration KW - U.S. National Weather Service KW - Volcanic ash KW - Volcanic Ash Advisory Centres KW - Volcanoes KW - Washington (State) UR - https://trid.trb.org/view/756688 ER - TY - CONF AN - 01001003 AU - Benarafa, Saad AU - Federal Coordinator, Meteorological Services & Support Research TI - The World Meteorological Organization (WMO) Activities Related to Volcanic Ash PY - 2004/11 SP - 2p AB - This paper describes the activities of the World Meteorological Organization (WMO) that are related to volcanic ash. The involvement of the WMO designated regional Specialized Meteorological Centers are highlighted and the WMO Emergency Response Activities Programme objectives are presented. The outstanding cooperation of the International Civil Aviation Organization in international airways volcano watch is also highlighted. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Aviation safety KW - Cooperation KW - Emergency response KW - International KW - International Civil Aviation Organization KW - Meteorology KW - Monitoring KW - Strategic planning KW - Volcanic ash KW - Volcanoes KW - World Meteorological Organization UR - https://trid.trb.org/view/756687 ER - TY - CONF AN - 01001002 AU - Rodriguez, Humberto AU - Federal Coordinator, Meteorological Services & Support Research TI - Volcanic Ash Impact on International Airport of Mexico City (AICM), Due to Emissions of Popocatepetl Volcano PY - 2004/11 SP - 3p AB - This paper discusses how two volcanic eruptions of the Popocatepetl volcano impacted the Aeropuerto Internacional de la Ciudad de Mexico (AICM) in Mexico City, Mexico. The volcano erupted on June 30, 1997 and on July 19, 2003. The airport was unprepared for the June 1997 eruption and had to close for 10 hours. This affected 19,000 passengers, 2005 flights were canceled, 22 windshields were damaged and the airline calculates that it lost $1,351, 994. In addition 284 flights were delayed, 3 engines were damaged, and delays in time amounted to 15,957 minutes. The airport fared better after the July 2003 eruption. There were only 380 passengers affected, delays in time amounted to 70 minutes, there was only 1 canceled flight and the airport was closed for 6 minutes. Airline losses were calculated at $19,250. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Aeropuerto Internacional de la Ciudad de Mexico KW - Airlines KW - Aviation safety KW - Costs KW - Flight delays KW - Impacts KW - International airports KW - Jet engines KW - Mexico City (Mexico) KW - Passengers KW - Pollutants KW - Popocatepetl volcano KW - Time KW - Volcanic ash KW - Volcanic eruptions KW - Volcanoes KW - Windshields UR - https://trid.trb.org/view/756689 ER - TY - CONF AN - 01000874 AU - Chadwick, John AU - Lifton, Zach AU - Dean, Ken AU - Chadwick, Jim AU - Federal Coordinator, Meteorological Services & Support Research TI - Sounding of Volcanic Clouds with Balloon-Borne Instruments: Improving Algorithms for Ash and SO2 in Remote Sensing Imagery (Abstract Only) PY - 2004/11 SP - 1p AB - The Volcanic Ash Sulfur Dioxide Balloon Experiment (VASDBE) is a group of sampling instruments that is designed to deploy rapidly in a balloon-borne manner into a cloud of volcanic ash 24-96 hours after a large volcano has erupted. The results of this study will be utilized to refine the calibration of algorithms that measure sulfur dioxide and ash by remote sensing imagery. The intention is to improve ash warnings to aircraft, when the warnings are based on remote sensing. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Aircraft KW - Algorithms KW - Aviation safety KW - Balloons KW - Calibration KW - Clouds KW - Imagery KW - Instruments for measuring specific phenomena KW - Remote sensing KW - Sampling KW - Sounding KW - Sulfur dioxide KW - Volcanic ash KW - Volcanic Ash Sulfur Dioxide Balloon Experiment KW - Volcanic eruptions KW - Volcanoes KW - Warning systems UR - https://trid.trb.org/view/756501 ER - TY - CONF AN - 01000873 AU - Prata, Fred AU - Federal Coordinator, Meteorological Services & Support Research TI - Sakura - An Airborne Infrared Imaging Camera for the Detection of Volcanic Ash and Sulphur Dioxide Gas (Abstract Only) PY - 2004/11 SP - 1p AB - CSIRO Atmospheric Research has been examining the utilization of infrared radiometers for the discrimination and detection of airborne volcanic ash since the early 1990s. The goal has been the development of a forward looking infrared camera system that commercial jet aircraft could use. Airborne trials and simulations at Sakurajima volcano in Japan suggest that volcanic ash can be detected by infrared radiometry. Other more recent studies suggest that sulfur dioxide gas can also be detected. The system is being improved to offer indications of other atmospheric hazards, such as low level wind shear, severe weather, clear-air turbulence and desert dust outbreaks. The author describes the basic operation of the infrared airborne camera (named "Sakura"), suggests possible modes of operation, and demonstrates the overall performance of the system. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Airborne KW - Atmosphere KW - Aviation safety KW - Cameras KW - Civil aviation KW - Detection and identification KW - Hazards KW - Infrared imagery KW - Japan KW - Jet propelled aircraft KW - Performance KW - Radiometers KW - Sakurajima volcano KW - Simulation KW - Sulfur dioxide KW - Volcanic ash KW - Volcanoes UR - https://trid.trb.org/view/756618 ER - TY - CONF AN - 01000872 AU - Hadley, David AU - Hufford, Gary L AU - Simpson, James J AU - Federal Coordinator, Meteorological Services & Support Research TI - Resuspension of Relic Volcanic Ash and Dust from Katmai: Still an Aviation Hazard (Abstract Only) PY - 2004/11 SP - 1p AB - The volcanic ash from the Katmai Volcano Cluster and the Valley of Ten Thousand Smokes was continuously resuspended on September 20-21, 2003, because the northwest winds were strong. The volcanic ash cloud rose to over 1600 meters and ranged over 230 kilometers into the Gulf of Alaska. A number of things influenced the resuspension of the volcanic ash. These include the following: (1) the land surface and atmosphere were very dry before the eruption, encouraging the resuspension and atmospheric transportation of the relic volcanic ash that followed; (2) existence of strong enough winds to lift the ash over 1600 meters into the atmosphere; (3) complicated terrain with many mountains that were interspersed with gaps, valleys, and channels; (4) super adiabatic lapse rate for the troposphere below 850 mb; and (5) a strong subsidence inversion of about 1400-1600 meters. This presentation offers the forecaster an ability to: (1) detect the conditions necessary for resuspension of relic volcanic ash; and (2) immediately respond to that kind of an event. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Adiabatic conditions KW - Atmosphere KW - Aviation safety KW - Channels (Waterways) KW - Clouds KW - Dryness KW - Gulf of Alaska KW - Hazards KW - Inversions KW - Katmai volcano cluster KW - Mountains KW - Resuspensions KW - Subsidence (Geology) KW - Suspensions (Chemistry) KW - Terrain KW - Troposphere KW - Valleys KW - Volcanic ash KW - Volcanic eruptions KW - Wind UR - https://trid.trb.org/view/756577 ER - TY - CONF AN - 01000870 AU - Stephens, George AU - Ellrod, Gary P AU - Im, Jung-Sun AU - Federal Coordinator, Meteorological Services & Support Research TI - Development of Volcanic Ash Image Products Using MODIS Multi-Spectral Data PY - 2004/11 SP - 5p AB - There is a need for polar orbiting satellite image products to augment the Geostationary Operational Environmental Satellite (GOES) imager in order to support the operational aviation volcanic ash warning system, since there will be some degradation in the volcanic ash detection capability of GOES beginning with GOES-12. The degradation is due to the temporary removal of a 12 micrometer infrared band that has proven its capability in detecting volcanic ash. This paper discusses the use of the Moderate Resolution Imaging Spectroradiometer (MODIS) to detect airborne volcanic ash clouds that present a hazard to aircraft. MODIS can be used to augment the reduced capability of GOES-12, until the 12 micrometer band is restored. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Airborne KW - Aviation safety KW - Clouds KW - Development KW - Geostationary operational environmental satellite KW - GOES-12 KW - Hazards KW - Infrared imagery KW - Moderate resolution imaging spectroradiometer KW - Multispectral imagery KW - Satellite imagery KW - Volcanic ash KW - Warning systems UR - https://trid.trb.org/view/756622 ER - TY - CONF AN - 01000868 AU - Saballos, Armando AU - Webley, Peter AU - Wooster, Martin AU - Federal Coordinator, Meteorological Services & Support Research TI - Testing Real-Time Remote Sensing for Monitoring Volcanic Activity in Central America (Abstract Only) PY - 2004/11 SP - 1p AB - The authors present the results and implementation of a project that designs, installs and operates a monitoring system that is based on remote sensing for volcanoes located in Central America. The system is located locally in Managua, Nicaragua, however it is able to monitor all of Central America. The system is based on Advanced Very High Resolution Radiometer (AVHRR) data capture. Up to 8 satellite passes a day are received and automatically processed to offer information on volcanic hot spots. In the future, information will also be provided on volcanic ash clouds, with minimal intervention by human beings. The goal of the project is to determine whether or not this type of technology can improve the capability of locally monitoring volcanoes in areas of the world such as Central America. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Advanced very high resolution radiometer KW - Aviation safety KW - Central America KW - Clouds KW - Information processing KW - Managua (Nicaragua) KW - Monitoring KW - Real time information KW - Remote sensing KW - Satellite imagery KW - Testing KW - Volcanic ash KW - Volcanic eruptions KW - Volcanoes UR - https://trid.trb.org/view/756619 ER - TY - CONF AN - 01000867 AU - Scollo, Simona AU - Coltelli, Mauro AU - Folegani, Marco AU - Natali, Stefano AU - Prodi, Franco AU - Federal Coordinator, Meteorological Services & Support Research TI - Real-Time Monitoring of the Volcanic Ash Fallout Will Improve Airport Safety (Abstract Only) PY - 2004/11 SP - 1p AB - PLUDIX is a new generation radar rain-gauge disdrometer. It is based on the Doppler shift induced by falling particles on the transmitted electromagnetic signal. It is usually utilized to examine the time and space variability of rainfall, along with the total mass of rain accumulated in the ground. PLUDIX was tested as a volcanic ash fallout measuring instrument by measuring the terminal settling velocity of volcanic particles during the pyroclastic fallout of Etna's 2002 eruption. During the experiment PLUDIX coherently detected volcanic ash fallout. The data from the experiment shows that PLUDIX is also able to characterize the real-time sedimentation rate and falling velocities during the ash fall out. This type of instrument can be quite useful for real-time monitoring of the volcanic ash fall rate in airports that are located close to active volcanoes. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Active volcanoes KW - Airports KW - Aviation safety KW - Detection and identification KW - Disdrometers KW - Etna volcano KW - Falling velocity KW - Fallout KW - Measuring instruments KW - Monitoring KW - Particles KW - PLUDIX KW - Pyroclastic soils KW - Rain gages KW - Real time information KW - Sedimentation KW - Terminal settling velocity KW - Velocity measurement KW - Volcanic ash KW - Volcanic eruptions UR - https://trid.trb.org/view/756621 ER - TY - CONF AN - 01000866 AU - Prata, Fred AU - Bernardo, Cirilo AU - Simmons, Matthew AU - Young, Bill AU - Federal Coordinator, Meteorological Services & Support Research TI - Ground-Based Detection of Volcanic Ash and Sulphur Dioxide PY - 2004/11 SP - 6p AB - Thermal infrared image data displaying detection and discrimination of sulfur dioxide gas and volcanic ash from erupting volcanoes is presented. The images are obtained from an uncooled multichannel thermal imaging camera. This camera can be deployed within approximately 10 kilometers of an active volcano. Algorithms for sulfur dioxide and ash detection are detailed. The system is called Ground-based InfraRed Detector (G-bIRD), and images from the system are obtained within a few seconds, analyzed and transmitted by land line or satellite using a standard web browser, to a computer with Internet access. G-bIRD provides a method to monitor hazardous volcanic substances from the ground and could be a means of issuing complementary sulfur dioxide and volcanic ash warnings to the aviation industry. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Active volcanoes KW - Algorithms KW - Aviation safety KW - Cameras KW - Detection and identification KW - Ground-based InfraRed Detector (G-bIRD) KW - Hazardous materials KW - Infrared imagery KW - Internet KW - Monitoring KW - Sulfur dioxide KW - Thermal imagery KW - Volcanic ash KW - Volcanic eruptions KW - Warning systems KW - Web browsers UR - https://trid.trb.org/view/756497 ER - TY - CONF AN - 01000865 AU - Sawada, Yoshihiro AU - Federal Coordinator, Meteorological Services & Support Research TI - Eruption Cloud Echo Measured with C-Band Weather Radar PY - 2004/11 SP - 5p AB - Volcanic eruption clouds from smaller sized eruptions can be registered with C-band weather radar, as noted by careful inspection of radar echo-data in Japan. The reason they are able to be detected in this manner has to do with water-coated ash particles and aggregation of fine ash particles inside the eruption clouds. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Aviation safety KW - C band KW - Clouds KW - Fine aggregates KW - Japan KW - Particles KW - Volcanic ash KW - Volcanic eruptions KW - Water KW - Weather radar UR - https://trid.trb.org/view/756626 ER - TY - CONF AN - 01000864 AU - Durant, Adam J AU - Shaw, Raymond A AU - Mi, Youshi AU - Rose, William I AU - Federal Coordinator, Meteorological Services & Support Research TI - Laboratory Measurements of Heterogeneous Ice Nucleation by Volcanic Ash: Importance for Detecting and Modeling Volcanic Clouds (Abstract Only) PY - 2004/11 SP - 1p AB - The authors designed a laboratory experiment that examines heterogeneous ice nucleation, which concentrates on ice formation on volcanogenic particles. The statistical nature of heterogeneous ice nucleation can offer insight into physical mechanisms that are responsive for the formation of ice. A large proportion of volcanic cloud particles are ice, and ice may hide the characteristics of spectral absorbance features of volcanic ash. This could make detection problematic. The experimental data support the hypothesis that distinct bulk and interfacial nucleation rates exist for water. The authors speculate that the total nucleation rate is the sum of a nucleation rate corresponding to the interaction of water at the surface of the drop (interfacial water) with the ice nucleus and a nucleation rate corresponding to the interaction of bulk water with the ice nucleus. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Aviation safety KW - Clouds KW - Detection and identification KW - Heterogeneity KW - Ice KW - Laboratory studies KW - Measurement KW - Modeling KW - Nucleation KW - Nucleus KW - Particles KW - Spectral absorbance KW - Statistics KW - Volcanic ash KW - Volcanoes KW - Water UR - https://trid.trb.org/view/756537 ER - TY - CONF AN - 01000863 AU - Peterson, Rorik AU - Dean, Ken AU - Dehn, Jonathan AU - Bickmeier, Laura AU - Groves, Joanne AU - Federal Coordinator, Meteorological Services & Support Research TI - Reanalysis of Eruption Clouds from the North Pacific and their Impact on Aircraft Routes PY - 2004/11 SP - 7p AB - The relatively recent eruption of the Mt. Cleveland volcano (2001), in Alaska, was reanalyzed by the Alaska Volcano Observatory's (AVO's) University of Alaska in Fairbanks regarding potential aircraft exposure to airborne volcanic ash. The combination of dispersion model forecasts, flight route data and satellite data offers an insight on how the ash cloud impacted the air traffic in the region. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Air traffic KW - Airborne KW - Aircraft KW - Alaska Volcano Observatory KW - Analysis KW - Aviation safety KW - Clouds KW - Dispersion models KW - Flight KW - Forecasting KW - Impacts KW - Mount Cleveland volcano KW - North Pacific Region KW - Routes KW - Satellite imagery KW - University of Alaska, Fairbanks KW - Volcanic ash KW - Volcanic eruptions KW - Volcanoes UR - https://trid.trb.org/view/756583 ER - TY - CONF AN - 01000862 AU - Watson, I M AU - Rose, W I AU - Bluth, G JS AU - Federal Coordinator, Meteorological Services & Support Research TI - Detecting Ash Clouds in Tropical Atmospheres PY - 2004/11 SP - 4p AB - There is a strong dependence of the effect of water vapor on the optical depth of a volcanic ash cloud: lower, thinner clouds transmitting more of the contribution of radiance from the underlying surface are more strongly affected than higher, thicker clouds where the surface contribution is less significant. This discovery has significant ramifications in terms of ash cloud detection and tracking: (1) Beginning states of volcanic eruptive activity are relatively independent of conditions in the atmosphere, and (2) volcanic ash clouds in tropical atmospheres will be come less detectable more rapidly as the signal from the water vapor swamps the negative brightness temperature difference signal. This paper discusses a forward model that has been developed that calculates the effects water vapor has on the 'split-window' ash signal using a combination of a Mie-scattering code embedded in a MODTRAN-based atmosphere. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Atmosphere KW - Aviation safety KW - Clouds KW - Depth KW - Detection and identification KW - Mie-scattering code KW - Optics KW - Tropics KW - Volcanic ash KW - Volcanic eruptions KW - Water vapor UR - https://trid.trb.org/view/756625 ER - TY - CONF AN - 01000860 AU - Dean, Ken G AU - Peterson, Rorik A AU - Papp, Ken AU - Dehn, Jonathan AU - Federal Coordinator, Meteorological Services & Support Research TI - Use of Dispersion Models to Track Eruption Clouds (Abstract Only) PY - 2004/11 SP - 1p AB - This paper presents an overview of dispersion (ash-tracking models). It focuses on their usefulness, strengths and weaknesses. The models are intended to be used to predict the structure, movement and location of volcanic ash clouds, in order to provide a rapid response. Three models that are used in North America include Hysplit (Washington Volcanic Ash Alert Centre (VAAC)), Canerm (Montreal VAAC), and Puff (National Weather Service (NWS) Anchorage, U.S. Air Force Weather Agency, Alaska Volcano Observatory (AVO) and universities). The three models are similar in that they all need specification of the initial eruption column shape and size, and gridded wind fields. They differ in the way they implement their mechanisms of transport. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Alaska Volcano Observatory KW - Anchorage (Alaska) KW - Aviation safety KW - CANERM KW - Clouds KW - Dispersion models KW - Forecasting KW - Hysplit KW - Location KW - Montreal (Canada) KW - Puff KW - Shape KW - Size KW - U.S. Air Force Weather Agency KW - U.S. National Weather Service KW - Universities and colleges KW - Volcanic ash KW - Volcanic eruptions KW - Washington (State) UR - https://trid.trb.org/view/756504 ER - TY - CONF AN - 01000859 AU - Matiella, M Alexandra AU - Delgado-Granados, Hugo AU - Rose, William I AU - Watson, I Matthew AU - Federal Coordinator, Meteorological Services & Support Research TI - Observing Popocatepetl's Volcanic Ash Clouds Using MODIS Infrared Data (Abstract Only) PY - 2004/11 SP - 1p AB - Moderate Resolution Imaging Spectroradiometer (MODIS) satellite imagery offers a synoptic perspective of volcanic emissions and atmospheric interactions, which can be useful for hazard mitigation. MODIS images were collected for a period of increased activity of the Popocatepetl volcano in Mexico, during December 2000 - January 2001. Popocatepetl volcano is a tropical volcano with persistent and significant sulfur dioxide emissions and volcanic ash that are hazardous to the large population that lives near the volcano. Mexico's major international airport is located about 55 km northwest of Popocatepetl volcano, in Mexico City. The airport sees about 800 flights a day, and 20 million passengers pass through the airport every year. One particular image from MODIS during December 2000 - January 2001 displays four large volcanic eruptions that have dispersed volcanic ash clouds over a large are of Mexico. The results of the information from MODIS complement ground-based measurements, which are not able to measure large scale volcanic ash eruptions into the atmosphere. These results offer a possible solution for the amount of time it would take for a significant volcanic ash cloud to get to Mexico City from the Popocatepetl volcano. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Airports KW - Atmosphere KW - Aviation safety KW - Clouds KW - Hazards KW - Infrared imagery KW - Mexico KW - Mexico City (Mexico) KW - Moderate resolution imaging spectroradiometer KW - Popocatepetl volcano KW - Satellite imagery KW - Sulfur dioxide KW - Time KW - Volcanic ash KW - Volcanic eruptions KW - Volcanoes UR - https://trid.trb.org/view/756578 ER - TY - CONF AN - 01000857 AU - Prata, Fred AU - Bernardo, Cirilo AU - Federal Coordinator, Meteorological Services & Support Research TI - Quantitative Sulphur Dioxide Retrievals from AIRS, MODIS and HIRS (Abstract Only) PY - 2004/11 SP - 1p AB - A group of algorithms is presented for retrieving lower stratosphere/upper stratosphere sulfur dioxide from the infrared channels of the Moderate Resolution Imaging Spectroradiometer (MODIS), Atmospheric Infrared Sounder (AIRS), and High resolution Infrared Radiation Sounder (HIRS) satellite instruments. The retrieval mechanisms all utilize the same principle of detecting the strength of absorption by the anti-symmetric stretch of the sulfur dioxide molecule centered around 1360 cm(-1), even though the retrieval mechanisms are tailored to the strength of each instrument. AIRS represents this region of the infrared spectrum with over 130 channels. MODIS provides a broadband measure of the 7.34 micrometer absorption feature and also up to 4 measurements a day from two satellites. The retrievals are not as accurate as those from AIRS. HIRS also offers broadband measurements and a lower spatial resolution than MODIS. However, these data are complemented by simultaneous measurements of atmospheric moisture, temperature, clouds ozone, and radioactive parameters and the data span almost 25 years. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Algorithms KW - Atmospheric infrared sounder KW - Aviation safety KW - Broadband KW - Data communications KW - High resolution infrared radiation sounder KW - Infrared detectors KW - Infrared imagery KW - Measurement KW - Moderate resolution imaging spectroradiometer KW - Resolution KW - Satellite imagery KW - Stratosphere KW - Sulfur dioxide KW - Troposphere KW - Volcanic ash UR - https://trid.trb.org/view/756617 ER - TY - CONF AN - 01000856 AU - Tanaka, H L AU - Onodera, Saburo AU - Federal Coordinator, Meteorological Services & Support Research TI - Operational Volcanic Ash Plume Prediction Model PUFF at the Japan Airlines PY - 2004/11 SP - 4p AB - A real-time volcanic ash plume tracking model called PUFF was developed to aid real-time aviation safety in the northeastern Pacific rim. The research product of the PUFF forecasting system, which includes the animation graphics and model simulation, was utilized by Japan Airlines to help aircraft avoid encounters with volcanic ash clouds and possible subsequent engine damage. This report describes the latest improvements to the PUFF model that Japan Airlines operates. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Aircraft KW - Aircraft encounters KW - Aviation safety KW - Clouds KW - Forecasting KW - Graphics KW - Japan Airlines KW - Jet engines KW - Modeling KW - Plumes KW - Puff KW - Real time information KW - Research KW - Simulation KW - Volcanic ash UR - https://trid.trb.org/view/756624 ER - TY - CONF AN - 01000855 AU - McCarthy, Emily AU - Bluth, Gregg AU - Watson, I Matthew AU - Tupper, Andrew AU - Kamada, Yasuhiro AU - Federal Coordinator, Meteorological Services & Support Research TI - Comparison of Ash Detection Techniques Using TOMS, MODIS, AVHRR, and GMS: A Case Study of the August 18 and 28 Eruption Clouds of Miyakejima Volcano, Japan PY - 2004/11 SP - 5p AB - The goal of this project is to understand and explain the limitations of various satellite sensors in their capability of detecting volcanic ash. Both ultraviolet (Total Ozone Mapping Spectrometer (TOMS)) and infrared (Moderate Resolution Imaging Spectroradiometer (MODIS), Advanced Very High Resolution Radiometer (AVHRR) and Geostationary Meteorological Satellite (GMS)) satellite sensors are capable of detecting volcanic ash from volcanic eruptions. However, infrared sensors are susceptible to interference caused by water vapor. The ability of each sensor to detect volcanic ash varies, since each sensor uses different wavelengths. Since the Miyakejima volcano presents a moist atmosphere, it creates an opportunity to explore the sensitivity of the different sensors to water vapor in the atmosphere. Data from four different satellite sensors are compared in this study of the Miyakejima volcano. The data is utilized to produce constraints on the distributions and masses of ash produced by the August 18 and 28 volcanic eruptions. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Advanced very high resolution radiometer KW - Atmosphere KW - Aviation safety KW - Case studies KW - Clouds KW - Detection and identification KW - Geostationary meteorological satellite KW - Infrared imagery KW - Japan KW - Miyakejima volcano KW - Moderate resolution imaging spectroradiometer KW - Satellite imagery KW - Sensors KW - Spectrometers KW - Ultraviolet spectroscopy KW - Volcanic ash KW - Volcanic eruptions KW - Water vapor KW - Wavelength UR - https://trid.trb.org/view/756580 ER - TY - CONF AN - 01000854 AU - Costa, A AU - Macedonio, G AU - Federal Coordinator, Meteorological Services & Support Research TI - FALL3D: A Numerical Model for Volcanic Ash Dispersion in the Atmosphere (Abstract Only) PY - 2004/11 SP - 1p AB - Reliable computational models are necessary to figure out how a particular volcanic ash cloud will disperse, and thus possibly come into contact with an aircraft in flight. Engine failure can be the outcome when airplanes encounter an unexpected volcanic ash cloud. This paper presents a new Eulerian model to simulate the dispersion and depositing of volcanic ash. The model is called FALL3D. The model is based on the solution of an advection-diffusion-settling equation, together with a Limited Area Model (LAM) for the wind field, and a parameterization of the turbulent diffusivity tensor based on the K-theory. The model inputs are the meteorological field data provided by the LAM, the topography, the settling velocity distribution of volcanic ash, and the mass eruption rate. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Aircraft KW - Aviation safety KW - Clouds KW - Dispersion (Atmospheric) KW - Equations KW - Eulerian models KW - FALL3D KW - Jet engines KW - Mass eruption rate KW - Meteorology KW - Numerical analysis KW - Settling velocity KW - Topography KW - Volcanic ash KW - Volcanic eruptions UR - https://trid.trb.org/view/756502 ER - TY - CONF AN - 01000852 AU - Bluth, Gregg JS AU - Rose, William I AU - Federal Coordinator, Meteorological Services & Support Research TI - Removal Processes of Volcanic Ash Particles from the Atmosphere PY - 2004/11 SP - 4p AB - This paper presents a review of relevant research and observations from the past and present ongoing studies of volcano monitoring by satellites. Over the past 25 years many infrared, ultraviolet, and satellite sensors have been used to investigate the liquid, gas, and solid species in a variety of volcanic ash clouds. Each sensor offers a different perspective on volcanic ash clouds, depending on their temporal, spectral and spatial resolutions. Combined, these techniques offer crucial constraints on the fates and interactions of species within the clouds. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Artificial satellites KW - Atmosphere KW - Aviation safety KW - Clouds KW - Infrared imagery KW - Monitoring KW - Particles KW - Research KW - Resolution KW - Sensors KW - Ultraviolet spectroscopy KW - Volcanic ash KW - Volcanic eruptions UR - https://trid.trb.org/view/756500 ER - TY - CONF AN - 01000851 AU - Schaefer, Stephen J AU - Krueger, Arlin J AU - Carn, Simon A AU - Federal Coordinator, Meteorological Services & Support Research TI - Advances in Ultraviolet Detection of Volcanic Eruption Clouds (Abstract Only) PY - 2004/11 SP - 1p AB - The presentation discusses the capabilities of the Total Ozone Mapping Spectrometers (TOMS) and the new hyperspectral Ozone Monitoring Instrument (OMI) to detect volcanic ash clouds from volcanic eruptions. It is noted that sulfur dioxide is the most readily detected material in volcanic ash clouds and that OMI has a smaller pixel size and increased sensitivity than the Nimbus 7 TOMS. A greater amount of sulfur dioxide should be detectable by OMI, and this should help in forecasting volcanic eruptions. The ultraviolet instruments (TOMS and OMI) produce very few false alarms, since they allow for an unambiguous detection of all volcanic clouds. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Aviation safety KW - Clouds KW - Detection and identification KW - Forecasting KW - Ozone monitoring instrument KW - Spectrometers KW - Sulfur dioxide KW - Ultraviolet spectroscopy KW - Volcanic ash KW - Volcanic eruptions UR - https://trid.trb.org/view/756620 ER - TY - CONF AN - 01000850 AU - Stunder, Barbara JB AU - Heffter, Jerome L AU - Federal Coordinator, Meteorological Services & Support Research TI - Volcanic Ash Dispersion Modeling Research at NOAA Air Resources Laboratory PY - 2004/11 SP - 6p AB - This paper discusses research on the Hybrid-Single Particle Lagrangian Integrated Trajectories (HYSPLIT) model that the National Oceanic and Atmospheric Administration (NOAA) is conducting, to improve guidance for volcanic ash forecasting. Preliminary results of one project suggest an archive of dispersion forecast patterns and trajectory forecasts from hypothetical analysis dispersion patterns and corresponding hypothetical eruptions can be used to predict the reliability of subsequent forecasts. Ensemble meteorology is utilized in another project to create a prototype of a product of probabilistic forecasting. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Analysis KW - Aviation safety KW - Dispersion (Atmospheric) KW - Dispersion models KW - Forecasting KW - Hybrid-single particle lagrangian integrated trajectories KW - Meteorology KW - Reliability KW - Research KW - U.S. National Oceanic and Atmospheric Administration KW - Volcanic ash KW - Volcanic eruptions UR - https://trid.trb.org/view/756623 ER - TY - CONF AN - 01000849 AU - Ackerman, Steven A AU - Feltz, Wayne F AU - Richards, Michael S AU - Schmit, Timothy J AU - Schreiner, Anthony J AU - Murray, John AU - Johnson, David AU - Federal Coordinator, Meteorological Services & Support Research TI - UW-Madison Advanced Satellite Aviation-Weather Products MODIS/AVHRR/GLI Satellite Volcanic Ash Detection PY - 2004/11 SP - 5p AB - This paper presents results achieved by the authors during an investigation of upper-level sulfur dioxide monitoring by the current Geostationary Operational Environmental Satellite (GOES) sounder. Another investigation by the Moderate Resolution Imaging Spectroradiometer (MODIS), the Advanced Very High Resolution Radiometer (AVHRR) and the Japanese Global Imagery (GLI) instruments is also described. Both investigations address eruptions of the Soufriere Hills volcano in Montserrat, during July 13-15, 2003. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Advanced very high resolution radiometer KW - Aviation safety KW - Detection and identification KW - Geostationary operational environmental satellite KW - Global imager KW - Moderate resolution imaging spectroradiometer KW - Monitoring KW - Montserrat (British West Indies) KW - Satellite imagery KW - Soufriere Hills volcano KW - Sulfur dioxide KW - Volcanic ash KW - Volcanic eruptions KW - Volcanoes UR - https://trid.trb.org/view/756499 ER - TY - CONF AN - 01000848 AU - Papp, Kenneth AU - Dean, Ken AU - Dehn, Jonathan AU - Federal Coordinator, Meteorological Services & Support Research TI - Predicting Regions Susceptible to High Concentrations of Airborne Volcanic Ash in the North Pacific Region (Abstract Only) PY - 2004/11 SP - 1p AB - Volcanic ash clouds from 22 of the 100 historically most active volcanoes in the North Pacific (NOPAC) region have been simulated in order to generate airborne ash probability distribution (AAPD) maps to display the distribution of airborne volcanic ash in the region. The PUFF ash-dispersion model was executed daily utilizing archived wind field data between 1994-1995 and 1997-2001 for high and low aircraft flight levels. The AAPD maps suggest that volcanic eruptions that originate from the Kamchatkan Peninsula would travel due east into the NOPAC air traffic routes during the summer. Wind directions over the Kamchatkan Peninsula are more variable during the winter, which results in a bimodal ash distribution. On the other hand, AAPD maps indicate that volcanic eruptions that originate from the Alaskan Peninsula and the Aleutians are more likely to travel east-northeast during the winter and southeast during the summer. The upper atmospheric region that is generally centered over the heavy air traffic flight corridor of the NOPAC, and is most likely to contain airborne ash, is located off the eastern coast of the Kamchatkan Peninsula. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Air traffic KW - Airborne KW - Aircraft KW - Alaska KW - Aleutian Islands KW - Aviation safety KW - Concentration (Chemistry) KW - Dispersion (Atmospheric) KW - Distributions (Statistics) KW - Flight KW - Forecasting KW - Kamchatkan Peninsula KW - Maps KW - North Pacific Region KW - Probability KW - Puff KW - Routes KW - Summer KW - Volcanic ash KW - Volcanic eruptions KW - Volcanoes KW - Wind KW - Winter UR - https://trid.trb.org/view/756582 ER - TY - CONF AN - 01000847 AU - Romero, Raul AU - Federal Coordinator, Meteorological Services & Support Research TI - The International Airways Volcano Watch (IAVW) PY - 2004/11 SP - 10p AB - This paper discusses the International Airways Volcano Watch (IAVW), which is defined as, "International arrangements for monitoring and providing warnings to aircraft of volcanic ash in the atmosphere." The paper presents historical background, discusses operation of the IAVW, describes effects of recent volcanic eruptions, relates specific problems to be addressed, suggests guidance material to aid States and other users, and discusses future developments for the IAVW. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Aircraft KW - Atmosphere KW - Aviation safety KW - Future KW - History KW - International Airways Volcano Watch KW - Monitoring KW - Operations KW - Volcanic ash KW - Volcanic eruptions KW - Volcanoes KW - Warning systems UR - https://trid.trb.org/view/756627 ER - TY - CONF AN - 01000846 AU - Ellrod, Gary P AU - Schreiner, Anthony J AU - Brown, Alonzo M AU - Federal Coordinator, Meteorological Services & Support Research TI - Volcanic Ash Detection and Cloud Top Height Estimation from the GOES-12 Imager: Coping Without a 12 Micrometer Infrared Band PY - 2004/11 SP - 5p AB - The Geostationary Operational Environmental Satellite (GOES)-12 replaced GOES-8 as the main spacecraft monitoring environmental hazards and weather over South and North America on April 1, 2003. The 4 km resolution 12 micrometer Infrared band in the GOES-8 Imager was replaced by an 8 km Infrared band with 13.3 micrometers in GOES-12. There has been some concern that the lower resolution and loss of the 12 micrometer band will negatively impact the detection of volcanic ash, and therefore aviation safety, until the 12 micrometer band is restored in 2013, when the GOES-R spacecraft is operational. The first major opportunity to assess the GOES-12 sounder capabilities to detect volcanic ash occurred when the Soufriere Hills volcano in Montserrat erupted July 12-15, 2003. This paper discusses how the GOES-12 sounder fared at detecting volcanic ash during those eruptions. It is concluded that, while the overall capability of detecting volcanic ash will be lessened without the 12 micrometer band, GOES-12 imagery will still be effective at warning aircraft pilots about hazardous volcanic ash in many cases. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Air pilots KW - Aviation safety KW - Clouds KW - Detection and identification KW - Estimating KW - Geostationary operational environmental satellite KW - GOES-12 KW - GOES-8 KW - GOES-R KW - Hazards KW - Height KW - Infrared detectors KW - Infrared imagery KW - Monitoring KW - Montserrat (British West Indies) KW - Soufriere Hills volcano KW - Volcanic ash KW - Volcanic eruptions KW - Volcanoes KW - Warnings (Safety information) KW - Weather UR - https://trid.trb.org/view/756541 ER - TY - CONF AN - 01000530 AU - Schneider, David J AU - Servranckx, Rene AU - Osiensky, Jeff AU - Federal Coordinator, Meteorological Services & Support Research TI - Discrepancies Between Satellite Detection and Forecast Model Results of Ash Cloud Transport: Case Study of the 2001 Eruption of Mt. Cleveland Volcano, Alaska PY - 2004/11 SP - 1p AB - Volcanic ash transport and dispersion models are utilized together with data from satellite imagery to predict the movement of volcanic ash clouds that are potentially hazardous. Though these two information sources generally agree with each other, discrepancies between the two sources do happen. These discrepancies can cause challenges in the accuracy of predicting ash movement, particularly in cases where the results of the model suggest the presence of ash but that presence is not detected in the satellite image data. This paper discusses a case study of the February 19, 2001 eruption of the Mt. Cleveland volcano in Alaska. The case study uses the results of the CANERM dispersion model and GOES satellite images. For this eruption the volcanic ash transport and dispersion model predicted a much larger amount of volcanic ash than the satellite imagery data. The paper discusses how one makes a decision based on this type of information, and whether or not a warning should be issued based solely on satellite image data or on results of the model. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Accuracy KW - Alaska KW - Aviation safety KW - CANERM KW - Case studies KW - Clouds KW - Detection and identification KW - Discrepancies KW - Forecasting KW - GOES KW - Hazards KW - Mount Cleveland volcano KW - Satellite imagery KW - Volcanic ash KW - Volcanic eruptions KW - Volcanoes KW - Warnings (Safety information) UR - https://trid.trb.org/view/756267 ER - TY - CONF AN - 01000555 AU - Scott, Bradley AU - Federal Coordinator, Meteorological Services & Support Research TI - The New Zealand Volcano Alert Level System - Its Performance in Recent Eruptive Activity PY - 2004/11 SP - 1p AB - A revised volcanic alert system was introduced in New Zealand after a major episode of volcanic eruption occurred from Crater Lake, Mt. Ruapehu. The alert system is based on six levels and has two separate schemes that differentiate clearly between reawakening activity at a dormant volcano and frequently active volcanoes. This system is not intended to be predictive, but provides an indication of status of eruption. The revised system was used during 1995 and 1996 eruption episodes at Ruapehu and also during eruptions that occurred at White Island from 1998 to 2001. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Active volcanoes KW - Aviation safety KW - Dormant volcanoes KW - Hazard evaluation KW - Mount Ruapehu KW - New Zealand KW - Performance KW - Reawakening volcanoes KW - Volcanic eruptions KW - Volcanoes KW - White Island UR - https://trid.trb.org/view/756185 ER - TY - CONF AN - 01000539 AU - Bernardo, Cirilo AU - Prata, Fred AU - Federal Coordinator, Meteorological Services & Support Research TI - Ground-Based Detection of Volcanic Ash and Sulphur Dioxide PY - 2004/11 SP - 1p AB - Thermal infrared image data displaying detection and discrimination of sulfur dioxide gas and volcanic ash from erupting volcanoes is presented. The images are obtained from an uncooled multichannel thermal imaging camera. This camera can be deployed within approximately 10 kilometers of an active volcano. Algorithms for sulfur dioxide and ash detection are detailed. The system is called Ground-based InfraRed Detector (G-bIRD), and images from the system are obtained within a few seconds, analyzed and transmitted by land line or satellite using a standard web browser, to a computer with Internet access. G-bIRD provides a method to monitor hazardous volcanic substances from the ground and could be a means of issuing complementary sulfur dioxide and volcanic ash warnings to the aviation industry. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Active volcanoes KW - Algorithms KW - Aviation safety KW - Cameras KW - Ground-based InfraRed Detector (G-bIRD) KW - Hazardous materials KW - Infrared imagery KW - Monitoring KW - Sulfur dioxide KW - Thermal imagery KW - Volcanic ash KW - Volcanic eruptions KW - Warning systems UR - https://trid.trb.org/view/756182 ER - TY - CONF AN - 01000427 AU - Osiensky, Jeffrey AU - Ferguson, Gail AU - Girina, Olga AU - Neal, Christina AU - Federal Coordinator, Meteorological Services & Support Research TI - Airborne Ash Hazard Mitigation in the North Pacific: A Multi-Agency, International Collaboration PY - 2004/11 SP - 1p AB - The main earth science agencies responsible for detecting and delivering warnings of volcanic unrest in Russia and Alaska are the Kamchatka Volcanic Eruption Response Team (KVERT) and Alaska Volcano Observatory (AVO). They are two of the state/regional governmental agencies, international organizations, scientific institutes and private industry that work cooperatively to ensure that effective volcanic hazard warnings are issued. They work together to monitor the more than 100 active volcanoes that border the Pacific Ocean from southern Alaska, along the Aleutians, Kamchatka and through the Kuriles, which pose a significant risk to aviation. KVERT and AVO use real-time seismic networks, visual observations, and satellite remote sensing of ash and thermal anomalies to detect and characterize volcanic activity. Warnings are issued as promptly as possible by fax, phone and the Internet to an established list of recipients. Information is also quickly posted on the Internet. AVO works closely with the Federal Aviation Administration, the National Weather Service, and others to make sure that formal operational guidance to the aviation community contains all critical volcanic hazard information. KVERT has a similar relationship with the regional meteorological and aviation authorities in Kamchatka. Both groups also issue weekly status reports on all seismically monitored volcanoes and conduct scientific studies to support hazard assessments. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Alaska KW - Alaska Volcano Observatory KW - Aviation safety KW - Cooperation KW - Facsimile KW - Federal government agencies KW - Hazard mitigation KW - Interagency relations KW - International KW - Internet KW - Kamchatka Peninsula KW - Kamchatka Volcanic Eruption Response Team KW - Meteorology KW - Monitoring KW - Private enterprise KW - Real time information KW - Remote sensing KW - Risk management KW - Russia (Federation) KW - Scientists KW - State government agencies KW - Telephone KW - U.S. Federal Aviation Administration KW - U.S. National Weather Service KW - Volcanic ash KW - Volcanic eruptions KW - Volcanoes KW - Warning systems UR - https://trid.trb.org/view/756021 ER - TY - CONF AN - 01000424 AU - Yepes, Hugo AU - Samaniego, Pablo AU - Hall, Minard L AU - Mothes, Patricia AU - Federal Coordinator, Meteorological Services & Support Research TI - Ashfall Scenarios and Aviation Impacts of Future Eruptions of Cotopaxi Volcano-Ecuador PY - 2004/11 SP - 1p AB - The Cotopaxi volcano's last significant volcanic eruption occurred in June, 1877. In November, 2001 Cotopaxi's monitoring network showed intense and frequent anomalous events. Cotopaxi is a 5900 meter high stratocone in the thickly populated InterAndean Valley. Although the November 2001 activity has largely subsided, it may be a warning to be on the lookout for a slow awakening. Cotopaxi is covered by about 14 square kilometers of ice and snow, and it is well known for its destructive lahars that have traveled down all 3 main drainages. Ashfalls also had significant consequences for the agricultural communities during the 13 noteworthy VEI 3-4 magnitude eruptions of the 19th and 18th centuries. Future volcanic eruptions of Cotopaxi will most likely be of a similar VEI 3-4.5 magnitude, spewing ash-rich clouds high into the stratosphere. This will potentially affect international and national airline traffic for many days in Ecuador, and perhaps on a regional scale as well. It is probable that the three main international airports - Quito, Latacunga and Guayaquil will suffer ashfalls as a consequence of a Cotopaxi eruption. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Air traffic KW - Airports KW - Aviation safety KW - Cotopaxi volcano KW - Ecuador KW - Ice KW - InterAndean Valley KW - International KW - Jose Joaquin de Olmedo International Airport KW - Lahars KW - Latacunga International Airport KW - Mariscal Sucre International Airport KW - Monitoring KW - National KW - Snow KW - Stratosphere KW - Volcanic ash KW - Volcanic eruptions KW - Volcanoes UR - https://trid.trb.org/view/755940 ER - TY - CONF AN - 01000407 AU - Mothes, Patricia AU - Hall, Minard L AU - Ramon, Patricia AU - Yepes, Hugo AU - Federal Coordinator, Meteorological Services & Support Research TI - Surprise/Sudden Onset Eruptions: The Case of Reventador Volcano-Ecuador, 03-November, 2002 PY - 2004/11 SP - 1p AB - Some volcanoes show progressive buildup over weeks and months of prior activity before a major eruption, and some don't. Of the volcanoes that don't show that build up, two of them are Redoubt and Revantador, which are located in Ecuador. Ten seismic events were registered on October 6, 2002 by the two telemetered seismic stations closest to the active cone. These occurred before Reventador's VEI 4 subplinian eruption on November 3, 2002. A nearby construction camp observed superficial manifestations that were minor. Seven hours of tremor and more than 100 local earthquakes preceded the paroxysmal eruption that resulted on a 17 km high ash-rich column and 5 andesitic pyroclastic flows which descended 9 km down valley. Ash clouds were spewed into the populated InterAndean Valley and ash started to fall between 12 and 4 o'clock pm, leaving the area blanketed with a 15 mm thick layer. Quito's International Airport, 100 km west of the volcano, was closed officially at 12:45. Therefore, most of the aircraft remained at the airport and were completely covered with ash. Reventador, and other active volcanoes in Ecuador are not routinely monitored as they are thought to have a low risk to population centers. It would be prudent for civil aviation and airlines to try to establish more intense monitoring of these volcanoes and have plans in place to deal with surprise and unexpected volcanic eruptions. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Aircraft KW - Airports KW - Aviation safety KW - Civil aviation KW - Disaster preparedness KW - Earthquakes KW - Ecuador KW - InterAndean Valley KW - Mariscal Sucre International Airport KW - Monitoring KW - Redoubt volcano KW - Reventador volcano KW - Tremors KW - Volcanic ash KW - Volcanic eruptions KW - Volcanoes UR - https://trid.trb.org/view/755938 ER - TY - CONF AN - 01000677 AU - Prata, Fred AU - Schreiner, Tony AU - Schmit, Tim AU - Ellrod, Gary AU - Federal Coordinator, Meteorological Services & Support Research TI - First Measurements of Volcanic Sulphur Dioxide from the GOES Sounder: Implications for Improved Aviation Safety PY - 2004/11 SP - 4p AB - The main goal of the Geostationary Orbiting Environmental Satellites (GOES) sounder is to offer vertical profiles of atmospheric moisture and temperature for global weather applications. Data analysis obtained during eruptions of Soufriere Hills volcano in Montserrat, in July 2003, suggest that some of the channels can be utilized to detect upper troposphere sulfur dioxide. This paper presents quantitative and qualitative evaluations of the ability of GOES to detect sulfur dioxide. GOES is an ideal system to provide timely warnings to aircraft about the presence of upper tropospheric sulfur dioxide, and therefore quite useful in monitoring the hazards of volcanic ash clouds. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Aircraft KW - Aviation safety KW - Clouds KW - Data communications KW - Detection and identification KW - Evaluation KW - Geostationary orbiting environmental satellites KW - Monitoring KW - Montserrat (British West Indies) KW - Soufriere Hills volcano KW - Sulfur dioxide KW - Troposphere KW - Volcanic ash KW - Volcanic eruptions KW - Volcanoes KW - Warning systems UR - https://trid.trb.org/view/756428 ER - TY - CONF AN - 01000676 AU - Rose, William I AU - Bluth, Gregg JS AU - Watson, I Matthew AU - Federal Coordinator, Meteorological Services & Support Research TI - Ice in Volcanic Clouds: When and Where? PY - 2004/11 SP - 7p AB - This paper investigates data that has been published from remote sensing and other sources regarding particles of ice that occur in volcanic clouds. An attempt is made to discover the patterns that occur in the variability of ice particles in volcanic clouds. A number of volcanic eruptions are examined, including some that occurred in the following volcanoes: Rabaul volcano (Papua New Guinea), Hekla volcano (Iceland), Mount Spurr volcano (Alaska), Cleveland volcano (Alaska), Pinatubo volcano (Philippines), Soufriere Hills volcano (Montserrat), and El Chichon volcano (Mexico). U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Alaska KW - Aviation safety KW - Clouds KW - El Chicon volcano KW - Hekla volcano KW - Ice KW - Iceland KW - Mexico KW - Montserrat (British West Indies) KW - Mount Cleveland volcano KW - Papua New Guinea KW - Particles KW - Philippines KW - Pinatubo volcano (Philippines) KW - Rabaul volcano KW - Remote sensing KW - Soufriere Hills volcano KW - Spurr volcano KW - Volcanic ash KW - Volcanic eruptions KW - Volcanoes UR - https://trid.trb.org/view/756351 ER - TY - CONF AN - 01000671 AU - Connell, Bernadette AU - Federal Coordinator, Meteorological Services & Support Research TI - Volcanic Ash and Aerosol Detection Versus Dust Detection Using GOES and MODIS Imagery PY - 2004/11 SP - 5p AB - This paper presents case examples of different volcanic ash/aerosol and dust aerosol detection methods that use infrared wavelengths in the 8-12 micrometer range for moderate resolution imaging spectroradiometer (MODIS) imagery. They are compared with products that are available from geostationary operational environmental satellite (GOES) imagery. In addition, information obtained by utilizing short wavelengths (3-4 micrometers) is also described. Finally, the question, "How is sand, ash, or aerosol detected with the different channel combinations?" is asked and partly answered. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Aerosols KW - Aviation safety KW - Data communications KW - Detection and identification KW - Dust KW - Geostationary operational environmental satellite KW - Infrared imagery KW - Moderate resolution imaging spectroradiometer KW - Sand KW - Volcanic ash KW - Volcanic eruptions KW - Wavelength UR - https://trid.trb.org/view/756317 ER - TY - CONF AN - 01000668 AU - Barsotti, Sara AU - Neri, Augusto AU - Scire, Joe AU - Federal Coordinator, Meteorological Services & Support Research TI - Assessing Volcanic Ash Hazard by Using the CALPUFF System PY - 2004/11 SP - 5p AB - The goal of this paper is to present CALPUFF, a new modeling system that can describe the movements of a volcanic ash cloud, as well as the ash concentration in the air and on the ground, that is generated by a particular source. The CALPUFF system is comprised of three major parts: a geophysical preprocessor, a meteorological processor (called CALMET), and a Langrangian dispersal model (called CALPUFF). U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Airborne KW - Aviation safety KW - CALMET KW - CALPUFF KW - Clouds KW - Concentration (Chemistry) KW - Geophysics KW - Ground deposits KW - Hazards KW - Lagrangian dispersal models KW - Meteorology KW - Preprocessors KW - Processors KW - Volcanic ash KW - Volcanic eruptions UR - https://trid.trb.org/view/756313 ER - TY - CONF AN - 01000667 AU - Textor, Christiane AU - Ernst, Gerald GJ AU - Herzog, Michael AU - Tupper, Andrew AU - Federal Coordinator, Meteorological Services & Support Research TI - Potential of the ATHAM Model for Use in Air Traffic Safety PY - 2004/11 SP - 5p AB - This paper presents the Active Tracer High resolution Atmospheric Model (ATHAM), an eruption column model, which simulates the processes within a volcanic eruption column, and the dispersal of the ash cloud. This model can be used by Volcanic Ash Advisory Centres (VAACs) to more accurately forecast the dispersal of volcanic ash from a volcanic eruption. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Active Tracer High resolution Atmospheric Model (ATHAM) KW - Air traffic KW - Aviation safety KW - Clouds KW - Forecasting KW - Simulation KW - Volcanic ash KW - Volcanic Ash Advisory Centres KW - Volcanic eruptions UR - https://trid.trb.org/view/756315 ER - TY - CONF AN - 01000552 AU - Chen, Peter AU - Servranckx, Rene AU - Federal Coordinator, Meteorological Services & Support Research TI - Modeling Volcanic Ash Transport and Dispersion: Expectations and Reality PY - 2004/11 SP - 5p AB - This paper discusses the use of volcanic ash transportation and dispersion models to predict airborne volcanic ash. It relates the basic components of the problem, discusses timeliness and accuracy, notes limiting factors, and describes areas that need improvement. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Accuracy KW - Airborne KW - Aviation safety KW - Dispersions (Chemistry) KW - Forecasting KW - Volcanic ash KW - Volcanic eruptions UR - https://trid.trb.org/view/756266 ER - TY - CONF AN - 01000549 AU - Dean, Ken AU - Neal, Christina AU - Guryanov, Vyacheslav B AU - Terentyev, Nikolay S AU - Izbekov, Pavel AU - Karagusov, Y V AU - Rybin, Alexander V AU - Federal Coordinator, Meteorological Services & Support Research TI - Status of Monitoring Active Volcanoes of the Kurile Islands: Present and Future PY - 2004/11 SP - 6p AB - Air routes from Asia to North America that are significant to the International community are located to the east of and immediately above the Kurile Islands. Thirty-six volcanoes are active within the Kurile Island chain. These volcanoes are thought to be explosive, active, and capable of spewing volcanic ash to altitudes utilized by commercial airlines. The lack of communication links and remoteness of the islands interferes with the development of ground-based monitoring of the active volcanoes within the Kurile Islands. It is prudent, therefore, to utilize coordinated multi agency efforts and satellite imagery when responding to volcanic events, in order to reduce the risk to aviation and increase the chances of aviation safety when a volcanic eruption occurs. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Active volcanoes KW - Air routes KW - Airlines KW - Altitude KW - Asia KW - Aviation safety KW - Commercial transportation KW - Future KW - Kuril Islands KW - Monitoring KW - Multiple agencies KW - North America KW - Risk management KW - Satellite imagery KW - Volcanic ash KW - Volcanic eruptions KW - Volcanoes UR - https://trid.trb.org/view/756186 ER - TY - CONF AN - 01000546 AU - McNutt, Stephen R AU - Williams, Earle R AU - Federal Coordinator, Meteorological Services & Support Research TI - Total Water Contents in Volcanic Eruption Clouds and Implications for Electrification and Lightning PY - 2004/11 SP - 5p AB - The behavior of water in magma in the Earth is fairly well understood in volcanology, and the behavior of water in the atmosphere is decently understood in meteorology. This study tries to bridge the perceived gap in understanding that lies in the transition from earth to the atmosphere. Since electric charge separations and lightning are prevalent in volcanic eruptions, and since the fundamental role of ice particle collisions in the separation of electric charge and generation of lightning in thunderclouds is now fairly well established, the study concerns itself with an evaluation of volcanic eruptions as ice factories that occur in the atmosphere. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Atmosphere KW - Clouds KW - Electric charge KW - Ice KW - Ice particle collisions KW - Lightning KW - Magma KW - Meteorology KW - Particles KW - Railroad electrification KW - Thunderclouds KW - Volcanic eruptions KW - Volcanoes KW - Water UR - https://trid.trb.org/view/756189 ER - TY - CONF AN - 00988861 AU - McCormack, D AU - Chen, Pan AU - Jean, M AU - Bass, H AU - Garces, M AU - Federal Coordinator, Meteorological Services & Support Research TI - ACOUSTIC SURVEILLANCE FOR HAZARDOUS ERUPTIONS (ASHE): A PROPOSAL FOR A PROOF-OF-CONCEPT EXPERIMENT PY - 2004/11 SP - 3p AB - This paper proposes an experiment to test both the practical utility of infrasound as a regional-scale volcanic eruption detection tool, and the feasibility of using such an infrasound system to contribute to the aviation industry timely operational alerts through Volcanic Ash Advisory Centres (VAAC). Ash spewed into the atmosphere from volcanic eruptions poses a major hazard to aircraft operations. In principle, infrasound monitoring will complement both satellite remote sensing and seismic observation to improve continuous monitoring of vast regions of potential volcanic eruption hazard at modest costs. The authors propose a field deployment of several small prototype infrasound arrays in a suitably selected region, sending data in real time to a central data centre where algorithms for volcanic eruption detection may be prototyped. The results will be distributed on a test basis to participating VAACs to compare them with the performance of existing warning systems. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Acoustic detectors KW - Algorithms KW - Aviation safety KW - Hazards KW - Infrasound KW - Landsat satellites KW - Monitoring KW - Real time data processing KW - Remote sensing KW - Volcanic ash KW - Volcanic Ash Advisory Centres KW - Volcanic eruptions KW - Volcanoes KW - Warning systems UR - https://trid.trb.org/view/755341 ER - TY - CONF AN - 00988862 AU - Del Carlo, P AU - Coltelli, M AU - Federal Coordinator, Meteorological Services & Support Research TI - RECURRENCE OF EXPLOSIVE ERUPTIONS AT ETNA VOLCANO THAT PRODUCE HAZARD FOR AVIATION PY - 2004/11 SP - 1p AB - The occurrence of many explosive eruptions characterizes the recent activity of the Etna volcano. Many of these volcanic eruptions have produced copious ash fallout and eruptive flume on its flanks. Since 1989, Etna summit craters have produced over 150 fire fountain episodes, characterized by (1) eruptive columns from 2 to 12 km high above the vent, (2) tephra volumes ranging from 10 to the 4th to 10 to the 7th (m cubed), and (3) magnitude from violent strombolian to subplinian. In addition, in the 2001 and 2002 flank eruptions, a prolonged explosive activity, forming a 104 km high ash column, caused continuous tephra fallout for many weeks. Lapilli and ash blanketed the volcano slopes and fine particles reach hundreds of kilometers of distance. The impacts were very serious on both health and the economy, especially the disruption to the operations of Reggio Calabria and Catania airports. The eruptive behavior of Etna that was observed in the last fifteen years does not represent an anomaly in the activity over the past three centuries. Nevertheless, an analysis of historical records indicates an increase in the frequency of ash-plume forming eruptions from 1880 and again from 1962, highlighting Etna as a definite risk source for aviation in the central Mediterranean region of the world. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Airport operations KW - Aviation safety KW - Catania-Fontanarossa Airport KW - Economic impacts KW - Etna volcano KW - Hazards KW - Health KW - Lapilli KW - Reggio Calabria Airport KW - Tephra KW - Volcanic ash KW - Volcanic eruptions KW - Volcanoes UR - https://trid.trb.org/view/755342 ER - TY - CONF AN - 00988865 AU - Mayberry, G AU - Venzke, E AU - Luhr, J AU - Wunderman, R AU - Siebert, L AU - Guffanti, M AU - Federal Coordinator, Meteorological Services & Support Research TI - VOLCANO-RELATED INFORMATION AVAILABLE ON THE INTERNET: FROM CURRENT ACTIVITY TO THE PAST 10,000 YEARS PY - 2004/11 SP - 3p AB - There is an enormous amount of information available on the Internet about volcanoes and the ash clouds they produce, but it can be an intimidating task for aviation officials and pilots to find information that is the most pertinent for them. Scientists with the Smithsonian Institution's Global Volcanism Program (GVP) and the US Geological Survey's (USGS) Volcano Hazards Program believe that information about volcanic activity should be readily available to members of the aviation community. They provide two pages of particular significance on their websites: the USGS Current Updates for US and Russian Volcanoes and the GVP/USGS Weekly Volcanic Activity Report. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Air pilots KW - Aviation safety KW - Clouds KW - GVP/USGS Weekly Volcanic Activity Report KW - Information services KW - Internet KW - Smithsonian Institution's Global Volcanism Program KW - United States Geological Survey KW - USGS Current Updates for US and Russian Volcanoes KW - Volcanic ash KW - Volcanoes KW - Websites (Information retrieval) UR - https://trid.trb.org/view/755345 ER - TY - CONF AN - 00988858 AU - Yepes, H A AU - Federal Coordinator, Meteorological Services & Support Research TI - RECENT ERUPTIVE ACTIVITY IN ECUADORIAN VOLCANOES AND ITS THREAT TO AVIATION SAFETY PY - 2004/11 SP - 1p AB - Volcanoes in Ecuador are tall, gigantic volcanoes that rise over 15,000 feet above sea level, so their eruptions begin close to the flight paths utilized by local commercial airlines. The volcanoes in Ecuador have been atypically active recently. Reventador (REV) and Guagua Pichincha (GGP) have produced powerful eruptions, despite being short in duration, which generated stratospheric injections of volcanic material and superbuoyant eruptive columns. A distinctive attribute of these eruptions is that the eruptive columns split at about the tropopause due to a 180 degree change in the direction of the wind at the equatorial regions. This creates a virtual east-west volcanic ash shade for commercial routes flying north-south along the pacific coast of South America. Tungurahua (TUNG) has been generating thermals since 1999. Sangay (SANG) sent its most recent volcanic ash cloud at the start of 2004, 50 km long and traveling east at 18,000 feet. The beginning of the eruption at TUNG and GGP was anticipated, thanks to geophysical monitoring of the volcanic activity by the Instituto Geofisico (IG), and an alert was sent to commercial aviation and other responsible authorities. Due to its remote location, SANG is not monitored by the IG, and therefore Guayaquil Airport and commercial routes are threatened by it. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Aviation safety KW - Civil aviation KW - Clouds KW - Ecuador KW - Geophysics KW - Guagua Pichincha volcano KW - Instituto Geofisico KW - Jose Joaquin de Olmedo International Airport KW - Monitoring KW - Reventador volcano KW - Sangay volcano KW - Tropopause KW - Tungurahua volcano KW - Volcanic ash KW - Volcanic eruptions KW - Volcanoes KW - Wind UR - https://trid.trb.org/view/755338 ER - TY - CONF AN - 00988859 AU - Murray, T L AU - Federal Coordinator, Meteorological Services & Support Research TI - THE ALASKA VOLCANO OBSERVATORY - FIFTEEN YEARS OF WORKING TO MITIGATE THE RISK TO AVIATION FROM VOLCANIC ASH IN THE NORTH PACIFIC PY - 2004/11 SP - 1p AB - A near disaster occurred on December 15, 1989 when a passenger jet encountered a volcanic ash cloud that had erupted from Alaska's Redoubt Volcano. The aircraft descended almost 15,00 feet when all four engines stopped operating, before the engines were restarted. The aircraft landed safely in Anchorage, Alaska. The Alaska Volcano Observatory (AVO) was one year old at the time. Most of Alaska's volcanoes are located along the 1500 mile long Aleutian volcanic arc which parallels the widely used North Pacific air routes between Asia and North America. In general, the major threats to property and life that explosive eruptions of Aleutian arc volcanoes pose is to aircraft. Therefore most of AVO's efforts have focused on limiting the aviation risk from volcanic ash in the North Pacific, including (1) installing new seismic monitoring networks on remote volcanoes along the Aleutian arc to provide advanced notification of volcanic activity, (2) expanding the satellite remote sensing capability of AVO and developing this into an integral part of volcano research and monitoring, (3) performing geologic studies of Alaskan volcanoes to determine their eruptive hazards and histories, (4) working with other Federal and state agencies in Alaska to develop procedures and protocols that enable AVO to quickly alert the aviation industry of volcanic ash clouds and volcanic activity, (5) coupling a strong research program with monitoring efforts to better understand volcanic processes in order to provide better forecasts of volcanic activity, (6) collaborating with Russian scientists to establish the Kamchatkan Volcanic Eruptions Response Team (KVERT) in order to insure reports of volcanic activity in Kamchatka are distributed widely. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Air transportation crashes KW - Alaska KW - Alaska Volcano Observatory KW - Aleutian volcanic arc KW - Aviation safety KW - Clouds KW - Cooperation KW - Federal government agencies KW - Forecasting KW - Geological events KW - Hazards KW - History KW - Jet engines KW - Kamchatka Volcanic Eruption Response Team KW - Monitoring KW - Procedures KW - Redoubt volcano KW - Remote sensing KW - Research KW - State government agencies KW - Volcanic ash KW - Volcanic eruptions UR - https://trid.trb.org/view/755339 ER - TY - CONF AN - 00988866 AU - McNutt, S R AU - Federal Coordinator, Meteorological Services & Support Research TI - VOLCANIC TREMOR AND ITS USE IN ESTIMATING ERUPTION PARAMETERS PY - 2004/11 SP - 2p AB - This study investigates tremor, the continuous seismic signal that accompanies virtually all volcanic eruptions, for 50 eruptions from 31 volcanoes. A number of new trends are noticed when reduced displacement (a normalized amplitude measure) is plotted against the Volcanic Explosivity Index (ash plume height). (1) Large eruptions generate stronger tremor than small ones. (2) Fissure eruptions generate stronger tremor than circular vents for the same fountain height. (3) Eruptions with higher gas content produce stronger tremor than those with low gas content. (4) Phreatic eruptions produce stronger tremor than magmatic eruptions for the same Volcanic Explosivity Index. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Circular vents KW - Dislocation (Geology) KW - Estimating KW - Gases KW - Height KW - Phreatic eruptions KW - Tremors KW - Volcanic ash KW - Volcanic eruptions KW - Volcanic explosivity index KW - Volcanoes UR - https://trid.trb.org/view/755346 ER - TY - CONF AN - 00988860 AU - Kinoshita, K AU - Tsuchida, S AU - Kanagaki, C AU - Tupper, A C AU - Corpuz, E G AU - Laguerta, E P AU - Federal Coordinator, Meteorological Services & Support Research TI - GROUND-BASED REAL TIME MONITORING OF ERUPTION CLOUDS IN THE WESTERN PACIFIC PY - 2004/11 SP - 5p AB - This paper reports on the monitoring of volcanic eruption clouds at Mayon volcano in the Philippines, and Suwanosejima, Satsuma-Iojima and Sakurajima volcanoes in southwest Japan. Volcanic gases and clouds at Miyakejima, near Tokyo, are also discussed. Ground-based observation of volcanic eruption clouds, combined with satellite imagery, is crucial for understanding their properties under various meteorological and volcanic conditions. Since height information is essential for dispersion model prediction, real time monitoring contributes hugely to aviation safety. The near-infrared camera improves the observation because it is less sensitive to atmospheric haze and able to detect hot anomalies. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Atmosphere KW - Aviation safety KW - Clouds KW - Haze KW - Heat KW - Height KW - Japan KW - Mayon volcano KW - Meteorology KW - Miyakejima volcano KW - Monitoring KW - Near infrared cameras KW - Philippines KW - Real time information KW - Sakurajima volcano KW - Satellite imagery KW - Satsuma-Iojima volcano KW - Suwanosejima volcano KW - Volcanic eruptions KW - Volcanoes UR - https://trid.trb.org/view/755340 ER - TY - CONF AN - 00988863 AU - Gardner, C A AU - Guffanti, M AU - Helicker, C C AU - Hill, D P AU - Lowenstern, J B AU - Murray, T L AU - Federal Coordinator, Meteorological Services & Support Research TI - A PROPOSED ALERT-LEVEL NOTIFICATION SCHEME FOR AVIATION AND GROUND-BASED HAZARDS AT U.S. VOLCANOES PY - 2004/11 SP - 5p AB - This paper discusses a proposed alert-level notification scheme for activity at United States volcanoes monitored by the U.S. Geological Survey's Volcano Hazards Program (USGS-VHP). The goals and motivation of the scheme, the rationale for the different alert levels, and the way in which it is incorporated into the USGS-VHP's overall mitigation strategy to notify the public about potential eruptions of volcanoes are discussed. The function of hazard alert schemes is to give the public and public officials warning about the proximity of a hazardous event. The precision of the warning depends on the nature of the hazardous event. Volcanoes do not erupt with consistent precursors, or in a uniform manner; nor do all episodes of unrest result in an eruption. Therefore there is a great deal of uncertainly in evaluating future volcanic behavior at restless volcanoes. These uncertainties impact how precise the volcano notification schemes can be, and present a challenge to their development. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Aviation safety KW - Future KW - Hazard evaluation KW - Hazards KW - Monitoring KW - Restless volcanoes KW - United States KW - United States Geological Survey KW - Volcanic eruptions KW - Volcanoes KW - Warning systems UR - https://trid.trb.org/view/755343 ER - TY - CONF AN - 00988864 AU - Gordeev, E AU - Senjukov, S AU - Girina, O AU - Federal Coordinator, Meteorological Services & Support Research TI - MONITORING AND REPORTING OF KAMCHATKAN VOLCANIC ERUPTIONS PY - 2004/11 SP - 1p AB - The Kamchatka Volcanic Eruption Response Team (KVERT) has provided notices and reports of volcanic activity since 1993. Kamchatka is part of a Pacific ring of volcanoes with 29 active volcanoes. These volcanoes produce explosive volcanic ash clouds every 2 or 3 years that spread across major international air routes between North America and Asia. The staff of KVERT, in collaboration with Kamchatkan Experimental and Methodical Seismological Department (KEMSD) of the Russian Academy of Sciences and the Institute of Volcanology and Seismology (IVS), monitors active volcanoes of Kamchatka seismically. This is done by visual observations and video, utilizing satellite images for ash cloud detection and tracking of thermal anomalies. As of 2003, there were 28 remote seismic stations operating at 11 of the most active volcanoes in Kamchatka and the North Kurile Islands. Three volcanoes, Bezymyanny, Sheveluch and Kyuchevskoy are being monitored by a video-camera system. Real-time images of these three volcanoes are available on the Internet, at http://emsd.iks.ru. Seismic observations are used universally to discover the start of volcano unrest and to recognize volcanic blasts of volcanoes obscured by weather. KVET examines data from U.S. and Japanese meteorological satellites, in cooperation with the Alaska Volcano Observatory. A number of times a day, images from GOES (Geostationary Operational Environmental Satellites), GMS (Geostationary Meteorological Satellite) and polar-orbiting satellites carrying AVHRR (Advanced Very High Resolution Radiometer) are examined for volcanic activity. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Bezymyanny volcano KW - Clouds KW - Internet KW - Kamchatka Peninsula KW - Kamchatka Volcanic Eruption Response Team KW - Kuril Islands KW - Kyuchevskoy volcano KW - Landsat satellites KW - Meteorological instruments KW - Monitoring KW - Real time information KW - Reporting KW - Sheveluch volcano KW - Video cameras KW - Volcanic ash KW - Volcanic eruptions KW - Volcanoes KW - Weather UR - https://trid.trb.org/view/755344 ER - TY - CONF AN - 00988856 AU - Coltelli, M AU - Del Carlo, P AU - Federal Coordinator, Meteorological Services & Support Research TI - EXPLOSIVE ERUPTIONS OF ETNA VOLCANO SERIOUSLY THREATEN AVIATION SAFETY IN THE CENTRAL MEDITERRANEAN REGION PY - 2004/11 SP - 3p AB - This paper discusses the Etna volcano in eastern Sicily, Italy, and its effect on aviation safety. It notes that the frequency of Etna's eruptions have increased in the last four centuries. The eruptions often occur in short time spans, such as 14 episodes in 16 days in 1989, and 64 episodes in five months in 2000. An aircraft accident occurred during this last period, in April 2000, when an Airbus 320 leaving from Catania Airport encountered an ash cloud from Etna. The encounter with the volcanic ash cloud damaged cockpit windshields. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Airbus A320 KW - Aircraft damage KW - Aviation safety KW - Catania-Fontanarossa Airport KW - Clouds KW - Cockpits KW - Etna volcano KW - Sicily (Italy) KW - Volcanic ash KW - Volcanic eruptions KW - Volcanoes KW - Windshields UR - https://trid.trb.org/view/755337 ER - TY - CONF AN - 00988854 AU - Ewert, J W AU - Newhall, C G AU - Federal Coordinator, Meteorological Services & Support Research TI - STATUS AND CHALLENGES OF VOLCANO MONITORING WORLDWIDE PY - 2004/11 SP - 6p AB - This paper describes techniques that are most commonly used to monitor volcanoes, and notes where obvious gaps exist in monitoring, especially where those gaps will compromise aviation safety. Effective volcano monitoring techniques increase the likelihood of timely eruption reporting, thus allowing more time for fight planning. In addition, it improves the response time of volcanic ash cloud detection that is satellite based. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Aviation safety KW - Clouds KW - Detection and identification KW - Landsat satellites KW - Monitoring KW - Procedures KW - Volcanic ash KW - Volcanic eruptions KW - Volcanoes UR - https://trid.trb.org/view/755335 ER - TY - CONF AN - 00988853 AU - Newhall, C AU - Federal Coordinator, Meteorological Services & Support Research TI - PROMISE AND PITFALLS IN ERUPTION FORECASTING PY - 2004/11 SP - 5p AB - This paper describes the basis for volcanic eruption forecasts, discusses why volcanoes erupt, comments on the relative reliability of different types of volcanic eruption forecasts, and notes some possible pitfalls of which an individual should be aware. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Aviation safety KW - Reliability KW - Volcanic eruptions KW - Volcanoes KW - Weather forecasting UR - https://trid.trb.org/view/755334 ER - TY - CONF AN - 00988855 AU - Scott, B AU - Federal Coordinator, Meteorological Services & Support Research TI - VOLCANIC ALERT SYSTEMS: AN OVERVIEW OF THEIR FORM AND FUNCTION PY - 2004/11 SP - 1p AB - More than 60 Volcano Observatories operate to monitor world wide volcanic activity. An individual observatory may be required to monitor and be responsible for as many as 40 volcanoes. In addition, it is possible for an individual observatory to be responsible for monitoring as little as one volcano. Usually, the observatories issue "volcano alert levels" and "volcano alert bulletins" to advise local, regional or national governments, the general population, industry, and emergency response agencies. The two types of volcano warning/alert systems let it be known whether the volcano is reawakening, or whether it is erupting frequently. The current status is reported for frequently active volcanoes. For reawakening volcanoes, the information reported concerns time windows. The response to and structure of alert systems varies between countries. Although this fact creates inadequate international uniformity, nevertheless the alerting systems currently in existence serve a very important function. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Aviation safety KW - Countries KW - Disasters and emergency operations KW - Emergency medical services KW - Frequently erupting volcano KW - Governments KW - Hazard evaluation KW - Monitoring KW - Reawakening volcano KW - Volcanic eruptions KW - Volcano observatories KW - Volcanoes UR - https://trid.trb.org/view/755336 ER - TY - CONF AN - 00988848 AU - Guffanti, M AU - Casadevall, T J AU - Mayberry, G C AU - Federal Coordinator, Meteorological Services & Support Research TI - REDUCING ENCOUNTERS OF AIRCRAFT WITH VOLCANIC-ASH CLOUDS PY - 2004/11 SP - 5p AB - This paper provides a preliminary analysis of data regarding aircraft encounters with volcanic ash clouds from 1973 through 2003. The information analyzed is the data compiled by the U.S. Geological Survey and Smithsonian Institution, in collaboration with the Darwin Volcanic Ash Advisory Center. This database utilizes summaries of reported encounters that include information about conditions during an ash encounter and information about the source volcano that produced the ash cloud. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Aircraft KW - Aviation safety KW - Clouds KW - Data analysis KW - Databases KW - Volcanic ash KW - Volcanoes UR - https://trid.trb.org/view/755330 ER - TY - CONF AN - 00988850 AU - Wunderman, R AU - Federal Coordinator, Meteorological Services & Support Research TI - SULFUROUS ODORS: A SIGNAL OF ENTRY INTO AN ASH PLUME - BUT PERHAPS LESS RELIABLE FOR ESCAPE PY - 2004/11 SP - 1p AB - Available reports note that the odors of rotten eggs (hydrogen sulfide) and a striking match (sulfur dioxide) are generally noticed by flight crew members when encountering volcanic ash clouds. This is particularly true when the concentration of these gases is low. However, when individuals are subjected to slightly higher concentrations of the same gases, they can undergo 'olfactory fatigue'. That is, their smell receptors get saturated, they get used to the smell and they mistakenly think that the gas is gone. Therefore, the flight crew can count on their sense of smell to signal to them that they are near or entering a volcanic ash cloud, but they should not count on this same sense of smell to tell them when the volcanic ash is gone. It needs to be determined whether or not these higher concentrations of sulfurous gases really do exist in an ash cloud; and pilots need to be trained, if indeed it is determined that volcanic eruptions could result in concentrations of sulfurous gases that are high enough to cause 'olfactory fatigue'. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Air pilots KW - Aviation safety KW - Clouds KW - Concentration (Chemistry) KW - Flight crews KW - Hydrogen sulfide KW - Odors KW - Olfactory perception KW - Sulfur dioxide KW - Training KW - Volcanic ash KW - Volcanic eruptions KW - Volcanoes UR - https://trid.trb.org/view/755332 ER - TY - CONF AN - 00988849 AU - Tupper, A AU - Davey, J AU - Stewart, P AU - Stunder, B AU - Servranckx, R AU - Federal Coordinator, Meteorological Services & Support Research TI - AIRCRAFT ENCOUNTERS WITH VOLCANIC CLOUDS OVER MICRONESIA, OCEANIA, 2002/03 PY - 2004/11 SP - 5p AB - This paper discusses encounters that three aircraft had with volcanic ash clouds over the Micronesia area, northeast of Papua New Guinea. Two of the encounters took place in November 2002, and once occurred in March 2003. No detectable ash was found in the area by satellite analysis that was performed using standard techniques. An attempt was made to identify the source of the volcanic ash clouds, by performing back and forward trajectories. The two aircraft in November 2002 appear to have come upon parts of a cloud about 350 km (190 nautical miles) wide, and approximately 12 hours apart. One of the November 2002 aircraft, an Airbus 340, sustained some damage. Three pitot probes were replaced due to ash inside. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Airbus A340 KW - Aircraft KW - Aircraft damage KW - Aviation safety KW - Clouds KW - Micronesia (Federated States) KW - Pitot tubes KW - Volcanic ash KW - Volcanoes UR - https://trid.trb.org/view/755331 ER - TY - CONF AN - 00988845 AU - Tupper, A AU - Kamada, Y AU - Todo, N AU - Miller, E AU - Federal Coordinator, Meteorological Services & Support Research TI - AIRCRAFT ENCOUNTERS FROM THE 18 AUGUST 2000 ERUPTION AT MIYAKEJIMA, JAPAN PY - 2004/11 SP - 5p AB - This paper describes encounters that four commercial aircraft had with clouds produced by a 16-17 km high phreato-magmatic eruption of Mount Oyama, in Miyakejima, Japan. The volcano erupted on August 18, 2000. Two airports, at Haneda and Narita, are located close to Miyakejima. A Boeing 747 and an almost new Boeing 737-800 were extensively damaged and needed engine replacement. Another Boeing 747 was inspected for three days after encountering sulfur dioxide and ash, and was found to be undamaged. A third Boeing 747 encountered the cloud about 430 nautical miles (800 km) to the southeast, smelled sulfur dioxide, and it too was not damaged. These incidents remind the aviation industry about the significance of pre-eruption planning and information, of having worldwide rather than local ash-avoidance procedures, and of detailed and in-depth post-event investigations. On the plus side, no fatalities were suffered, and this is probably due to the pre-flight planning of local airlines and to rapid observation and reporting of the eruption of the volcano. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Aircraft encounters KW - Aviation safety KW - Boeing 737 aircraft KW - Boeing 747 aircraft KW - Civil aircraft KW - Crash investigation KW - Information systems KW - Inspection KW - Jet engines KW - Miyakejima (Japan) KW - Planning KW - Sulfur dioxide KW - Volcanic ash KW - Volcanoes UR - https://trid.trb.org/view/755327 ER - TY - CONF AN - 00988846 AU - Salinas, L J AU - Federal Coordinator, Meteorological Services & Support Research TI - VOLCANIC ASH CLOUDS POSE A REAL THREAT TO AIRCRAFT SAFETY PY - 2004/11 SP - 4p AB - This paper describes the ways in which volcanic ash clouds threaten aircraft safety. It notes that ash clouds can travel on the wind and drift great distances, thereby disrupting air traffic for hundreds of miles from its source. Volcanic ash is abrasive. It is capable of causing serious damage to aircraft control services, landing lights, engines and windshields. It can damage sensors that deliver electronic data to automated systems that fly the aircraft, and it can clog the pitot-static systems that determine altitude and air speed. In addition, volcanic ash clouds are not detectable by the present generation of radar instruments that are carried on aircraft. The only procedure that guarantees flight safety regarding volcanic ash clouds is complete avoidance of them. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Abrasion KW - Air traffic KW - Aircraft KW - Airspeed KW - Altitude KW - Aviation safety KW - Clouds KW - Control KW - Distance KW - Engines KW - Landing lights KW - Pitot tubes KW - Sensors KW - Volcanic ash KW - Volcanoes KW - Wind KW - Windshields UR - https://trid.trb.org/view/755328 ER - TY - CONF AN - 00988851 AU - Wunderman, R AU - Siebert, L AU - Luhr, J AU - Simkin, T AU - Venzke, E AU - Federal Coordinator, Meteorological Services & Support Research TI - A GLOBAL PERSPECTIVE ON VOLCANOES AND ERUPTIONS PY - 2004/11 SP - 1p AB - In the past 10,000 years, about 1500 volcanoes have probably been active, geologists say. The earth's active volcanoes include about 10 or 15 that are almost continuously erupting. During the 1990s, each year saw about 50 or 60 volcanoes erupting. Many of the 1500 volcanoes are on land or protrude above water. There are many more volcanoes deep beneath the sea that remain unwatched. Their eruptions do not generally break the surface. Volcanoes are often located in chains or linear belts. The volcanoes along the Pacific Rim are often explosive when they erupt. Many air routes from Asia pass over part of the Philippines, Japan, and Indonesia. These countries, together, are the home of more than one third of the world's active volcanoes. Many eruptions begin suddenly, however, they can also often be preceded by years of smaller discharges. Many of the volcanoes in the world are not equipped with dedicated monitoring instruments. About one half of the worlds 1500 active volcanoes are located in developing countries. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Active volcanoes KW - Air routes KW - Aviation safety KW - Developing countries KW - Indonesia KW - Japan KW - Measuring instruments KW - Monitoring KW - Philippines KW - Volcanic eruptions KW - Volcanoes UR - https://trid.trb.org/view/755333 ER - TY - CONF AN - 00988847 AU - Innes, D AU - Federal Coordinator, Meteorological Services & Support Research TI - AIR NIUGINI AND THE VOLCANIC ASH THREAT PY - 2004/11 SP - 2p AB - This paper discusses the experience that Air Niugini (the national airline of Papua New Guinea) has had with volcanic activity and airborne ash. This airline operates a small fleet of jet and turboprop aircraft in Asia, Australia and the South West Pacific, and in New Guinea. Some of these locations are areas that are notable for their high number of active volcanoes. Because of its experiences with volcanoes, Air Niugini has a heightened awareness of the phenomena, and it has developed standard operating procedures and methods for maintaining crew awareness of the threats, so that flight crews can better manage encounters with ash. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Air Niugini KW - Airlines KW - Asia KW - Australia KW - Aviation safety KW - Awareness KW - Flight crews KW - Jet propelled aircraft KW - Papua New Guinea KW - Procedures KW - Turboprop aircraft KW - Volcanic ash KW - Volcanic eruptions KW - Volcanoes UR - https://trid.trb.org/view/755329 ER - TY - CONF AN - 00988819 AU - Grindle, T J AU - Burcham, F W AU - Federal Coordinator, Meteorological Services & Support Research TI - ENGINE DAMAGE TO A NASA DC-8-72 AIRPLANE FROM A HIGH-ALTITUDE ENCOUNTER WITH A DIFFUSE VOLCANIC ASH CLOUD PY - 2004/11 SP - 1p AB - This paper presents analysis of volcanic ash plume, ash particles collected in cabin air heat exchanger filters and removed from engines, trajectory from satellites, and data from onboard instruments and engine conditions relating to the National Aeronautics and Space Administration (NASA) research airplane that flew through a volcanic ash cloud. The NASA DC-8 airborne sciences research airplane flew through a diffuse volcanic ash cloud of the Mt. Hekla volcano, inadvertently, in February 2000 during a flight from Edwards Air Force Base to Kiruna, Sweden. Sensitive research experiments and instruments detected the ash plume even though the ash plume was not visible to the flight crew. Post-flight visual inspections and in-flight performance checks did not reveal any damage to the engine first-stage fan blades or to the airplane. However, detailed examinations conducted subsequently revealed clogged turbine cooling air passages. The engines were removed and overhauled. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Aircraft KW - Aircraft cabins KW - Aircraft instruments KW - Airplanes KW - Analysis KW - Aviation safety KW - Clouds KW - Edwards Air Force Base KW - Engines KW - Kiruna (Sweden) KW - McDonnell Douglas DC-8 KW - Meteorological phenomena KW - Mt. Hekla volcano KW - Turbine cooling air passages KW - Volcanic ash KW - Volcanoes UR - https://trid.trb.org/view/755314 ER - TY - CONF AN - 00988817 AU - Federal Coordinator, Meteorological Services & Support Research TI - Proceedings of the 2nd International Conference on Volcanic Ash and Aviation Safety, June 21-24, 2004, Alexandria, Virginia PY - 2004/11 SP - v.p. AB - The 2nd International Conference on Volcanic Ash and Aviation Safety was held June 21-24, 2004 in Alexandria, Virginia. These are the proceedings of the conference. This document contains 84 papers, which are divided among five categories: 1. Encounters, Damage, and Socioeconomic Consequences; 2. The Volcanic Source - Eruption Monitoring and Reporting; 3. Ash Cloud Observations, Modeling, and Forecasting; 4. Volcanic Ash Advisory Centre Operations and Capabilities; and 5. Aviation Industry Perspectives. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Aircraft damage KW - Aircraft industry KW - Aviation safety KW - Clouds KW - Conferences KW - Forecasting KW - Modeling KW - Monitoring KW - Operations KW - Reporting KW - Socioeconomic factors KW - Volcanic ash KW - Volcanic Ash Advisory Centres KW - Volcanic eruptions UR - https://trid.trb.org/view/755170 ER - TY - CONF AN - 00988818 AU - Beerley, A M AU - Federal Coordinator, Meteorological Services & Support Research TI - 2003 CARIBBEAN VOLCANIC ASH ENCOUNTERS PY - 2004/11 SP - 1p AB - Flight Operations received notice on March 17, 2003, from the National Weather Service, that the Montserrat volcano had erupted, sending particulate and ash into the atmosphere. Volcanic ash was transported into populated areas as east to west upper and lower atmospheric wind patterns shifted north by northwest. All aircraft enroute to San Juan, Puerto Rico, St. Croix, St. Thomas, Antigua, Santo Domingo and St. Maarten were immediately contacted by dispatch to try to divert aircraft away from the adverse effects of this meteorological condition. Flight operations were ended for almost 6 hours in San Juan and its surrounding area until a volcanic ash pilot report and Notice to Airmen was rescinded. Major volcanic activity occurred again at Montserrat on July 12, 2003. The dome of the volcano collapsed, spewing particulate and ash into the atmosphere. An Airbus aircraft inbound to San Juan, Puerto Rico came upon an unforeseen cloud of ash at about 6000 feet. The encounter ended up causing damage to the aircraft's forward flight deck windows and engine fan blades. U1 - 2nd International Conference on Volcanic Ash and Aviation SafetyU.S. Geological SurveyNational Oceanic and Atmospheric AdministrationFederal Aviation AdministrationNational Aeronautics and Space AdministrationSmithsonian AssociatesAir Line Pilots AssociationMeteorological Service, CanadaInternational Association of Volcanology and Chemistry of the Earth's InteriorTenix CorporationAlexandria, Virginia StartDate:20040621 EndDate:20040624 Sponsors:U.S. Geological Survey, National Oceanic and Atmospheric Administration, Federal Aviation Administration, National Aeronautics and Space Administration, Smithsonian Associates, Air Line Pilots Association, Meteorological Service, Canada, International Association of Volcanology and Chemistry of the Earth's Interior, Tenix Corporation KW - Aircraft KW - Antigua KW - Atmosphere KW - Blades (Machinery) KW - Clouds KW - Engines KW - Fans KW - Flight KW - Flight decks KW - Meteorological phenomena KW - Monserrat volcano KW - Operations KW - Particulates KW - Saint Thomas (Virgin Islands) KW - San Juan (Puerto Rico) KW - Santo Domingo (Dominican Republic) KW - Sint Maarten (Netherlands Antilles) KW - St. Croix KW - Volcanic ash KW - Volcanic eruptions KW - Windows (Vehicles) UR - https://trid.trb.org/view/755313 ER - TY - RPRT AN - 00986787 AU - DeWeese, R L AU - Moorcroft, D M AU - Federal Aviation Administration TI - EVALUATION OF A HEAD INJURY CRITERIA COMPONENT TEST DEVICE PY - 2004/11 SP - 20 p. AB - Aircraft seats that are certified to meet the requireemts of 14 CFR Parts 23.562, 25.562, 27.562 and 29.562 must protect the occupant from serious head injury as defined by the Head Injury Criterion (HIC). A series of sled and component tests were conducted to evaluate the HIC Component Test Device's predictability, repeatability, and degree of correlation with the sled test results. The device produced head impact velocity and HIC results that were very repeatable when impacting surfaces with consistent force/deflection properties. A relationship for impact velocity versus firing pressure was also developed. Several representative aircraft interior surfaces were tested at various head impact velocities and impact angles. These surfaces included padded rigid walls, unpadded composite walls and wall sections, and energy absorbing and nonenergy absorbing seat backs. When the results for the two test methods were compared, impacts with some surfaces showed correlation and some did not. Impacts with padded rigid walls correlated well, while impacts with stiff walls or wall sections did not. Impacts with seat backs yielded mixed results with correlation being dependent on the stiffness of the area of the seat back being impacted. A MADYMO computer model was developed to investigate factors that could improve correlation. Further investigation is necessary to determine if modifications to the device could improve the degree of correlation. KW - Aircraft KW - Components KW - Head KW - Head injuries KW - Injuries KW - MADYMO KW - Safety KW - Seat backs KW - Simulation UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0418.pdf UR - https://trid.trb.org/view/748203 ER - TY - RPRT AN - 00984863 AU - Cosper, D K AU - McLean, G A AU - Advancia Corporation AU - Federal Aviation Administration TI - AVAILABILITY OF PASSENGER SAFETY INFORMATION FOR IMPROVED SURVIVAL IN AIRCRAFT ACCIDENTS PY - 2004/11 SP - 19 p. AB - The Federal Aviation Administration (FAA) has set goals to be proactive regarding airline passenger education. One of the strategic goals is to identify, develop, and conduct research to improve methods, procedures, and technologies for increasing survival in aircraft accidents. In support of the FAA goals, this study identified safety- and survival-related information currently available to the flying public, providing an opportunity for estimating the general educational level of the typical air traveler. The information available to typical airline passengers was obtained through a survey of air-travel information resources, including all material available from 15 major and 25 minor airlines flying in U.S. airspace. Additional sources were found using an exhaustive search of Internet Web sites, books, periodicals, and journal articles of government agencies, aviation training programs, educational and academic sources, aircraft manufacturers, consultants, U.S. military, corporations, and non-profit companies. An array of important factors was investigated: travel preparation, prohibited goods, in-flight "things-to-know", medical information, safety concerns, emergency aircraft operations, emergency procedures, post-emergency survival-related topics, airport requirements, and international travel information. The results reveal serious inadequacies in the availability of safety information for airline passengers, indicating that reaching the goal of assured air traveler safety and survival in emergencies is problematic but amenable to significant improvement. To increase the probability that air travelers will survive in emergencies, substantially improved safety and survival information needs to be implemented and made available through a well-constructed passenger education program. KW - Air transportation crashes KW - Air travel KW - Airlines KW - Aviation safety KW - Emergencies KW - Evacuation KW - Passenger education KW - Passenger safety KW - Passengers KW - Procedures KW - Safety education KW - Survival UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0419.pdf UR - https://trid.trb.org/view/745802 ER - TY - RPRT AN - 01075105 AU - Federal Aviation Administration TI - Gary/Chicago International Airport, master plan development including runway safety area enhancement/extension of Runway 12-30, and other improvements : environmental impact statement PY - 2004/10//Volumes held: Draft, F, FappA, FappB-K, Maps B1 KW - Environmental impact statements KW - Indiana UR - https://trid.trb.org/view/834499 ER - TY - RPRT AN - 00986786 AU - Xing, Jia AU - Federal Aviation Administration TI - MEASURES OF INFORMATION AND THE IMPLICATIONS FOR AUTOMATION DESIGN PY - 2004/10 SP - 15 p. AB - Information complexity associated with automation is a bottleneck that limits their use. While automation systems are designed to bring new functions to users and increase their capacities, automation also created new tasks associated with acquiting and integrating information from displays. For example, a complex display increases information load to human operators and reduces usability. Thus, the efficiency of an automation system largely depends on the complexity of the displayed information. To evaluate the costs and benefits of an automation aid, it is important to understand how much information is shown on the display, how users look at multiple information sources to build and maintain situation awareness, and whether the information is shown on the displayed multiple information sources. to build and maintain situation awareness, and whether the information is displayed in a compatible way so that it can be integrated and understood easily without the user having to make internal conversions and calculations. This paper presents a set of measures to assess information complexity. The metrics count information complexity as the combination of three basic factors: numeric size, variety, and relation; each factor is evaluated by the functions at three stages of brain information processing perception, cognition, and action. Ideally, these measures provide an objective method to evaluate automation systems for acquisition and design prototype. KW - Automation KW - Information display systems KW - Information technology KW - Interfaces KW - Prototypes KW - Visual presentations UR - http://stinet.dtic.mil/cgi-bin/GetTRDoc?AD=ADA428690&Location=U2&doc=GetTRDoc.pdf UR - https://trid.trb.org/view/748202 ER - TY - RPRT AN - 00983947 AU - Berg, R AU - Keller, S AU - Burke, T AU - Cassella, P AU - Leonelli, F J AU - Federal Aviation Administration TI - TITLE 14 CODE OF FEDERAL REGULATIONS PART 145 APPROVED TRAINING PROGRAM: RESEARCH AND RECOMMENDATIONS PY - 2004/10 SP - 78 p. AB - The Federal Aviation Administration has changed Title 14 Code of Federal Regulations (CFR) Part 145, which governs foreign and domestic air agencies that perform maintenance and alterations on U.S. registered aircraft, engines, propellers, and appliances. In particular, there is a new provision -14 CFR 145.163- that requires each repair station to submit a training program to the FAA for approval no later than April 6, 2005. To assist industry and FAA inspectors in complying with this requirement, the FAA Flight Standards Aircraft Maintenance Division (AFS-300) requested the Risk Analysis Branch (ATO-P) to research the current state of training and to provide guidance and recommendations for establishing training programs at repair stations. The general consensus among those interviewed was that the FAA should specify hourly requirements as well as acceptable content and format for the training programs. Due to the diversity of the maintenance segment of the aviation industry, the challenge for the FAA is to create a reasonable compromise between an acceptable minimum of formalized training at smaller, less complex repair stations without reducing the training offered by the larger repair stations. The report discusses the elements and functions that constitute an effective training program and the recommended number of hours and topics for training repair station mechanics, managers, supervisors, and inspectors. KW - General aviation KW - Inspectors KW - Maintenance facilities KW - Maintenance management KW - Managerial personnel KW - Mechanics (Persons) KW - Repair and maintenance businesses KW - Supervisors KW - Training programs KW - U.S. Federal Aviation Administration UR - https://trid.trb.org/view/745578 ER - TY - RPRT AN - 00982172 AU - DeJohn, C A AU - Wolbrink, A M AU - Larcher, J G AU - Federal Aviation Administration AU - American Airlines TI - IN-FLIGHT MEDICAL INCAPACITATION AND IMPAIRMENT OF U.S. AIRLINE PILOTS: 1993 TO 1998 PY - 2004/10 SP - 30 p. AB - Although it is not known when the first accident due to pilot in-flight medical incapacitation occurred, a recent survey showed that almost one-third of all pilots who responded had experienced an incapacitation requiring another crewmember to take over their duties, with safety of flight significantly threatened in 3% of cases. The importance of in-flight medical incapacitation and impairment can be better understood when it is realized that each in-flight medical incapacitation or impairment could potentially lead to an aircraft accident. The authors studied in-flight medical incapacitations and impairments in U.S. airline pilots from 1993 through 1998. They defined in-flight medical incapacitation as a condition in which a flight crewmember was unable to perform any flight duties and impairment as a condition in which a crewmember could perform limited flight duties, even though performance may have been degraded. They found 39 incapacitations and 11 impairments aboard 47 aircraft during the six-year period. All pilots were males. The average age for incapacitations was 47.0 years (range 25 to 59 years). The average age for impairments was 43.3 years (range 27 to 57 years). The in-flight medical event rate was 0.058 per 100,000 flight hours. The probability that an in-flight medical event would result in an aircraft accident was 0.04. Incapacitations significantly increased with age, with more serious categories in the older age groups. The most frequent categories of incapacitation were loss of consciousness, cardiac, neurological, and gastrointestinal. Safety of flight was seriously impacted in seven of the 47 flights and resulted in two non-fatal accidents. KW - Age KW - Air transportation crashes KW - Airline pilots KW - Gender KW - In-flight medical impairment KW - In-flight medical incapacitation KW - Surveys UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0416.pdf UR - https://trid.trb.org/view/743286 ER - TY - RPRT AN - 00984713 AU - Federal Aviation Administration TI - VOLUNTARY AIRPORT LOW EMISSION PROGRAM. TECHNICAL REPORT, VERSION 1.0 PY - 2004/09/30 SP - 144 p. AB - The Vision 100 -- Century of Aviation Reauthorization Act (Vision 100), signed into law in December 2003, established a voluntary program to reduce airport ground emissions at commercial service airports in air quality nonattainment and maintenance areas. The new provisions are intended to help airports meet their obligations under the Clean Air Act and to assist regional efforts to meet health based National Ambient Air Quality Standards. Vision 100 directs the FAA to issue this guidance report describing eligible airport low emission modifications and improvements and how airport sponsors should demonstrate program benefits. Developed in consultation with the U.S. Environmental Protection Agency and the U.S. Department of Energy, this guidance discusses program eligibility for converting vehicles to alternative and clean conventional fuels and for obtaining related infrastructure improvements. KW - Air quality management KW - Airports KW - Alternatives analysis KW - Clean Air Act KW - Clean fuels KW - Emission control systems KW - Guidelines KW - Maintenance facilities KW - Nonattainment areas UR - https://trid.trb.org/view/745739 ER - TY - ABST AN - 01480716 TI - Methods of Evaluation of the Fitness of Fiber Reinforced Composite Surfaces for Subsequent Adhesive Bonding AB - No summary provided. KW - Adhesion KW - Airport runways KW - Bonding and joining KW - Composite pavements KW - Evaluation and assessment KW - Fiber reinforced materials UR - https://trid.trb.org/view/1249789 ER - TY - ABST AN - 01480714 TI - VARTM Variability and Substantiation AB - No summary provided. KW - Analysis of variance KW - Civil aviation KW - Variability UR - https://trid.trb.org/view/1249787 ER - TY - RPRT AN - 01002093 AU - Chandra, Divya C AU - Yeh, Michelle AU - Riley, Vic AU - Volpe National Transportation Systems Center AU - Federal Aviation Administration TI - Designing a Tool to Assess the Usability of Electronic Flight Bags (EFBs) PY - 2004/09//Final Report SP - 157p AB - The Federal Aviation Administration (FAA), system designers, and customers all recognize that Electronic Flight Bags (EFBs) are sophisticated devices whose use could affect pilot performance. As a result, human factors issues have received considerable attention from the EFB community. In addition, the FAA's Advisory Circular (AC) on EFBs (AC 120-76A) identifies a need for evaluating EFBs from a human factors perspective, and contains a list of human factors considerations for review. However, the AC does not specify how to perform EFB human factors evaluations. This research was directed at developing a tool that could be used by FAA Aircraft Certification Service specialists in the field to conduct structured and comprehensive, yet practical, EFB usability evaluations. Two tools were developed for initial tests, with the expectation that a single tool would eventually emerge. The tools were refined over the course of several tests with prototype commercial EFB systems. In the end, the authors found that both tools are valuable, but in different ways. In this report, they describe both tools, their procedures for testing the tools, and their methods of processing the resulting data into feedback for the manufacturer. KW - Airline pilots KW - Design KW - Electronic flight bags KW - Evaluation KW - Human factors KW - Performance KW - Usability UR - http://www.volpe.dot.gov/opsad/efb/pdf/efb-toolreport.pdf UR - https://trid.trb.org/view/757705 ER - TY - RPRT AN - 00989538 AU - Mertens, H W AU - Milburn, N J AU - Federal Aviation Administration TI - PREDICTIVE VALIDITY OF THE AVIATION LIGHTS TEST FOR TESTING PILOTS WITH COLOR VISION DEFICIENCES PY - 2004/09 SP - 22 p. AB - The color filters of the Farnsworth Lantern (FALANT) were changed to meet the FAA signal color specifications, thereby creating a job-sample color vision test called the Aviation Lights Test (ALT) that is used for secondary screening of air traffic control specialist applicants in the terminal option. The purpose of this experiment was twofold: to determine whether the ALT could be used in place of the FALANT for testing pilots and whether the altered filters in the ALT improved its predictive validity with the criterion instrument called the signal light gun (SLG). The SLG is used by air traffic controllers to communicate with pilots in aircraft experiencing radio failure within the airport terminal area. The frequency of confusing white and green lights was similar for all tests; however, errors involving red targets were reduced for the color deficient sample for the ALT relative to the FALANT. Compare with the FALANT, the use of signalcolors in the ALT had little effect on cross-tabulated pass/fail outcomes with the SLG test. Results suggest that if the ALT is administered and scored with procedure identical to the FALANT, the incidence of passes and failures for pilots with color vision deficiencies will be essentially the same for the two tests. KW - Airline pilots KW - Aviation safety KW - Color vision KW - Deficiencies KW - Lighting UR - https://trid.trb.org/view/755148 ER - TY - RPRT AN - 00982077 AU - Milburn, N J AU - Mertens, H W AU - Federal Aviation Administration TI - PREDICTIVE VALIDITY OF THE AVIATION LIGHTS TEST FOR TESTING PILOTS WITH COLOR VISION DEFICIENCIES PY - 2004/09 SP - 21 p. AB - The color filters of the Farnsworth Lantern (FALANT) were changed to meet the Federal Aviation Administration's signal color specifications, thereby creating a job-sample color vision test called the Aviation Lights Test (ALT) that is used for secondary screening of air traffic control specialist applicants in the terminal option. The purpose of this experiment was twofold: to determine whether the ALT could be used in place of the FALANT for testing pilots and whether the altered filters in the ALT (primarily, a more highly saturated red) improved its predictive validity with the criterion instrument called the signal light gun (SLG). The SLG is used by air traffic controllers to communicate with pilots in aircraft experiencing radio failure within the airport terminal area. Participants were 145 individuals with moderate to strong red-green color vision deficiency, 10 individuals with minimal color vision anomalies, and 227 individuals with normal color vision, as classified by a Nagel anomaloscope. Participants identified 3 series of 9 pairs of colored lights of the FALANT and the ALT. A subset of 82 participants also identified the color-coded signals of the signal light gun test (SLGT). The frequency of confusing white and green lights was similar for all tests; however, as predicted, errors involving red targets were reduced for the color deficient sample for the ALT relative to the FALANT. Compared with the FALANT, the use of signal colors in the ALT had little effect on cross-tabulated pass/fail outcomes with the SLGT, K(82)=.70 and .675. Results suggest that if the ALT is administered and scored with procedures identical to the FALANT, the incidence of passes and failures for pilots with color vision deficiencies will be essentially the same for the two tests. KW - Airline pilots KW - Aviation Lights Test KW - Color vision KW - Deficiencies KW - Farnsworth Lantern KW - Signal light gun KW - Vision tests UR - https://trid.trb.org/view/743231 ER - TY - ABST AN - 01483444 TI - Remote Airfield Lighting Systems AB - No summary provided. KW - Airports KW - Lighting KW - Lighting systems KW - Safety UR - https://trid.trb.org/view/1252261 ER - TY - ABST AN - 01480797 TI - Aging of Composite Aircraft Structures AB - No summary provided. KW - Aging (Materials) KW - Aircraft KW - Composite materials KW - Composite structures UR - https://trid.trb.org/view/1250004 ER - TY - ABST AN - 01480795 TI - Crashworthiness of Composites AB - No summary provided. KW - Aircraft KW - Aviation safety KW - Composite materials KW - Crashworthiness UR - https://trid.trb.org/view/1250002 ER - TY - ABST AN - 01480723 TI - Production Control Effect on Composite Material Quality and Stability AB - No summary provided. KW - Composite materials KW - Production control KW - Quality (Materials) KW - Stability (Mechanics) UR - https://trid.trb.org/view/1249796 ER - TY - ABST AN - 01480686 TI - Effect 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/1249748 ER - TY - ABST AN - 01480796 TI - Combined Global/Local Variability and Uncertainty AB - No summary provided. KW - Globalization KW - Local transportation KW - Uncertainty KW - Variability UR - https://trid.trb.org/view/1250003 ER - TY - RPRT AN - 01103374 AU - Federal Aviation Administration TI - Review of Aviation Accidents Involving Weather Turbulence in the United States 1992-2001 PY - 2004/08 SP - 31p AB - From 1992 to 2001, there were 4,326 weather accidents that occurred in the United States. Of these 4,326 accidents, 509 were cited as turbulence weather events. Nearly 23 percent of these turbulence-related accidents resulted in fatal injuries to the occupants of the aircraft. General aviation turbulence accidents have been reduced by almost 60 percent in 2001, compared with the data from 1992. The National Transportation Safety Board (NTSB) cited downdraft as the cause or factor most often in the general aviation accidents. Clear air turbulence was cited most often in the air carrier accidents. KW - Air transportation crashes KW - Airlines KW - Atmospheric turbulence KW - Aviation safety KW - Clear air turbulence KW - Crash analysis KW - Crash causes KW - Downdrafts KW - Fatalities KW - General aviation KW - United States KW - Weather UR - https://trid.trb.org/view/860301 ER - TY - RPRT AN - 00980318 AU - Johnson, R D AU - Lewis, R J AU - Canfield, D V AU - Dubowski, K M AU - Blank, C I AU - Federal Aviation Administration TI - ACCURATE ASSIGNMENT OF ETHANOL ORIGIN IN POSTMORTEM URINE: A CASE STUDY PY - 2004/08 SP - 11 p. AB - Specimens from fatal aviation accident victims are submitted to the FAA Civil Aerospace Medical Institute for toxicological analysis. During toxicological evaluations, ethanol analysis is performed on all cases. Care must be taken when interpreting a positive ethanol result due to the potential for postmortem ethanol formation. Several indicators of postmortem ethanol formation exist; however, none are completely reliable. The consumption of ethanol has been shown to alter the concentration of two major serotonin metabolites, 5-hydroxytryptophol (5-HTOL) and 5-hydroxyindole-3-acetic acid (5-HIAA). While the 5-HTOL/5-HIAA ratio is normally very low, previous studies using living subjects have demonstrated that the urinary 5-HTOL/5-HIAA ratio is significantly elevated for 11-19 hours after acute ethanol infestation. Recently, an analytical method was developed and validated for the simultaneous determination of both 5-HTOL and 5-HIAA in forensic urine samples using a simple liquid/liquid extraction and LC/MS/MS and LC/MS/MS/MS. In the current study, this newly validated analytical method was applied to five ethanol positive aviation fatalities where the origin of the ethanol present could not previously be conclusively determined. KW - Accuracy KW - Acetic acid KW - Air transportation crashes KW - Aviation safety KW - Crash investigation KW - Ethanol KW - Fatalities KW - Postmortem KW - Serotonin KW - Toxicology KW - Urine UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0413.pdf UR - https://trid.trb.org/view/740871 ER - TY - RPRT AN - 00978839 AU - McLean, G A AU - Palmerton, D A AU - Corbett, C L AU - Larcher, K G AU - McDown, J R AU - Civil Aeromedical Institute AU - Federal Aviation Administration TI - SIMULATED EVACUATIONS INTO WATER PY - 2004/08 SP - 12 p. AB - Transport airplanes are required to be assessed for ditching capability in the FAA type certification process. This includes the airplane's emergency evacuation potential, i.e., the ability of passengers to escape the airplane after it lands on water. Actual emergency data to support ditching certification are not available; there have been questions as to whether evacuation flow rates onto land are appropriate for use in ditching related flotation time computations. Simulated evacuations from platforms into the CAMI survival tanks were conducted to obtain passenger flow rate data that can be used to support the certification process. A significant effect (p<.001) of platform height above water was found, as increasing heights resulted in monotonic decreases in flow rate. A significant effect (p<.01) of flotation device type was also found, with flotation seat cushions producing the lowest flow rates, followed next by life vests that were uninflated until entry into the water, and then life vests that had been inflated before leaving the platform. Finally, the Type-A exit sized platform configuration was significantly faster than was the Type-I configuration (p<.05) The effects suggest that in the best conditions, passenger flow rates into water are much like those onto land. However, the platform height effects suggest that airplane attitude in the water may be important, as is exit size. The use of flotation seat cushions as flotation aids should be a last resort. KW - Aircraft KW - Emergency exits KW - Emergency management KW - Emergency response time KW - Evacuation KW - Flotation KW - Passenger handling KW - Simulation UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0412.pdf UR - https://trid.trb.org/view/740385 ER - TY - RPRT AN - 00980319 AU - Prinzo, O V AU - Federal Aviation Administration TI - AUTOMATIC DEPENDENT SURVEILLANCE - BROADCAST/COCKPIT DISPLAY OF TRAFFIC INFORMATION: INNOVATIONS IN AIRCRAFT NAVIGATION ON THE AIRPORT SURFACE PY - 2004/07 SP - 18 p. AB - In 2000, the FAA's Office of Runway Safety made a concerted effort to reduce runway incursions. The Safe Flight 21 Program awarded contracts for CDTI avionics development and an operational demonstration that included a surface moving map capability. An operational evaluation was conducted in October 2000 to assess pilot use of varying types of CDTI devices and how surface map information could aid pilot situation awareness when taxiing. Complex taxi routes were designed to examine how well pilots navigated their aircraft using an electronic surface-map display or a paper surface map. This study was designed to determine how the use of these displays might aid situational awareness and influence operational communications. Pilots navigated their aircraft during 3 day and 2 night operations, resulting in 31 structured and 37 unstructured taxi routes. As subject matter experts listened to 15 hours of audio tapes and read verbatim transcripts, they identified operational concerns and noted problems. Communications involved in progressive taxi routes instructing pilots to follow another aircraft were excluded from analysis. A Type-of-Route x Type-of-Map ANOVA revealed that more problems occurred for structured, compared with unstructured taxi routes, and more messages were exchanged. KW - Air traffic control KW - Aircraft navigational aids KW - Airline pilots KW - Airport surface traffic control KW - Cockpit resource management KW - Communications KW - Innovation KW - Surveillance UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0411.pdf UR - https://trid.trb.org/view/740872 ER - TY - RPRT AN - 01566448 AU - Cyrus, Holly M AU - Federal Aviation Administration AU - Federal Aviation Administration TI - L-853 Cylindrical Runway and Taxiway Retro-Reflective Markers Study PY - 2004/06//Final Report SP - 21p AB - This report describes the evaluation of L-853 cylindrical retro-reflective markers that are used on airports to increase night identification of runway edges, centerline, and taxiway edges. Approved retro-reflective markers use either retro-reflective sheeting or tape, which are mounted on plastic-molded material that has cylindrical or flat surfaces. The minimum standard size for a cylinder-mounted marker is 96 square inches. This evaluation was performed to determine if increasing the standard size to 200 square inches would improve the markers’ conspicuity to aircraft and ground vehicles and to determine if the location of aircraft-mounted landing lamps have any effect on the visibility of the retro-reflective markers. Based on the results, it was determined that 96-square-inch retro-reflective material is adequate. The results of this study also indicated that aircraft landing lamps mounted closer to the observer’s eye gave the best visibility of the retro-reflective markers, whereas the aircraft landing lamps mounted at the wing tips gave the worst visibility of the retro-reflective markers. KW - Airport runways KW - Cylinder markers (Aviation) KW - Night visibility KW - Retroreflectivity KW - Size KW - Taxiways UR - http://www.airtech.tc.faa.gov/Safety/Downloads/04-10.pdf UR - https://trid.trb.org/view/1355327 ER - TY - RPRT AN - 00977165 AU - Milburn, N J AU - Federal Aviation Administration TI - A HISTORICAL REVIEW OF COLOR VISION STANDARDS FOR AIR TRAFFIC CONTROL SPECIALISTS AT AUTOMATED FLIGHT SERVICE STATIONS PY - 2004/06 SP - 11 p. AB - This report chronicles several experiments the Civil Aerospace Medical Institute has conducted to assess the effects that advances in technology have had on automated flight service station air traffic control specialists color identification tasks and the ensuing revisions to the color vision standard and verification testing. KW - Air traffic controllers KW - Color vision KW - Flight service stations KW - History KW - Standards UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0410.pdf UR - https://trid.trb.org/view/703239 ER - TY - RPRT AN - 00977164 AU - Nakagawara, V B AU - Montgomery, R W AU - Dillard, A E AU - McLin, L N AU - Connor, C W AU - Federal Aviation Administration TI - THE EFFECTS OF LASER ILLUMINATION ON OPERATIONAL AND VISUAL PERFORMANCE OF PILOTS DURING FINAL APPROACH PY - 2004/06 SP - 16 p. AB - Several hundred incidents involving the illumination of aircrew members by laser light have been reported in recent years, including several that could have had serious consequences. The purpose of this report is to evaluate the performance of pilots exposed to visible laser radiation during final approach maneuvers at 100 ft above the runway in the Laser-Free Zone (LFZ). Thirty-four pilots served as test subjects for this study. Pilot performance was assessed in a Boeing 727-200 Level C flight simulator using four eye-safe levels of visible laser light (0, 0.5, 5, and 50 microW/sq cm) during four final approach maneuvers (three 30 deg left and one 30 deg right turn to final approach). Subjective responses were solicited after each trial and during an exit interview. The pilots were asked to rate on a scale from 1 to 5 (1=none, 2=slight, 3=moderate, 4=great, and 5=very great) the affect each laser exposure had on their ability to operate the aircraft and on their visual performance. The average subjective ratings were calculated for each exposure level and flight maneuver, and an analysis of variance (ANOVA) was performed. Average subjective ratings for operational and visual performance were 2.93 (Range = 2.45-3.29; SD = 1.37) and 3.16 (Range = 2.56-3.62; SD = 1.30), respectively. ANOVA found statistically significant differences (p<0.05) between the 0.5 microW/sq cm operational and visual performance ratings and those for the 5 and 50 microW/sq cm exposures. Approximately 75% of the survey responses indicated that subjects experienced adverse visual effects resulting in some degree of operational difficulty when illuminated by low-level laser radiation. This study confirmed that the illumination of flight crewmembers with laser radiation >/= 0.5 microW/sq cm is unacceptable in the LFZ. Provided the exposure limit established for the LFZ (i.e., 50 nW/sq cm) is not exceeded, a sufficient margin of safety appears to exist for protecting pilots from accidental laser exposure during final approach. KW - Air pilots KW - Analysis of variance KW - Approach KW - Eye KW - Flight simulators KW - Human subject testing KW - Laser light exposure KW - Lasers KW - Performance KW - Vision UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0409.pdf UR - https://trid.trb.org/view/703238 ER - TY - ABST AN - 01480010 TI - Upgrading the Research Infrastructure of the National Institute for Aviation Research at Wichita State University AB - This proposal is responsive to several research topics that are essential to improvement of aviation safety that includes composite materials, crashworthiness, in-flight icing, fatigue and fractures. KW - Aviation safety KW - Civil aviation KW - Crashworthiness KW - Failure KW - Fracture mechanics KW - Icing KW - Inflight icing UR - https://trid.trb.org/view/1249073 ER - TY - RPRT AN - 01566458 AU - Patterson, James W AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Development of Airport Active Runway Vehicle Lighting PY - 2004/05//Technical Note SP - 19p AB - Runway incursions are a leading cause of airport ground accidents and usually result from the presence of unauthorized ground vehicles within the active runway area. In many cases, air traffic control personnel can become confused by the numerous flashing lights and various colors of lights on vehicles operating on the airport and because of this, are unable to distinguish which vehicles are on the runway and which are on a parallel taxiway or holding short of the runway. The purpose of this evaluation was to determine the feasibility of equipping airport ground vehicles with supplemental warning beacons that would be illuminated only when the vehicle was on an active runway, thus providing a visual cue to eliminate any confusion in regards to the location of the vehicle. The objective of the research was to evaluate the various beacon features available, such as beacon colors, flash patterns, flash speeds, or beacon separation distances, to determine if there was a particular combination that would make the beacon unique enough to be used for this purpose. To investigate these features, an evaluation was conducted in which numerous vehicles were fitted with modified light beacons that enabled the project participants to observe the supplemental warning beacons in operation. The participants evaluated various beacon colors, flash patterns, flash speeds, and light bar arrays at various separations during the course of the evaluation. In addition, surveys were taken at various airports to determine which type of vehicle lighting was currently being used. The supplemental warning beacon concept was not feasible for various reasons. It was determined that the available colors were not unique enough to identify the vehicles on the runway, because these colors are already being used for other functions in the airport environment. In addition, it was determined that adding another beacon of a different color to the standard amber beacon would require them to be spaced approximately 2 feet apart to ensure that the beacons did not blend when they flashed in unison. The beacons would also have to be mounted vertically, one above another, to make both of them visible from a 360 degree radius. For most vehicle applications, however, mounting beacons vertically or horizontally apart from each other is not acceptable. KW - Aviation safety KW - Ground vehicles KW - Runway incursions KW - Vehicle lighting UR - http://www.tc.faa.gov/its/worldpac/techrpt/artn04-9.pdf UR - https://trid.trb.org/view/1355551 ER - TY - RPRT AN - 01000907 AU - Broach, D AU - Federal Aviation Administration AU - Civil Aerospace Medical Institute TI - Methodological Issues in the Study of Airplane Accident Rates by Pilot Age: Effects of Accident and Pilot Inclusion Criteria and Analytic Strategy PY - 2004/05 SP - 32p AB - At the direction of the U.S. Senate, Broach, Schroeder, and Joseph examined accident rates by age for professional air transport and commercial pilots using an analysis of variance ANOVA) approach. As an extension of that work, this report focuses on methodological issues requiring careful consideration and definition in any analysis of aviation accident rates by pilot age. Three methodological issues are considered: (1) accident inclusion criteria; (2) pilot inclusion criteria; and (3) analytic strategy. Previous studies are interpreted with respect to these issues, and an additional analysis is presented to illustrate the impact of methodological choices on stydy outcomes. Overall, the comparison and additional analysis indicate that accident and pilot inclusion criteria and analytic strategy have substantial impact on study outcomes. Recommendations are presented for future studies of the relationship of pilot age to aviation accidents. KW - Age KW - Airline pilots KW - Aviation safety KW - Crash rates KW - Methodology KW - Strategic planning UR - https://trid.trb.org/view/756311 ER - TY - RPRT AN - 00975804 AU - Broach, D AU - Federal Aviation Administration TI - METHODOLOGICAL ISSUES IN THE STUDY OF AIRPLANE ACCIDENT RATES BY PILOT AGE: EFFECTS OF ACCIDENT AND PILOT INCLUSION CRITERIA AND ANALYTIC STRATEGY PY - 2004/05 SP - 26 p. AB - At the direction of the U.S. Senate, Broach, Schroeder, and Joseph (2000a, b) examined accident rates by age for professional air transport and commercial pilots using an analysis of variance (ANOVA) approach. As an extension of that work, this report focuses on methodological issues requiring careful consideration and definition in any analysis of aviation accident rates by pilot age. Three methodological issues are considered: (a) accident inclusion criteria; (b) pilot inclusion criteria; and (c) analytic strategy. Previous studies are interpreted with respect to these issues, and an additional analysis is presented to illustrate the impact of methodological choices on study outcomes. Overall, the comparisons and additional analysis indicate that accident and pilot inclusion criteria and analytic strategy have substantial impact on study outcomes. Recommendations are presented for future studies of the relationship of pilot age to aviation accidents. KW - Age KW - Air pilots KW - Air transportation crashes KW - Analysis of variance KW - Crash rates KW - Methodology KW - Recommendations UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0408.pdf UR - https://trid.trb.org/view/702588 ER - TY - RPRT AN - 00975803 AU - Garner, R P AU - Wong, K L AU - Ericson, S C AU - Baker, A J AU - Orzechowski, J A AU - Federal Aviation Administration TI - CFD VALIDATION FOR CONTAMINANT TRANSPORT IN AIRCRAFT CABIN VENTILATION FLOW FIELDS PY - 2004/04 SP - 9 p. AB - Civil transport aircraft have clearly been demonstrated as a preferred target of terrorist organizations through the years. The threat of the release of a noxious chemical or biological agent into the passenger cabin is real. Protection of occupants is critical for maintaining public confidence in air travel. Therefore, the Federal Aviation Administration (FAA) Civil Aerospace Medical Institute (CAMI) is directing a project for quantitative evaluation of the distribution of contaminants released during mid-flight in commercial airliner passenger cabins. The effort uses the CAMI 747 Aircraft Environmental Research Facility (AERF) to collect airflow data to be used to validate computational fluid dynamics (CFD) algorithms that can predict the potential distribution of a variety of particles in the aircraft. The cabin velocity vector field is measured at a number of points within the cabin using 3-dimensional sonic and conventional hot-wire anemometers. These data serve as a comparison basis to simulation via CFD that predicts the 3-dimensional ventilation flow field. This paper presents the first results of validation of CFD prediction of the cabin flow field in a segment of a 747 AERF. Agreements between the data and the simulation is good, hence represents the first steps towards development of a CFD system to quantitatively study contaminant distribution and assist in testing optimal responses to an attack on various airframes. The release of a chemical weapon has been the focus of work to date, but CFD is ultimately applicable to predicting the distribution of other entities through the aircraft environmental control system (ECS) such as biological, nuclear, or other toxic agents. Concurrently, the approach is applicable to generic cabin air quality issues where an understanding of flow fields is of critical importance in terms of the role that fresh air and contaminant levels play in passenger comfort, health, and safety. KW - Air flow KW - Air quality KW - Aircraft cabins KW - Algorithms KW - Anemometers KW - Civil aircraft KW - Contaminants KW - Environmental control system KW - Fluid dynamics KW - Health KW - Mathematical prediction KW - Passenger comfort KW - Quantitative analysis KW - Safety KW - Simulation KW - Validation KW - Ventilation systems UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0407.pdf UR - https://trid.trb.org/view/702587 ER - TY - RPRT AN - 00975055 AU - Nakagawara, V B AU - Montgomery, R W AU - Wood, K J AU - Federal Aviation Administration TI - DEMOGRAPHICS AND VISION RESTRICTIONS IN CIVILIAN PILOTS: CLINICAL IMPLICATIONS PY - 2004/04 SP - 13 p. AB - The Federal Aviation Administration (FAA) permits airmen with certain medical conditions to be medically certified, provided that such action does not compromise aviation safety. The FAA Office of Aerospace Medicine helps guide policy decisions through the study of common medical pathologies, including visual disorders and the use of new ophthalmic devices and refractive procedures by airmen. To perform this function properly, an in-depth knowledge of the airman population is required. This study examined demographic statistics for the civil airman population, including vision pathologies, for the period 1976 to 2001 and their relevance to the clinical care of aviators by eyecare practitioners. Medical certification data were extracted from FAA publications and databases for all civil airmen who were active on December 31st of each year from 1976 to 2001. Frequency and medical restriction data were delineated into 5-year increments and analyzed to identify population trends for the 25-year study period. Although the total number of airmen has decreased over the study period (-17%), the population of male and female airmen holding first-class medical certificates has grown by 119% and 1,241%, respectively. The percentage of airmen 40 years of age or older has increased by 17%, and the average age rose from 36.8 to 42.3 years of age. Additionally, the increase in near vision restrictions (13%) was more than double that of distant vision restrictions (6%) during the study period. As of 2001, 92% of all medical restrictions were vision related. The changing demographic profile of the civil airman population may compound the challenge to eyecare practitioners tasked with advising aviators concerning the proper choice of refractive correction. To guide the clinician in recommending the most appropriate form of refractive correction, the unique aviation vision demands, ergonomic considerations, and environmental conditions experienced by the civilian pilot are discussed. KW - Air pilots KW - Aviation medicine KW - Certification KW - Demographics KW - Ergonomics KW - Optical devices KW - Statistical analysis KW - Vision disorders UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0406.pdf UR - https://trid.trb.org/view/698331 ER - TY - RPRT AN - 01074551 AU - Federal Aviation Administration TI - Groton-New London Airport, Runway 5-23 Safety Area construction : environmental impact statement PY - 2004/03//Volumes held: Draft, Final KW - Connecticut KW - Environmental impact statements UR - https://trid.trb.org/view/833945 ER - TY - RPRT AN - 01016478 AU - Federal Aviation Administration TI - The Economic Impact of Commercial Space Transportation on the U.S. Economy: 2002 Results and Outlook for 2010 PY - 2004/03 SP - 48p AB - This report features a quantitative analysis of the extent to which the manufacture and sale of commercial launch vehicles, as well as the conduct of commercial space activities enabled by the launch industry, are responsible for contributing to production and generating jobs in a variety of space- and non-space-related industries in the United States. This report examines the U.S. commercial space transportation industry and the launch-enabled industries together to assess the full economic impact of commercial space transportation on the U.S. economy. Those industries include launch vehicle manufacturing and services, satellite manufacturing, ground equipment manufacturing, satellite services, remote sensing, and distribution industries. The report highlights how those industries affected the economic activity, employee earnings, and number of jobs in all major U.S. industry sectors, as defined by the U.S. Department of Commerce's RIMS II economic model. This is the Federal Aviation Administration Associate Administrator for Commercial Space Transportation's (FAA/AST) second study of the commercial launch industry's effect on the nation's economy. The first study, released in 2001, determined that in 1999 commercial space transportation and enabled industries were directly and indirectly responsible for $61.3 billion in economic activity, $16.4 billion in employee earnings, and 497,000 jobs in the United States. The impacts quantified in this report are based on data for the year 2002 and reveal that U.S. economic activity linked to the commercial space industry totaled over $95.0 billion and contributed to $23.5 billion in employee earnings throughout the United States. Over 576,000 people were employed in the United States as a result of the demand for commercial space transportation and enabled industries' products and services. KW - Artificial satellites KW - Commercial space transportation KW - Earnings KW - Economic impacts KW - Employees KW - Employment KW - Ground equipment KW - Jobs KW - Launch vehicles KW - Manufacturing KW - Physical distribution KW - Products KW - Quantitative analysis KW - Remote sensing KW - Services KW - United States UR - http://www.faa.gov/news/updates/media/Economic%20Impact%20Study%20September%202010_20101026_PS.pdf UR - https://trid.trb.org/view/773019 ER - TY - RPRT AN - 00972998 AU - Beringer, D B AU - Ball, J D AU - Federal Aviation Administration TI - THE EFFECTS OF NEXRAD GRAPHICAL DATA RESOLUTION AND DIRECT WEATHER VIEWING ON PILOT'S JUDGEMENTS OF WEATHER SEVERITY AND THEIR WILLINGNESS TO CONTINUE A FLIGHT PY - 2004/03 SP - 14 p. AB - A study was conducted to determine how variations in displayed NEXRAD weather data resolution interact with the pilot's direct view of weather. Pilots (32) were assigned to one of 4 groups; 8 km, 4 km, or 2 km resolution, and a baseline condition without NEXRAD imagery. Each flew the simulator from Santa Rosa, NM, with the intent to land at Albuquerque. Heavy precipitation moved into the area during the flight, and pilots were required to decide, using both the NEXRAD data and their out-the-window view, whether to continue or to divert to an alternate airport. Pilots spent more time looking at higher resolution images than at the lower resolution ones. Posttest NEXRAD image judgments reinforced the notion that higher resolution images are likely to encourage pilots to continue flights with the expectation that they can fly around or between significant weather features. The presence of out-the-window viewable weather phenomena was seen to have a significant effect on how pilots regarded the NEXRAD data. KW - Airline pilots KW - Cockpit resource management KW - Decision making KW - Flight characteristics KW - Graphics KW - Judgment (Human characteristics) KW - Radar images KW - Weather conditions UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0405.pdf UR - https://trid.trb.org/view/697436 ER - TY - RPRT AN - 01138295 AU - Van Graas, F AU - Ohio University, Athens AU - Federal Aviation Administration TI - Wide Area Augmentation System Research and Development PY - 2004/02//Final Report SP - 46p AB - In support of the development of the Wide Area Augmentation System (WAAS), three projects were performed under Aviation Cooperative Agreement 01-G-016. The first project involved participation in the WAAS Integrity Performance Panel (WIPP), which included the development of the dual-frequency Code Noise and MultiPath (CNMP) monitor, review of integrity documentation, as well as the analysis of specific integrity monitors. The second project was focused on the characterization and reduction of Geostationary Satellite (GEO) multipath error. The third project involved the development of a dual-frequency Integrated Multipath-Limiting Antenna (IMLA) for WAAS Reference Sites (WRS) to improve the accuracy of the pseudorange measurement data. Major findings of the research are summarized below: (1) A dual-frequency Code Noise and MultiPath (CNMP) monitor was developed to significantly reduce multipath error at the WAAS Reference Sites (WRS). (2) Based on ground and flight test evaluations, Narrow-Band Geostationary Satellite (GEO) multipath and noise ranging errors can be as small as 0.3 m (95%) if a multipath-limiting High-Zenith Antenna (HZA) is used. (3) A dual-frequency Integrated Multipath-Limiting Antenna (IMLA) was prototyped and determined to be feasible for WAAS applications. (4) A new method was developed for the measurement and evaluation of GPS antenna phase and group delays. KW - Aircraft operations KW - Antennas KW - Civil aviation KW - Geostationary meteorological satellite KW - Integrity KW - Multipath transmission KW - Prototypes KW - Satellite navigation systems KW - Wide Area Augmentation System UR - https://trid.trb.org/view/898419 ER - TY - RPRT AN - 00972997 AU - Garner, R P AU - Utechtt, J S AU - Federal Aviation Administration TI - PERFORMANCE CRITERIA FOR DEVELOPMENT OF EXTENDED USE PROTECTIVE BREATHING EQUIPMENT PY - 2004/02 SP - 8 p. AB - The Federal Aviation Administration (FAA) requires under FAR 121.337 that crew protective breathing equipment (PBE) for smoke and fume protection is installed aboard aircraft and that crew members be trained in the proper use of PBE. A variety of designs currently exist that meet the requirements of these regulations. However, the threat posed by atmospheric contamination in an environment that cannot be quickly escaped suggests that extending the protective capabilities of PBE devices beyond what is mandated by the FAA may be beneficial in aviation and other arenas. These experiments were conducted to evaluate the use of PBE in terms of potential for long term use and to identify issues critical to long-term use. A closed circuit PBE device utilizing lithium hydroxide technology for carbon dioxide removal was tested. The capability to supply fresh oxygen to the user had been incorporated to the prototype design. Breathing simulator testing clearly demonstrated that carbon dioxide levels during use were consistent with theoretical values and represented the limiting factor for long term wear when coupled with the "ad libitum" use of oxygen. As expected, metabolic carbon dioxide production rate was the primary factor limiting time of use and effective means of oxygen delivery and temperature control need to be developed. If these issues can be successfully addressed in terms of meeting a metabolic demand anticipated for a given operational environment, PBE capable of providing from 2 to 5 hours of protection to the user may be a viable possibility. KW - Aviation safety KW - Breathing apparatus KW - Carbon dioxide KW - Crew accommodation KW - Lithium compounds KW - Protection UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0403.pdf UR - https://trid.trb.org/view/697435 ER - TY - RPRT AN - 00972999 AU - Johnson, R D AU - Lewis, R J AU - Angier, M K AU - Vu, N T AU - Federal Aviation Administration TI - THE FORMATION OF ETHANOL IN POSTMORTEM TISSUES PY - 2004/02 SP - 14 p. AB - During the investigation of aviation accidents, postmortem samples obtained from fatal accident victims are submitted to the FAA's Civil Aerospace Medical Institute for toxicological analysis. During toxicological evaluations, ethanol analysis is performed on all cases. Many species of bacteria, yeast and fungi have the ability to produce ethanol and other volatile organic compounds in postmortem specimens. The potential for postmortem ethanol formation complicates the interpretation of ethanol positive results from accident victims. Therefore, the prevention of ethanol formation at all steps following specimen collection is a priority. Sodium fluoride is the most commonly used preservative for postmortem specimens. Several studies have been published detailing the effectiveness of sodium fluoride for the prevention of ethanol formation in blood and urine specimens; however, our laboratory receives blood or urine in approximately 70% of cases. Thus, we frequently rely on tissue specimens for ethanol analysis. The postmortem tissue specimens received have generally been subjected to severe trauma and may have been exposed to numerous microbial species capable of ethanol production. With that in mind, an experiment was designed utilizing unadulterated tissue specimens obtained from aviation accident victims to determine the effectiveness of sodium fluoride at various storage temperatures for the prevention of microbial ethanol formation. Without preservative, specimens stored at 4 deg C for 96 h showed an average increase in ethanol concentration of 1470%. At 25 deg C, the same specimens showed an average ethanol increase of 1432% after 48 h. With the addition of 1.00% sodium fluoride, there was no significant increase in ethanol concentration at either temperature. KW - Aviation medicine KW - Aviation safety KW - Crash investigation KW - Crash victims KW - Ethanol KW - Forming KW - Specimens UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0404.pdf UR - https://trid.trb.org/view/697437 ER - TY - RPRT AN - 01138239 AU - Kung, M AU - Norfolk State College AU - Federal Aviation Administration TI - Project of Digital Form Processing with XML PY - 2004/01//Final Report SP - 102p AB - The primary goal is to develop and demonstrate an extensible Web-based information system for aircraft maintenance to improve commercial aircraft safety. Primary objectives are to allow: (1) the FAA to automate the submission, storage and retrieval of the aircraft maintenance data from the Mechanical Interruption Summary (MIS), and the Service Difficulty Report (SDR) that FAA requires, and (2) fast data sharing with other FAA information systems. The benefits of such a system to FAA and the aviation industry include the reduction in labor required for aircraft operators to submit electronic data, reduction in labor required for the FAA to collect, maintain, and disseminate comprehensive data, for safety analysis and trend detection via the Web, and fast data sharing between the FAA and industry using the platform-neutral XML data format and web services. We also bulilt a proof of concept XML-based, Multimodal Publishing System (MUMPS) based on software such as Tomcat/Cocoon, IBM Voice Toolkit, MySQL and Xindice. The multiple modality publishing capability permits universal access (any time, any place, any communication means, and for the physically challenged) from multiple wired or wireless devices. This proof of concept demonstrated how an information system can be made extensible for future technological advancement. KW - Aircraft maintenance KW - Aviation safety KW - Data collection KW - Information dissemination KW - Information systems KW - Information technology KW - Technological innovations KW - Websites (Information retrieval) KW - XML (Document markup language) UR - https://trid.trb.org/view/898359 ER - TY - RPRT AN - 00972494 AU - McLean, G A AU - Corbett, C L AU - Federal Aviation Administration TI - ACCESS-TO-EGRESS III: REPEATED MEASUREMENT OF FACTORS THAT CONTROL THE EMERGENCY EVACUATION OF PASSENGERS THROUGH THE TRANSPORT AIRPLANE TYPE-III OVERWING EXIT PY - 2004/01 SP - 24 p. AB - Simulated emergency evacuations were conducted from a narrow-body transport airplane simulator through a Type-III overwing exit. The independent variables were passageway configuration, hatch disposal location, subject group size (density), and subject motivation level. Additional variables of interest included individual subject characteristics, i.e., gender, age, waist size, and height, shown in previous studies to significantly affect emergency egress. Subjects were restricted to those who had no previous emergency evacuation (research) history. Evacuation trials were conducted with 48 groups of either 30, 50, or 70 subjects per group, totaling 2,544 subject participants. Each subject group completed 4 evacuation trials, totaling 192 group evacuations, which included 10,176 individual subject exit crossings. The dependent variable of interest was individual subject egress time. Small but significant independent variable main effects on mean individual egress times were found for passageway configuration (p<.001), subject group motivation (p<.05); significance of these effects was potentiated by the extremely large number of subject observations. The effects of subject waist size (p<.0001), gender (p<.0001), and age (p<.0001) on mean individual egress times were much more robust. The within-subjects main effect of evacuation trial (experience) failed to achieve significance (p<.63), although within-subjects effects were found for group motivation level (p<.0004), the combination of group motivation level and hatch disposal location (p=.03), and the combination of passageway configuration and hatch disposal location (p<.007), via their interactions with individual egress trial. The findings replicate prior research showing that the physical attributes of subjects produce large differences in emergency evacuation performance, whereas airplane configuration has minimal effects on emergency egress, as long as ergonomic minimums are respected. Where such problems do exist, evacuation experience acts to mitigate such negative effects, as does proper passenger management by flight attendants. KW - Age KW - Aircraft KW - Airplanes KW - Emergency exits KW - Evacuation KW - Gender KW - Height KW - Human characteristics KW - Human subject testing KW - Management KW - Obesity KW - Overwing exits KW - Passengers KW - Performance KW - Simulation UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0402.pdf UR - https://trid.trb.org/view/697192 ER - TY - RPRT AN - 00972493 AU - Vu, N T AU - Zhu, H AU - Owuor, E D AU - Huggins, M E AU - White, V L AU - Chaturvedi, A K AU - Canfield, D V AU - Whinnery, J E AU - Federal Aviation Administration TI - ISOLATION OF RNA FROM PERIPHERAL BLOOD CELLS: A VALIDATION STUDY FOR MOLECULAR DIAGNOSTICS BY MICROARRAY AND KINETIC RT-PCR ASSAYS--APPLICATION IN AEROSPACE MEDICINE PY - 2004/01 SP - 11 p. AB - Gene expression studies in clinical diagnostic setting involve a large number of samples collected at different time points requiring effective methods for collection, transportation, storage, and isolation of RNA to maintain the integrity of expression profiles. Human whole blood is a vital source of RNA for analysis of environmental exposure since blood constituents maintain homeostasis, effect immunity or inflammation, participate in stress signaling, and mediate cellular communication in vascular associated tissues including those of the central nervous system. Isolation strategies using whole blood should recognize the limited quantities of useful RNA that must be protection from the hostile leukocyte ribonucleases, in addition to the abundance of preformed mRNA in reticulocytes, high protein content, and transcriptional activation of cells during sample processing in vitro. This paper presents data showing how the collection, treatment, and storage of collected blood samples can affect subsequent RNA isolation and analysis. It is further demonstrated that total RNA isolated from human whole blood, using a modified and optimized procedure of PAXgene Blood RNA reagent kits, performed well in cDNA microarray hybridization and kinetic RT-PCR. Preservation of expression patterns was observed for 96% of the mRNAs after 24 h storage at 4 degrees C by hybridization analysis of 100 mRNA targets. There were no detectable changes in expression levels of 2 housekeeping genes, beta-actin and cyclophilin, for up to 10 days storage at 4 degrees C by RT-PCR. This validated protocol was employed for isolation of RNA from blood samples collected in the study of acute ethanol effects on performance and characterization of ethanol inducible biomarkers related to performance impairment. The ultimate goal is to utilize gene expression analysis for aerospace accident investigation and prevention. KW - Aerospace industry KW - Air transportation crashes KW - Blood cells KW - Crash investigation KW - Gene expression KW - Human whole blood KW - Leukocytes KW - Medicine KW - Molecular diagnostics KW - Prevention KW - RNA isolation UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0401.pdf UR - https://trid.trb.org/view/697191 ER - TY - RPRT AN - 01150508 AU - Federal Aviation Administration TI - Airport Improvement Program: Report to Congress, 21st Annual Report of Accomplishments, Fiscal Year 2004 PY - 2004 SP - 215p AB - This 21st Annual Report on the Airport Improvement Program (AIP): Fiscal Year (FY) 2004 is submitted to Congress in accordance with Section 47131 of Title 49 of the United States Code. This report covers activities for the fiscal year ending September 30, 2004, and provides a detailed statement of airport development funded by AIP grants, allocation of appropriated funds, and an itemized statement of expenditures and receipts. In addition, this report contains comprehensive information on the Airport Land Use Compliance Program and the Passenger Facility Charge Program. KW - Air transportation KW - Airport Improvement Program KW - Airports KW - Economic development KW - Financial analysis KW - Land use planning KW - Resource allocation UR - https://trid.trb.org/view/912581 ER - TY - RPRT AN - 01138260 AU - Lilley, R W AU - Krik, J G AU - Northrop Grumman Corporation AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Loran-C Augmentation for GPS and GPS/WAAS PY - 2004///Final Report SP - 23p AB - Illgen Simulation Technologies, Inc., (ISTI) participated in Loran-C and other navigational programs for the Federal Aviation Administration (FAA) and other governmental agencies for some fifteen years. The Cooperative Agreement reported here was carried out in support of the evaluation of the Loran-C navigational system as a partner for GPS systems in the National Airspace System (NAS), with recognition that other navigational and precise-timing applications exist. In December, 2003, ISTI was acquired by Northrop Grumman Corporation and was renamed Northrop Grumman Simulation Technologies Corp. (NGST). There were no personnel changes of significance to this cooperative agreement as a result of the acquisition. ISTI/NGST cooperated within a large and diverse team assembled by the FAA offering expertise in specific Loran-C-related areas. In 1997, ISTI personnel assisted the FAA in forming what is now the Loran-C Evaluation Program. Working with AND-740 at program inception and prior to initiation of Cooperative Agreement 99-G-038, hypotheses were formulated, and these are still pertinent today: Program Hypotheses Loran-C meets the requirements to support NAS operations including non-precision or LNAV/VNAV approach procedures. Loss of availability due to p-static no longer expected to be a significant factor Loran-C meets RNP 0.3 requirements accuracy, availability, integrity, continuity Advantages of a GPS/Loran-C combination are demonstrated in flight Availability of horizontal nav with integrity through approach if GPS is lost Ability to dispatch in the absence of onboard GPS capability CONUS and Alaska demonstrations show utility of Loran-C Coverage improvements for enroute navigation through NPA Augmentation of WAAS communication of GPS integrity Loran-C communication of Loran-C integrity, timing, control information Loran and Loran/GPS hybrids can be certified, and have NAS benefits RTCA, FAA documents, ops concepts. KW - Air transportation KW - Airspace (Aeronautics) KW - Approach control KW - Global Positioning System KW - Loran C KW - National Airspace System KW - Navigation systems KW - Radar air traffic control KW - Wide Area Augmentation System UR - https://trid.trb.org/view/898342 ER - TY - RPRT AN - 01138222 AU - Bleckley, M Kathryn AU - Schroeder, D J AU - Hackworth, C A AU - Texas Tech University, Lubbock AU - Civil Aerospace Medical Institute AU - Federal Aviation Administration TI - Structural Analysis of the FAA 1999 Shift Work Survey PY - 2004 SP - 24p AB - Shift work has been shown to be injurious to some. Because shift work can be harmful it is important to understand the personal and environmental characteristics that result in that harm. In 1999, the Federal Aviation Administration (FAA) collected survey data from shift workers, including Flight Service Specialists (FSS), and Certified Professional Controllers (CPC). These data were submitted to multiple-groups path analyses that attempted to replicated the C. Smith et al. (1999) model as well as fitting an analysis that placed personality variables as predictor rather than outcome variables. Additionally, these data were analyzed using structural equation models. The model positioning personality variables as predictors best fit the data, both in the path analysis and the structural models. CPCs and FSSs showed the same patterns of relationships among the variables, with age, sleep flexibility, coping style and emotional problems predicting environmental variables that resulted in negative health outcomes. The modes suggest that critical junctures for remediations and interventions are coping behaviors, sleep strategies, and somatic anxiety. KW - Airport operations KW - Labor force KW - Night shifts KW - Psychological aspects KW - Staggered work hours KW - Stress (Psychology) KW - Structural analysis KW - U.S. Federal Aviation Administration KW - Work environment UR - http://www.tc.faa.gov/logistics/grants/pdf/2005/05-G-002.pdf UR - https://trid.trb.org/view/898398 ER - TY - RPRT AN - 01135198 AU - Federal Aviation Administration TI - Seaplane, Skiplane, and Float/Ski Equipped Helicopter Operations Handbook PY - 2004 SP - 83p AB - This operational handbook introduces the basic skills necessary for acquiring a parachute rigger certificate. It is developed by the Flight Standards Service, Airman Testing Standards Branch, in cooperation with various aviation educators and industry. This handbook is primarily intended to assist individuals who are preparing for the parachute rigger airman knowledge test and the oral and practical test. The material presented in this handbook is appropriate for senior and master parachute riggers. The handbook contains information on regulations and human factors, design and construction, materials, operations, inspection and packing, hand tools, sewing machines, the parachute loft, repairs, alterations, and manufacture. This handbook conforms to training and certification concepts established by the Federal Aviation Administration (FAA). There are different ways of teaching, as well as performing specific rigging procedures, and many variations in the explanations of repairs, alterations, and manufacture of parachutes. The discussion and explanations reflect commonly used practices and principles. This handbook provides a basic knowledge that can serve as a foundation on which to build further knowledge. KW - Air transportation KW - Aviation safety KW - Handbooks KW - Helicopters KW - Parachutes KW - Regulations KW - Seaplanes KW - Training UR - http://www.faa.gov/regulations_policies/handbooks_manuals/aviation/seaplane_handbook/ UR - https://trid.trb.org/view/894473 ER - TY - RPRT AN - 01103383 AU - Federal Aviation Administration TI - NASDAC Review of NTSB Weather-Related Accidents PY - 2004 SP - v.p. AB - The FAA’s National Aviation Safety Data Analysis Center (NASDAC) Analysis Staff performed a study of the National Transportation Safety Board (NTSB) Accident and Incident Database to identify aviation accidents where weather was a causal or contributing factor to an accident. Data was analyzed to find relationships between the type of weather involved and the various factors such as operating rules of Federal Aviation Regulations (FAR), type of operation, light condition, and phase of flight. KW - Air transportation crashes KW - Aircraft operations KW - Aviation safety KW - Crash analysis KW - Crash causes KW - Crash data KW - Dawn KW - Dusk KW - Flight characteristics KW - Night KW - Regulations KW - Weather conditions UR - https://trid.trb.org/view/860295 ER - TY - RPRT AN - 01073799 AU - Federal Aviation Administration TI - Expansion of Flying Cloud Airport, Eden Prairie, Minnesota : environmental impact statement PY - 2004///Volumes held: Draft, Supplement to the draft, F(2v) KW - Environmental impact statements KW - Minnesota UR - https://trid.trb.org/view/833193 ER - TY - JOUR AN - 00994737 JO - FAA Aviation News PB - Federal Aviation Administration AU - WRIGHT, ROBERT A TI - GENERAL AVIATION SAFETY IN THE SECOND CENTURY: THE FLIGHT TRAINING CHALLENGE. PY - 2004 SP - P. 4-5. AB - No abstract provided. KW - Air transportation crashes KW - Flight training KW - Private flying KW - Safety KW - United States UR - https://trid.trb.org/view/739719 ER - TY - JOUR AN - 00994738 JO - FAA Aviation News PB - Federal Aviation Administration AU - CHANDLER, JEROME GREER TI - FLIGHT TRAINING WITH ADVANCED AVIONICS. PY - 2004 SP - P. 15-17. AB - No abstract provided. KW - Avionics KW - Digital displays KW - Flight training KW - Private flying UR - https://trid.trb.org/view/739720 ER - TY - JOUR AN - 00994697 JO - FAA Aviation News PB - Federal Aviation Administration AU - MCELVAIN, JIM TI - WHO'S IN COMMAND HERE, ANYWAY?. PY - 2004 SP - P. 28-29. AB - No abstract provided. KW - Air pilots KW - Air transportation crashes KW - Dallas-Fort Worth Metropolitan Area KW - Texas UR - https://trid.trb.org/view/739684 ER - TY - RPRT AN - 00978395 AU - Federal Aviation Administration AU - Mitre Corporation. Center for Advanced Aviation System Development TI - CAPACITY NEEDS IN THE NATIONAL AIRSPACE SYSTEM: AN ANALYSIS OF AIRPORT AND METROPOLITAN AREA DEMAND AND OPERATIONAL CAPACITY IN THE FUTURE PY - 2004 SP - 54 p. AB - This study offers a new approach to assessing future needs for airport capacity in the U.S. It looks at population trends, economic and societal shifts, and the changing dynamics of the airline industry. The study compares this data with planned infrastructure improvements at airports and projects where future capacity constraints are expected to occur. With the goal of ensuring that the long-term capacity of the aviation system matches forecasts of demand, the study asks which of the 35 Operational Evolution Plan (OEP) airports will be able to meet future demand and which will not and why. Demand and capacity levels are compared not only at airports, but in metropolitan areas as well to determine where future capacity constraints may emerge. KW - Airlines KW - Airport capacity KW - Airport operations KW - Airports KW - Aviation KW - Demand KW - Economic models KW - Forecasting KW - Socioeconomic factors UR - http://www.faa.gov/arp/publications/reports/capneedsnas.pdf UR - https://trid.trb.org/view/703646 ER - TY - SER AN - 00954617 JO - FAA Aviation News PB - Federal Aviation Administration AU - CHAMBERLAIN, H DEAN TI - NEW AIR TRAFFIC ORGANIZATION ANNOUNCED. PY - 2004 AB - No abstract provided. KW - Air traffic control KW - United States UR - https://trid.trb.org/view/606573 ER - TY - RPRT AN - 01075721 AU - Federal Aviation Administration TI - Inaugural airport program, south suburban airport, scoping document : environmental impact statement PY - 2003/12//Volumes held: Background documents1 KW - Environmental impact statements KW - Illinois UR - https://trid.trb.org/view/835115 ER - TY - RPRT AN - 00977440 AU - King, R E AU - Retzlaff, P D AU - Detwiler, C A AU - Schroeder, D J AU - Broach, D AU - Civil Aeromedical Institute AU - Federal Aviation Administration TI - USE OF PERSONALITY ASSESSMENT MEASURES IN THE SELECTION OF AIR TRAFFIC CONTROL SPECIALISTS PY - 2003/12 SP - 15 p. AB - Three studies illustrate the uses of personality assessment methods for selection of Federal Aviation Administration (FAA) air traffic control specialists (ATCSs). Study 1, using a select-out approach to the problems of screen, compared the Sixteen Personality Factor Questionnaire results with NEO Personality Inventory-Revised results from 122 student ATCS participants. Results suggest that the current approach to personality assessment during the initial medical examination focuses primarily on the extent to which the applicant reports symptoms consistent with neurotic, inefficient, and perhaps argumentative characteristics. The remaining two studies consider select-in strategies looking at the psychometric issues of reliability, specificity, and validity. Study 2 examined the NEO PI-R along with the Experiences Questionnaire subtests of the Air Traffic Selection and Training battery scores. KW - Air traffic control KW - Air traffic controllers KW - Assessments KW - Aviation KW - Personality KW - Personnel development KW - Personnel performance KW - Psychometrics KW - Training UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0320.pdf UR - https://trid.trb.org/view/703298 ER - TY - RPRT AN - 00977441 AU - Pounds, J AU - Isaac, A AU - Civil Aeromedical Institute AU - Federal Aviation Administration TI - VALIDATION OF THE JANUS TECHNIQUE: CAUSAL FACTORS OF HUMAN ERROR IN OPERATIONAL ERRORS PY - 2003/12 SP - 12 p. AB - Human error has been identified as a dominant risk factor in safety-oriented industries such as air traffic control. However, little is known about the factors leading to human errors in current ATM systems, in particular those human errors contributing to violation of separation standards. This paper reports on work conducted jointly by Eurocontrol and the FAA as part of Action Plan 12 - Management and Reduction of Human Error in Air Traffic Management (ATM). The goal of this phase of work was to test JANUS, a technique for identifying incident causal factors, and to assess the techique's value in relation to current investigation methods. FAA and Eurocontrol scientists worked with air traffic personnel to analyze several incident cases and to test the technique against several validation criteria. Taken together, the Eurocontrol and FAA results yield converging evidence that the JANUS technique appears to be more sensitive, useful, comprehensive, and practical than the current processes to identify incident causal factors. KW - Air traffic control KW - Air traffic controllers KW - Eurocontrol KW - Human error KW - Human factors KW - Incident management KW - JANUS technique KW - Risk analysis KW - Validation UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0321.pdf UR - https://trid.trb.org/view/703299 ER - TY - RPRT AN - 00972496 AU - Cardona, P S AU - Chaturvedi, A K AU - Soper, J W AU - Canfield, D V AU - Federal Aviation Administration TI - SIMULTANEOUS DETERMINATION OF COCAINE, COCAETHYLENE, AND THEIR POSSIBLE PENTAFLUOROPROPYLATED METABOLITES AND PYROLYSIS PRODUCTS BY GAS CHROMATOGRAPHY/MASS SPECTROMETRY PY - 2003/12 SP - 19 p. AB - During the investigations of fatal transportation accidents, samples from victims are also analyzed for drugs, including cocaine. Cocaine is abused by smoking, nasal insufflantion, and intravenous injection, and it is also taken with ethanol. Therefore, it is important to determine concentrations of cocaine and its metabolites, ethanol analogs, and pyrolysis products for establishing the degree of toxicity, the possible ingestion of ethanol, and the possible route of administration. In this study, a sensitive and selective procedure is developed for the simultaneous analyses of cocaine, benzoylecgonine, norbenzoylecgonine, norcocaine, ecgonine, ecgonine methyl ester, m-hydroxybenzoylecgonine, anhydroecgonine methyl ester (AEME), anhydroecgonine (AECG), cocaethylene, norcocaethylene, and ecgonine ethyl ester in blood, urine, and muscle homogenate. In the analysis, available deuterated analogs of these analytes were used as internal standards. Proteins from blood and muscle homogenate were precipitated with cold acetonitrile. After the removal of acetonitrile by evaporation, the supernatants and urine were extracted by solid-phase chromatography. The eluted analytes were converted to hydrochloride salts and derivatized with pentafluoropropionic anhydride and 2,2,3,3,3-pentafluoro-1-propanol. The derivatized products were analyzed on a gas chromatograph (GC)/mass spectrometer system by selected ion monitoring. This method was successfully applied in analyzing 13 case specimens from aviation accident pilot fatalities and/or motor vehicle operators. AEME concentrations found in the 13 specimens were consistent with those produced solely by the GC inlet pyrolysis of cocaine controls, suggesting that cocaine was not abused in these cases by smoking. Although AEME remains a potential marker for establishing the abuse of cocaine by smoking, AECG was not a useful marker because of its low recovery and GC inlet production from cocaine metabolites. The developed procedure is unique because multiple analytes can be analyzed in urine, blood, and solid tissues by a single extraction with increased sensitivity through formation of hydrochloride salts and using a one-step derivatization. KW - Air transportation crashes KW - Aircraft crash victims KW - Cocaine KW - Forensic medicine KW - Gas chromatography KW - Mass spectrometry KW - Metabolites KW - Pyrolysis products KW - Toxicology KW - Traffic crash victims KW - Traffic crashes UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0324.pdf UR - https://trid.trb.org/view/697194 ER - TY - RPRT AN - 00972497 AU - Chaturvedi, A K AU - Cardona, P S AU - Soper, J W AU - Canfield, D V AU - Federal Aviation Administration TI - DISTRIBUTION AND OPTICAL PURITY OF METHAMPHETAMINE FOUND IN TOXIC CONCENTRATION IN A CIVIL AVIATION ACCIDENT PILOT FATALITY PY - 2003/12 SP - 10 p. AB - The Federal Aviation Administration's Civil Aerospace Medical Institute conducts toxicological evaluation of postmortem biological samples collected from pilots involved in fatal civil aircraft accidents. The submitted samples are primarily analyzed for the presence of primary combustion gases, alcohol/volatiles, and drugs. Related to such an evaluation, findings of a unique aircraft accident are described in this report. Upon colliding with terrain in weather conditions of poor visibility, a 1-occupant airplane was substantially damaged, with no evidence of fire. Remains of the pilot were found outside the crashed aircraft. Pathological examination revealed multiple blunt force injuries and vascular congestion, including subdural hemorrrhage of the cerebral cortex. Autopsied samples -- blood, brain, gastric contents, heart, liver, muscle, spleen, urine, and vitreous fluid -- were submitted for toxicological analysis. The fluorescence polarization immunoassay disclosed 8.0 micrograms/mL amphetamines in urine. Subsequent gas chromatographic/mass spectrometric confirmatory analysis determined the presence of methamphetamine (1.134 micrograms/mL in blood and 59.171 migrograms/mL in urine) and amphetamine (0.022 migrograms/mL in blood and 1.495 micrograms/mL in urine). Both amines were present in all the submitted sample types, except for amphetamine, which was detected neither in vitreous fluid nor in muscle. The amount of methamphetamine found in gastric contests was 575-fold higher than that of amphetamine. Stereochemical analyses of gastric contents, blood, and urine using a chiral probe, (S)-(--)-N-(trifluoroacetyl)prolyl chloride, indicated that methamphetamine detected in the sample types was not optically pure. In gastric contents and urine, this secondary amine's optical isomers were present in equal proportions. The enantiomeric excess of (+)-methamphetamine over its (--)-form was about 32% in blood. Both optical forms of amphetamine were present in the ratio of 1.2-1.5:1.0 in the 3 sample types. The blood methamphetamine concentration found was in the range sufficient to product toxic effects. The observed variation in the ratios of amine isomer concentrations in the sample types would have been attributed to stereoselective metabolic and other pharmacokinetic processes. Findings of this study supported the conclusion of the National Transportation Safety Board that, in addition to the visibility-associated adverse meteorological conditions, the use of the controlled substance played a contributory role in the causation of the aircraft accident. KW - Air transportation crashes KW - Aircraft crash victims KW - Airline pilots KW - Amphetamines KW - Crash investigation KW - Forensic medicine KW - Methamphetamine KW - Stereochemical analyses KW - Toxicology UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0322.pdf UR - https://trid.trb.org/view/697195 ER - TY - RPRT AN - 00972495 AU - Lewis, R J AU - Johnson, R D AU - Angier, M K AU - Ritter, R M AU - Drilling, H S AU - Williams, S D AU - Federal Aviation Administration TI - ANALYSIS OF COCAINE, ITS METABOLITES, PYROLYSIS PRODUCTS, AND ETHANOL ADDUCTS IN POSTMORTEM FLUIDS AND TISSUES USING ZYMARK AUTOMATED SOLID-PHASE EXTRACTION AND GAS CHROMATOGRAPHY-MASS SPECTROMETRY PY - 2003/12 SP - 16 p. AB - Cocaine is one of the most widely abused illicit drugs in America. Cocaine abuse transcends all social, racial, and economic boundaries. Following the introduction in the mid-1980s of a new form of cocaine called "crack", cocaine use has been on the rise. Because of its intense "high", crack smoking has become very popular. Despite its popularity, crack smoking is a particularly dangerous form of cocaine use. Additionally, cocaine and ethanol are frequently used together, resulting in the formation of a biologically active molecule that is nearly as psychoactive as cocaine but produces a longer lasting and toxic effect. Demonstrating the presence or absence of cocaine and cocaine-related molecules in postmortem fluids and/or tissues can have serious legal consequences and may help determine the cause of impairment and/or death. The authors have developed a simple method for the simultaneous determination of cocaine and the cocaine metabolites benzoylecgonine, norbenzoylecgonine, ecgonine methyl ester, ecgonine, and norcocaine, as well as anhydroecgonine methyl ester (a unique byproduct of cocaine smoking), cocaethylene (a molecule formed by the concurrent use of cocaine and ethanol) and their related metabolites, anhydroecgonine, norcocaethylene, and ecgonine ethyl ester. This method incorporates a Zymark RapidTrace automated solid-phase extraction system, gas chromatography/mass spectrometry, and PFP/PFPA derivatives. The lower limits of detection ranged from 0.78 - 12.5 ng/mL, and the linear dynamic range for most analytes was 0.78 - 3200 ng/mL. The extraction efficiencies were from 26 - 84%, with the exception of anydroecgonine and ecgonine, which were from 1 - 4%. The authors applied this method to 5 aviation fatalities. This method has proven to be simple, robust, and accurate for the simultaneous determination of cocaine and 11 cocaine metabolites in postmortem fluids and tissues. KW - Air transportation crashes KW - Analysis KW - Cocaine KW - Crash investigation KW - Ethanol KW - Forensic medicine KW - Pyrolysis products KW - Toxicology UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0323.pdf UR - https://trid.trb.org/view/697193 ER - TY - RPRT AN - 01135166 AU - Forecast Systems Laboratory AU - NWS Prototyping Aviation Collaborative Effort (PACE) AU - Federal Aviation Administration TI - Assessing the Utility of an Automated 0-1 h Tactical Convective Hazard Product to FAA Air Traffic Managers PY - 2003/11//Interim Report SP - 33p AB - In response to Federal Aviation Administration (FAA) requirements for thunderstorm forecasts for traffic managers, NOAA Forecast Systems Laboratory (FSL) and the Ft Worth ARTCC/CWSU recently evaluated the utility of an automated graphical 0-1 hour thunderstorm forecast. The requirements call for a graphical tactical (0-2 hour) forecast and a graphical strategic (2-6 hour) forecast--each of which combine attributes of existing forecasts in order to mitigate negative impacts that can result from multiple forecasts that provide conflicting information. The initial work focused on defining, creating, and evaluating a 0-1 hour graphical forecast (which the authors call the Tactical Convective Hazard Product; TCHP) that combined key attributes of two operational products: National Convective Weather Forecast (NCWF) and Convective SIGMETs. We chose to focus only on 0-1 hours because NCWF forecasts beyond one hour are not yet available. NCWF is generated automatically every five minutes and includes a detection field (based on radar and lightning observations) and 1 hour forecast based on extrapolation. Convective SIGMETs (produced hourly by NWS/Aviation Weather Center forecasters) depict current convection and include motion information from which we derived 1-hour forecasts via extrapolation. In addition to NCWF and Convective SIGMETs, the TCHP included: 1) map and data overlays (selectable by traffic managers); and 2) a jet route display with specific routes colored if currently impacted by convection or forecast to be impacted within 60 minutes. KW - Air traffic control KW - Air transportation KW - Automation KW - Hazards KW - Radar maps KW - Thunderstorms KW - Warning systems KW - Weather forecasting KW - Weather radar UR - http://docs.lib.noaa.gov/noaa_documents/OAR/FSL/tchp_interim_report.pdf UR - https://trid.trb.org/view/892214 ER - TY - RPRT AN - 00970938 AU - Pounds, J AU - Ferrante, A S AU - Federal Aviation Administration TI - FAA STRATEGIES FOR REDUCING OPERATIONAL ERROR CAUSAL FACTORS PY - 2003/11 SP - 14 p. AB - The FAA has historically tried to understand and mitigate the incidence of operational errors (OEs), focusing on the critical component of the system - the closest person to the air traffic situation and the last point of prevention - the air traffic controller. With the human element as the foundation of such a complex system, several initiatives by the FAA Office of Evaluations and Investigations staff include: have focused on human performance within , and interacting with, the larger system. These have included implementing a coordinated system of investigations to identify causal factors, fielding automation to re-create events, developing metrics to categorize OE severity, and sponsoring unique performance enhancement programs. KW - Air traffic control KW - Air traffic controllers KW - Crash causes KW - Error analysis KW - Errors KW - Human factors KW - Strategic planning UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0319.pdf UR - https://trid.trb.org/view/696628 ER - TY - RPRT AN - 00970939 AU - Williams, K W AU - Ball, J D AU - Federal Aviation Administration TI - USABILITY AND EFFECTIVENESS OF ADVANCED COCKPIT DISPLAYS FOR INSTRUMENT FLIGHT PROCEDURES PY - 2003/11 SP - 23 p. AB - A study was conducted to assess the impact of advanced navigation displays on instrument flight procedures for general aviation, single pilot operations. The study was designed to identify human factors that should be considered during the deployment of this technology to the entire general aviation community and in the development of future displays. The study focuses on single pilot operations during normal to high workload conditions, including a failure of the vacuum driven cockpit displays. 16 IFR-rated pilots were asked to plan and fly two separate flights in instrument conditions, once using conventional instrumentation, and once using a moving-map/GPS display combination. Results show advantages for the advanced display in flight performance under high-workload conditions. However, training requirements for these displays are likely to be increased relative to conventional navigational instruments. KW - Cockpits KW - General aviation KW - General aviation pilots KW - Human factors KW - Instrument flying KW - Navigation KW - Navigational aids KW - Psychological aspects UR - http://stinet.dtic.mil/cgi-bin/GetTRDoc?AD=ADA423591&Location=U2&doc=GetTRDoc.pdf UR - https://trid.trb.org/view/696629 ER - TY - RPRT AN - 00970940 AU - Johnson, R D AU - Lewis, R L AU - Canfield, D V AU - Blank, C L AU - Federal Aviation Administration AU - University of Oklahoma, Norman TI - ETHANOL ORIGIN IN POSTMORTEM URINE: AN LC/MS DETERMINATION OF SEROTONIN METABOLITES PY - 2003/11 SP - 18 p. AB - Specimens from fatal aviation accident victims are submitted to the FAA Aerospace Medical Institute for toxicological analysis. During toxicological evaluations, ethanol analysis is performed on all cases. Care must be taken when interpreting a positive ethanol result due to the potential for postmortem ethanol formation. Several indicators of postmortem ethanol formation exist; however, none are completely reliable. The consumption of ethanol has been shown to alter the concentration of two major serotonin metabolites, 5-hydroxytryptophol (5-HTOL) and 5-hydryindole-3-acetic acid (5-HIAA). The study investigated the 5-HTOL/5-HIAA ratio as a potential indicator of ethanol origin in postmortem urine samples. KW - Acetic acid KW - Air transportation crashes KW - Crash investigation KW - Ethanol KW - Postmortem UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0318.pdf UR - https://trid.trb.org/view/696630 ER - TY - ABST AN - 01570537 TI - Low Frequency Noise Study AB - The Low Frequency Noise Study evaluated the perceptual impact of low frequency aircraft noise. It encompassed many factors, including the source level and its spectrum; atmospheric propagation; the impact on homes in the form of noise, vibration and rattle; subjective perception and annoyance; and the ability of metric calculations to predict the physical and perceived impact. Its goal was to enhance metrics currently used in the Federal Aviation Administration (FAA's) Integrated Noise Model, and to identify alternative algorithms that predict the impact of low frequency noise and its perceived annoyance. KW - Aircraft noise KW - Aircraft operations KW - Airport operations KW - Low frequency KW - Noise KW - Noise sources UR - http://partner.mit.edu/projects/low-frequency-noise-study UR - https://trid.trb.org/view/1362668 ER - TY - ABST AN - 01570536 TI - Measurement, Metrics and Health Effects of 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 - Aircraft noise KW - Aircraft operations KW - Airport operations KW - Health hazards KW - Metrics (Quantitative assessment) KW - Noise KW - Public health UR - http://partner.mit.edu/projects/source-emission-and-propagation UR - https://trid.trb.org/view/1362667 ER - TY - RPRT AN - 01150561 AU - Scholz, F AU - Federal Aviation Administration TI - Statistical Extreme Value Analysis of ANC Taxiway Centerline Deviations for 747 Aircraft PY - 2003/10 SP - 88p AB - This report describes the analysis of 747 taxiway centerline deviation data that were collected from 9/24/2000 to 9/27/2001 at Anchorage International Airport. Deviations were measured for nose and main gear at two laser locations for each of two 75 ft straight taxiway segments with shoulder called KILO and ROMEO, respectively. The initial discrimination of 747 aircraft was based on the perceived lateral distance between nose gear and main gear. Unfortunately that may also have led to the inclusion of some MD-11s or DC-10s in this group. The purpose of the data collection was to provide a basis for understanding the extreme behavior of such centerline deviations. KW - Airport runways KW - Anchorage (Alaska) KW - Boeing 747 aircraft KW - Data collection KW - Mathematical analysis KW - Statistical analysis KW - Taxiways UR - https://www.faa.gov/airports/resources/publications/reports/media/ANC_747.pdf UR - https://trid.trb.org/view/912591 ER - TY - RPRT AN - 00970941 AU - Friedberg, W AU - Copeland, K AU - Federal Aviation Administration TI - WHAT AIRCREWS SHOULD KNOW ABOUT THEIR OCCUPATIONAL EXPOSURE TO IONIZING RADIATION PY - 2003/10 SP - 11 p. AB - Aircrews are occupationally exposed to ionizing radiation, principally from galactic cosmic radiation. A main source of galactic cosmic radiation is believed to be supernovae. On infrequent occasions, the sun contributes to the ionizing radiation received during air travel. Ionizing radiation consists of subatomic particles that, on interacting with an atom, can cause the atom to lose one or more orbital electrons or even break apart its nucleus. Such events occurring in body tissues may lead to health problems. For aircrews, and their children irradiated in utero, the principal health concern is a small increase in the lifetime risk of fatal cancer. For both of these groups, exposure to ionizing radiation also leads to a risk of genetic defects in future generations. The FAA recommends limits for aircrews in their occupational exposure to ionizing radiation and provides computer software for estimating the amount of galactic cosmic radiation received on a flight. KW - Aircrew KW - Aviation KW - Cancer KW - Cosmic rays KW - Galactic cosmic radiation KW - Genetics KW - Ionizing radiation KW - Radiation exposure limits KW - Radiation hazards KW - Risk assessment UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0316.pdf UR - https://trid.trb.org/view/696631 ER - TY - RPRT AN - 00965957 AU - Corbett, C L AU - McLean, G A AU - Whinnery, J E AU - Federal Aviation Administration TI - ACCESS-TO-EGRESS II: SUBJECT MANAGEMENT AND INJURIES IN A STUDY OF EMERGENCY EVACUATION THROUGH THE TYPE-III EXIT PY - 2003/10 SP - 28 p. AB - The ethical treatment of human research subjects is a requirement of federal regulations. The accomplishment of this goal requires that important bilateral information-sharing between research staff and subjects occurs at all phases of the research process, and that significant safeguards are provided to minimize the potential for injury. Research designs must provide for these activities without negative consequences to the acquisition of valid and reliable data. Information presented here is an overview of subject- and injury-management procedures utilized during an aeromedical research project designed to assess the effects of changes in airplane cabin configuration and operation on emergency evacuation through a Type-III overwing exit, as well as an analysis of the injuries sustained by subjects during the study. Subject management procedures included medical screening to assure a basic level of subject health and fitness, briefings applicable to important safety issues in the research process, alteration of the research method to eliminate identified sources of injury, and informed subject consent. All 2,544 subjects completed 4 evacuation trials for a total of 10,176 crossings through the Type-III exit. Fifty-eight (2.3%) of the subjects sustained some type of injury during the evacuations, for a rate of 0.0057 injuries per exit-crossing. Eleven of those injuries (18.6%) were deemed serious. Forty injuries (69.0%) were sustained during high-motivation trials. Differential subject management by flight attendants affected the occurrence of injury, necessitating procedural changes halfway through the study to reduce the injury rate. Injuries are an undesirable corollary to research involving humans. There is a significant potential for injuries in studies simulating emergency evacuation from airplanes, in which subjects must navigate a chaotic aircraft cabin, compete for the available egress route, and maneuver through the exit to the outside. Experimental evacuations through the Type-III exit illuminate the effects of important factors that influence evacuations, the potential for injury, and improved safety for actual emergencies. Adherence by researchers to the requirement for ethical treatment of research subjects, including attention to factors that affect the number and severity of injuries, enhanced Type-III exit experimental evacuation outcomes and reduced injuries. Application of these principles to transport airplane operations should yield similar improvements to safety. KW - Aircraft KW - Aircraft exits KW - Aviation safety KW - Disasters and emergency operations KW - Ethics KW - Evacuation KW - Human subject testing KW - Injuries KW - Management KW - Research KW - Subject management (Human subject testing) KW - Wings (Aircraft) UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0315.pdf UR - https://trid.trb.org/view/678158 ER - TY - RPRT AN - 00965958 AU - Prinzo, O V AU - Hendrix, A M AU - Federal Aviation Administration AU - HCH Consulting Services TI - AUTOMATIC DEPENDENTD SURVEILLANCE - BROADCAST/COCKPIT DISPLAY OF TRAFFIC INFORMATION: PILOT USE OF THE APPROACH SPACING APPLICATION PY - 2003/10 SP - 20 p. AB - Pilots may benefit from surveillance technology that enhances their ability to maintain pre-determined distances from other aircraft during initial and final approach. Avionics that provide a cockpit display of traffic information (CDTI) enable pilots to acquire, verify, establish, and maintain pre-defined spacing intervals from other aircraft. It is of interest to the Federal Aviation Administration to determine how the use of these displays influences safety, capacity, and efficiency. The second operational evaluation of ADS-B/CDTI provided an opportunity to evaluate procedural modifications needed to support operational approval for Approach Spacing and Visual Acquisition/Traffic Awareness applications. Ten flight crews flew 86 approaches during 3 day and 2 night operations. Subject-matter experts read transcripts and listened to 9 hours of audiotapes for the presence of problems and operational concerns stemming from pilot use of the CDTI. Controllers issued 169 traffic calls that resulted in 70% positive visual acquisitions (83% displayed on CDTI, 17% not displayed), which resulted in a 48% increase in visual approach clearances (up from 23 to 34). Eighty-three percent of the approach clearances that included an instruction for the pilot to "follow that traffic" were transmitted 2 s or less after the pilot reported that the traffic was visually acquired. Approximated 55% of these visual approaches involved one or more problems. Problems included uncertainty (33%), speed overtakes (28%), lost visual contact (11%), confusion (8%), clearance copied by "traffic" (8%), follow traffic not sighted (6%), and aircraft call sign (6%). The use of a CDTI created some problems for the participants, including several from the call sign procedure that distinguished between the aircraft being talked to versus talked about. In light of the findings and the participants' comments, changes to proposed procedures and supporting phraseology will be constructed and evaluated for the approach spacing application. KW - Air ground communications KW - Air pilots KW - Air traffic KW - Air traffic control KW - Airport capacity KW - Approach control KW - Aviation safety KW - Cockpits KW - Communication KW - Distance KW - Information display systems KW - Procedures KW - Traffic data UR - https://trid.trb.org/view/678159 ER - TY - RPRT AN - 00965956 AU - Dollar, C AU - Broach, D AU - Schroeder, D AU - Federal Aviation Administration TI - PERSONALITY CHARACTERISTICS OF AIR TRAFFIC CONTROL SPECIALISTS AS PREDICTORS OF DISABILITY RETIREMENT PY - 2003/10 SP - 10 p. AB - Previous research has demonstrated that psychological factors may play a role in disability retirements. The purpose of this study was to investigate whether psychological factors such as personality were related to disability retirements from the air traffic control specialist (ATCS) occupation. Fifty-two cases of controllers retiring on disability between October 1995 and September 2001 were matched exactly on four characteristics with 104 active controllers: (a) age at entry; (b) gender; (c) race; (d) air traffic option. About half of the cases were also matched exactly with controls on aptitude test score; the remainder was matched within a narrow range of scores. Personality had been assessed at entry with Cattell's 16 Personality Factor (16PF) test. On average, the 16PF was administered about 12 years before the disability date (range 6 to 24 years). Multivariate discriminant analysis between groups (retired cases versus active controllers) was conducted using the 16PF standardized scale scores. Overall, a discriminant function based on three of the 16 scales correctly classified 69.2% of subjects (Wilk's lambda = .807, chi-square(3) = 32.8, p < .001): Sensitivity (standard discriminant coefficient = .386); Suspiciousness (-.313); and Tension (.340). The analysis found that controllers taking disability retirement were less suspicious, more sensitive, and more tense than active controllers. These results are consistent with previous research in other occupations showing that psychological factors are related to disability retirements (Rogers, 1998). However, the relatively low proportion of variance accounted for by the discriminant function suggests that factors other than personality may also be related to disability retirements in the ATCS occupation. Future research should focus on identifying and describing the interactions between individual controller characteristics, working conditions, and task demands to better understand the etiology of disability retirements. KW - Air traffic controllers KW - Forecasting KW - Personality KW - Psychological tests KW - Psychology KW - Retirement UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0314.pdf UR - https://trid.trb.org/view/678157 ER - TY - ABST AN - 01481119 TI - Measurement, Metrics, and Health Effects of Noise AB - No summary provided. KW - Aircraft noise KW - Aircraft operations KW - Airport operations KW - Health hazards KW - Metrics (Quantitative assessment) KW - Noise KW - Public health UR - https://trid.trb.org/view/1250164 ER - TY - RPRT AN - 01560603 AU - Scholz, Fritz AU - Boeing Company AU - Federal Aviation Administration TI - Statistical Extreme Value Analysis of JFK Taxiway Centerline Deviations for 747 Aircraft PY - 2003/09/05 SP - 105p AB - This report describes the analysis of 747 taxiway centerline deviation data that were collected from 6/24/1999 to 2/17/2000 at New York's John F. Kennedy International Airport (JFK). Deviations were measured for nose and main gear at two laser locations for each of two parallel 75 ft straight taxiway segments with shoulder called ALPHA and BRAVO, respectively. The discrimination of 747 aircraft was mainly based on the landing gear geometry, i.e., the 76.54 ft longitudinal distance between nose and main gear and the outer to outer main gear tire width of 41.33 ft. The raw data were processed and filtered using various consistency criteria after which 2518 cases remained giving a centerline deviation for nose and main gear at each of the two lasers in each case. The purpose of the data collection was to provide a basis for understanding the extreme behavior of such centerline deviations. KW - Boeing 747 aircraft KW - John F. Kennedy International Airport KW - Statistical analysis KW - Taxiing KW - Taxiway centerline deviations KW - Taxiways UR - https://www.faa.gov/airports/resources/publications/reports/media/JFK_101703.pdf UR - https://trid.trb.org/view/1350372 ER - TY - RPRT AN - 01074662 AU - Federal Aviation Administration TI - Atlantic City International Airport: environmental impact statement PY - 2003/09//Volumes held: Draft(10v), F(11v) KW - Environmental impact statements KW - New Jersey UR - https://trid.trb.org/view/834056 ER - TY - RPRT AN - 00969371 AU - Chandra, D C AU - Yeh, M AU - Riley, V AU - Mangold, S J AU - Volpe National Transportation Systems Center AU - Federal Aviation Administration TI - HUMAN FACTORS CONSIDERATIONS IN THE DESIGN AND EVALUATION OF ELECTRONIC FLIGHT BAGS (EFBS). VERSION 2 PY - 2003/09 SP - 206 p. AB - Electronic Flight Bags (EFBs) are coming into the flight deck, bringing along with them a wide range of human factors considerations. In order to understand and assess the full impact of an EFB, designers and evaluators require an understanding of how the device will function and be used by crews, how the device will interact with other flight deck equipment, and how training and operating procedures will be affected. The purpose of this report is to identify and prioritize guidance on these topics so that designers and evaluators can make informed choices. Much of the guidance in this document is general and applies to any EFB system, regardless of the applications that are supported. Application-specific guidance is also provided for electronic documents, electronic checklists, flight performance calculations, and electronic charts. In addition, information on the rapidly changing and growing market of EFB products is provided in Appendix A, and a summary of high priority guidance for equipment evaluations is included in Appendix B. This document supersedes the earlier Version 1 report (DOTVNTSC- FAA-00-22), which is referenced in the Federal Aviation Administration Advisory Circular on EFBs, AC 120-76A. KW - Airline pilots KW - Calculation KW - Design KW - Electronic charts KW - Electronic documents KW - Electronic equipment KW - Electronic flight bags KW - Evaluation KW - Flight KW - Flight crews KW - Flight decks KW - Human factors KW - Performance KW - Strategic planning KW - Technology KW - Training UR - http://ntl.bts.gov/lib/34000/34200/34292/DOT-VNTSC-FAA-03-07.pdf UR - https://trid.trb.org/view/680305 ER - TY - RPRT AN - 01333104 AU - Bureau of Transportation Statistics AU - Federal Aviation Administration TI - Principal Findings: Survey on FAA-Sponsored Safety Seminars PY - 2003/08 SP - 21p AB - At the request of the Flight Standards Service, Resource and Quality Management Division, Evaluation and Analysis Branch and the General Aviation and Commercial Division of the Federal Aviation Administration (FAA), the Bureau of Transportation Statistics (BTS) conducted a survey of general aviation pilots. Results of the survey will be shared with the Aviation Safety National Program Manager and with the Safety Program Managers (SPMs) located at each of the Flight Standards District Offices (FSDOs). In addition, initial results were transmitted to the Office of the Secretary of Transportation to fulfill requirements associated with the overall evaluation of the Safety Seminar Program. Survey results will help the National Program Manager determine the most effective use of FAA resources in targeting pilots for attendance at safety seminars and in disseminating safety information. Safety Program Managers will use the survey results to develop a seminar program that takes into account customer needs—what they want to know, how they want to receive the information, where they want to receive it, and when. KW - Air traffic control KW - Air transportation KW - Airport terminals KW - Aviation safety KW - Customer service KW - Flight crews KW - Information dissemination KW - Surveys KW - Workshops UR - http://ntl.bts.gov/lib/35000/35500/35557/principle_findings.pdf UR - https://trid.trb.org/view/1094923 ER - TY - RPRT AN - 00964777 AU - Nakagawara, V B AU - Montgomery, R W AU - Dillard, A AU - McLin, L AU - Connor, C W AU - Federal Aviation Administration TI - THE EFFECTS OF LASER ILLUMINATION ON OPERATIONAL AND VISUAL PERFORMANCE OF PILOTS CONDUCTING TERMINAL OPERATIONS PY - 2003/08 SP - 13 p. AB - Several hundred incidents involving the illumination of aircrew members by laser light have been reported in recent years. Consequently, Federal Aviation Administration (FAA) Order 7400.2 was revised to establish new guidelines for Flight Safe Exposure Limits (FSEL) in specific zones of navigable airspace. The purpose of this study was to evaluate the performance of test subjects exposed to laser radiation while performing approach and departure maneuvers in the Critical Flight Zone (CFZ). Pilot performance was assessed in a Boeing 727-200, Level C, flight simulator using four levels of laser illumination (0, 0.5, 5, and 50 microW/sq cm) and three operational maneuvers (takeoff and departure, visual approach, and instrument landing system approach). Subjective responses were solicited after each trial and during an exit interview. The pilots were asked to rate on a scale from 1 to 5 (1=none, 2=slight, 3=moderate, 4=great, and 5=very great) the effect each laser exposure had on their ability to operate the aircraft and on their visual performance. Average subjective ratings were calculated for each exposure level and flight maneuver, and an analysis of variance (ANOVA) was performed. Thirty-four pilots served as test subjects for this study. Average subjective ratings for operational and visual performance were 1.57 and 1.74, 1.89 and 2.15, 2.43 and 2.76, for the 0.5, 5, and 50 microW/sq cm laser exposure levels, respectively. ANOVA found a significant difference (p < 0.05) between the subjective ratings for each exposure level. No significant differences were found between the types of flight maneuvers or between the operational and visual performance ratings for a given maneuver or exposure level. The FSEL of 5 microW/sq cm was validated for pilots illuminated by laser light while conducting terminal operations in the CFZ. Familiarization with the aircraft flown and instrument training appeared to improve the pilot's ability to deal with laser exposure. Laser illumination at a higher level of exposure resulted in an unacceptable number of visual and operational problems. Laser effects may be especially serious for inexperienced or visually susceptible pilots. KW - Air pilots KW - Analysis of variance KW - Approach KW - Critical flight zone KW - Flight safe exposure limits KW - Flight simulators KW - Human subject testing KW - Instrument landing systems KW - Laser illumination levels KW - Laser light exposure KW - Takeoff KW - Terminal operations KW - Visual flight UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0312.pdf UR - https://trid.trb.org/view/661509 ER - TY - RPRT AN - 00961614 AU - Hackworth, C A AU - King, S J AU - Detwiler, C A AU - Federal Aviation Administration AU - OMNI Corporation TI - THE EMPLOYEE ATTITUDE SURVEY 2000: PERSPECTIVES ON ITS PROCESS AND UTILITY PY - 2003/07 SP - 21 p. AB - The Post-Employee Attitude Survey (EAS) 2000 Point of Contact (POC) Feedback Survey was distributed to gather information about the EAS 2000 process and subsequent action planning. The present study was designed to gather a better understanding of the extent to which the EAS 2000 results were used to promote organizational change and to examine satisfaction with the EAS 2000 survey process. Feedback was sought from individuals who were involved in the EAS 2000 process. Method: 181 employees completed and returned the POC Feedback Survey. Respondents represented all supervisory levels. Approximately 2/3 of the respondents indicated that they had served as a POC at some level of the agency. 24% of respondents indicated that they had served as an EAS 2000 Line of Business (LOB) or organizational POC; 35% had acted as a field POC, and 34% indicated that they had participated in an EAS workgroup. The report provides results and offers the following conclusions: The EAS was found to have a long term utility across the levels of the agency. Establishing continual feedback mechanisms regarding action planning progress was an area identified as needing attention. Without these updates, POC will be unable to verify that the desired organizational chances are taking place. KW - Attitudes KW - Feedback control KW - Human resources management KW - Performance evaluations KW - Personnel KW - Personnel motivation KW - Planning stages KW - Surveys UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0311.pdf UR - https://trid.trb.org/view/660377 ER - TY - RPRT AN - 01555383 AU - Broach, Dana AU - Joseph, Kurt M AU - Schroeder, David J AU - Federal Aviation Administration TI - Pilot Age and Accident Rates Report 3: An Analysis of Professional Air Transport Pilot Accident Rates by Age PY - 2003/06/27 SP - 63p AB - In response to continuing controversy over the Age 60 Rule (14 CFR § 121.383(c)), the United States Senate directed further study by the Federal Aviation Administration (FAA) of pilot age and accidents. This report presents the third of four studies proposed by the agency. Accident rate was defined in this study as the ratio of the number of accidents occurring under 14 CFR §121 and §135 to annual hours flown by professional pilots holding Class 1 medical and air transport pilot (ATP) certificates for the period 1988 through 1997. Accident data were provided by the National Transportation Safety Board. Annual hours flown were estimated from medical examination records extracted from the FAA Comprehensive Airman Information System. Three analyses were conducted. As directed by the Senate request, the first analysis examined accident rates as a function of one unique (60-63) and 36 overlapping, four-year age groups declining from age 59 for pilots with Class 1 medical and ATP certificates (i.e., 60-63, 56-59, …, 21-24). The second analysis examined accident rates by overlapping, four-year age groups declining consistently from age 63 (i.e., 60-63, 59-62, …, 21-24). The third analysis examined accident rates for the 60-63 age group as directed by the Senate and non-overlapping (or independent) five-year age groups (i.e., 55-59, 50-54, …, less than or equal to 29) for comparison to previous studies. Overall, these analyses support the hypothesis that a "U"-shaped relationship exists between the age of professional pilots holding Class 1 medical and ATP certificates and the accident rate for operations under 14 CFR §121 and §135. However, the range of mean differences across age groups was very small and not statistically different when comparing adjacent age groups on either side of the current rule. KW - Age groups KW - Air pilots KW - Air transportation crashes KW - Analysis KW - Aviation safety KW - Crash rates KW - Regulations KW - U.S. Federal Aviation Administration UR - http://www.faa.gov/data_research/research/med_humanfacs/age60/media/age60_3.pdf UR - https://trid.trb.org/view/1344282 ER - TY - RPRT AN - 00964037 AU - Federal Aviation Administration TI - CRIMINAL ACTS AGAINST CIVIL AVIATION PY - 2003/06/26 SP - v.p. AB - This document records incidents that have taken place against civil aviation aircraft and incidents worldwide. Criminal Acts has been published annually since 1986. Incidents recorded in this report are summarized in regional geographic overviews. Feature articles focus on case histories or on specific aviation related issues. Incidents are also sorted into one of 7 categories and compared over a five-year period. In addition, charts and graphs have been prepared to assist in interpreting the data. The cutoff date for information in this report is December 31, 1999. This issue has undergone a number of changes, such as the charts used have been modified. In addition, the European and Central Eurasian maps were reconfigured to better reflect political changes of the recent past. For purposes of this publication, the European geographic area will consist of Western Europe and all Central, Eastern, and Southern European states located west of Russia. This includes Balkan and Baltic States. The Central Eurasian geographic area now consists of Russia, the Central Asian States and the Caucasus area. Other maps are unchanged. KW - Annual reports KW - Civil aviation KW - Crimes aboard aircraft KW - Crimes involving transportation KW - Geography UR - https://trid.trb.org/view/661849 ER - TY - RPRT AN - 00964036 AU - Proseus, E A AU - Lincoln Laboratory AU - Federal Aviation Administration TI - ACCURACY OF MOTION-COMPENSATED NEXRAD PRECIPITATION PY - 2003/06/26 SP - v.p. AB - A number of Federal Aviation Administration (FAA) aviation weather systems utilize Next Generation Weather Radar (NEXRAD) precipitation products including the Integrated Terminal Weather System (ITWS), Corridor Integrated Weather System (CIWS), Medium Intensity Airport Weather System (MIAWS), and the Weather and Radar Processor (WARP). This report addresses the accuracy of the advected precipitation map as compared to the current NEXRAD precipitation map using 7 MIAWS cases from the Memphis, TN testbed and Jackson, MS prototype. The paper found that the advected precipitation product is significantly more accurate at providing a depiction of the current intensity of the storms as a function of location. KW - Air traffic control KW - Air transportation KW - Mapping KW - Precipitation (Meteorology) KW - Radar devices KW - Storms KW - Weather forecasting UR - https://trid.trb.org/view/661848 ER - TY - RPRT AN - 01142948 AU - Ahlstrom, Ulf AU - Della Rocco, Pam AU - Federal Aviation Administration AU - Federal Aviation Administration TI - TRACON Controller Weather Information Needs: I. Literature Review PY - 2003/06//Technical Note SP - 19p AB - This report is the first in a series on the use of weather information by Terminal Radar Approach Control (TRACON) controllers and weather displays for the cockpit. The document provides a literature review with an emphasis on research relating to the specification of weather information needs for these controllers. Three problem areas are apparent from the review of current trends in weather information needs and weather information displays. First, research is lacking on the weather information needs for TRACON controllers. Second, no research has investigated and organized the regularities and lawful events that provide the TRACON controllers with goal-relevant options in their work domain. Third, although research is making progress on the identification and display integration of important weather information for the cockpit, there is a lack of research on how to display such information for the TRACON controller. The researchers provide discussions of these apparent deficiencies in relation to ecological interface design and guidelines for future research. KW - Aviation KW - Information display systems KW - Needs assessment KW - Terminal air traffic control KW - Terminal radar approach control (TRACON) KW - Weather UR - http://ntl.bts.gov/lib/31000/31000/31056/TN0318.pdf UR - https://trid.trb.org/view/902786 ER - TY - RPRT AN - 01566456 AU - Risinger, Charles AU - Kalberer, Jennifer AU - Bagot, Keith AU - Federal Aviation Administration AU - Air Force Research Laboratory AU - Federal Aviation Administration TI - Test and Evaluation of the Effectiveness of a Small Airport Firefighting System (SAFS) in Extinguishing Two and Three Dimensional Hydrocarbon Fuel Fires PY - 2003/05//Final Report SP - 80p AB - In the near future, many small airports may be categorized as Index A airports by federal codes. This would require that such airports maintain minimum firefighting capability to combat aircraft fires and protect the flying public. Clearly this requirement would result in significant capital investment in organizing, equipping, and training a fire protection team. In an effort to reduce this financial burden, a test program was initiated to evaluate the effectiveness of a low-cost fire suppression system designed specifically for combating aircraft fires at small airports. The low-cost system consists of a unique skid-mounted extinguishing unit containing two low-pressure extinguishing agent tanks and two high-pressure propellant tanks. The system can be easily installed in the cargo bed of a suitable utility truck. As specified by federal codes, the Small Airport Firefighting System (SAFS) contains 100 gallons of aqueous film forming foam and 500 pounds of a sodium-based or 450 pounds of a potassium-based dry chemical (Purple K or PKP). SAFS was designed specifically for extinguishing two-dimensional (2-D) hydrocarbon pool fires and three-dimensional (3-D) flowing fuel fires. Testing proved the simultaneous application of compressed air foam and PKP through the dual-agent nozzle onto a combination 2-D and 3-D fire was vastly superior to either of these agents used alone. Likewise, this combination of agents was equivalent in firefighting performance to larger capacity variable stream nozzles using foam alone. Based on the results of performance testing as specified herein, SAFS would provide a substantial firefighting capability to combat 2-D pool fires and 3-D flowing fuel fires at small airports and would provide an effective, easily understood fire suppression capability for apprentice-level fire fighters. SAFS, in its present configuration, is recommended for use at newly categorized Index A airports. KW - Aircraft Rescue and Fire Fighting KW - Aviation fuels KW - Evaluation KW - Fire fighting equipment KW - Fires KW - General aviation airports KW - Small Airport Firefighting System KW - Testing UR - http://www.airporttech.tc.faa.gov/Portals/0/Documents/airport_safety/03-45.pdf UR - https://trid.trb.org/view/1355087 ER - TY - RPRT AN - 01142936 AU - Ahlstrom, Vicki AU - Muldoon, Robert AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Core Commands Across Airway Facilities Systems PY - 2003/05//Technical Note SP - 24p AB - This study takes a high-level approach to evaluate computer systems without regard to the specific method of interaction. This document analyzes the commands that Airway Facilities (AF) use across different systems and the meanings attributed to the different commands. Human factors researchers collected data on AF systems and equipment, identifying 25 different systems monitored and controlled by AF specialists. Different AF systems had different means of interfacing with the computer (e.g., graphical user interface, menus, and command line interface). The researchers summarized data on the interaction types across AF systems to find that most AF systems used menus as the primary means of interaction. Among the 25 systems monitored and controlled by AF, they uncovered more than 1500 options for accessing, interacting with, and controlling the equipment necessary to National Airspace System operations. They analyzed the options for frequency of occurrence and defined meanings for each of the most frequently used options. The result of this analysis is a set of core commands that are common across a number of systems. KW - Air transportation facilities KW - Commands KW - Computer programming languages KW - Computers KW - Human factors UR - http://ntl.bts.gov/lib/31000/31000/31055/TN0315.pdf UR - https://trid.trb.org/view/902785 ER - TY - RPRT AN - 00961608 AU - Koros, A AU - Rocco, PSD AU - Panjwani, G AU - Ingurgio, V AU - D'Arcy, F AU - Federal Aviation Administration AU - Federal Aviation Administration TI - COMPLEXITY IN AIR TRAFFIC CONTROL TOWERS. A FIELD STUDY PART 1: COMPLEXITY FACTORS PY - 2003/05 SP - v.p. AB - This study investigated factors that contribute to complexity and their incidence within FAA Air Traffic Control Towers (ATCTs). Human factors specialists from the William J. Hughes Technical Center selected six sites representing a combination of high traffic volume, traffic nix, and/or converging runways. 62 Air Traffic Control Spcialists (ATCSs) from the 6 ATCTs rated 29 complexity factors from local and ground controller perspective. The relative contributions of each of the complexity factors were site- and position-specific. High traffic volume, frequency congestion, and runway/taxiway configuration were among the leading complexity factors at all sites and for both control positions. This study characterized the differences between facilities in terms of the key factors and their incidence and summarized the interview data describing the nature of the complexity. An enhanced understanding of ATCS's decision making and tower complexity factors will help researchers predict the impact of automation and emerging technologies on controllers and ensure the continued safety and efficiency of the National Airspace System. KW - Air traffic control KW - Air traffic control facilities KW - Air traffic controllers KW - Airport runways KW - Decision making KW - Human factors KW - Incident management KW - National Airspace System KW - Taxiways KW - Traffic congestion KW - Traffic volume UR - https://trid.trb.org/view/661731 ER - TY - RPRT AN - 00961606 AU - Al-Khali, K AU - Cox and Company, Incorporated AU - Federal Aviation Administration TI - ASSESSMENT OF EFFECTS OF MIXED-PHASE ICING CONDITIONS ON THERMAL ICE PROTECTION SYSTEMS PY - 2003/05 SP - v.p. AB - The FAA sponsored a preliminary experimental research program to study the effects of mixed base and fully glaciated icing conditions on the performance of thermal anti-icing ice protection systems (IPS). The experimental investigation was limited to a 36-inch cord NACA 0012 airfoil that was equipped with a leading edge electrothermal ice protection system. The testing was accomplished at the Cox & Company LeClerc Icing Research Laboratory tunnel, using the laboratory's newly developed capability to simulate mixed phase icing conditions in their tunnel. Chordwise power required to operate the IPS in the evaporative mode and in the running wet mode was recorded with a model angle of attack of 0 and with supercoded liquid, mixed phase, and glaciated conditions at temperatures of 0 and 12 F. Photographic records of the ice accretion and ice protection phenomena, using newly developed optical techniques, were obtained by NASA Glenn Research Center Icing Branch. This report describes the test program and summarizes the associated results. KW - Airfoils KW - Anti-icing KW - Aviation KW - Ice formations KW - Ice prevention KW - Icing KW - Test procedures KW - Thermal reactors UR - https://trid.trb.org/view/661730 ER - TY - RPRT AN - 00960476 AU - Hackworth, C A AU - Peterson, L M AU - Jack, D G AU - Williams, C A AU - Hodges, B E AU - Federal Aviation Administration AU - OMNI Corporation AU - Oklahoma State University, Oklahoma City TI - EXAMINING HYPOXIA: A SURVEY OF PILOTS' EXPERIENCES AND PERSPECTIVES ON ALTITUDE TRAINING PY - 2003/05 SP - 9 p. AB - Federal aviation regulations and Advisory Circulars (ACs) provide requirements and guidance for high-altitude physiological training for pilots and crewmembers. Pilots and crewmembers of flights exceeding 25,000 feet/mean sea level (msl) are required to complete ground training in high-altitude physiology, including hypoxia training; however, regulations do not require altitude chamber training. The present research examined the training experiences and perceptions of pilots about the need for hypoxia training and altitude chamber training. Sixty-seven male pilots attending a meeting on aviation safety completed a survey assessing their experiences and perceptions of hypoxia training. All pilots indicated that they flew professionally and had logged hours flying for business during the six months prior to the survey date. Sixty-two pilots reported receiving hypoxia training, and of these, 71% reported having initial altitude chamber training. Pilots reported that their training was informative (97%) and that they would benefit from more hypoxia training (90%). Pilots endorsed (agreed or strongly agreed) that all pilots should receive: introductory hypoxia training (92%), recurrent hypoxia training (86%), initial altitude chamber training (85%), and recurrent altitude chamber training (70%). However, when asked specifically if general aviation pilots flying unpressurized aircraft should receive initial altitude chamber training, only 31% perceived this as being necessary. Initial altitude chamber training received lower endorsements for private (32%) or recreational (10%) pilots than for commercial (74%) and air transport (90%) pilots. When asked if altitude chamber training should be based on the altitude capability of an aircraft, 59% responded affirmatively. It appears that the need for altitude chamber training was based on the likelihood of flying at higher altitudes and not simply the level of certification. When asked if the current regulations (i.e., not requiring altitude chamber training) addressing high-altitude flying (above 25,000 feet/msl) are sufficient, 52% of the current sample disagreed or strongly disagreed. Generally, these professional pilots perceived that pilot training should include introductory hypoxia training, recurrent hypoxia training, and altitude chamber training. Noted exceptions were initial altitude chamber training for general aviation pilots flying unpressurized aircraft, recreational pilots, and private pilots. However, a caveat should be noted regarding the generalizability of these results. This sample is a small segment of the entire pilot population; therefore, these findings may not generalize to pilots overall. Distributing the survey to a wider audience of pilots would provide additional information regarding perceptions of hypoxia training. KW - Airline pilots KW - Altitude chambers KW - Attitudes KW - Aviation safety KW - Flight crews KW - High altitude KW - Hypoxia KW - Physiology KW - Surveys KW - Training UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0310.pdf UR - https://trid.trb.org/view/659956 ER - TY - RPRT AN - 00960475 AU - Nakagawara, V B AU - Wood, K J AU - Montgomery, R W AU - Federal Aviation Administration TI - NATURAL SUNLIGHT AND ITS ASSOCIATION TO AVIATION ACCIDENTS: FREQUENCY AND PREVENTION PY - 2003/05 SP - 8 p. AB - Glare is a temporary visual sensation produced by luminance (brightness) within the visual field that is significantly greater than that to which the eyes are adapted. Aviators may be subjected to intense glare from natural and artificial light sources that can result in temporary visual impairment, greatly increasing the risk of accidents. The purpose of this study was to investigate the relationship between visual impairment from natural sunlight and aviation accidents. The National Transportation Safety Board Aviation Accident/Incident Database was queried for the period 1/1/1988 to 12/31/1998 for terms related to glare, including sun, glare, vision, blinded, and reflections. All reports annotated with one or more of these terms were reviewed to determine whether glare from natural sunlight was considered a direct or contributing factor in the aviation accident. Accidents that did not involve the pilot-in-command of an air transport or general aviation aircraft were omitted. For the study period, there were 130 accidents in which glare from natural sunlight was found to be a contributing factor. The majority of the events occurred during clear weather and atmospheric conditions (85%), and were associated with approach/landing and takeoff/departure phases of flight (55%). It is concluded that exposure to glare from natural sunlight has contributed to aviation accidents, primarily under optimal visual conditions. The majority of accidents occurred during flight maneuvers at low altitude in airspace congested with other aircraft or obstacles, such as trees, power lines, utility poles, and terrain. Preventative techniques are presented that may protect a pilot's visual performance against the debilitating effects of glare from the sun. KW - Air traffic KW - Air transportation crashes KW - Airline pilots KW - Altitude KW - Approach KW - Aviation safety KW - Crash causes KW - Crash rates KW - Databases KW - Glare KW - Landing KW - Prevention KW - Reflection KW - Risk assessment KW - Sunlight KW - Takeoff KW - Terrain KW - Traffic congestion KW - Transmission lines KW - Trees KW - Utility poles KW - Weather UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0306.pdf UR - https://trid.trb.org/view/659955 ER - TY - RPRT AN - 00960522 AU - Akin, A AU - Chaturvedi, A K AU - Gulhane Military Medical Academy AU - Federal Aviation Administration TI - PREVALENCE OF SELECTIVE SEROTONIN REUPTAKE INHIBITORS IN PILOT FATALITIES OF CIVIL AVIATION ACCIDENTS, 1990-2001 PY - 2003/05 SP - 22 p. AB - Selective serotonin reuptake inhibitors (SSRIs) are popularly prescribed for treating depression. With a few exceptions, these psychotropic medications are not approved by aeromedical regulatory authorities for use by aviators. Since SSRIs have the potential for impairing performance and causing drug-drug interactions, the prevalence of SSRIs in pilot fatalities of civil aviation accidents was evaluated. Postmortem samples from pilots involved in fatal civil aircraft accidents are submitted to the Civil Aerospace Medical Institute (CAMI) for toxicological evaluation. Findings from such evaluations are maintained in the CAMI Toxicology Database. This database was examined for the presence of SSRIs in pilot fatalities of the accidents that occurred during 1990-2001. Out of 4,184 fatal civil aviation accidents from which CAMI received samples, there were 61 accidents in which pilot fatalities had SSRIs. Of these accidents, 56 were of the general aviation category, 2 were of the air taxi and commuter category, 2 were of the agricultural category, and 1 was of the ultralight category. Blood concentrations of SSRIs in the fatalities were 11-1,121 ng.mL(-1) for fluoxetine; 47-13,102 ng.mL(-1) for sertraline; 68-1,441 ng.mL for paroxetine; and 314-462 ng.mL for citalopram. In 39 of the 61 pilots, other drugs--for example, analgesics, antihistamines, benzodiazepines, narcotic analgesics, and/or sympathomimetics--and/or ethanol were also present. As determines by the National Transportation Safety Board, the use of an SSRI [with or without other drug(s) and/or ethanol] has been a contributory factor in at least 9 of the 61 accidents. Numbers of SSRI-involved accidents were low, and blood SSRI concentrations in the associated pilot fatalities ranged from subtherapeutic to toxic levels. However, the interactive effects of other drug(s), ethanol, and/or even altitude hypoxia in producing adverse effects in the pilots cannot be ruled out. Findings from this study should be useful in investigating SSRI- and other substance-involved accidents and in making decisions concerning the use of SSRIs in aviation. KW - Agricultural aviation KW - Air taxi service KW - Air transportation crashes KW - Airline pilots KW - Antidepressants KW - Aviation safety KW - Civil aviation KW - Commuter aircraft KW - Crash investigation KW - Drug interactions KW - Drugs KW - Ethanol KW - Fatalities KW - General aviation KW - Hypoxia KW - Selective Serotonin Reuptake Inhibitors KW - Toxicology KW - Ultralights UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0307.pdf UR - https://trid.trb.org/view/660000 ER - TY - RPRT AN - 00960474 AU - Gowdy, V AU - DeWeese, R AU - Federal Aviation Administration TI - HUMAN FACTORS ASSOCIATED WITH THE CERTIFICATION OF AIRPLANE PASSENGER SEATS: LIFE PRESERVER RETRIEVAL PY - 2003/05 SP - 16 p. AB - A series of human subject tests were conducted by the Biodynamic Research Team at the Federal Aviation Administration's (FAA's) Civil Aerospace Medical Institute (CAMI) to investigate human factors associated with the "easy reach" requirement in FAA regulations for under-seat mounted life preservers. The protocol was designed to observe and measure the effects of human physical attributes and life preserver installation features relevant to the retrieval of life preservers. A mockup of a 30-inch pitch, economy class transport passenger seat installation was used to evaluate 4 configurations of life preserver installations. The position of the pull-strap, used to open the life preserver container, was the independent variable. One hundred thirty-two adult subjects were tested. Each subject was seated, restrained by the seat's lap belts, instructed to reach beneath the seat, open the life preserver container, and extract the packaged life preserver. The time for retrieval of the life vest was measured from videotapes of each test. The videotapes were also reviewed independently by 11 outside raters, who rated the difficulty for each subject on a scale of 1 (easy) to 7 (very difficult). There was significant agreement (Cronbach's alpha = 0.978) in the "ease" ratings. In comparing the ease ratings and retrieval times, an average easy rating < 3 corresponded to a retrieval time < 10 seconds. An "EASY10" benchmark, derived from these results, indicates that a life preserver retrieval time < 10 seconds should be considered easy. Two of the configurations had average ratings < 3. The installation features that distinguish the two configurations that passed the EASY10 benchmark, compared with the two that failed, were the position of the pull-strap, the pull-angle on the strap necessary to effect a quick opening of the life preserver container, and the position of the stowed life preserver relative to the front frame of the seat. The results indicate that the "easy reach" criteria should be satisfied if: 1) the pull-strap and life preserver container are no more than 3-inches aft of the seat frame, and 2) the pull-angle to quickly open the container is in the range -50 degrees < 0 < -10 degrees. KW - Airplanes KW - Aviation safety KW - Certification KW - Distance KW - Easy reach KW - Human factors KW - Human subject testing KW - Life preservers KW - Location KW - Passenger aircraft KW - Ratings KW - Retrieval time KW - Seats UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0309.pdf UR - https://trid.trb.org/view/659954 ER - TY - RPRT AN - 00960031 AU - Pfleiderer, E M AU - Federal Aviation Administration AU - Federal Aviation Administration TI - DEVELOPMENT OF AN EMPIRICALLY-BASED INDEX OF AIRCRAFT MIX PY - 2003/05 SP - 14 p. AB - The present study is part of an ongoing effort to identify objective predictors of subjective air traffic controller (ATC) workload. The study begins with a comparison of the salient variables governing en route controllers' perceptions of the performance capabilities of a sample of aircraft and the actual performance of the aircraft in the en route environment. A group of 24 Certified Professional Controllers (CPCs) from Kansas City (N=17) and Boston (N=7) en route centers provided estimates of cruising speed, climb, and descent rates for a sample of 24 aircraft types. A matrix of squared Euclidean distances derived from summary measures (i.e., means of estimated speed, climb, and descent rates) was used to construct a classical multidimensional scaling (CMDS) model representing controllers' perceptions of the performance capabilities of each aircraft type. A second matrix was derived from means of speed, climb, and descent rates for the same 24 aircraft types computed from a sample of live air traffic data collected from the Kansas City and Boston en route centers. This matrix was used to construct a second CMDS model representing actual aircraft performance. Interpretation of the dimensions of the CMDS model of ATC estimates suggested that Dimension 1 was related to engine type, whereas Dimension 2 was primarily associated with aircraft weight class. In the model of System Analysis Recording (SAR) data, both engine type and weight class were predominantly associated with Dimension 1. Results are used to develop a measure of aircraft mix (i.e., the mix of aircraft with different performance characteristics) to be added to a suite of controller activity and taskload measures. KW - Air traffic controllers KW - Aircraft mix KW - Workload UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0308.pdf UR - https://trid.trb.org/view/659811 ER - TY - RPRT AN - 01103363 AU - Federal Aviation Administration TI - Review of Aviation Accidents Occurring in the State of Alaska 1992-2001 PY - 2003/04 SP - 35p AB - This report presents a review of aviation accidents occurring in the state of Alaska between the years 1992 and 2001. Data include accidents involving U.S. registered aircraft operating under Title 14 Code of Federal Aviation Regulations (FAR). Although all operations are included in this study, the report provides a detailed review of accidents involving aircraft operating under Title 14, Parts 91, 135, and 121 of the FARs. Briefly defined, Part 91 applies to General Aviation operations. General aviation refers to all aviation other than commercial airline operations and military aviation. For example, flights for recreation and training are generally carried out under Part 91. Part 135 can be broken out by scheduled and non-scheduled operations. Scheduled Part 135 applies to commercial air carriers that carry nine or fewer passengers on regularly scheduled flights. These operations are commonly referred to as commuter operations. Nonscheduled Part 135 operations are commonly referred to as air taxi, and carry nine or fewer passengers with schedules that are arranged between passengers and the operator. Non-scheduled Part 135 also applies to cargo planes with payload capacities of 7,500 pounds or less. Part 121 applies to major airlines and cargo carriers that fly large transport-category aircraft. Accident data for this review were extracted from the National Transportation Safety Board (NTSB) Aviation Accident and Incident Database. The NTSB Accident and Incident Database is the official repository of aviation accident data and causal factors. KW - Air cargo KW - Air taxi service KW - Air transportation crashes KW - Aircraft operations KW - Alaska KW - Aviation safety KW - Commuter aircraft KW - Crash analysis KW - Crash data KW - General aviation UR - https://trid.trb.org/view/860298 ER - TY - RPRT AN - 00961604 AU - Ahlstrom, V AU - Muldoon, R AU - Federal Aviation Administration AU - Federal Aviation Administration TI - MENUS AND MNEMONICS IN AIRWAY FACILITIES PY - 2003/04 SP - 56 p. AB - This study examines the use of menus and mnemonics in current Airway Facilities (AF) systems and compares then to human factors guidelines and best practices. Researchers from the William J Hughes Technical Center traveled to AF field sites and collected data on the menus and mnemonics for the systems in use. The researchers extracted human factors guidance on menus and mnemonics from the literature and surveyed current commercial software. Using this information, they identifued commercial standards for meny structure, terminology, mnemonics, options and organization. They compared current AF systems against this information and developed recommendations for the design of future systems. KW - Airways KW - Best practices KW - Facilities KW - Human factors KW - Organization KW - Security UR - http://ntl.bts.gov/lib/31000/31000/31054/TN0312.pdf UR - https://trid.trb.org/view/660371 ER - TY - RPRT AN - 00961547 AU - Ahlstrom, V AU - Federal Aviation Administration AU - Federal Aviation Administration TI - INITIAL STUDY OF NATIONAL AIRSPACE SYSTEM AUDITORY ALARM ISSUES IN TERMINAL AIR TRAFFIC CONTROL PY - 2003/04 SP - 22 p. AB - The report reviews an exploratory study conducted at the Research Development and Human factors Laboratory of the William J. Hughes Technical Center to examine current National Airspace System (NAS) auditory alarm issues. The purpose was to identify problem areas related to current auditory alarms and to collect opinions from the users on ways to improve auditory alarms in their work area. Based on availability, the participants were from the terminal (Air Traffic Control Tower and Terminal Radar Approach Control) area. Participants rated 15 potential auditory alarm issues on a scale from 0 to 10 on how problematic each issue was in their work area. Based on the comments participants provided, some of the problems that they reported with auditory alarms could be traced to a few specific systems. Other problems were more general in nature, including alarms being too numerous in the work environment. They also reported problems with too many false alarms. Although this study was not meant to be all encompassing, it provides an initial look at the auditory alarm issues within the current NAS environment. KW - Airspace (Aeronautics) KW - Alarm systems KW - Auditory perception KW - False alarms (Security) KW - National Airspace System KW - Problem identification KW - Work area UR - http://ntl.bts.gov/lib/31000/31000/31053/TN0310.pdf UR - https://trid.trb.org/view/660341 ER - TY - RPRT AN - 00960965 AU - Blake, D AU - Federal Aviation Administration AU - Federal Aviation Administration TI - RESPONSE OF AIRCRAFT OXYGEN GENERATORS EXPOSED TO ELEVATED TEMPERATURES PY - 2003/04 SP - 14 p. AB - The purpose of this testing was to determine the temperatures that would cause self-activation of sodium chlorate oxygen generators. The data will be used to establish the degree of thermal protection that would be required to prevent the activation of chemical oxygen generators should they be exposed to heat from cargo compartment fire involving other materials. The minimum temperature that caused the activation of one of the generators was 600 degrees F. Due to uncertainties with other designs not tested and the physical properties of sodium chlorate, it is recommended that the generators not be exposed to temperatures above 400 degrees F. KW - Activation analysis KW - Aviation safety KW - Cargo compartments KW - Generators KW - Oxygen KW - Sodium chloride KW - Temperature points KW - Thermal resistance UR - http://ntl.bts.gov/lib/26000/26900/26997/TN03-35.pdf UR - https://trid.trb.org/view/660137 ER - TY - RPRT AN - 00960964 AU - Blake, D AU - Federal Aviation Administration AU - Federal Aviation Administration TI - GROUND TESTS OF AIRCRAFT FLIGHT DECK SMOKE PENETRATION RESISTANCE PY - 2003/04 SP - 18 p. AB - This report documents a series of tests to determine the amount of positive pressure differential between the flight deck and surrounding areas necessary to prevent smoke from penetrating into the flight deck. The testing also explored methods to demonstrate the effectiveness of those ventilation conditions. The test were conducted on the ground in a Boeing 727-100 freighter and a 747 aircraft. A thin plastic sheet covering the flight deck door opening and a theatrical smoke generator were successfully used to demonstrate a positive pressure differential that was effective at preventing the penetration of theatrical smoke into the flight deck of the B-747. The 747SP ventilation system was not capable of preventing smoke penetration during these ground tests. KW - Aviation safety KW - Flight decks KW - Penetration resistance KW - Smoke KW - Ventilation systems UR - https://trid.trb.org/view/660136 ER - TY - RPRT AN - 01099614 AU - Federal Aviation Administration TI - Information for Banner Tow Operations PY - 2003/03/27 SP - 25p AB - This publication presents information guidelines for banner tow operations. U.S. Federal Aviation Administration (FAA) investigations of aerial advertising/banner towing accidents have revealed that the majority of accidents are associated with one or more of the following circumstances: the banner pickup maneuver, entangled or snarled banner towlines, or loss of engine power. An analysis of banner tow accidents have revealed the following information: Of the accidents resulting in ditching in rivers, lakes, or the ocean, the aircraft may have been capable of landing on shore. Sometimes the decision is made to ditch in order to protect the public on congested beaches or riverbanks. Of the accidents caused by engine failure resulting in an off airport landing, the accidents could easily occurred offshore. In one ditching accident, the pilot was saved by the timely appearance of a person on a personal watercraft. This person prevented the incapacitated pilot from drowning. The pilot did not have any flotation device. Pilots of banner tow aircraft operated over water should have the capability to save themselves in the first critical minutes of a ditching accident. FAA-approved flotation devices should be readily available. Lifeguard stations along riverbanks or beaches are generally not equipped to respond to offshore aviation accidents. Lifeguards are normally not trained to deal with the HAZMAT issues of released fuel and oil and may not be familiar with the aircraft exits and seat belt assemblies. It is recommended than an FAA-approved personal flotation device be carried in the aircraft when banner tow flying along beaches, rivers, or lakes. KW - Advertising KW - Aerial advertising KW - Air transportation crashes KW - Banks (Waterways) KW - Beaches KW - Countermeasures KW - Crash analysis KW - Crash characteristics KW - Ditching KW - General aviation pilots KW - Lakes KW - Life preservers KW - Rivers KW - Signs KW - Towing devices UR - http://www.faa.gov/library/manuals/aviation/media/faa-fs.pdf UR - https://trid.trb.org/view/851865 ER - TY - RPRT AN - 00967922 AU - Beisswenger, A AU - Fortin, G AU - Laforte, J L AU - University of Quebec AU - Federal Aviation Administration TI - INVESTIGATION OF TYPE II AND TYPE IV AIRCRAFT GROUND ANTI-ICING FLUID AERODYNAMIC CERTIFICATION STANDARDS PY - 2003/03/23 SP - v.p. AB - The certification process for aircraft ground anti-icing fluids involves flat-plate wind tunnel aerodynamic flow-off tests. This test method was developed in 1990 from flight and wind tunnel test results of full-scale and model airfoils and flat plates. The resulting lift losses were then correlated to the Boundary Layer Displacement Thickness (BLDT) on a flat plate. This correlation was made for Type II fluids existing at the time. Since the introduction of type IV fluids in 1994, with significantly longer anti-icing endurance times, the same test procedure was applied. However, Type IV fluids are generally more viscous than Type II fluids of the same concentration. At the Federal Aviation Administration's request, a study was undertaken to determine if aerodynamic certification testing should be different for Type IV fluids compared to Type II. A comparison of existing certification BLDT data showed no significant differences between fluids, nor, more specifically, between Type II and Type IV fluids. KW - Aerodynamics KW - Airfoils KW - Anti-icing KW - Certification KW - Fluids KW - Standards KW - Wind tunnels UR - https://trid.trb.org/view/681605 ER - TY - RPRT AN - 00967921 AU - Rasmussen, R M AU - Landolt, S AU - Tryhane, M AU - Hills, A AU - National Center for Atmospheric Research AU - Federal Aviation Administration TI - ENDURANCE TIME TESTING USING THE NCAR SNOW MACHINE: RECONCILIATION OF OUTDOOR AND INDOOR TESTS OF TYPE IV FLUIDS PY - 2003/03/23 SP - v.p. AB - This report summarizes the progress made in determining the causes for the shorter fluid endurance times of anti-icing fluids for the National Center for Atmospheric Research (NCAR) snow machine compared to outdoor natural tests. The report also sought to determine if a correlation exists between the NCAR snow machine tests for the same anti-icing fluids. Outdoor tests were conducted by Aviation Planning Services (APS) and NCAR during the winter of 2000/2001 using several type IV fluids in which the snowfall rate, plate temperature, and air temperature were recorded for the outdoor tests and a comparison between the outdoor and indoor tests were made. KW - Anti-icing KW - Atmospheric temperature KW - Fluid mechanics KW - Snow mechanics KW - Snowfall UR - https://trid.trb.org/view/681602 ER - TY - RPRT AN - 01566457 AU - Cyrus, Holly M AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Paint and Bead Durability Study PY - 2003/03//Final Report SP - 66p AB - This study was undertaken to evaluate paint and bead durability in four areas: water emulsion paint performance, glass bead performance, application thickness of paint effectiveness, and cementitious pavement marking materials. A series of airport pavement markings were placed at the William J. Hughes Technical Center and Atlantic City International Airport, Atlantic City, New Jersey, for evaluation. Results from the testing showed that HD-21A Rohm and Haas water emulsion paint had the superior performance since it held the beads in place better; Type III (1.9 Index of Refraction (IOR)) airport beads had the best retro-reflectivity, initially and over time. All four new beads had higher retro-reflectivity than the 1.5 IOR highway bead but not as high as the 1.9 IOR Airport bead. The four new beads that were used in this study were 1.5 IOR Visibead A (L-511), 1.5 IOR Visibead B (L-511 Millennium), 1.5 IOR Megalux A (Airport and Highway High Quality and High Performance Drop-On), and 1.5 IOR Megalux B (Airport “Beacon” High Quality and High Performance). The Lumimark cementitious pavement marking material was not evaluated because the concrete mixture was out of date, causing the concrete to flake. Even though it was not evaluated, immediately after installing this product, the beads sank into the cementitious material, causing very low retro-reflective readings. Therefore, the process still needs some refinement. The PermaStripe cementitious pavement marking material, which is being evaluated by the U.S. Air Force and U.S. Army Corps of Engineers at Tyndall Air Force Base, is still under investigation and, therefore, is not ready for commercial application. At present, the PermaStripe product is hand applied with a squeegee. A paint hand-sprayer had been modified but is in the prototype stage. PermaStripe also needs to address the issue of very low retro-reflectivity readings. KW - Airport runways KW - Cement KW - Field tests KW - Glass beads KW - Retroreflectivity KW - Road markings KW - Traffic paint UR - http://www.airtech.tc.faa.gov/Safety/Downloads/02-128.pdf UR - https://trid.trb.org/view/1355552 ER - TY - RPRT AN - 01206959 AU - Zuschlag, Michael AU - Hayashi, Miwa AU - Volpe National Transportation Systems Center AU - Federal Aviation Administration TI - Issues and Knowledge Concerning the Use of Head-Up Displays in Air Transports PY - 2003/03//Final Report SP - 76p AB - This document provides a literature review of design issues encountered by the Federal Aviation Administration (FAA) during the certification of head-up displays (HUDs) for use in air transports. This review extracts certification advice from the literature and necessary to provide more complete certification guidelines for HUDs. There are four categories of design issues: information accessibility (clutter), task-display compatibility,display consistency,and physiological effects. There is substantial research on clutter-related issues, especially with regard to interference with the out-the-window view. However, while qualitative certification advice can be drawn from these studies,there is a need for a more systematic means to determine an acceptable between accessible flight information and clutter.There is also substantial knowledge on the task display compatibility issues, especially concerning unusual attitude recovery. However, important benefits would be realized from the development of monochrome coding conventions for information such as alert levels. Research is needed on display consistency, especially regarding the effects of differences between the dead down and HUD layouts and formats. Likewise, the effects of hud hardware design on pilot physiological stress and performance require study. For example, the amount of head motion a HUD must allow for is unknown. KW - Air pilots KW - Air traffic control KW - Air transportation KW - Airline pilots KW - Airplanes KW - Head up displays KW - Human factors engineering KW - Information display systems KW - Psychological aspects KW - Radar clutter UR - http://ntl.bts.gov/lib/33000/33600/33685/33685.pdf UR - https://trid.trb.org/view/968075 ER - TY - RPRT AN - 00961603 AU - Cyrus, H M AU - Federal Aviation Administration AU - Federal Aviation Administration TI - DEVELOPMENT OF METHODS FOR DETERMINING AIRPORT PAVEMENT MARKING EFFECTIVENESS PY - 2003/03 SP - 32 p. AB - Paint markings on runways, taxiways, and ramps play an important role in preventing runway incursions. Paint markings, however, deteriorate in terms of their conspicuity and must be replaced over time. Presently, the conspicuity is determined by visual inspections of segments of these markings, but the validity of these inspections cannot always be confirmed. This study was undertaken to develop a method for a quick and accurate evaluation of paint markings. A manual method was required for eliminating subjectivity in the current method, and an automated method was developed for evaluation of larger surface markings over a vast airport area. In addition, the study also established a threshold pass/fail limit for white and yellow paint. It was found that for the manual method, three devices are required: a retro-reflectometer for determining retroreflectivity of the beads; a spectrophotometer is required to determine whether or not the paint marking has faded out of tolerance; and a transparent grid is used to determine coverage of the paint. If any one of these three tests fails, the pavement marking fails. KW - Airport runways KW - Inspection KW - Marking materials KW - Paint KW - Pavements KW - Retroreflectivity KW - Runway incursions KW - Spectrophotometers KW - Visibility UR - http://www.airtech.tc.faa.gov/Safety/Downloads/TN03-22.pdf UR - https://trid.trb.org/view/660370 ER - TY - RPRT AN - 00961491 AU - Federal Aviation Administration TI - FAA AEROSPACE FORECASTS. FISCAL YEARS 2003-2014 PY - 2003/03 SP - 298 p. AB - This report contains the FAA forecasts of aviation activity at FAA facilities for fiscal years 2003-2014. These include airports with FAA and contract control towers, air route traffic control centers, and flight service stations. Detailed forecasts were developed for the major users of the national Aviation System - air carriers, air taxi/commuters, general aviation, and military. The forecasts have been prepared to meet the budget and planning needs of the constituent units of the FAA and to provide information that can be used by state and local authorities, the aviation industry, and the general public. The outlook for the 12-year forecast period is for a slower recovery in the demand for aviation services and products relative for last year's published forecasts. KW - Air traffic control KW - Airport operations KW - Aviation KW - Budgeting KW - Commuter service KW - Control centers KW - Flight service stations KW - Forecasting KW - Military aviation KW - National Airspace System KW - Routes and routing UR - https://trid.trb.org/view/660327 ER - TY - RPRT AN - 00960030 AU - Shappell, S A AU - Wiegmann, D A AU - Federal Aviation Administration AU - University of Illinois, Savoy AU - Federal Aviation Administration TI - A HUMAN ERROR ANALYSIS OF GENERAL AVIATION CONTROLLED FLIGHT INTO TERRAIN ACCIDENTS OCCURRING BETWEEN 1990-1998 PY - 2003/03 SP - 25 p. AB - Although all aviation accidents are of interest to the Federal Aviation Administration (FAA), perhaps none is more disconcerting than those in which a fully functioning aircraft is inexplicably flown into the ground. Referred to as controlled flight into terrain (CFIT), these accidents continue to be a major safety concern within aviation, in particular general aviation (GA). A previous study as part of the FAA's "Safer Skies" agenda examined 165 CFIT accidents using root cause analysis and developed 55 interventions to address their causes. While the study represented the work and opinions of several experts in the FAA and industry, the findings might have benefited from a more detailed human error analysis involving a larger number of accidents. In this study, five pilot-raters independently analyzed more than 16,500 GA accidents occurring between 1990-1998 using the Human Factors Analysis and Classification System (HFACS). Of the GA accidents examined, 1,407 were identified as CFIT and compared with non-CFIT accidents using HFACS. The analysis revealed a number of differences in the pattern of human error associated with CFIT accidents. Findings from this study support many of the interventions identified by the CFIT Joint Safety Analysis Team (JSAT) and Joint Safety Implementation Team (JSIT), permitting safety professionals to better develop, refine, and track the effectiveness of selected intervention strategies. KW - Air transportation crashes KW - Controlled flight into terrain KW - Crash analysis KW - Crash causes KW - General aviation KW - Human error KW - Human Factors Analysis and Classification System KW - Intervention UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0304.pdf UR - https://trid.trb.org/view/659810 ER - TY - RPRT AN - 00942447 AU - Uhlarik, J AU - Comerford, D A AU - Kansas State University, Manhattan AU - Federal Aviation Administration TI - INFORMATION REQUIREMENTS FOR TRAFFIC AWARENESS IN A FREE-FLIGHT ENVIRONMENT: AN APPLICATION OF THE FAIT ANALYSIS PY - 2003/03 SP - 55 p. AB - The goals of the current research were (1) to identify the information necessary for the pilot of the air carrier to maintain "traffic awareness," and (2) to apply and evaluate the utility of a cognitive task analysis called the Function Allocation Issues and Tradeoffs (FAIT) analysis (Riley, 1993) in order to assess a system that included a free-flight traffic environment, a pilot, and a Cockpit Display of Traffic Information (CDTI). One hundred information requirements were identified. The FAIT analysis indicated the following characteristics of the system are highly influential in a free-flight traffic environment: weather, general piloting skills, time of day, terrain, ownship state (e.g., altitude, attitude, speed), level of pilot mental workload, and perceived time pressure. Highly influential characteristics are important because they affect many other characteristics of the system. In using the FAIT analysis, characteristics are categorized as sensitive if they are affected "by" many other characteristics (i.e., they are vulnerable). Results from the FAIT analysis suggested that the following characteristics were very sensitive: type of action chosen by the pilot, level of pilot mental workload, appropriateness of planned action, ownship state, level of air traffic managers' mental workload, accuracy of current machine model, and level of confidence in planned action. Furthermore, the FAIT analysis allowed an identification of potential tradeoffs in the system. Finally, the results indicated that, when compared with operator-driven system design issues, automation issues, and miscellaneous issues, training is the most important issue to address in a free-flight traffic environment. This paper addresses situation awareness (SA) as it relates to surveillance activities in commercial air carriers. The concept of SA and relevant literature are reviewed and critiqued. KW - Aircraft pilotage KW - Airline pilots KW - Alternatives analysis KW - Awareness KW - Cockpits KW - Cognition KW - Free flight (Air traffic control) KW - Information display systems KW - Mental workload KW - Task analysis KW - Training UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0305.pdf UR - https://trid.trb.org/view/643185 ER - TY - RPRT AN - 00961605 AU - Holladay, R J AU - Renauro, G AU - Federal Aviation Administration AU - Federal Aviation Administration TI - PHOENIX SKY HARBOR INTERNATIONAL AIRPORT, AIRPORT CAPACITY TACTICAL INITIATIVE, GROUND MOVEMENT ANALYSIS DURING RECONSTRUCTION OF RUNWAY 7L/25R PY - 2003/02 SP - v.p. AB - In August 2002, the Office of Systems Capacity was conducted to assist Phoenix Sky Harbor Air Traffic Control Tower (PHX-ATCT) in an evaluation of delay impacts caused by the reconstruction of Runway 7L/25R scheduled for January 2003. The reconstruction of Runway 7L/25R is to be accomplished in several phases: Phase 1 was the preparation work for the reconstruction with the work being accomplished without major runway impacts; Phase 2 requires the complete closure of Runway 7L/25R with only limited taxiways available for crossing the construction zone; Phase 3 occurs when a portion of Runway 7L/25R becomes available for aircraft use. This report addresses only Phase 2 - the complete closure of Runway 7L/25R. KW - Airport capacity KW - Airport runways KW - Airports KW - Ground traffic KW - International airports KW - Phoenix (Arizona) KW - Reconstruction KW - Taxiways UR - https://trid.trb.org/view/661729 ER - TY - RPRT AN - 00961545 AU - Ahlstrom, V AU - Muldoon, R AU - Northrop Grumman Information Technology AU - Federal Aviation Administration TI - FUNCTION KEY AND SHORTCUT KEY USE IN AIRWAY FACILITIES PY - 2003/02 SP - 58 p. AB - This document provides information on the function keys and shortcut keys used by systems in the federal Aviation Administration Airway Facilities (AF) work environment. It includes a catalog is the function keys and shortcut keys used by each system and the associated functionality. Researchers collected these data through analysis of software specifications, computer-based instruction manual, and field site visits. KW - Air traffic control facilities KW - Aviation KW - Computer aided instruction KW - Data collection KW - Manuals KW - Software maintenance UR - http://ntl.bts.gov/lib/31000/31000/31052/TN0307.pdf UR - https://trid.trb.org/view/660339 ER - TY - RPRT AN - 00940512 AU - Joseph, K M AU - Domino, D AU - Battiste, V AU - Bone, R S AU - Olmos, B O AU - Mitre Corporation AU - Federal Aviation Administration TI - SUMMARY OF FLIGHTDECK OBSERVER DATA FROM SAFE FLIGHT 21 OPEVAL-2 PY - 2003/02 SP - 68 p. AB - In 2000, the Cargo Airlines Association and the Federal Aviation Administration conducted Operational Evaluation 2 (OpEval-2) of Cockpit Display of Traffic Information (CDTI) and Automatic Dependent Surveillance - Broadcast (ADS-B) technologies. This evaluation was designed to demonstrate the benefits of CDTI/ADS-B, including safety, efficiency, and capacity. Toward this end, five flight periods were designed to test five different applications: airport surface situation awareness (ASSA); departure spacing; initial and final approach spacing; final approach spacing; final approach runway occupancy awareness (FAROA), and visual acquisition and traffic awareness. OpEval-2 included 16 aircraft of various types and their flight crews. Flightdeck observers accompanied the flight crews to record human factors data. This report summarizes the collection and analysis of flightdeck observer data. In addition, the report includes empirically based recommendations for addressing human factors issues related to certification of CDTI for the five applications that were tested in OpEval-2. KW - Air traffic control KW - Airport operations KW - Approach KW - Aviation safety KW - Cockpit resource management KW - Departure time KW - Flight crews KW - Human factors KW - Information systems KW - Landing KW - Operations KW - Spacing KW - Surveillance KW - Visual perception UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0302.pdf UR - https://trid.trb.org/view/731464 ER - TY - RPRT AN - 01206940 AU - Cardosi, Kim AU - Volpe National Transportation Systems Center AU - Federal Aviation Administration TI - Human Factors Integration Challenges in the Terminal Radar Approach Control (TRACON) Environment PY - 2003/01//Final Report SP - 46p AB - This document describes human factors challenges that need to be considered in the implementation of planned enhancements to the Standard Terminal Automation Replacement System (STARS), Common Automated Radar terminal System (ARTS), and the ARTS Color Display(ACD) in the Terminal Radar Approach Control(TRACON) environment Some of the enhancements are tools that have been developed specifically to increase efficiency and capacity. Others provide information (regarding weather or aircraft position) that is more precise than the information currently available to controllers. The scope is limited to the air traffic control (ATC) specialist's workstation and specifically excludes Airways Facilities and Air Traffic Management issues. Issues are discussed within the TRACON environment and between environments, where applicable. The intent of this document is to pave the way for successful future integration efforts by identifying issues that need to be considered in the implementation process. KW - Air pilots KW - Air traffic control KW - Airline pilots KW - Approach control KW - Automated radar terminal system KW - Automation KW - Aviation safety KW - Decision support systems KW - Human factors engineering UR - http://ntl.bts.gov/lib/33000/33600/33683/33683.pdf UR - https://trid.trb.org/view/968076 ER - TY - RPRT AN - 01142909 AU - Sollenberger, Randy L AU - McAnulty, D Michael AU - Kerns, Karol AU - Federal Aviation Administration AU - Federal Aviation Administration TI - The Effect of Voice Communications Latency in High Density, Communications-Intensive Airspace PY - 2003/01//Technical Note SP - 62p AB - The Federal Aviation Administration (FAA) Next Generation Air-Ground Communications program plans to replace aging analog radio equipment with the Very High Frequency Digital Link Mode 3 (VDL3) system. VDL3 will implement both digital voice and data link communications and will include special features such as controller override, antiblocking, and a transmit status indicator. There are two human factors concerns with the VDL3 system: voice quality and voice throughput delay. Previous research has determined that digital voice technology is highly intelligible and acceptable for Air Traffic Control (ATC) operations. Researchers from the National Airspace System Human Factors Group (ACB-220) of the FAA William J. Hughes Technical Center conducted a high fidelity, human-in-the-loop simulation to examine the impact of voice throughput delay on ATC operations. The communications equipment simulated the VDL3 system with controller override, antiblocking, and transmit status indicator features. The researchers examined ground system delays of 250 ms (current specification), 350 ms (practical alternative), and 750 ms (to demonstrate the sensitivity of the simulation measures) each with their appropriate airborne system delays. Ten controllers from Level 11 and 12 Air Route Traffic Control Centers participated in the study. The results indicated that there were no significant differences between the 250 ms and 350 ms delay conditions. However, the 750 ms condition did produce a significant increase in controller overrides, and the controllers rated it as interfering with some aspects of their communication (e.g., providing optional services). The researchers concluded that the VDL3 system with controller override, antiblocking, and a transmit status indicator can be implemented with a 350 ms ground system delay without causing problems for controllers. KW - Air traffic control KW - Air traffic controllers KW - Delays KW - Digital communication systems KW - Human factors KW - Personnel performance KW - Voice communication KW - Workload UR - http://ntl.bts.gov/lib/31000/31000/31004/TN0304.pdf UR - https://trid.trb.org/view/902783 ER - TY - RPRT AN - 00960510 AU - Federal Aviation Administration TI - COMMERCIAL SPACE TRANSPORTATION: 2002 YEAR IN REVIEW PY - 2003/01 SP - 19 p. AB - This report summarizes U.S. and international launch activities for calendar year 2002 and provides a historical look at the past five years of commercial launch activities. The Federal Aviation Administration's Associate Administrator for Commercial Space Transportation (FAA/AST) licensed six commercial orbital launches in 2002, all of which were successful. Of the six FAA/AST-licensed launches in 2002, five were of U.S.-built vehicles, including the introduction of two new launch vehicles. International Launch Services (ILS) launched the first Atlas 5, Lockheed Martin's contribution to the U. S. Air Force Evolved Expendable Launch Vehicle (EELV) program, which lofted Hot Bird 6 into geosynchronous Earth orbit (GEO). ILS also launched an Atlas 2AS and an Atlas 3B for commercial customers. Boeing Launch Services (BLS) successfully launched the first Delta 4, Boeing's EELV entrant, which carried Eutelsat W5, as well as a single Delta 2 for Iridium Satellite, LLC. Overall, 24 commercial orbital launches occurred worldwide in 2002, representing 37 percent of the 65 total launches for the year. The 24 commercial launches represent an increase of 50 percent from 2001, but the total remains significantly lower than in prior years (35 in 2000 and 39 in 1999). FAA/AST-licensed launch activity accounted for 25 percent of the worldwide commercial launch market in 2002. Arianespace captured the majority of the commercial launch market at 42 percent. Russia conducted eight commercial launch campaigns, bringing its commercial launch market share to about 33 percent for the year. Sea Launch, LLC, launched PanAmSat's Galaxy 3C aboard a Ukrainian-built Zenit 3SL in the summer of 2002. In addition to the six orbital launches, the FAA/AST issued one suborbital license in 2002 for a HyShot hypersonic test launch from the Woomera Protected Area, Australia. KW - Australia KW - Boeing Company KW - Commercial space transportation KW - Commercial vehicles KW - International Launch Services KW - Launch vehicles KW - Launching KW - Lockheed Martin KW - Orbital launches KW - Russia (Federation) KW - Spacecraft KW - Ukraine KW - United States UR - http://www.faa.gov/about/office_org/headquarters_offices/ast/media/2002yir.pdf UR - https://trid.trb.org/view/659988 ER - TY - RPRT AN - 00960508 AU - Federal Aviation Administration TI - 2003 U.S. COMMERCIAL SPACE TRANSPORTATION DEVELOPMENTS AND CONCEPTS: VEHICLES, TECHNOLOGIES, AND SPACEPORTS PY - 2003/01 SP - 63 p. AB - This report reviews the major events relating to U.S. commercial space transportation in the past year (2002) and showcases current and planned U.S. commercial and commercially-oriented activities. The Federal Aviation Administration Associate Administrator for Commercial Space Transportation (FAA/AST) first published the report in 1998 with an exclusive focus on reusable launch vehicles (RLV). The current edition addresses not only RLVs but also expendable launch vehicles (ELV), propulsion technologies, and launch and reentry sites-commonly referred to as "spaceports"-to provide a complete picture of the U.S. commercial space transportation industry. This report objectively reviews space transportation programs and projects as well as launch and reentry sites that will impact and support the development of commercial space activities and applications. The private sector plays a prominent role in the management, development, and funding of these activities; the federal government and several state governments substantially contribute to or provide leadership for many of the technologies and facilities described herein as well. With the exception of a few X PRIZE vehicle concepts, all activities and developments described in this report are being led by U.S. entities. KW - Commercial space transportation KW - Federal government KW - Launch vehicles KW - Private enterprise KW - Propulsion KW - Spacecraft KW - Spaceports KW - Technology UR - http://www.faa.gov/search/?q=2003+U.S.+COMMERCIAL+SPACE+TRANSPORTATION+DEVELOPMENTS+AND+CONCEPTS%3A+VEHICLES%2C+TECHNOLOGIES%2C+AND+SPACEPORTS UR - https://trid.trb.org/view/659986 ER - TY - CONF AN - 00938527 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Runte, D AU - Transportation Research Board TI - THE MARKET VIEW PY - 2003/01 IS - E-C051 SP - p. 8-12 AB - This workshop report provides insights into the market's financial view of the air transportation industry. The discussion covers three topics: the state of the industry prior to September 11, the impact of September 11, and the market outlook from the perspective of a debt financier. Three areas are addressed from this financial perspective: aircraft, airports, and airline debt. U1 - 12th International Workshop on Future Aviation ActivitiesTRB Committee on Aviation Economics and Forecasting (A1J02); TRB Committee on Light Commercial and General Aviation (A1J03); and Federal Aviation Administration.Washington, D.C. StartDate:20020918 EndDate:20020920 Sponsors:TRB Committee on Aviation Economics and Forecasting (A1J02); TRB Committee on Light Commercial and General Aviation (A1J03); and Federal Aviation Administration. KW - Air transportation KW - Aircraft KW - Airlines KW - Airports KW - Debt KW - Financial analysis KW - Forecasting KW - General aviation KW - Market assessment KW - Workshops UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec051.pdf UR - https://trid.trb.org/view/733745 ER - TY - CONF AN - 00938529 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Vincent, R A AU - Transportation Research Board TI - GENERAL AVIATION ISSUES PY - 2003/01 IS - E-C051 SP - p. 17-25 AB - This workshop report addresses various general aviation issues, including obstacles to growth, opportunities, and strategies for recovery. The year 2004 is seen as the low point, after which recovery is going to happen. U1 - 12th International Workshop on Future Aviation ActivitiesTRB Committee on Aviation Economics and Forecasting (A1J02); TRB Committee on Light Commercial and General Aviation (A1J03); and Federal Aviation Administration.Washington, D.C. StartDate:20020918 EndDate:20020920 Sponsors:TRB Committee on Aviation Economics and Forecasting (A1J02); TRB Committee on Light Commercial and General Aviation (A1J03); and Federal Aviation Administration. KW - Forecasting KW - Future KW - General aviation KW - Workshops UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec051.pdf UR - https://trid.trb.org/view/733747 ER - TY - CONF AN - 00938525 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Transportation Research Board TI - FUTURE AVIATION ACTIVITIES: 12TH INTERNATIONAL WORKSHOP PY - 2003/01 IS - E-C051 SP - 146 p. AB - This workshop, the most recent in a biennial series that was initiated in 1979, sought to provide input to public- and private-sector managers and decision makers on forecasting long-term trends and developments in commercial, business, and personal air transport. Focus was on the post-September 11 environment. Topics discussed include the domestic and international macroeconomic outlook; the structure and operating patterns of major and regional American air carriers; expected developments in international aviation, air cargo issues, aircraft, and engine manufacture; trends in business aviation, including fractional ownership; civil helicopter transport services; and the improving future for personally owned and operated light aircraft. Nearly 150 participants, drawn from government, industry, academic institutions, and private consulting firms both here and abroad, took part in this 3-day meeting. Many came from the United States, in addition to substantial representation from Europe, Asia, Latin America, and foreign firms with offices in the United States. The program consisted of three major segments: an opening plenary session with presentations on the broad outlook and strategic issues; nine concurrent discussion panels on sectoral trends and problems; and a concluding plenary session in which panel discussions were summarized. U1 - 12th International Workshop on Future Aviation ActivitiesTRB Committee on Aviation Economics and Forecasting (A1J02); TRB Committee on Light Commercial and General Aviation (A1J03); and Federal Aviation Administration.Washington, D.C. StartDate:20020918 EndDate:20020920 Sponsors:TRB Committee on Aviation Economics and Forecasting (A1J02); TRB Committee on Light Commercial and General Aviation (A1J03); and Federal Aviation Administration. KW - Air cargo KW - Aircraft KW - Aircraft engines KW - Airlines KW - Asia KW - Business aviation KW - Civil aviation KW - Europe KW - Forecasting KW - Future KW - General aviation KW - Helicopter transportation KW - International aviation KW - Latin America KW - Macroeconomics KW - Small aircraft KW - Trend (Statistics) KW - United States KW - Workshops UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec051.pdf UR - https://trid.trb.org/view/733743 ER - TY - CONF AN - 00938530 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Mitchell, K P AU - Transportation Research Board TI - A CONVERGENCE OF ISSUES: THE CUSTOMER'S PERSPECTIVE PY - 2003/01 IS - E-C051 SP - p. 25-28 AB - This workshop report discusses commercial aviation issues from the viewpoint of large corporate buyers of air transportation services. It summarizes how corporations have viewed the commercial airline system in the United States over the last couple of years, and the implications of this viewpoint for the future. U1 - 12th International Workshop on Future Aviation ActivitiesTRB Committee on Aviation Economics and Forecasting (A1J02); TRB Committee on Light Commercial and General Aviation (A1J03); and Federal Aviation Administration.Washington, D.C. StartDate:20020918 EndDate:20020920 Sponsors:TRB Committee on Aviation Economics and Forecasting (A1J02); TRB Committee on Light Commercial and General Aviation (A1J03); and Federal Aviation Administration. KW - Air travel KW - Business aviation KW - Corporations KW - Customer service KW - Future KW - Workshops UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec051.pdf UR - https://trid.trb.org/view/733748 ER - TY - CONF AN - 00938528 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Loney, M R AU - Transportation Research Board TI - AIRPORTS IN THE 21ST CENTURY: THE CHALLENGES OF SECURITY, CAPACITY, AND CONVENIENCE PY - 2003/01 IS - E-C051 SP - p. 12-17 AB - This workshop report discusses the issues and challenges involved in providing airport security, capacity and convenience. Six major needs at airports are discussed: security; terminal redesign; airline restructuring; systems integration; airport capacity; and investment resources. U1 - 12th International Workshop on Future Aviation ActivitiesTRB Committee on Aviation Economics and Forecasting (A1J02); TRB Committee on Light Commercial and General Aviation (A1J03); and Federal Aviation Administration.Washington, D.C. StartDate:20020918 EndDate:20020920 Sponsors:TRB Committee on Aviation Economics and Forecasting (A1J02); TRB Committee on Light Commercial and General Aviation (A1J03); and Federal Aviation Administration. KW - Airlines KW - Airport capacity KW - Airport terminals KW - Airports KW - Convenience KW - Design KW - Financing KW - Investments KW - Restructuring KW - Security KW - Systems integration KW - Workshops UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec051.pdf UR - https://trid.trb.org/view/733746 ER - TY - CONF AN - 00938526 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Bowles, R AU - Transportation Research Board TI - LATEST AVIATION OUTLOOK AND TRENDS PY - 2003/01 IS - E-C051 SP - p. 4-8 AB - This workshop report outlines the latest aviation economic and traffic trends, as well as some of the revised assumptions and projections of aviation demand, summarizes the development of the Federal Aviation Administration draft forecast, and provides some direction to the individual workshop panels on the important issues and/or trends impacting aviation demand for the next several years. These are the issues on which expert opinion and input is sought. U1 - 12th International Workshop on Future Aviation ActivitiesTRB Committee on Aviation Economics and Forecasting (A1J02); TRB Committee on Light Commercial and General Aviation (A1J03); and Federal Aviation Administration.Washington, D.C. StartDate:20020918 EndDate:20020920 Sponsors:TRB Committee on Aviation Economics and Forecasting (A1J02); TRB Committee on Light Commercial and General Aviation (A1J03); and Federal Aviation Administration. KW - Air traffic KW - Demand KW - Economics KW - Forecasting KW - General aviation KW - Trend (Statistics) KW - Workshops UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec051.pdf UR - https://trid.trb.org/view/733744 ER - TY - RPRT AN - 01173181 AU - Federal Aviation Administration TI - National Aviation Research Plan, 2003 PY - 2003 SP - 222p AB - This overview provides insight into Federal Aviation Administration (FAA) research activities and their relationship to the agency's mission and goals. It does not summarize the contents of this volume. Program descriptions and schedules are grouped in the 2003 National Aviation Research Plan (NARP) according to FAA goals structure and research and development (R&D) mission support needs. Each grouping is preceded by a program area description that summarizes aspects of the program areas collective mission. 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/927778 ER - TY - RPRT AN - 01138230 AU - Smith, P J AU - Billings, C AU - Spencer, A AU - Ohio State University, Columbus AU - Federal Aviation Administration TI - Human Factors Issues in the Support of Collaborative Decision Making in the National Airspace System PY - 2003///Final Report SP - 4p AB - The primary focus of this project has been to provide design input for the implementation of a suite of Reroute Advisory Tools (RAT), which was recommended for implementation earlier in this project. The goal of this suite of tools is to enhance the dissemination and use of ATCSCC Reroute Advisories to NAS Users. Two smaller tasks were also completed over the course of this project. The first was the development of a proposal for the design of Web-based summary reports for POET (the Post-Operations Evaluation Tool). The second was to provide design input to the COM Program on the CCFP (Collaborative Convective Forecast Product). All three of these focus areas support the development of new tools that offer the potential to significantly reduce departure delays, improve the planning and implementation of responses severe weather, better accommodate the priorities and constraints of NAS users, and reduce the workload of FAA traffic managers, freeing them up for other tasks. KW - Air traffic control KW - Air traffic control radar beacon system KW - Aircraft operations KW - Arrivals and departures KW - Decision making KW - Human factors KW - Weather conditions KW - Weather forecasting UR - http://www.tc.faa.gov/logistics/grants/pdf/2000/00-G-032.pdf UR - https://trid.trb.org/view/898320 ER - TY - SER AN - 00954346 JO - FAA Aviation News PB - Federal Aviation Administration AU - BROWN, MICHAEL W TI - TFR, AIRSPACE OBSTACLES AND TFR TRIVIA. PY - 2003 AB - No abstract provided. KW - Aids to air navigation KW - Airways UR - https://trid.trb.org/view/606527 ER - TY - RPRT AN - 00967862 AU - Abramowitz, A AU - Smith, T G AU - Vu, T AU - Zvania, J R AU - Federal Aviation Administration AU - Federal Aviation Administration TI - VERTICAL DROP TEST OF A NARROW-BODY TRANSPORT FUSELAGE SECTION WITH OVERHEAD STOWAGE BINS PY - 2003 SP - 229 p. AB - A 10-foot long fuselage section from a Boeing 737-100 was dropped from a height of 14 feet, generating a final velocity at impact of 30 feet per second. The fuselage section was configured to simulate the load density at the maximum takeoff weight condition. The final weight of 8870 pounds included cabin seats, dummy occupants, overhead stowage bins with contents, and cargo compartment luggage. The fuselage section was instrumented with strain gages, accelerometers, and high-speed cameras. The fuselage section sustained severe deformation of the cargo compartment. The cargo compartment luggage influenced the manner in which the fuselage crushed affecting the g forces experienced by the fuselage section and the pulse duration. The seat tracks experiences a vertical impact pulse of 15 g and a pulse duration of approximately 135 milliseconds. KW - Aviation safety KW - Cargo compartments KW - Dummies KW - Fuselages KW - Stowage KW - Survival UR - https://trid.trb.org/view/678853 ER - TY - RPRT AN - 00967861 AU - Federal Aviation Administration TI - LAND USE COMPATIBILITY AND AIRPORTS PY - 2003 SP - 146 p. AB - The objective of aviation related land use planning is to guide incompatible land uses away from the airport environs and to encourage compatible land uses to locate around airport facilities. This compatible land use guide has been prepared for airport managers, local land use planners, developers, and elected or appointed public officials. Its purpose is to provide information on FAA programs and sources of support and to promote an understanding of land use compatibility planning issues around airports that could results in improved compatibility planning issues around airports that could result in improved compatibility in the airport environs. While not the only compatibility issue, aircraft noise has been the primary driver of airport land use compatibility conflicts. Since the introduction of turbo jet aircraft in the late 1950s, there has been a constant technical effort to reduce aircraft noise emissions. Although there has been significant reduction in aircraft engine noise, little more can be expected in the field of noise reduction technology. Consequently the focus must now be on airport specific noise and land use compatibility planning. KW - Aircraft noise KW - Airports KW - Land use planning KW - Noise control UR - http://www.faa.gov/about/office_org/headquarters_offices/apl/noise_emissions/planning_toolkit/media/III.B.pdf UR - https://trid.trb.org/view/678852 ER - TY - RPRT AN - 00961490 AU - Federal Aviation Administration TI - CRIMINAL ACTS AGAINST CIVIL AVIATION PY - 2003 SP - v.p. AB - Criminal Acts Against Civil Aviation is a publication of FAA Office of Civil Aviation Security. The document records incidents that have taken place against civil aviation aircraft and incidents worldwide. Criminal Acts has been published each year since 1986. Incidents recorded in this report are summarized in geographic regional overviews. Feature articles focus on case histories or on special aviation-related issues. Incidents are also sorted into one of 7 categories and compared over a 5 year period. In addition, charts and graphs have been prepared to assist the reader in interpreting the data. The cutoff date for the information in this report is December 2000. KW - Aviation safety KW - Crimes KW - Crimes aboard aircraft KW - Criminal histories KW - General aviation KW - Security KW - Terrorism UR - https://trid.trb.org/view/661726 ER - TY - RPRT AN - 00948947 AU - MCCARVILL, WILLIAM AU - Federal Aviation Administration AU - National Technical Information Service TI - GUIDELINES AND RECOMMENDED CRITERIA FOR THE DEVELOPMENT OF A MATERIAL SPECIFICATION FOR CARBON FIBER/EPOXY UNIDIRECTIONAL PREPREGS. PY - 2003 AB - No abstract provided. KW - Airplanes KW - Composite materials KW - Epoxy resins KW - Fiber composites KW - Fiber reinforced plastics UR - https://trid.trb.org/view/601894 ER - TY - RPRT AN - 00948946 AU - BOGUCKI, GREGG AU - Federal Aviation Administration AU - National Technical Information Service TI - GUIDELINES FOR THE DEVELOPMENT OF PROCESS SPECIFICATIONS, INSTRUCTIONS, AND CONTROLS FOR THE FABRICATION OF FIBER-REINFORCED POLYMER COMPOSITES. PY - 2003 AB - No abstract provided. KW - Airplanes KW - Composite materials KW - Fiber composites KW - Fiber reinforced plastics UR - https://trid.trb.org/view/601893 ER - TY - RPRT AN - 01512806 AU - United States Federal Aviation Administration TI - Potomac consolidated terminal radar approach control (TRACON) facility airspace redesign : environmental impact statement PY - 2002/12//Volumes held: Draft, Draft Appendix, Final, Final Appendix KW - Environmental impact statements UR - https://trid.trb.org/view/1297130 ER - TY - RPRT AN - 01138203 AU - Luxhoj, James T AU - Rutgers University, New Brunswick AU - Federal Aviation Administration TI - Summary of FAA Research Accomplishments 1993-2002 PY - 2002/12 SP - 13p AB - For the past nine years, Professor Jim Luxhoj and his research team from the Department of Industrial and Systems Engineering at Rutgers University have been funded to develop analytical methods and prototype tools for aviation safety risk analysis. These grants led to the development of the following research products: The Intelligent Safety Performance, Evaluation and Control (InSPEC) System; Engine Risk Intelligence System (ERIS); Performance Measure (PM) Reduction Tool; ClusterGroup Decision Support System; Aviation System Risk Model (ASRM). These prototype software tools present Artificial Intelligence and statistical methods for Service Difficulty Report (SDR) forecasting, inspection diagnostics, assessing the relative marginal information content from performance measures, collaborative prioritizing of aviation safety risks, and modeling of accident/incident causal factors, among others. Currently, the Aviation System Risk Model (ASRM) is being enhanced and further developed by the NASA Aviation Safety Program office to evaluate the projected impact upon system risk reduction of multiple new technology insertions/interventions into the National Airspace System (NAS). KW - Analytical methods KW - Artificial intelligence KW - Aviation safety KW - Decision support systems KW - Prototypes KW - Risk analysis KW - Software packages KW - Statistical analysis KW - U.S. Federal Aviation Administration UR - https://trid.trb.org/view/898400 ER - TY - RPRT AN - 01039125 AU - Heil, Michael C AU - Detwiler, Cristy A AU - Agen, Rebecca AU - Williams, Clara A AU - Agnew, Brandy O AU - King, Raymond E AU - Federal Aviation Administration AU - Federal Aviation Administration TI - The Effects of Practice and Coaching on the Air Traffic Selection and Training Test Battery PY - 2002/12//Final Report SP - 13p AB - The Air Traffic Selection and Training (AT-SAT) test battery is the Federal Aviation Administration’s (FAA’s) recently developed computerized selection test for Air Traffic Control Specialists (ATCSs). Only one form of the AT-SAT battery was developed as part of the initial development and validation effort, meaning that all people who take the test receive the exact same items. The goals of the current study were to: (1) determine if repeated test taking improves performance; (2) determine if coaching improves performance; (3) identify specific tests within the AT-SAT battery that are most susceptible to practice and coaching effects; and, (4) determine the extent to which practice and coaching effects potentially impact hiring decisions. Study participants were not ATCSs; however, they had to meet basic requirements for the ATC occupation to be eligible for participation. They were recruited through a contractor and randomly assigned to one of three experimental groups. Group 1 received a one-day coaching intervention before taking the first administration of AT-SAT. Group 2 took the first administration of AT-SAT, and then received the coaching intervention before the second administration. Group 3, the control group, took AT-SAT three times without coaching. Test scores were compared both between and within each group using ANOVA with repeated measures. The results suggest that performance on the AT-SAT battery may indeed be influenced by both practice and coaching effects. More specifically, the results demonstrate that the composite AT-SAT score that is used for hiring decisions increases with repeated administrations, although the greatest increase occurs following coaching. In terms of selection decisions, it is conceivable that coaching could move an individual from a failing status into a passing status and even from the qualified category into the well-qualified category, without improving their ability to perform on the job. KW - Air traffic KW - Air traffic control KW - Air traffic controllers KW - Aptitude tests KW - Coaching effects KW - Contractors KW - Intervention KW - Selection and appointment KW - Training UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0224.pdf UR - https://trid.trb.org/view/795465 ER - TY - RPRT AN - 01016507 AU - American Transportation Research Institute AU - Federal Aviation Administration AU - Federal Highway Administration TI - Improving Cargo Security and Efficiency Through the Development and Testing of an Electronic Supply Chain Manifest PY - 2002/12//Final Report SP - 98p AB - This report summarizes the research design, implementation, testing and evaluation activities associated with the Electronic Supply Chain Manifest (ESCM) operational research test. The report represents a compilation of six technical memoranda and an interim report produced over the 18-month course of the project. The global economy is undergoing a significant transformation. Despite cyclical upturns and downturns, the international marketplace has experienced tremendous growth over the last decade. Increasing competition is putting pressure on businesses to increase productivity, improve customer service, reduce costs and ensure the safe and secure movement of goods along the supply and distribution chains. This increased pressure on supply chain partners has resulted in an unparalleled investment in technology solutions by business and government. A primary strategy for managing supply chain efficiency and security is better utilization of the freight shipping options. With increasing cargo values and expedited delivery pressures, ground-air intermodalism has now become the fastest growing sector of the freight industry. For related reasons, including the preponderance of air cargo that’s transported in passenger planes, the impact of the September 11 attacks, in the short-term, has hurt air cargo operations more than the other modes. Nevertheless, a recent DRI-WEFA study estimates that air cargo’s growth rate will exceed 7% annually. The operational test - informally known as the “Phase 2 Electronic Supply Chain Manifest” (ESCM) project - designed, installed and evaluated an internet-based manifest system protected with fingerprint biometrics, smart card readers and data encryption software. The operational test was supported and tested by participants in the manufacturing, trucking, and airline industries - in both the Chicago-O’Hare International Airport and New York City-JFK International Airport service areas. The government sponsors were strong advocates of the multi-objective approach offered by the system: the ESCM system was designed to improve cargo security by protecting and tracking shipper and cargo information using encrypted Internet software with biometric smart card technologies to improve intermodal communications between distribution chain partners. Furthermore, it linked enrolled personnel with the cargo transactions. Beyond security, the ESCM system was proposed to increase productivity by expediting cargo processing, reducing manifest lead times, and reducing the probability of human error during data entry. KW - Air cargo KW - Airlines KW - Biometrics KW - Cargo handling KW - Chicago O'Hare International Airport KW - Communications KW - Demonstration projects KW - Design KW - Development KW - Efficiency KW - Encryption KW - Evaluation KW - Fingerprints KW - Freight transportation KW - Ground-air intermodalism KW - Human error KW - Implementation KW - Intermodal transportation KW - Internet KW - John F. Kennedy International Airport KW - Manufacturing KW - Personnel KW - Productivity KW - Research KW - Security KW - Smart cards KW - Software KW - Supply chain management KW - Terrorist attacks of September 11, 2001 KW - Testing KW - Time KW - Trucking UR - http://www.atri-online.org/research/results/escm_final_report.pdf UR - https://trid.trb.org/view/772009 ER - TY - RPRT AN - 00940573 AU - Wing, D J AU - Adams, R J AU - Barmore, B E AU - Moses, D AU - Langley Research Center AU - Federal Aviation Administration TI - AIRBORNE USE OF TRAFFIC INTENT INFORMATION IN A DISTRIBUTED AIR-GROUND TRAFFIC MANAGEMENT CONCEPT: EXPERIMENT DESIGN AND PRELIMINARY RESULTS PY - 2002/12 AB - This paper presents initial findings of a research study designed to provide insight into the issue of intent information exchange in constrained en-route air traffic operations and its effect on pilot decision making and flight performance. The pilot simulation was conducted in the Air Traffic Operations laboratory at the Langley Research Center. Two operational modes for autonomous operations were compared under conditions of low and high operational complexity. The tactical mode was characterized primarily by the use of state information conflict detection and resolution and an open-loop means for the pilot to meet operational constraints. The strategic mode involved the combined use of state and intent information, provided the pilot an additional level of alerting, and allowed a closed-loop approach to meeting operational constraints. Operational constraints included separation assurance, schedule adherence, airspace hazard avoidance, flight efficiency, and passenger comfort. Potential operational benefits of both modes are illustrated through several scenario case studies. Subjective pilot ratings and comments comparing the tactical and strategic modes are presented. KW - Air traffic control KW - Airline pilots KW - Complex systems KW - Conflict management KW - Decision making KW - Flight control systems KW - Hazard evaluation KW - Incident detection KW - Information display systems KW - Information dissemination KW - Operations KW - Passenger comfort KW - Performance evaluations KW - Schedule maintenance UR - https://trid.trb.org/view/731808 ER - TY - RPRT AN - 00940572 AU - Sandia National Laboratories AU - Federal Aviation Administration TI - MECHANICAL SYSTEMS CHARACTERIZATION OF BOEING 747 AGING SYSTEMS TEST BED AIRCRAFT PY - 2002/12 SP - 20 p. AB - As part of the Federal Aviation Administration (FAA) Aging Aircraft Program, the FAA purchased a Boeing 747 to be used as a test bed aircraft for investigating aging mechanical and electrical systems. When retired, the aircraft was decommissioned in a way to preserve the functionality of the mechanical and electrical systems. The purpose of the assessment was to determine the condition of the mechanical systems on the airplane and to determine what would be required to make any nonworking systems functional. This report documents the results of this assessment. The assessment determined that most of the mechanical systems that are significant to the Aging Mechanical Systems Project are operational or are capable of easily being made operational. KW - Aging (Materials) KW - Aircraft structural components KW - Assessments KW - Aviation safety KW - Electrical systems KW - Mechanical analysis KW - Performance evaluations UR - https://trid.trb.org/view/731477 ER - TY - RPRT AN - 00940511 AU - Federal Aviation Administration TI - AVIATION CAPACITY ENHANCEMENT PLAN 2002. BUILDING CAPACITY TODAY FOR THE SKIES OF TOMORROW PY - 2002/12 AB - Contents: Perspectives on National Aerospace System (NAS) Recovery; The Cyclical Nature of the Industry; Event and Recovery Timelines; September 11, 2001; Operational Evolution Plan; Achievements, Planning Adjustments and Communications Progress; Overview of the OEP Quadrants; 2002 - A New Era in Aviation Begins; The Vision; Aviation Activity and Capacity in the NAS; Airport Capacity Analysis and enhancements; Airport Development; Operational Procedures; Airspace Redesign; NAS Modernization; Appendices: Fundamental of the NAS; Aviation Statistics; Capacity Enhancement Plan Update; Runway Projects 2008 and Beyond; Airport Layouts for the top 100 Airports; Acronym Listing; Glossary. KW - Airlines KW - Airports KW - Annual reviews KW - Aviation KW - Modernization KW - Operations KW - Planning KW - Statistics UR - https://trid.trb.org/view/731802 ER - TY - RPRT AN - 01142913 AU - Willems, Ben AU - Heiney, Michele AU - Sollenberger, Randy AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Study of an ATC Baseline for the Evaluation of Team Configurations: Information Requirements PY - 2002/11//Technical Note SP - 89p AB - This study investigated the information needs of Air Traffic Control Specialists (ATCSs) relative to their working position. The working positions used in this study included the current radar ATCS position and the concept airspace coordinator position. Thirty current Certified Professional Controllers from Air Route Traffic Control Centers within the Continental United States volunteered to participate in a human-in-the-loop experiment. ATCSs worked in teams of three, either on a radar, upstream data, or airspace coordinator position. Within the team of three, two ATCSs always worked on a radar position, while the third rotated through radar, upstream D-side, and airspace coordinator positions. After they had controlled simulated air traffic on a high fidelity simulation of the Display System Replacement System, the participants answered a detailed Information Requirement Questionnaire (IRQ). The IRQ asked about types of radar, flight, and weather information needed for future automation functions for the radar and airspace coordinator positions. The future automation functions included conflict probe, resolution, and trial planning, direct routing advisory, flight path monitor, and load smoother. The participants indicated that the airspace coordinator needed different information from the automation than the radar ATCS. They also rated the importance of the automation functions differently depending on the ATCS position that would use them. Therefore, we need to take into account the roles and responsibilities of the ATCS when deciding the format and amount of information displayed on automation tools. KW - Air traffic control KW - Air traffic controllers KW - Automation KW - Information display systems KW - Job duties UR - http://ntl.bts.gov/lib/31000/31000/31000/TN0217.pdf UR - https://trid.trb.org/view/902781 ER - TY - RPRT AN - 01103280 AU - Chilenski, John Joseph AU - Timberlake, Thomas C AU - Masalskis, John M AU - Boeing Commercial Airplane Company AU - Federal Aviation Administration TI - Issues Concerning the Structural Coverage of Object-Oriented Software PY - 2002/11//Final Report SP - 40p AB - This report provides information to international certification authorities to assist with the development of policy and guidance for the use of object-oriented technology (OOT) to develop software for commercial airborne computer-based systems. The research focuses on the aspects of structural coverage that are impacted by the use of OOT. KW - Air traffic control KW - Air traffic control radar beacon system KW - Civil aviation KW - Object oriented databases KW - Software KW - Structural design KW - Technological innovations UR - http://ntl.bts.gov/lib/19000/19900/19999/PB2003102070.pdf UR - https://trid.trb.org/view/862854 ER - TY - RPRT AN - 01039133 AU - Boquet, Albert AU - Cruz, Crystal E AU - Nesthus, Thomas E AU - Detwiler, Cristy A AU - Knecht, William R AU - Holcomb, Kali A AU - Federal Aviation Administration AU - Federal Aviation Administration TI - A Laboratory Comparison of Clockwise and Counter-Clockwise Rapidly Rotating Shift Schedules, Part III: Effects on Core Body Temperature and Neuroendocrine Measures PY - 2002/11//Final Report SP - 19p AB - Most researchers suggest that shift rotation in a forward or clockwise direction produces less disruption of circadian rhythms than those that rotate in a backward or counter-clockwise direction. This is based upon extrapolation from quasi-experimental studies of shift-workers and research on the effects of jet lag, which indicate that westward travel results in less disruption of circadian rhythms. The effect of direction of rotation on cortisol, melatonin, and core body temperature was examined in participants randomly assigned to either a clockwise or counter-clockwise shift rotation. Twenty-eight participants worked a day shift (0800-1600) for one week followed by either a clockwise (n=14) or counter-clockwise (n=14) shift rotation for two weeks. Participants wore a flexible rectal temperature sensor for the three weeks of the study and were allowed to remove the sensor for 90 minutes each day. Saliva samples were collected at the end of the baseline week for later assay for melatonin and cortisol, and were time-locked to collection times during the two “shiftwork” weeks. No group differences were found for cortisol for either of the workweeks. The clockwise group, however, had a significantly greater increase in melatonin during the early morning shift, compared with the counter-clockwise group. Finally, the analyses of core body temperature revealed a significantly lower amplitude and a delay of the acrophase for the counter-clockwise group during both weeks of testing. While cortisol levels did not appear to differ based on direction of shift rotation, there were inherent differences with melatonin secretion and core body temperature. Precisely why such differences exist remains unclear but may be similar to that seen with circadian resynchronization during westward travel. Furthermore, it is not clear if these differences would persist in individuals exposed to longer periods of shift rotations. KW - Air traffic controllers KW - Circadian rhythms KW - Clockwise rotation schedules KW - Counter-clockwise rotation schedules KW - Jet lag KW - Laboratory studies KW - Melatonin KW - Neuroendocrine measures KW - Saliva KW - Sensors KW - Shift rotation KW - Shifts KW - Temperature KW - Testing UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0220.pdf UR - https://trid.trb.org/view/795462 ER - TY - RPRT AN - 00944024 AU - Yuditsky, T AU - Sollenberger, R L AU - Della Rocco, P S AU - Friedman-Berg, F AU - Manning, C A AU - Federal Aviation Administration TI - APPLICATION OF COLOR TO REDUCE COMPLEXITY IN AIR TRAFFIC CONTROL PY - 2002/11 SP - 54 p. AB - The United States Air Traffic Control (ATC) system is designed to provide for the safe and efficient flow of air traffic from origin to destination. The Federal Aviation Administration predicts that traffic levels will continue increasing over the foreseeable future. It is important to identify and reduce the factors that increase ATC complexity because of the potential consequences of errors. This research examined the application of specific information coding techniques to ATC displays as a method of reducing complexity in the en route environment. It tested color coding of: aircraft destination airport; overflights; and special use airspace. Eight certified professional controllers participated in the high fidelity, human-in-the-loop simulation. Results indicated that these specific enhancements may improve controller performance and efficiency. However, when all the enhancements were presented simultaneously, the beneficial effects were not apparent that had occurred when the enhancements were tested individually. Further research is needed to systematically investigate the application of color to radar displays in the dynamic Air Traffic environment. KW - Air traffic control KW - Air traffic controllers KW - Airspace utilization KW - Aviation safety KW - Coding systems KW - Color codes KW - Origin and destination KW - Performance evaluations KW - Radar displays KW - Traffic flow UR - http://ntl.bts.gov/lib/31000/31000/31003/TN0301.pdf UR - https://trid.trb.org/view/643780 ER - TY - RPRT AN - 00944025 AU - Benner, W AU - Carty, T AU - McKinney, M AU - Law, F AU - Federal Aviation Administration AU - Federal Aviation Administration TI - JUNEAU AIRPORT WIND SYSTEM (JAWS). WIND SENSOR SEVERE WEATHER PERFORMANCE TEST REPORT PY - 2002/11 SP - 126 p. AB - The Weather Group of the Federal Aviation Administration (FAA) William J. Hughes Technical Center performed a winter-time assessment of wind sensors near Juneau International Airport (JNU), Alaska during the period November 2000-June 2001. The purpose of the field investigation was to assess the severe-weather performance capabilities of wind sensors currently used in the prototype JNU Wind Hazard Information System (JWHIS) developed by the National Center for Atmospheric Research (NCAR). In addition, alternate heated anemometers including ultrasonic, mechanical, and pressure type sensors were assessed as possible candidates for use in the operational successor to JWHIS, the Juneau Airport Wind System (JAWS). Pretest activities included wind sensor checkout and calibration in a wind tunnel at the Technical Center. A test bed was set up on an existing equipment tower on a well exposed mountain overlooking JNU. The site is subject to extreme meteorological and climatic conditions where snow and the buildup of rime ice on exposed surfaces can be substantial. Nine anemometers, all with heater capabilities, were installed along with other instrumentation including an ice detector, temperature/relative humidity probe, and Internet capable video cameras. Data was acquired from the mountain via a high speed wireless network in an unattended mode during the 6 month period. Continuous remote monitoring of sensor and video data was accomplished via a server with Web and FTP capabilities. KW - Anemometers KW - Field tests KW - Hazards KW - Juneau Airport KW - Remote sensing KW - Sensors KW - Ultrasonic detectors KW - Weather conditions KW - Wind factor (Air navigation) KW - Wind tunnels KW - Winter UR - https://trid.trb.org/view/643781 ER - TY - RPRT AN - 01207232 AU - Aviation Safety Reporting System AU - Federal Aviation Administration TI - An Analysis of Runway Incursion "Hot Spots" Incidents PY - 2002/10/24/Volume1 SP - 446p AB - This paper provides an analysis of the risk and severity of the runway incursion problem facing the U.S. air transportation system. The Federal Aviation Administration (FAA) defines a runway incursion as “any occurrence in the airport runway environment involving an aircraft, vehicle, person or object on the ground that creates a collision hazard or results in a loss of required separation with an aircraft taking off, intending to take off, landing, or intending to land.” This paper provides a list of runway incursion "hot spots" incidents at specific U.S. airports and sites the exact spots to be improved. KW - Air traffic control KW - Airport ground transportation KW - Airport operations KW - Aviation safety KW - Incident detection KW - Risk analysis KW - Runway incursions UR - http://ntl.bts.gov/lib/33000/33600/33680/33680.pdf UR - https://trid.trb.org/view/968117 ER - TY - RPRT AN - 01206996 AU - Aviation Safety Reporting System AU - Federal Aviation Administration TI - An Analysis of Runway Incursion "Hot Spots" Incidents PY - 2002/10/24/Volume 2 SP - 424p AB - This paper provides an analysis of the risk and severity of the runway incursion problem facing the U.S. air transportation system. The Federal Aviation Administration (FAA) defines a runway incursion as “any occurrence in the airport runway environment involving an aircraft, vehicle, person or object on the ground that creates a collision hazard or results in a loss of required separation with an aircraft taking off, intending to take off, landing, or intending to land.” This paper provides a list of runway incursion "hot spots" incidents at specific U.S. airports and sites the exact spots to be improved. KW - Air traffic control KW - Airport ground transportation KW - Airport operations KW - Aviation safety KW - Incident detection KW - Risk analysis KW - Runway incursions UR - http://ntl.bts.gov/lib/33000/33600/33682/33682.pdf UR - https://trid.trb.org/view/968077 ER - TY - RPRT AN - 01039130 AU - Bailey, Larry L AU - Willems, Ben F AU - Federal Aviation Administration AU - Federal Aviation Administration AU - Federal Aviation Administration TI - The Moderator Effects of Taskload on the Interplay Between En Route Intra-Sector Team Communications, Situation Awareness, and Mental Workload PY - 2002/10//Final Report SP - 19p AB - Recently, the Federal Aviation Administration (FAA) began a program of research to investigate the role that intra-team communication plays in helping radar air traffic control teams coordinate their individual efforts. Based on the literature of controller and pilot communications, it was hypothesized that as taskload increased, communications would increase in order to maintain situational awareness. Furthermore, it was hypothesized that there would be an inverse relationship between taskload and situational awareness. METHOD. Using a high-fidelity air traffic control (ATC) simulator, ten 2-person teams, consisting of certified ATC specialists, performed routine ATC tasks within a single factor (low and high workload) repeated measure design. Performance was videotaped and the frequency of intra-team communications was counted. Post scenario perceptions of taskload and situational awareness were assessed using a version of the NASA Taskload Index (TLX) and a 4-item scale developed at the William J. Hughes Technical Center, respectively. RESULTS. Bivariate correlations of intra-team communications (c), taskload (t) and situational awareness (s) were separately analyzed for low and high workload. Because the sign of the correlations were established a priori, a one tailed test of significance was used with p < .10 as a test of significance. Results for the low workload condition were r sub c,t = -.14 (ns), r sub c,s = .38 (ns), and r sub t,s = -.62**. Correlations for the high workload conditions were r sub c,t = .51*, r sub c,s = .63*, r sub t,s = -.30 (ns). CONCLUSIONS. Under high workload conditions, as perceptions of taskload increased, there was a corresponding increase in the frequency of intra-team communications. The data suggest that the increase in communications is used to maintain situational awareness. This conclusion supports the a priori hypotheses. However, under low workload conditions, the data fail to support the hypotheses, with the exception that perceptions of situational awareness decreased as taskload increased. KW - Air pilots KW - Air traffic control KW - Awareness KW - Communication KW - Cooperation KW - Literature reviews KW - Mental workload KW - Personnel performance KW - Workload UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0218.pdf UR - https://trid.trb.org/view/795052 ER - TY - RPRT AN - 00941988 AU - Bagot, K AU - Federal Aviation Administration TI - EVALUATION OF CONDUCTIVITY METERS FOR FIREFIGHTING FOAMS PY - 2002/10 AB - This evaluation was conducted to comparatively test various conductivity meters and refractometers used in testing airport rescue and firefighting (ARFF) vehicle foam-proportioning systems. The amount of foam concentrate fed to the foam proportioner of a firefighting system is critical, not only in the making of foam with the proper expansion and drainage rate, but also in making a fire resistant foam. During the annual certification inspection of an airport fire department, refractometer and conductivity meter tests are conducted to test the foam concentrate and foam proportioning systems of the ARFF apparatus. The National Fire Protection Association (NFPA) now requires the use of conductivity meters in NFPA 412, Standard for evaluating Aircraft Rescue and Firefighting Foam Equipment, 1998 edition. The refractometer gives readings with an accuracy of plus or minus 0.3%, whereas conductivity meters can give accuracies greater than 0.05%. Five conductivity meters were evaluated against the standard reflectometer. There were some variations to the operation and calibration of the conductivity meters that made some meters slightly better than others. It was determined, however, that all five conductivity meters were more accurate and easier to use for conducting tests on foam proportioning systems than the refrectometer. KW - Airports KW - Certification KW - Fire fighting KW - Fire fighting equipment KW - Fire resistant materials KW - Foams KW - Inspection KW - Refractivity KW - Rescue equipment UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar02-115.pdf UR - https://trid.trb.org/view/644117 ER - TY - RPRT AN - 00935092 AU - Hunter, D R AU - Federal Aviation Administration TI - RISK PERCEPTION AND RISK TOLERANCE IN AIRCRAFT PILOTS PY - 2002/09 SP - 30 p. AB - Poor pilot decision making has been identified as a factor in a large percentage of fatal aviation accidents. Risk perception and risk tolerance are two factors that can significantly impact pilot decision making. Inaccurate risk perception can lead pilots to ignore or misinterpret external clues that demand immediate and effective decisions to avoid hazards. This study sought to separate risk perception and risk tolerance and to develop and evaluate measures that could be used to compare individual pilots. A large number of pilots visiting a government web site completed two risk perception and three risk tolerance measures. They also completed a short scale assessing their involvement in hazardous aviation event and provided demographic information. The paper discusses the results of the analyses that suggest that it is differences in cognitive skills required for accurate risk perception that place pilots in greater likelihood of accident involvement, rather than differences in underlying personality traits related to risk tolerance. The implications of the findings are discussed along with limitations on the generalizability of the results, and suggestions for future research to improve the measurement scales are given. KW - Aircraft pilotage KW - Crash causes KW - Decision making KW - Human factors KW - Human factors in crashes KW - Perception KW - Risk management KW - Risk taking KW - Tolerance (Psychology) UR - http://ntl.bts.gov/lib/19000/19800/19856/PB2003100818.pdf UR - https://trid.trb.org/view/725277 ER - TY - RPRT AN - 00960966 AU - Thompson, S A AU - Federal Aviation Administration TI - STORY OF FAA FLIGHT INSPECTION: FLIGHT CHECK (REVISED) PY - 2002/09 SP - v.p. AB - Table of Contents: Introduction; What is Flight Inspection; The Beginnings of Flight Inspection (1926-1938); The Development of Flight Inspection (1938-1955); The Standardization of Flight Inspection(1955-1968); Flight Inspection in Transition (1968-1088); Flight Inspection and Procedural Development Since 1988; Appendices; Selected Bibliography. KW - Aviation KW - Aviation safety KW - Flight dynamics KW - Inspection KW - Procedures KW - Standardization UR - https://trid.trb.org/view/661708 ER - TY - RPRT AN - 00940570 AU - Johnson, R M AU - Hughes Technical Center AU - Federal Aviation Administration TI - BURNING BEHAVIOR WITHIN A SEAT ARMREST CAVITY PY - 2002/09 SP - 16 p. AB - The purpose of this technical note is to document the results of fire tests conducted to examine the characteristics of fire that may occur in the cavity of an aircraft seat armrest and the fire-containment capacity of the cavity. In all the tests the armrest materials did not ignite, and the fire was contained within the armrest cavity. KW - Aircraft operations KW - Burning rate KW - Fire extinguishers KW - Fire resistant coatings KW - Safety KW - Seats UR - http://ntl.bts.gov/lib/26000/26900/26998/AR-TN02-105.pdf UR - https://trid.trb.org/view/731476 ER - TY - RPRT AN - 00932050 AU - Yamartino, R J AU - Strimaitis, D G AU - Messier, T A AU - Technology Integration and Development Group, Incorporated AU - Federal Highway Administration AU - Federal Aviation Administration TI - MODIFICATIONS OF HIGHWAY AIR POLLUTION MODELS FOR COMPLEX SITE GEOMETRIES. VOLUME I: DATA ANALYSIS AND MODEL DEVELOPMENT PY - 2002/09 SP - 244 p. AB - This is volume I of a two-volume report of a study to improve air pollution dispersion models for depressed highway sites. It assesses limitations of flat terrain and other street canyon air pollution models. Experimental results from other documented field and atmospheric wind tunnel tests, supplemented by those tests conducted during this study, led to improved concepts and quantification of airflow dynamics for depressed sites. A comprehensive set of highway cross-sections and pertinent physical relationships were examined for resultant wind flows, turbulence, and concentration fields, and visual tracer paths. Results of this study include: (1) Limitations of flat terrain models and possible vertical dispersion adjustments due to depressed roadway flow distortion; (2) An improved street canyon/highway cut-section air pollution model, the Canyon Plume Box model (CPB-3) which can be applied in cuts for W/H ratios of 1/4 to 6, unequal side heights, semi-open walls, and curved roads (Guidance is provided for this model's applications, predictive powers, and limitations.); (3) Qualitative concepts and applications for three dimensional effects of cross-cuts, intersections, additional isolated taller structures along one side of the road, and related features; (4) Satisfactory CPB-3 model and wind tunnel simulations of field studies; and (5) Consideration of non-steady and non-uniform wind flow impacts on air pollution. The latest version of the CPB-3 model is on a disk. KW - Air pollution KW - Airflow dynamics KW - Depressed highways KW - Dispersions (Chemistry) KW - Field studies KW - Mathematical models KW - Simulation KW - Turbulence KW - Wind KW - Wind tunnels UR - https://trid.trb.org/view/724300 ER - TY - RPRT AN - 00932051 AU - Hayden, R E AU - Kirk, W D AU - Succi, G P AU - Witherow, T AU - Bouderba, I AU - Technology Integration and Development Group, Incorporated AU - Federal Highway Administration AU - Federal Aviation Administration TI - MODIFICATIONS OF HIGHWAY AIR POLLUTION MODELS FOR COMPLEX GEOMETRIES. VOLUME II: WIND TUNNEL TEST PROGRAM PY - 2002/09 SP - 166 p. AB - This is volume II of a two-volume report of a study to increase the scope and clarity of air pollution models for depressed highway and street canyon sites. It presents the atmospheric wind tunnel program conducted to increase the data base and improve physical concepts of pertinent movements and mixing of air and its contaminants. Wind tunnel measurements are less costly than field measurements and are sensitive to controlled input variables. The first wind tunnel operations assured geometric, vortex structure, and upstream flow similarity and correct building wake and moving vehicle effects. Tracer gases from point, line, and moving vehicle sources were used appropriately. For wind tunnel models of depressed roads or street canyons hot-wire anemometer velocity and turbulence, pressure distribution and receptor point concentration measurements were made. Using a selected standard road model which had two dimensions and a width/height (W/H) ratio of one, effects of wind angle, local source location, added upwind cuts, vehicle speed, ambient wind speed, and the presence of upwind wall canopy were observed. Other two-dimensional tests involved changing the W/H ratios from 0.25 to 6.0, sloping the walls, slotted walls, walls of unequal heights, and curved roads. Three-dimensional tests included end effects, intersections, and an added taller structure along one side of the road. Test results gave qualitative evaluations, concise tables, graphic illustrations, and qualitative concepts of wind flows and dispersion. Some findings include: (1) Wind flows and air pollution impacts are affected by W/H ratio, road curvature, and slope of walls, vehicle movements, and source locations. Slotted buildings upwind reduce impacts. (2) Air contaminant concentrations are reduced near intersections due to vertical vortices at corners. (3) Simulations of five field sites by wind tunnel tests were satisfactory. KW - Air pollution KW - Airflow dynamics KW - Depressed highways KW - Dispersions (Chemistry) KW - Intersections KW - Mathematical models KW - Measurement KW - Simulation KW - Speed KW - Structures KW - Turbulence KW - Vortices KW - Wind KW - Wind tunnels UR - http://ntl.bts.gov/lib/46000/46500/46520/FHWA-RD-02-037.pdf UR - https://trid.trb.org/view/724301 ER - TY - RPRT AN - 01074174 AU - Federal Aviation Administration TI - For the aviation facilities plan, Santa Barbara Airport, Santa Barbara, Santa Barbara County: environmental impact statement PY - 2002/08//Volumes held: Draft(2v), Final(2v) KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/833568 ER - TY - RPRT AN - 00940440 AU - Federal Aviation Administration TI - AIRCRAFT RESCUE AND FIRE FIGHTING COMPUTER-BASED TRAINING PY - 2002/08 AB - Presented on CD-ROM, this basic Aircraft Rescue and Fire Fighting Computer-Based Training Program (ARFF) addresses commonly recognized theories, procedures and situations. The goal of this training program is to give airport fire personnel, trained to National Fire Protection Association NFPA 1001 Fire Fighter II and NFPA 472 Hazardous Materials Operations standards a basic understanding of: The nature of aircraft emergency response; airport and incident scene safety considerations; aircraft construction, stabilization and access; effective use of ARFF apparatus, tools and equipment; aircraft incident tactics, strategies and command and other response agencies and organizations. This interactive training curriculum addresses the 11 initial and recurrent instruction areas identified in Subpart D of the Federal Aviation Regulation and addresses the requisite knowledge identified in the following National Fire Protection Association documents: NFPA 1003, Chapter 3 and NFPA 1002, Chapter 7. KW - Access KW - Aircraft KW - Airport operations KW - Construction KW - Emergency response time KW - Fire fighting KW - Incident management KW - Standards KW - Training programs UR - https://trid.trb.org/view/731799 ER - TY - RPRT AN - 00937923 AU - Ingurgio, V J AU - Federal Aviation Administration TI - COMMUNICATION AND COORDINATION BETWEEN AIRWAY FACILITIES SITES: IMPLICATIONS FOR OPERATIONS CONTROL CENTERS PY - 2002/08 SP - 79 p. AB - The report examined the communications and coordination patterns between Airway Facilities centers, specifically between the Operations Control Centers (OCCs), General National Air Space Maintenance Control Centers, and Air Route Traffic Control Maintenance Control Centers. Data were collected from a representative sample of facilities, broken out by region, via the Communication and Coordination Questionnaire. This questionnaire enabled Human Factors engineers to provide a baseline for the frequency of communications used to coordinate management and maintenance events between these facilities, as well as a measure of task cohesiveness within and between facilities. The findings showed that: the most frequently used communication mode for a number of events were telephone communications. Task cohesion between facilities was above average, but task cohesion declines as the distance from the facility to its regional OCC increases. The results provide direct suggestions for the transition team responsible for the new OCC conversion regarding the standardization of the OCCs. KW - Aviation KW - Communication KW - Coordination KW - Facilities KW - Human factors KW - Maintenance management KW - Management and organization KW - Operations KW - Questionnaires KW - Traffic control centers UR - https://trid.trb.org/view/730400 ER - TY - RPRT AN - 01100706 AU - Troxel, Seth W AU - Massachusetts Institute of Technology AU - Federal Aviation Administration TI - Gust Front Update Algorithim for the Weather Systems Processor (WSP) PY - 2002/07/29/Project Report SP - 36p AB - The Gust Front Update algorithm (GFUP) is part of the gust front product generation chain for the ASR-9 Weather Systems Processor (WSP). GFUP processes gust front detection and position prediction data output by the Machine Intelligent Gust Front Algorithm (MIGFA), and uses an internal timer to schedule generation of updated current and 10- and 20-minute gust front predictions at 1-minute intervals. By substituting appropriate interval gust front forecast data from MIGFA, the locations of gust fronts shown on the user display are updated at a rate that is faster than the radar base data processed by MIGFA. Prior to output, the updated curve position data are smoothed by GFUP using a tangent-spline interpolation algorithm. This document provides a general overview and high level description of the GFUP algorithm. KW - Air currents KW - Air transportation KW - Aviation safety KW - Flight control systems KW - Gusts KW - Meteorological phenomena KW - Meteorology KW - Wind KW - Wind shear UR - http://ntl.bts.gov/lib/19000/19600/19662/PB2002108723.pdf UR - https://trid.trb.org/view/860161 ER - TY - RPRT AN - 00934236 AU - Shaw, J AU - COLE, R AU - Lincoln Laboratory AU - Federal Aviation Administration TI - POTENTIAL BENEFITS OF REDUCING WAKE-RELATED AIRCRAFT SPACING OF THE DALLAS/FORT WORTH INTERNATIONAL AIRPORT PY - 2002/07/12 SP - 40 p. AB - Measurements and modeling of wake vortices reveal that the Federal Aviation Administration's (FAA) minimum separation requirements for departing aircraft are often overly conservative. If the separation times following heavy aircraft can be safely reduced, considerable savings will be realized. The Dallas/Fort Worth International Airport (DFW) experiences departure delays daily. Banks of departing aircraft often create a significant queue at the end of the runway, with aircraft waiting between 10-20 minutes to depart. Additional delays occur during weather recovery operations after the terminal airspace has been impacted by thunderstorms. This report produces projected delay and cost benefits of implementing reduced wake spacing for departing aircraft at DWF. The benefits are calculated by simulating aircraft departures during both clear weather and weather recovery operations, using current and possible reduced spacings. The difference in delay values using different separation standards is used to calculate a cost savings to the airlines. The benefits for a single day are extended for a yearly approximation based on the estimated number of days that the separation criteria could be safely reduced. KW - Aircraft separation KW - Benefit cost analysis KW - Cost recovery KW - Queuing KW - Safety KW - Schedule maintenance KW - Thunderstorms KW - Vortices KW - Waiting time KW - Wakes KW - Weather conditions UR - https://trid.trb.org/view/725056 ER - TY - RPRT AN - 01566450 AU - Gallagher, Donald W AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Reduced Approach Lighting Systems (ALS) Configuration Simulation Testing PY - 2002/07//Final Report SP - 40p AB - The availability of Global Positioning System (GPS) approaches has already increased the number of runways capable of handling Instrument Flight Rule (IFR) approach operations. A major factor in upgrading the instrument capability of these runways is, and will remain, the need for installation of many new approach lighting systems (ALS). Therefore, it has become necessary to re-evaluate the present standard systems to identify possible means by which installation, operation, and maintenance costs can be reduced. In an effort to reduce the overall length of ALSs, this report describes the methods, using simulation, by which the minimum visual cues with respect to length of an ALS is needed by pilots during an approach at Category I minimums. The current US standard is the 2400-foot-long Medium Intensity Approach Lighting System with Runway Alignment Indicator Lights (MALSR). Subject pilots evaluated ten different length configurations and were given questionnaires for each configuration flown. The results indicate that shortening the system to a length of 1600 feet was not acceptable. Shortening the system to a length of 1800 or 2000 feet may be conceivable if enhancements to the visual segment portion of the system (i.e., additional steady-burning barrettes at 1600,1800, and/or 2000 feet) would be considered. Shortening the system to a length of 2200 feet will only provide minimal reduction in ground area required and result in virtually no benefit in reduced equipment or power requirements. KW - Airport runways KW - Approach lighting KW - Evaluation KW - Length KW - Simulation UR - http://www.airtech.tc.faa.gov/Safety/Downloads/AR-02-81.pdf UR - https://trid.trb.org/view/1355555 ER - TY - RPRT AN - 01126498 AU - Spiller, Olaf AU - EADS Airbus GmbH AU - Federal Aviation Administration TI - Electromagnetic Effects Harmonization Working Group (EEHWG) - Lightning Task Group: Report on Aircraft Lightning Strike Data PY - 2002/07//Technical Note SP - 24p AB - In 1995, in response to the lightning community's desire to revise the zoning criteria on aircraft, the Electromagnetic Effects Harmonization Working Group (EEHWG) decided that lightning attachments to aircraft causing damage should be studied and compared to the then valid zoning classification per Federal Aviation Administration Advisory Circular AC 20-53A. The primary function of the EEHWG is to harmonize the environments that aircraft are being subjected to in both the North American and European environments. A Lightning Task Group was formed in EEHWG, and strike data were solicited from almost all major airframe manufacturers in North America and Europe. After these responses were received, the report was prepared for the general EEHWG committee. KW - Aircraft KW - Aviation safety KW - Lightning UR - http://ntl.bts.gov/lib/19000/19600/19690/PB2002109228.pdf UR - https://trid.trb.org/view/887568 ER - TY - RPRT AN - 01039129 AU - Pounds, Julia AU - Isaac, A AU - Federal Aviation Administration AU - EUROCONTROL Human Factors and Manpower Unit AU - Federal Aviation Administration TI - Development of an FAA-EUROCONTROL Technique for the Analysis of Human Error in ATM PY - 2002/07//Final Report SP - 26p AB - Human error has been identified as a dominant risk factor in safety-oriented industries such as air traffic control (ATC). However, little is known about the factors leading to human errors in current air traffic management (ATM) systems. The first step toward prevention of human error is to develop an understanding of where it occurs in existing systems and of the system variables which contribute to its occurrence. This paper reports on the project to harmonize the Human Factors Analysis and Classification System (HFACS) and the Human Error Reduction in ATM (HERA) technique. Two groups of air traffic control subject-matter experts (SMEs) participated. The first group analyzed incident cases using each technique and identified the useful concepts from each technique for these cases. The second group evaluated the concepts identified by the first group. Based on these activities, the techniques were deemed to be compatible and harmonization proceeded. Elements from both techniques were retained and many were elaborated based on the SMEs’ feedback. The integrated approach, called JANUS, is currently undergoing beta testing by seven European nations and the US Federal Aviation Administration. KW - Air traffic control KW - Case studies KW - Human error KW - Human factors KW - Incidents KW - Operational errors KW - Safety KW - Testing UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0212.pdf UR - https://trid.trb.org/view/795057 ER - TY - RPRT AN - 01039127 AU - Cruz, Crystal E AU - Boquet, Albert AU - Detwiler, Cristy AU - Nesthus, Thomas E AU - Federal Aviation Administration AU - Federal Aviation Administration TI - A Laboratory Comparison of Clockwise and Counter-Clockwise Rapidly Rotating Shift Schedules, Part II: Performance PY - 2002/07//Final Report SP - 33p AB - Many Air Traffic Control Specialists (ATCSs) work a relatively unique counter-clockwise, rapidly rotating shift schedule. Although arguments against these kinds of schedules are prevalent in the literature, few studies have examined rotating shifts such as those seen with ATCSs. The present study directly compared clockwise and counter-clockwise rapidly rotating shiftwork schedules on measures of complex task performance from the Multiple Task Performance Battery (MTPB) and vigilance from the Bakan Vigilance Task. Participants (n=28) worked day shifts for the first week of the study (0800-1600), followed by two weeks of either a clockwise (n = 14) or counter-clockwise (n = 14) shiftwork schedule. Participants completed three 1.5-hour sessions on the MTPB on each shift following the first day of training. Each session contained low, medium, and high workload periods, as well as active- and passive-task components. In addition, participants completed a .5-hour Bakan Vigilance Test at the beginning and end of each shift. There were no group differences in the overall or passive task composite scores for the MTPB. Instead, a shift by session interaction, F (8, 19) = 5.2, p = .001, indicated that performance was maintained across the afternoon shifts, was lower at the end of the early morning shifts, but fell by a much greater margin at the end of the midnight shift. Results for the active task composite scores indicated a 3-way interaction between week, shift, and rotation condition, F (4, 23) = 4.7, p = .006. This complex relationship indicated that performance was consistently higher in the counter-clockwise rotation and was less variable across shifts than in the clockwise rotation. Results of the Bakan Vigilance Task revealed a significant Rotation Condition by Shift interaction, F (4, 23) = 6.2, p = .001. While the counter-clockwise group appeared to perform consistently better than the clockwise group across all shifts, results of the simple effects analyses indicated a significant difference only on the first afternoon shift. These data do not support the hypothesis that a clockwise rotation will result in better outcomes on complex or vigilance task performance. In fact, performance in the two groups was generally equivalent, with a few exceptions in which the counter-clockwise group performed better. The empirical evidence gained from this study suggest that particular shifts, such as early morning and midnight shifts, may adversely affect sleep and performance more than the direction of shift rotation. KW - Air traffic control KW - Air traffic controllers KW - Clockwise rotation schedules KW - Counter-clockwise rotation schedules KW - Personnel performance KW - Shift rotation KW - Shifts KW - Sleep KW - Training KW - Vigilance KW - Workload UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0213.pdf UR - https://trid.trb.org/view/795060 ER - TY - RPRT AN - 00940443 AU - Federal Aviation Administration TI - INJURIES AND FATALITIES OF WORKERS STRUCK BY VEHICLES ON AIRPORT APRONS PY - 2002/07 AB - Section 520 of the Wendell H. Ford Aviation Investment and Reform Act for the 21st Century (AIR-21) required the Federal Aviation Administration (FAA) to conduct the study described below and report the results to Congress by April 5, 2001: The Administrator shall conduct a study to determine the number of persons working at airports who are injured or killed as a result of being struck by a moving vehicle on an airport tarmack, the seriousness of the injuries to such persons, and whether or not reflective safety vests or other actions should be required to enhance the safety of such workers. The report identifies possible remedial occupational safety actions that might prevent or reduce the number or severity of struck by injuries, and evaluates safety vests or high visibility clothing only in terms of their general effectiveness. KW - Airports KW - Aprons (Airports) KW - Clothing KW - Crashes KW - Fatalities KW - Injuries KW - Injury causes KW - Occupational safety KW - Safety equipment KW - Vehicles UR - https://trid.trb.org/view/731800 ER - TY - RPRT AN - 00930106 AU - Federal Aviation Administration TI - RUNWAY SAFETY BLUEPRINT 2002-2004 PY - 2002/07 SP - 39 p. AB - Both the severity and the frequency of runway incursions were decreased in Calendar Year (CY) 2001 from CY 2000. However, it is far too soon to declare that a trend towards a systemic reduction is underway. The National Airspace System (NAS) continues to experience about one Category A or B runway incursion per week at towered airports, thereby making runway incursions a continuing threat to aviation safety. While work continues to identify why incursions happen and what steps can be taken to prevent them, there is enough fundamental information known to provide clear direction for planned interventions. Key points are: (1) Operational performance in the airport movement area must be further improved to reduce runway incursions. (2) Runway incursions are systemic, recurring events that are unintentional by-products of NAS operations. (3) Operations must be standardized to reduce risk at a time when growth is challenging runway and infrastructure expansion. (4) Collision-avoidance safeguards need to be developed for the high-energy segment of runways, where aircraft are accelerating for take-off or decelerating after landing. (5) Human factors is the common denominator in every runway incursion. On the basis of data analyses carried out by the Federal Aviation Administration (FAA) and its partners in the aviation community, a core strategy has been developed for improving runway safety. It is structured around eight long-term goals and a set of supporting objectives. The first edition of the Runway Safety Blueprint, published in 2000, presented FAA's corporate approach to reducing runway incursions. This second edition, "Blueprint 2002-2004", updates the earlier document based on the results of data collection and analyses carried out during the past year, presents an overview of the accomplishments in Fiscal Year (FY) 2001, and defines the objectives to be achieved in 2002-2004. It summarizes the nearly 50 activities carried out during the past year that relate to our overarching goals and supporting objectives. KW - Air transportation crashes KW - Airport runways KW - Airports KW - Aviation safety KW - Crash avoidance systems KW - Human factors KW - Landing KW - Operations KW - Risk management KW - Runway incursions KW - Standardization KW - Strategic planning KW - Takeoff KW - Towers UR - http://www.faarsp.org/blueprint1.pdf UR - https://trid.trb.org/view/719482 ER - TY - RPRT AN - 01070841 AU - Federal Aviation Administration TI - Logan Airside Improvements Planning Project : environmental impact statement PY - 2002/06//Volumes held: Draft(4v), Dsup(11v), Dsupsum, Final(6v),Fsum KW - Environmental impact statements KW - Massachusetts UR - https://trid.trb.org/view/830226 ER - TY - RPRT AN - 01039136 AU - Nakagawara, Van B AU - Montgomery, Ron W AU - Wood, Kathryn J AU - Federal Aviation Administration AU - Federal Aviation Administration TI - The Aviation Accident Experience of Civilian Airmen With Refractive Surgery PY - 2002/06//Final Report SP - 16p AB - Civil airmen with refractive surgery may obtain any class of Federal Aviation Administration (FAA) medical certificate provided they meet the applicable vision standards, and an eye specialist verifies that healing is complete, visual acuity is stable, and no significant glare intolerance is present. However, concerns remain regarding the quality of the resulting refractive correction, long-term stability, side effects, and the potential surgical complications associated with refractive surgery. The purpose of this study was to determine whether an association existed between refractive surgery and aviation accidents. Records for active airman during the study period, 1994-96, were extracted from the FAA’s Consolidated Airman Information System medical database. Airmen who carried pathology codes for refractive surgery (130) and general eye surgery (5179) were identified. These records were cross-referenced with the Accident/Incident Data System database to determine those airmen involved in aircraft accidents. Frequency totals and mean accident rates (accidents/100,000 flight hours) were calculated for each class of FAA medical certification. Analysis of Variance was performed to compare the mean accident rates of non-refractive and refractive surgery airmen. The total accident rate was higher for airmen with refractive surgery (3.86/100,000 flight hours) when compared with those without refractive procedures (2.62/100,000 flight hours). Accident rates for airmen with refractive surgery were also higher in all three classes of medical certification; however, analysis found that these differences were not statistically significant (p > 0.05) for any class of medical certification or the total airman population. In addition, our review found no aviation accident in which refractive surgery was identified as a causal factor. Although accident rates of refractive surgery airmen were higher, no direct association was identified between refractive surgery and aviation accidents. Monitoring will be ongoing to ensure that airmen with newer laser refractive procedures perform safely in the aviation environment. KW - Air transportation crashes KW - Analysis of variance KW - Aviation safety KW - Crash rates KW - Databases KW - Flight personnel KW - Refractive surgery KW - Vision UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0210.pdf UR - https://trid.trb.org/view/795059 ER - TY - RPRT AN - 01039128 AU - DeWeese, Richard AU - Gowdy, Van AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Human Factors Associated With the Certification of Airplane Passenger Seats: Seat Belt Adjustment and Release PY - 2002/06//Final Report SP - 11p AB - Two separate studies were accomplished to investigate human factors issues related to the use of lap belts. Human performance trials were conducted under two protocols to measure and assess: (1) seat belt tension adjustment during normal flight and emergency landing conditions, and (2) the effects on passenger emergency egress performance related to the lift-latch release angle of typical lap belts. In the lap belt tension adjustment study, subjects were asked to sit in a typical passenger seat and adjust the lap belts as they normally would for take-off or landing during a commercial flight. Participants were then asked to adjust the lap belts as if they were anticipating an emergency landing. The airplane seat used in this study was instrumented to measure the tension in the lap belt, which was recorded for both the normal and emergency conditions. A total of 1182 subjects participated in this study. An analysis of results indicate that most passengers (90%) tighten the lap belt to a tension less than 7 lb. during normal flight conditions and less than 10 lb. for an anticipated emergency. These data indicate that the tension adjustment of lap belts restraining anthropomorphic test dummies in airplane seat certification tests should not exceed 10 lbs. to be representative of belt tension applied by a typical passenger. The current standard practice for adjusting the belt tension prior to these tests was evaluated and found to be adequate in light of these findings. The lift-latch release angle experiments were designed to study lap belt restrained human subjects as they released the belt buckle and proceeded to egress from a typical passenger seat. Some foreign regulatory authorities require the release angle to be between 70° and 95°, whereas, typical U.S. buckles release between 45° and 60°. Three lap belts with latch release angles of 30°, 60°, and 90° were installed on a triple passenger seat. Subjects were observed and timed as they tried to release the belts and exit from the seat. Each was instructed to perform the exercise quickly. A total of 201 subjects participated in this study. No significant differences in human performance factors related to the lift-latch angle were detected from an analysis of the data. KW - Airplanes KW - Emergencies KW - Flight KW - Human factors KW - Landing KW - Passengers KW - Seat belts KW - Takeoff UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0211.pdf UR - https://trid.trb.org/view/795058 ER - TY - RPRT AN - 00930107 AU - Federal Aviation Administration TI - FAA RUNWAY SAFETY REPORT: RUNWAY INCURSION TRENDS AT TOWERED AIRPORTS IN THE UNITED STATES CY 1998 - CY 2001 PY - 2002/06 SP - 100 p. AB - The National Airspace System collectively managed approximately 268 million takeoffs and landings at the more than 480 towered airports in the United States during calendar years (CY) 1998 through 2001. Of these 268 million airport operations, 1,460 resulted in a runway incursion. That is approximately five runway incursions for every one million operations. Of the 1,460 incursions, three resulted in collisions with a total of four fatalities. In CY 2001, the Federal Aviation Administration (FAA) Office of Runway Safety staff, consisting of a multidisciplinary team of aviation experts, analyzed the runway incursions that occurred in 2001 on a weekly basis and systematically categorized the severity of each event using the classification methodology developed and explained in the "June 2001 FAA Runway Safety Report". This year's report incorporates the runway incursion data from CY 2001 and represents a more in-depth analysis of runway incursion trends at towered airports for this four-year period (CY 1998-2001). This report also introduces areas for further investigation to identify and anticipate safety vulnerabilities on airport surfaces. KW - Air transportation crashes KW - Airport operations KW - Airport runways KW - Fatalities KW - Landing KW - Runway incursions KW - Safety KW - Takeoff KW - Towers KW - United States UR - http://www.faarsp.org/report2.pdf UR - https://trid.trb.org/view/719483 ER - TY - RPRT AN - 01598879 AU - Hayhoe, Gordon F AU - Federal Aviation Administration TI - LEAF – A New Layered Elastic Computational Program for FAA Pavement Design and Evaluation Procedures PY - 2002/05 SP - 15p AB - A new computer program implementation of the layered elastic response equations has been written for use in Federal Aviation Administration (FAA) airport pavement design and evaluation computer programs. The program is written in Visual Basic (VB) 6.0 for Microsoft Windows 95, or higher, as a Dynamic Link Library with a defined interface. It can therefore be executed from programs written in other languages compiled for execution under Windows. Major objectives in writing the new program were to improve the efficiency of the computation of linear elastic pavement responses in the LEDFAA thickness design program and to provide a well-documented methodology and implementation suitable for further development when necessary. Wheel loads are modeled as circular loads with constant vertical pressure. Efficiency has been improved by structuring the program loops so that redundant computations are eliminated for multiple aircraft on a multiple-layered structure. This makes the computation time only very weakly dependent on the number of layers and the number of aircraft when all of the structure and aircraft information is passed to the program before execution. A code fragment is presented to illustrate the structure of the program loops. The use of Gauss-Laguerre integration, with offset of the layer origins, and part inversion in the solution of the matrix equations also improve efficiency. The development environment for LEAF was a computer program for backcalculating the layer modulus values of pavement structures represented by linear elastic layers of infinite horizontal extent. The requirements for calling the dynamic link library (DLL) from an application are illustrated by code excerpts from the backcalculation program. KW - Airport runways KW - Backcalculation KW - Computational efficiency KW - Computer programs KW - Layer moduli KW - Layered elastic analysis KW - Pavement design UR - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=0d366ef1-720b-40b0-9b22-15667fa8089c&f=P-26.pdf UR - https://trid.trb.org/view/1405285 ER - TY - RPRT AN - 01598873 AU - Kawa, Izydor AU - Guo, Edward H AU - Hayhoe, Gordon F AU - Brill, David R AU - Galaxy Scientific Corporation AU - Federal Aviation Administration TI - Implementation of Rigid Pavement Thickness Design for New Pavements PY - 2002/05 SP - 13p AB - LEDFAA is a computer program which is based on layered elastic analysis (LEA) and full-scale test data. It has been a part of the U.S. Federal Aviation Administration’s (FAA's) Advisory Circular AC 150/5320-16 since 1995. However, one of the limitations of LEDFAA for rigid pavements is the lack of a direct slab edge stress calculation. Slab interior stress is calculated first, then converted into edge stress using transformation functions developed for specific aircraft. The FAA has been working on replacing the indirect slab edge stress calculation in LEDFAA with a direct slab edge stress calculation using a three-dimensional finite element method (3D-FEM). Requirements of the new procedure are that it run on any personal computer, be user-friendly, and be applicable to any gear configuration. The FAA plans to produce a 3D-FEM based design procedure as a new design standard for release in FY 2006. A finite element model of the pavement structure was developed and run with a general-purpose 3D-FEM program (NIKE3D) available in the public domain. NIKE3D and its associated preprocessor program INGRID were originally developed by the Lawrence Livermore National Laboratory, USA. Both programs have been recompiled as dynamic-link libraries and incorporated into LEDFAA. Currently, the project has moved to the stage of implementation of the new modified design procedures incorporating the 3D-FEM model. This paper presents the structure of the new FAA program for pavement thickness design. Example results from the program are presented and compared with results from the existing FAA design procedures. KW - Airport runways KW - Computer programs KW - Finite element method KW - Layered elastic analysis KW - Pavement design KW - Rigid pavements KW - Thickness UR - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=0c1e0c28-06b5-4953-b9b4-ba2b0ab89e9e&f=P-31.pdf UR - https://trid.trb.org/view/1405286 ER - TY - RPRT AN - 00927654 AU - Beringer, D B AU - Federal Aviation Administration TI - APPLYING PERFORMANCE-CONTROLLED SYSTEMS, FUZZY LOGIC, AND FLY-BY-WIRE CONTROLS TO GENERAL AVIATION PY - 2002/05 SP - 14 p. AB - A fuzzy-logic "performance control" system, providing envelope protection and direct command of airspeed, vertical velocity and turn rate, was evaluated in a reconfigurable general aviation simulator (configured as a Piper Malibu). Performance of 24 individuals (6 each of high-time pilots, low-time pilots, student pilots and nonpilots) was assessed during a flight task requiring participants to track a three-dimensional course, from takeoff to landing, represented by a graphical pathway primary flight display. Baseline performance for each subject was also collected with a conventional control system. All participants operated each system with minimal explanation of its functioning and no training. Results indicated that the fuzzy-logic performance control reduced variable error and overshoots, required less time for novices to learn (as evidenced by time to achieve stable performance), required less effort to use (reduced control input activity), and was preferred by all groups. KW - Air pilots KW - Airspeed KW - Flight control systems KW - Flight paths KW - Flight simulators KW - Fly by wire KW - Fuzzy logic KW - General aviation KW - Landing KW - Onboard navigational aids KW - Performance controlled system KW - Takeoff KW - Three dimensional displays KW - Tracking systems KW - Turning (Aircraft pilotage) KW - Velocity UR - http://ntl.bts.gov/lib/19000/19500/19548/PB2002107797.pdf UR - https://trid.trb.org/view/718659 ER - TY - RPRT AN - 00927655 AU - Cruz, C AU - Detwiler, C AU - Nesthus, T AU - Boquet, A AU - Federal Aviation Administration TI - A LABORATORY COMPARISON OF CLOCKWISE AND COUNTER-CLOCKWISE RAPIDLY ROTATING SHIFT SCHEDULES, PART I. SLEEP PY - 2002/05 SP - 22 p. AB - Many air traffic control specialists work unique counter-clockwise, rapidly rotating shift schedules. Researchers recommend, however, that if rotating schedules are to be used, they should rotate in a clockwise, rather than a counter-clockwise direction. Few studies have examined clockwise and counter-clockwise, rapidly rotating shifts. This study was designed to partially remedy this lack by examining the effects of both types of schedules on sleep duration, timing and quality. 28 participants worked a week of day shifts (0800-1600), followed by two weeks of either a clockwise or counter-clockwise shiftwork schedule, including early morning (0600-1400), afternoon (1400-2200) and midnight shifts (2200-0600). Participants recorded sleep data in daily logbooks and wore wrist activity sensors to provide an objective source of sleep/wake data. Both groups reported less sleep before the early morning shifts than before the afternoon shifts. The clockwise group reported an average of 7.2h of sleep during the night before the midnight shifts and a nap during the day of 0.9h. In addition to a nighttime sleep of 6.0h, the counter-clockwise group also took a nap before the midnight shift of 2.2h. Objective sleep data and subjective sleep quality ratings are also reported. While these data indicate that a longer concentrated sleep period is obtained prior to the midnight shift on the clockwise rotation schedule, they do not fully support the hypothesis that a clockwise rotation will result in less sleep disruption. KW - Afternoon KW - Air traffic controllers KW - Clockwise rotation schedules KW - Counter-clockwise rotation schedules KW - Morning KW - Night shifts KW - Schedules KW - Shifts KW - Sleep UR - http://ntl.bts.gov/lib/19000/19500/19549/PB2002107798.pdf UR - https://trid.trb.org/view/718660 ER - TY - RPRT AN - 00927656 AU - Broach, D AU - Dollar, C S AU - Federal Aviation Administration TI - RELATIONSHIP OF EMPLOYEE ATTITUDES AND SUPERVISOR-CONTROLLER RATIO TO EN ROUTE OPERATIONAL ERROR RATES PY - 2002/05 SP - 13 p. AB - An operational error (OE) results when an air traffic control specialist (ATCS) fails to maintain appropriate separation between aircraft and obstacles. Recent research on OEs has focused on situational and individual characteristics. In this study, the relationship of organizational factors to en route OE rates was investigated, based on an adaptation of the Human Factors Analysis and Classification System (HFACS) to air traffic control as HFACS-ATCS. OE rates (errors per 100,000 operations) for 1997 and 2000 were obtained from the National Airspace Incident Monitoring System for 21 air route traffic control centers (ARTCC). Organizational factors were represented by facility mean scores on scales constructed from 1997 and 2000 Federal Aviation Administration Employee Attitude Survey data. Factors included employee perceptions of equipment/facilities, performance management, overall job satisfaction and perceptions of other human resources management practices. The supervisor-controller ratio (SCR) was calculated for each ARTCC by year from agency personnel data. SCR and organizational factors facility mean scores were regressed on OE rate. Two organizational factors and SCR accounted for 50% of the variance in OE rates across ARTCCs for the two years. The standardized regression coefficients were -.290 for perceptions of equipment/facilities, -.302 for perceptions of performance management and -.395 for SCR. As expected from prior research, SCR was a significant predictor of en route OE rates. In addition, the results indicated that perceptions of how performance was managed and of facilities and equipment were also predictors of OE rates. Overall, the results support the inclusion of organizational factors as well as individual and situational characteristics in the investigation of ATCS operational errors. KW - Air traffic control facilities KW - Air traffic controllers KW - Aircraft separation KW - Attitudes KW - Coefficients KW - Employee relations KW - Enroute traffic control KW - Human error KW - Human factors KW - Human resources management KW - Job satisfaction KW - Mathematical prediction KW - Operational errors KW - Perception KW - Personnel performance KW - Regression analysis KW - Supervisors UR - http://ntl.bts.gov/lib/19000/19500/19550/PB2002107799.pdf UR - https://trid.trb.org/view/718661 ER - TY - RPRT AN - 00927653 AU - Nakagawara, V B AU - Wood, K J AU - Montgomery, R W AU - Federal Aviation Administration TI - CONTACT LENS USE IN THE CIVIL AIRMAN POPULATION PY - 2002/05 SP - 14 p. AB - Since 1976, the use of contact lenses by civilian pilots has been permitted to correct distant vision for obtaining a Federal Aviation Administration (FASS) aeromedical certificate. Although contact lens technology has advanced dramatically in recent years, the aviation environment may still have adverse effects on contact lens performance in some flight situations. This study examined the civil airman population's experience with contact lenses use for a 30-year period (1967-1997). The information will help guide future medical certification decisions, policy revisions and education safety programs for aeromedical and flight crew personnel. The FAA's Aerospace Medical Certification Division provided population totals for 1967-1997 of airmen who carried a pathology code for contact lens use or orthokeratology. These data were stratified by class of medical certificate and age. Prevalence rates were calculated using the population frequencies from the Annual Certification Statistical Handbook. A search of the National Transportation Safety Board and FAA databases was performed to determine if contact lens use had contributed to any aviation accidents or incidents. Results showed that the prevalence of contact lens use grew faster during the study period for first-class medical certificate holders and airmen 40 years of age or older. The frequency of airmen with orthokeratology increased by 23 times in a 10-year period. Reports from five aviation accidents and one incident suggested that contact lens use was a contributing factor in the mishaps. Professional pilots and older airmen are more inclined to use contact lenses to satisfy the aeromedical vision standards. Contact lenses can be a liability in some flight situations but have performed well for the majority of aviators. The increasing use of contact lenses by airmen and the rapid changes in contact lens technology warrant monitoring to ensure continuing safe use in the aviation environment. KW - Age groups KW - Air transportation crashes KW - Aviation medicine KW - Aviation safety KW - Civil aviation KW - Contact lenses KW - Orthokeratology KW - U.S. Federal Aviation Administration KW - Vision disorders UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0206.pdf UR - http://ntl.bts.gov/lib/19000/19500/19547/PB2002107796.pdf UR - https://trid.trb.org/view/718658 ER - TY - RPRT AN - 01332900 AU - Wayson, Roger L AU - Fleming, Gregg G AU - Kim, Brian Y AU - Research and Special Programs Administration AU - Federal Aviation Administration TI - Review of Literature on Particulate Matter Emissions from Aircraft PY - 2002/04//Draft Letter Report SP - 77p AB - The Air Quality Facility of the John A. Volpe National Transportation Systems Center (Volpe Center) is providing support to the Emissions Division of the Federal Aviation Administration’s Office of Environment and Energy (AEE-300). As part of this support, the Air Quality Facility is conducting a comprehensive review of past research in the area of aviation-related particulate matter (PM). In support of this effort, the Center will also stay abreast of current research and make recommendations on future research and related activities. The purpose of this literature review was to allow an informed decision to be made on a possible first order approximation to predict particulate emissions from aircraft until such time that sufficient measured data are available for most aircraft and approximate methods are no longer needed. The literature review presents a summary of information to be used as the basis for the first-order approximation method. This letter report first discusses available references that have been collected from libraries, technical journals, project reports, personal libraries, electronic literature searches, interviews, and other key sources. It should be noted that the literature review is not all-inclusive and that emphasis was placed on measured mass data from aircraft. Following the literature findings, a first order approximation is suggested that could be used to estimate the mass of PM emitted from most transport-category aircraft based on available data. KW - Aircraft exhaust gases KW - Aircraft operations KW - Data collection KW - Environmental impacts KW - Literature reviews KW - Particulates KW - Pollutants UR - http://ntl.bts.gov/lib/35000/35200/35205/Particulate_matter_emissions_aircraft.pdf UR - https://trid.trb.org/view/1096598 ER - TY - RPRT AN - 01142926 AU - Ahlstrom, Vicki AU - Muldoon, Robert AU - Federal Aviation Administration AU - Federal Aviation Administration TI - A Catalog of Graphic Symbols Used at Maintenance Control Centers: Toward a Symbol Standardization Process PY - 2002/04//Technical Note SP - 93p AB - This document catalogs the symbols presented with the various interfaces used by Federal Aviation Administration Airway Facilities specialists. It includes a high-level overview of each system and the symbols and coding conventions used. These data were collected through analysis of software specifications, computer-based instruction manuals, and field site visits. The visits to field sites allowed verification of information from other sources and provided information about the environments that can affect the discrimination of visual symbols. Researchers used the information from the Human Factors Design Guide, International Organization for Standardization standards, and other sources to provide recommendations for visual symbols. The researchers used this information to evaluate the symbols used at Maintenance Control Centers, taking into consideration the observed environmental conditions, and provided recommendations toward a goal of symbol standardization. KW - Air traffic control KW - Graphical user interfaces KW - Human factors KW - Standardization KW - Symbols UR - http://ntl.bts.gov/lib/30000/30900/30999/TN0212.pdf UR - https://trid.trb.org/view/902780 ER - TY - RPRT AN - 00960413 AU - Federal Aviation Administration TI - LIABILITY RISK-SHARING REGIME FOR U.S. COMMERCIAL SPACE TRANSPORTATION: STUDY AND ANALYSIS PY - 2002/04 SP - 289 p. AB - This report presents the results of a study and analysis of seven issues related to liability risk-sharing for commercial space transportation, as directed by Congress in the Commercial Space Transportation Competitiveness Act of 2000 (Public Law 106-405). It includes public views and recommendations in addition to those of interested federal agencies, as directed by Congress. The Commercial Space Transportation Competitiveness Act of 2000, Public Law 106-405, referred to in this report as the Space Competitiveness Act, directs the Secretary of Transportation to submit a study and analysis of seven key issues regarding the liability risk-sharing regime for U.S. commercial space transportation. The issues are delineated as follows: (1) analyze the adequacy, propriety, and effectiveness of, and the need for, the current liability risk-sharing regime in the United States for commercial space transportation; (2) examine the current liability and liability risk-sharing regimes in other countries with space transportation capabilities; (3) examine the appropriateness of deeming all space transportation activities to be "ultrahazardous activities" for which a strict liability standard may be applied and which liability regime should attach to space transportation activities, whether ultrahazardous activities or not; (4) examine the effect of relevant international treaties on the Federal Government's liability for commercial space launches and how the current domestic liability risk-sharing regime meets or exceeds the requirements of those treaties; (5) examine the appropriateness, as commercial reusable launch vehicles enter service and demonstrate improved safety and reliability, of evolving the commercial space transportation liability regime towards the approach of the airline liability regime; (6) examine the need for changes to the Federal Government's indemnification policy to accommodate the risks associated with commercial spaceport operations; and (7) recommend appropriate modifications to the commercial space transportation liability regime and the actions required to accomplish those modifications. As required by Congress, this report contains analyses, views and recommendations of interested federal agencies, as well as views and recommendations of the public, on the seven specific areas of study and analysis identified in the legislation. KW - Commercial space transportation KW - Commercial Space Transportation Competitiveness Act of 2000 KW - Countries KW - Federal government KW - Government liability KW - Hazards KW - Indemnification policies KW - International KW - Launch vehicles KW - Liability KW - Reliability KW - Risk management KW - Risk sharing KW - Safety KW - Treaties KW - Ultrahazardous activities KW - United States UR - http://ntl.bts.gov/lib/23000/23100/23169/FAALiabilityRiskSharing4-02.pdf UR - https://trid.trb.org/view/659915 ER - TY - RPRT AN - 00934255 AU - Hah, S AU - Federal Aviation Administration TI - COORDINATION BETWEEN AIRWAY FACILITIES SPECIALISTS AND AIR TRAFFIC PERSONNEL PY - 2002/04 SP - 110 p. AB - Airway Facilities (AF) is responsible for providing services and conducting operations that deliver the highest possible levels of National Airspace System (NAS) safety and efficiency. To accomplish this, AF specialists perform maintenance tasks for the NAS. This requires coordination between AF and various organizations including AT. Maintenance Control Center (MCC) specialists have been the focal point of coordination in AF, and AT supervisors are responsible for coordinating with AT successfully in the past. This paper presents the results of an empirical study on coordination. The Human Factors Group surveyed MCC specialists and AT supervisors about their experience and opinions on coordination. Also presented are recommendations for improving current coordination. KW - Air traffic control KW - Aviation safety KW - Coordination KW - Empirical methods KW - Information management KW - Maintenance management UR - http://ntl.bts.gov/lib/30000/30900/30997/TN0207.pdf UR - https://trid.trb.org/view/725072 ER - TY - RPRT AN - 00927651 AU - Manning, C A AU - Mills, S H AU - Fox, C AU - Pfleiderer, E M AU - Mogilka, H J AU - Federal Aviation Administration AU - SBC Technology Resources, Incorporated AU - Federal Aviation Administration Academy TI - USING AIR TRAFFIC CONTROL TASKLOAD MEASURES AND COMMUNICATION EVENTS TO PREDICT SUBJECTIVE WORKLOAD PY - 2002/04 SP - 19 p. AB - A study was conducted to determine whether air traffic control (ATC) communication events would predict subjective estimates of controller workload as well as measures of controller taskload. We compared different regression models' predictions of subjective workload estimates made by 16 subject matter experts on 5 occasions during 8 samples of air traffic activity. The predictors were different combinations of four taskload principal components computed from routinely recorded ATC data, two principal components representing the number and duration of voice communication events, and two principal components representing the content of voice communications. Several regression model comparisons were computed to identify "reduced" regression models containing fewer predictors that would predict the workload ratings as well as a full model containing all predictors. Several reduced models predicted air traffic workload input technique ratings as well as the full model but all of these contained the activity component. These reduced models were a model containing only the activity component, a model containing the activity and instructional clearances components, and a model containing the activity, instructional clearances and all communications number and duration components. The results suggest that routinely recorded ATC data provide a good estimate of subjective workload. However, if recordings of voice communications are available and researchers want to invest the time required to analyze the transcripts, they may be able to improve slightly their estimate of subjective workload. The researcher must consider whether the information gained is worth the additional time investment required for analysis. KW - Activity KW - Air traffic control KW - Air traffic controllers KW - Clearances (Navigation) KW - Communications KW - Mathematical prediction KW - Regression analysis KW - Taskload KW - Workload UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0204.pdf UR - https://trid.trb.org/view/718656 ER - TY - RPRT AN - 00927652 AU - Prinzo, O V AU - Federal Aviation Administration TI - AUTOMATIC DEPENDENT SURVEILLANCE-BROADCAST/COCKPIT DISPLAY OF TRAFFIC INFORMATION: INNOVATIONS IN PILOT-MANAGED DEPARTURES PY - 2002/04 SP - 14 p. AB - Avionics devices that provide a cockpit display of traffic information (CDTI) enable pilots to acquire, verify and maintain pre-defined spacing intervals from other aircraft. The Federal Aviation Administration is interested in determining how the use of these displays influences pilot/controller operational communications. An operational evaluation of the CDTI provided an opportunity to examine some of these issues. Departure profiles (13 without CDTI, 32 with CDTI) were established to evaluate the ability of flight crews and air traffic controllers to manage long (6 nm) and short (4.5 nm) spacing intervals between departing aircraft during 3 day and 2 night operations. Experts evaluated verbatim transcripts and audiotapes for benefits that may have resulted from pilot use of the CDTI. They also evaluated these communications for communication problems associated with misidentified aircraft, confusions, uncertainties, and operational concerns. The time the aircraft was under local control, runway ownership time and the number and duration of messages was computed for each departure,. Approximately 4% of the departures conducted when CDTI was not use, and 9% when it was, involved communication problems. In particular, for pilot messages during CDTI departures, aircraft call signs were misstated or incorrect. However, when CDTI was not used, controller messages included the correct flight identifier but the wrong company name. More messages also were exchanged during the short spacing interval. In contrast, when pilots executed CDTI departures, there was an overall increase in time on frequency, more time was spent under local control during the day, and departures were completed in less time when assigned the short spacing interval. Communication problems were associated with the call sign procedure that was designed to distinguish between aircraft being talked to versus talked about. Controllers and pilots detected and corrected these problems in mid-stream, and statistically, communication efficiency was not affected. In light of the findings and comments from the controllers and pilots, alternative call sign procedures will be constructed and evaluated for the departure spacing application. KW - Air pilots KW - Air traffic controllers KW - Aircraft KW - Aircraft separation KW - Call signs KW - Cockpit display of traffic information KW - Communications KW - Departure time KW - Flight crews KW - Identification systems KW - Information display systems KW - Messages (Communications) KW - Onboard navigational aids KW - Surveillance KW - Takeoff KW - Terminal air traffic control KW - U.S. Federal Aviation Administration UR - http://ntl.bts.gov/lib/19000/19500/19546/PB2002107795.pdf UR - https://trid.trb.org/view/718657 ER - TY - RPRT AN - 01518757 AU - Bagot, Keith AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Evaluation of Retrofit ARFF Vehicle Suspension Enhancement to Reduce Vehicle Rollovers PY - 2002/03//Final Report SP - 35p AB - The Aircraft Rescue and Firefighting (ARRF) industry has experienced several vehicle rollovers in recent years. Emergency One Corporation and Davis Technologies, of Dallas, Texas, collectively developed a prototype hydraulic suspension strut that replaces the standard shock absorber. This strut is intended to attenuate undesirable vehicle dynamics, thereby significantly reducing the potential for rollover. This evaluation compares the performance of the standard to the prototype suspension system. KW - Aircraft Rescue and Fire Fighting KW - Emergency vehicles KW - Evaluation KW - Prototypes KW - Rollover crashes KW - Suspension system components KW - Vehicle dynamics UR - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=0b8c663e-5ad5-4064-ace0-d266f210b556&f=02-14_ARFF_Rollover.pdf UR - https://trid.trb.org/view/1300234 ER - TY - RPRT AN - 00929823 AU - Robertson, S H AU - Johnson, N B AU - Hall, D S AU - Rimson, J AU - Robertson Aviation LLC. AU - Federal Aviation Administration TI - STUDY OF TRANSPORT AIRPLANE CRASH-RESISTANT FUEL SYSTEM PY - 2002/03 SP - 248 p. AB - This report presents the results of a study, funded by FAA, of transport airplane crash resistant fuel system (CRFS). The report covers the historical studies related to aircraft crash fires and fuel concepts undertaken by the FAA, NASA, and the U.S. Army, which ultimately led to the current state of the art in CRFS technology. It describes the basic research, testing, field investigations and production efforts which have led to the highly successful military CRFS, which has saved many lives and reduced costs of accidents. Current CRFS technology used in transport category airplanes is defined and compared to the available state-of-the-art technology. The report provides information to the FAA and other government organizations which can help them plan their efforts to improve the state of crash fire protection in the transport airplane. The report provides guidance to designers looking for information about CRFS design problems, analysis tools to use for product improvement, and a summary of current and proposed regulations for transport category airplane fuel systems. KW - Crashworthiness KW - Field studies KW - Fire resistance KW - Fuels KW - Military aircraft KW - Production KW - Regulations KW - State of the art studies KW - Technology assessment KW - Testing KW - Transport aircraft UR - https://trid.trb.org/view/719359 ER - TY - RPRT AN - 00927650 AU - Uhlarik, J AU - Comerford, D A AU - Federal Aviation Administration AU - Kansas State University, Manhattan TI - A REVIEW OF SITUATION AWARENESS LITERATURE RELEVANT TO PILOT SURVEILLANCE FUNCTIONS PY - 2002/03 SP - 24 p. AB - This paper addresses situation awareness (SA) as it relates to surveillance activities in commercial air carriers. The concept of SA in aerospace operations and relevant literature are reviewed and critiqued. Four different approaches that are used to explain SA are examined, and the three major SA measurement techniques and their respective subcategories are described. Research that has explored these techniques is reviewed, and the shortcomings of the measures are discussed in terms of relevant psychology measurement criteria (e.g., validity). Several components of SA also are discussed because they appear to relate to surveillance activities. Research related to these components is reviewed, and a summary that focuses on the current state of SA research is provided, along with an evaluation about the future of SA research and applications. KW - Aircraft pilotage KW - Awareness KW - Civil aircraft KW - Literature reviews KW - Psychology KW - Surveillance KW - Validity UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0203.pdf UR - https://trid.trb.org/view/718655 ER - TY - RPRT AN - 00944026 AU - Shaw, J AU - Miller, David AU - Collins, B AU - Isaminger, M AU - Lincoln Laboratory AU - Federal Aviation Administration TI - OBSERVATIONS OF NON-TRADITIONAL WIND SHEAR EVENTS AT THE DALLAS/FORT WORTH INTERNATIONAL AIRPORT PY - 2002/02/28 AB - During the past 20 years there has been great success in understanding and detecting microbursts. These "traditional" wind shear events are most prominent in the summer and are characterized by a two-dimensional, divergent outflow associated with precipitation loading from a thunderstorm downdraft or evaporative cooling from high-based rain clouds. Analysis of wind shear loss alerts at the Dallas/Fort Worth International Airport (DFW) from August 1999 through July 2002 reveals that a significant number of wind shear events were generated by "non-traditional" mechanisms, linear divergence, divergences behind gust fronts, and gravity waves, accounted for one half of the alert events in the period studied. Radar-based algorithms have shown considerable skill in detecting wind shear events. However, algorithms were developed to identify features common to the "traditional" events. If the algorithms were modified to detect "non-traditional" wind shear, the corresponding increase in false detections could be unacceptable. In this report a new radar-based algorithm is proposed that detects linear divergence, divergence behind gust fronts, and gravity waves for output on the Integrated Terminal Weather System by identifying the radar signatures that are common to these features. KW - Algorithms KW - Aviation KW - Clouds KW - Dallas-Fort Worth International Airport KW - Gravity waves KW - Gusts KW - Microbursts KW - Rain KW - Thunderstorms KW - Weather forecasting KW - Wind shear UR - https://trid.trb.org/view/644224 ER - TY - RPRT AN - 00961610 AU - Federal Aviation Administration TI - GLOBAL AVIATION INFORMATION NETWORK (GAIN): USING INFORMATION PROACTIVELY TO IMPROVE AVIATION SAFETY PY - 2002/02/08 SP - 20 p. AB - The Federal Aviation Administration (FAA) proposes the Global Aviation Information network (GAIN) as a voluntary, privately owned and operated network about flight operations, air traffic control operations, and maintenance to improve aviation safety worldwide. The necessity for better ways to improve safety is revealed by the worldwide aviation accident rate - after enjoying a decline to a commendably low rate, it has been stubbornly constant for the last 10-15 years, and the aviation community must determine how to get off this plateau. KW - Air traffic control KW - Aviation safety KW - Crash rates KW - Globalization KW - Information systems KW - Private enterprise KW - Privatization UR - https://trid.trb.org/view/660374 ER - TY - RPRT AN - 01138298 AU - Clemson University AU - Advanced Technology Systems, Incorporated AU - Greenville Technical AU - Federal Aviation Administration TI - Evaluation of the Integrated AMT/AMT-T Curriculum PY - 2002/02//Technical Report SP - 84p AB - The results of this research will form the foundation of a comprehensive AMT/AMT-T training program. KW - Aircraft KW - Aircraft maintenance KW - Aircraft operations KW - Civil aviation KW - Curricula KW - Economic impacts KW - Education and training KW - Technological innovations UR - https://trid.trb.org/view/898306 ER - TY - RPRT AN - 00927649 AU - Mills, S H AU - Pfleiderer, E M AU - Manning, C A AU - Federal Aviation Administration AU - SBC Technology Resources, Incorporated TI - POWER: OBJECTIVE ACTIVITY AND TASKLOAD ASSESSMENT IN EN ROUTE AIR TRAFFIC CONTROL PY - 2002/02 SP - 22 p. AB - Two computer programs, the National Airspace System (NAS) Data Management System (NDMS) and the Performance and Objective Workload Evaluation Research (POWER) program, have been developed to provide a platform for quantifying en route air traffic controller activity and taskload. The NDMS program extracts data produced by en route mainframe computers and encodes the information into database files that provide efficient storage and access. The POWER program calculates specific measures using aircraft positions and controller data entries. The development and use of such measures is important for establishing baseline activity measures and for evaluating modifications to air traffic control (ATC) systems. NAS System Analysis Recording (SAR) data were collected from the Jacksonville en route ATC center between 8:30-10:30 a.m. and between 12:00-2:00 p.m. for each of four consecutive days. POWER measures were computed in 30-minute intervals for all active sectors. A Principal Components Analysis (PCA) was conducted to evaluate the current set of POWER variables and provide guidelines for the addition of new measures or the modification of existing ones. PCA with Varimax rotation converged in seven iterations and produced five components with eigenvalues > 1. Cumulatively, the four components accounted for 68.18% of the variability in the data set: Component 1 (Activity) accounted for 26%; Component 2 (Flight Path Variability) accounted for nearly 13%; Component 3 (Objective Workload) accounted for 11%; Component 4 (D-side Activity) accounted for 9%; and Component 5 (Overload) accounted for approximately 8%. Variables comprising the five extracted components provided valuable information about the underlying dimensions of the NAS data set. Additions or modifications that might improve the ability of POWER to describe ATC activity and taskload were identified. KW - Activity assessment KW - Air traffic control KW - Air traffic controllers KW - Computer programs KW - Enroute traffic control KW - Flight paths KW - POWER (Computer program) KW - Systems analysis KW - Taskload KW - Variables KW - Workload UR - https://trid.trb.org/view/718654 ER - TY - RPRT AN - 00924830 AU - Federal Aviation Administration TI - GENERAL AVIATION AND AIR TAXI ACTIVITY SURVEY CALENDAR YEAR 2000 PY - 2002/02 SP - v.p. AB - This report presents the results of the annual General Aviation and Air Taxi Activity Survey. The survey is conducted by the Federal Aviation Administration (FAA) to obtain information on the activity of the United States registered general aviation and air taxi aircraft fleet. The report contains tabulations of active aircraft, annual flight hours, average flight hours, and other statistics by aircraft type, state and region of based aircraft, and use. Also included are fuel consumption, lifetime airframe hours, estimates of the number of landings, and instrument flight rules (IFR) hours flown. KW - Air taxi service KW - Airframes KW - Annual KW - Average KW - Flight KW - Fuel consumption KW - General aviation KW - General aviation aircraft KW - Hours KW - Instrument flying KW - Landing KW - Regions KW - States KW - Statistics KW - Surveys KW - Tables (Data) UR - https://trid.trb.org/view/708188 ER - TY - RPRT AN - 00960509 AU - Federal Aviation Administration TI - 2002 U.S. COMMERCIAL SPACE TRANSPORTATION DEVELOPMENTS AND CONCEPTS: VEHICLES, TECHNOLOGIES, AND SPACEPORTS PY - 2002/01 SP - 54 p. AB - This report reviews the major events relating to U.S. commercial space transportation in the past year (2001) and showcases current and planned U.S. commercial and commercially-oriented activities. The Federal Aviation Administration (FAA)/ Associate Administrator for Commercial Space Transportation (AST) first published the report in 1998 with an exclusive focus on reusable launch vehicles (RLV). The current edition addresses not only RLVs but also expendable launch vehicles (ELV), propulsion technologies, and spaceports to provide a more complete picture of the U.S. commercial space transportation industry. This report focuses on commercial and commercially oriented activities; it includes industry-led and -funded projects, private-public cooperative projects, as well as government-led and -funded projects that will impact and support the development of commercial activities. With the exception of a few X PRIZE vehicle concepts, all activities and developments described in this report are being led by U.S. entities. KW - Commercial space transportation KW - Federal government KW - Financing KW - Industries KW - Launch vehicles KW - Private enterprise KW - Spacecraft KW - Spaceports KW - Technology UR - http://www.faa.gov/about/office_org/headquarters_offices/ast/media/111355.pdf UR - https://trid.trb.org/view/659987 ER - TY - RPRT AN - 00960511 AU - Federal Aviation Administration TI - COMMERCIAL SPACE TRANSPORTATION: 2001 YEAR IN REVIEW PY - 2002/01 SP - 16 p. AB - The Federal Aviation Administration (FAA) licensed six commercial launches in 2001. This total represents three orbital launches from U.S. ranges for commercial and government customers, two orbital launches by the multinational Sea Launch Company and one suborbital launch from Australia. Overall, 16 commercial orbital launches occurred worldwide in 2001. This number is significantly less than in prior years (35 in 2000 and 39 in 1999). Arianespace captured half of the world market during 2001, the U.S. and Russia each had 19 percent, and the Sea Launch Company had 12 percent. The number of FAA-licensed launches has declined since 1997-1999 when several mobile communications services satellites were orbited. In 2000, there were 10 FAA-licensed launches. Of the five FAA-licensed launches in 2001, three were on U.S. built vehicles: a Delta 2, Atlas 2AS and a Taurus. The Boeing Delta 2 (7320) carried DigitalGlobe's QuickBird commercial remote sensing satellite, which now occupies the orbit once reserved for QuickBird 1, lost during a Russian launch failure in 2000. Lockheed Martin Corporation's International Launch Services (ILS) successfully flew the Atlas 2AS, this time carrying aloft ICO F-1, a commercial medium Earth orbit (MEO) communications satellite operated by ICO Global Communications. A Taurus launch vehicle was selected to deploy OrbView 4, developed by Orbital Sciences Corporation (OSC), NASA's QuikTOMS, and Celestis 4. Unfortunately, the launch vehicle experienced a first stage anomaly and the satellites failed to reach orbit. Sea Launch launched XM Rock and XM Roll for U.S.-based XM Satellite Radio, Inc., on March 18 and May 8, respectively. XM Satellite Radio provides over 100 digital radio stations for subscribers across the United States. In addition to the orbital launches, the FAA issued one suborbital license in 2001 for the HyShot suborbital hypersonic test launch from the Woomera Protected Area, Australia. The launch was licensed because U.S.-based Astrotech Space Operations provided the Terrier-Orion sounding rocket for the HyShot flight test through a Memorandum of Agreement with the University of Queensland. This report summarizes U.S. and international orbital launch activities for calendar year 2001 and provides a historical look at the past five years of commercial launch activities. KW - Australia KW - Boeing Company KW - Commercial space transportation KW - Commercial transportation KW - Commercial vehicles KW - International Launch Services KW - Launch vehicles KW - Launching KW - Lockheed Martin KW - Orbital launches KW - Russia (Federation) KW - Spacecraft KW - Suborbital launches KW - U.S. Federal Aviation Administration KW - United States UR - http://www.faa.gov/about/office_org/headquarters_offices/ast/media/2012_YearinReview.pdf UR - https://trid.trb.org/view/659989 ER - TY - RPRT AN - 00930714 AU - Willems, B AU - Federal Aviation Administration TI - DECISION SUPPORT AUTOMATION RESEARCH IN THE EN ROUTE AIR TRAFFIC CONTROL PY - 2002/01 SP - 264 p. AB - This study examined the effects of automated decision support on Certified Professional Controller (CPC) behavior. 16 CPCs from Air Route Control Centers participated in human-in-the-loop simulations. CPCs controlled two levels of traffic, supported by either paper flight strips, electronic flight strips with conflict indication, or conflict probe and trial planning automation. Each CPC worked as either a radar or data controller. The controller station included a display system replacement console and a prototype decision support tool (DST). The station consisted of operational hardware and software connected to an operational Host Computer System (HCS). The HCS received simulated radar from the William J. Hughes Technical Center Target Generation facility. The CPC behavior was assessed by using instruments that assessed situation awareness, workload, visual scanning, trust, and performance. The results have implications for controller training, distribution of responsibilities within controller teams, and air traffic control human-computer interface design. KW - Air traffic control KW - Air traffic controllers KW - Automatic control KW - Automation KW - Decision support systems KW - Human factors KW - Performance evaluations UR - http://ntl.bts.gov/lib/30000/30900/30998/TN0210.pdf UR - https://trid.trb.org/view/719659 ER - TY - RPRT AN - 00929821 AU - DiMeo, K AU - Sollenberger, R AU - Kopardekar, P AU - Lozito, S AU - Mackintosh, M AU - Federal Aviation Administration TI - AIR-GROUND INTEGRATION EXPERIMENT PY - 2002/01 SP - 218 p. AB - The concept of free flight is intended to provide increased flexibility and efficiency throughout the global airspace system. The idea could potentially shift aircraft separation responsibility from air traffic controllers to flight crews creating a 'shared separation' authority environment. A real-time, human-in-the-loop study was conducted using NASA facilities. The goal was to collect data from controllers and pilots on shared separation procedures, information requirements, workload, and situation awareness. The experiment consisted of four conditions that varied levels of controller and flight crew responsibilities. 12 controllers and six pilots were provided with enhanced traffic and conflict alerting systems. Results indicated that while safety was not compromised, pilots and controllers had differing opinions regarding the applications of these new tools and the feasibility of the operational concept. This limited investigation demonstrated the need to further explore the shared separation concept. KW - Air traffic controllers KW - Aircraft separation KW - Airline pilots KW - Conflict management KW - Data collection KW - Flight crews KW - Safety KW - Workload UR - http://ntl.bts.gov/lib/30000/30900/30996/TN0206.pdf UR - http://ntl.bts.gov/lib/33000/33600/33679/33679.pdf UR - https://trid.trb.org/view/719357 ER - TY - RPRT AN - 00929820 AU - Bagit, K AU - Federal Aviation Administration TI - TEMPORARY INSTALLATION METHODS FOR PAPI/A-PAPI SYSTEMS PY - 2002/01 SP - n.p. AB - Airports have a need to temporarily install and precision approach path indicator (PAPI) or an abbreviated PAPI (A-PAPI) to provide accurate approach slope guidance when a runway threshold is temporarily displaced due to construction of maintenance projects. Airports have been reluctant to pour concrete foundations for temporary installations because of the cost and impact on operations. However, since the vertical alignment of the PAPI system is critical, a temporary installation method must take into consideration the need for temporary installation methods that were effective in maintaining proper aiming angles within the FAA Advisory Circular 150/534528 limitations. KW - Air traffic control KW - Airport operations KW - Airport runways KW - Airport surface traffic control KW - Approach KW - Precision KW - Temporary structures UR - http://www.faa.gov/about/initiatives/maintenance_hf/library/documents/media/human_factors_maintenance/papi.pdf UR - https://trid.trb.org/view/719847 ER - TY - RPRT AN - 00922799 AU - Gronlund, S D AU - Canning, J M AU - Moertl, P M AU - Johanssen, J AU - Federal Aviation Administration TI - INFORMATION TOOL FOR PLANNING IN AIR TRAFFIC CONTROL PY - 2002/01 SP - n.p. AB - An investigation of how en route air traffic controllers solved sequencing problems using paper flight progress strips led to the development of a new software interface to aid planning. The primary feature of the new interface involved replacing the strips with virtual tokens that were dynamically linked to their radar targets. In addition, an automated tool was developed that provided a tentative sequencing of the tokens. The current experiment evaluated the automated sequencing tool. Utilization of the tool facilitated the development of the controllers' plans and reduced the workload of the tacticians who implemented the plan. KW - Air traffic control KW - Automatic control KW - Information technology KW - Radar air traffic control KW - Sequencing KW - Software packages KW - Tokens KW - Virtual reality UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0201.pdf UR - https://trid.trb.org/view/708148 ER - TY - RPRT AN - 01109113 AU - Strickler, Mervin K AU - Federal Aviation Administration TI - Federal Aviation Administration Curriculum Guide for Aviation Magnet Schools Programs PY - 2002 SP - 518p AB - The Federal Aviation Administration (FAA) and its predecessor organizations, Civil Aeronautics Agency (CAA) and the Civil Aeronautics Administration (CAA) have pioneered the use of aviation education in working with schools and colleges of the nation to attain their objectives. This publication is designed to provide: a brief history of the role of aviation in motivating young people to learn; examples of aviation magnet activities, programs, projects and school curriculums; documentation of the benefits of aviation education for students; examples of what one person can do to facilitate aviation magnet education activities, projects, programs, curriculums; curricular and program models for use, adaptation or modification; identification of resources for planning a program of aviation education; information about and examples of curricula to prepare for the many career opportunities in aviation and transportation; and guidelines and information for FAA Aviation Education Counselors. KW - Air transportation KW - Aviation KW - Civil aviation KW - Commercial space transportation KW - Curricula KW - Education KW - Schools KW - Training KW - Transportation careers KW - U.S. Federal Aviation Administration UR - http://ntl.bts.gov/lib/19000/19100/19106/PB2002104513.pdf UR - https://trid.trb.org/view/865863 ER - TY - RPRT AN - 01104413 AU - Strickler, Mervin K AU - Federal Aviation Administration TI - Model Aerospace Curriculum: August Martin High School PY - 2002 SP - 60p AB - This publication briefly describes the philosophy underlying August Martin High School; how it came to be created, the techniques of its community involvement, and its curriculum approaches. Obviously, other school systems will want to look at this institution both as an inspiration and, either in part or in total, as a model that can be duplicated in another locale. The objectives of this publication are to: (1) Develop educators' awareness of the thematic approach to aviation education; (2) Provide guidance for the planning of a thematic aviation education program; (3) Provide an example of a thematic aviation education curriculum; and (4) Provide information for the implementation of a thematic aviation program. KW - Aerospace engineering KW - Aerospace industry KW - Aviation KW - Civil aviation KW - Education and training KW - General aviation KW - Planning methods KW - Training KW - Training programs UR - http://ntl.bts.gov/lib/19000/19000/19035/PB2002104291.pdf UR - https://trid.trb.org/view/863621 ER - TY - RPRT AN - 00954345 AU - HAHN, H THOMAS AU - Federal Aviation Administration AU - National Technical Information Service AU - University of California, Los Angeles TI - DESIGN, MANUFACTURING, AND PERFORMANCE OF STITCHED STIFFENED COMPOSITE PANELS WITH AND WITHOUT IMPACT DAMAGE. PY - 2002 AB - No abstract provided. KW - Airframes KW - Composite materials KW - Panels KW - Plates (Engineering) UR - https://trid.trb.org/view/607189 ER - TY - RPRT AN - 00948818 AU - Goldman, Scott M AU - FIEDLER, EDNA R AU - KING, RAYMOND E AU - Federal Aviation Administration AU - National Technical Information Service TI - GENERAL AVIATION MAINTENANCE-RELATED ACCIDENTS: A REVIEW OF TEN YEARS OF NTSB DATA. T2 - GENERAL AVIATION MAINTENANCE-RELATED ACCIDENTS: A REVIEW OF TEN YEARS OF NATIONAL TRANSPORTATION SAFETY BOARD DATA PY - 2002 AB - No abstract provided. KW - Air transportation crashes KW - Airplanes KW - Fatalities KW - Private flying KW - United States UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0223.pdf UR - https://trid.trb.org/view/601850 ER - TY - RPRT AN - 00937928 AU - Federal Aviation Administration TI - NATIONAL PLAN FOR INTEGRATED AIRPORT SYSTEMS (NPIAS) (2001-2005) PY - 2002 AB - The National Plan of Integrated Airport Systems (NPIAS) is submitted to Congress in accordance with Section 47103 of Title 49 of United States Code. The plan identifies 3,364 existing airports that are significant to national air transportation and contains estimates that $46.2 billion in infrastructure development that is eligible for Federal aid will be needed over the next 5 years to meet the needs of all segments of civil aviation. The NPIAS is used by the Federal Aviation Administration (FAA) management in administering the Airport Improvement Program. It supports the FAA's strategic goals for safety, system efficiency, and environmental compatibility by identifying the specific airport improvements that will contribute to the achievement of those goals. KW - Civil aviation KW - Federal aid KW - General aviation KW - Integrated systems UR - https://trid.trb.org/view/731715 ER - TY - RPRT AN - 00947294 AU - WILLIAMS, KEVIN W AU - Federal Aviation Administration AU - National Technical Information Service TI - ASSESSMENT OF ADVANCED COCKPIT DISPLAYS FOR GENERAL AVIATION AIRCRAFT: THE CAPSTONE PROGRAM. T2 - CAPSTONE PROGRAM PY - 2002 AB - No abstract provided. KW - Aircraft navigational aids KW - Airplanes KW - Cockpits KW - Information display systems UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0221.pdf UR - https://trid.trb.org/view/624312 ER - TY - JOUR AN - 00947278 JO - Journal of Air Law and Commerce PB - SMU Law Review Association AU - Ravich, Timothy M AU - Federal Aviation Administration AU - International Civil Aviation Organization AU - CENTRAL AMERICAN AVIATION SAFETY AGENCY. TI - RE-REGULATION AND AIRLINE PASSENGERS' RIGHTS. PY - 2002 AB - No abstract provided. KW - Airlines KW - Consumer protection KW - Customer service KW - Deregulation KW - Laws and legislation KW - United States UR - https://trid.trb.org/view/627763 ER - TY - RPRT AN - 00947141 AU - PETERSON, RONNIE G AU - KUREK, JOSEPH AU - Federal Aviation Administration AU - National Technical Information Service AU - RAYTHEON TECHNICAL SERVICE COMPANY UNDER CONTRACT NO. TI - AIRCRAFT AGE-RELATED DEGRADATION STUDY ON SINGLE- AND THREE-PHASE CIRCUIT BREAKERS. PY - 2002 AB - No abstract provided. KW - Airplanes KW - Circuit breakers KW - Electric circuit-breakers KW - Electrical equipment KW - Testing UR - https://trid.trb.org/view/624269 ER - TY - JOUR AN - 00947274 JO - Journal of Air Law and Commerce PB - SMU Law Review Association AU - BARRETO, OLGA AU - Federal Aviation Administration AU - International Civil Aviation Organization AU - CENTRAL AMERICAN AVIATION SAFETY AGENCY. TI - SAFETY OVERSIGHT: FEDERAL AVIATION ADMINISTRATION, INTERNATIONAL CIVIL AVIATION ORGANIZATION, AND CENTRAL AMERICAN AVIATION SAFETY AGENCY. PY - 2002 AB - No abstract provided. KW - Air transportation KW - Central America KW - Safety KW - Safety regulations UR - https://trid.trb.org/view/627759 ER - TY - JOUR AN - 00947275 JO - Journal of Air Law and Commerce PB - SMU Law Review Association AU - Dempsey, Paul Stephan AU - Federal Aviation Administration AU - International Civil Aviation Organization AU - CENTRAL AMERICAN AVIATION SAFETY AGENCY. TI - PREDATION, COMPETITION & ANTITRUST LAW: TURBULENCE IN THE AIRLINE INDUSTRY. PY - 2002 AB - No abstract provided. KW - Airlines KW - Antitrust laws KW - Competition KW - Deregulation KW - United States UR - https://trid.trb.org/view/627760 ER - TY - RPRT AN - 00947293 AU - Federal Aviation Administration AU - National Technical Information Service TI - MECHANICAL SYSTEMS CHARACTERIZATION OF BOEING 747 AGING SYSTEMS TEST BED AIRCRAFT.. PY - 2002 AB - No abstract provided. KW - Airplanes KW - Inspection KW - Testing UR - https://trid.trb.org/view/624311 ER - TY - JOUR AN - 00947273 JO - Journal of Air Law and Commerce PB - SMU Law Review Association AU - Abeyratne, Ruwantissa AU - Federal Aviation Administration AU - International Civil Aviation Organization AU - CENTRAL AMERICAN AVIATION SAFETY AGENCY. TI - CRISIS MANAGEMENT TOWARD RESTORING CONFIDENCE IN AIR TRANSPORT-LEGAL AND COMMERCIAL ISSUES. PY - 2002 AB - No abstract provided. KW - Air transportation KW - Aviation KW - Crisis management KW - Insurance KW - Liability insurance KW - Security KW - United States UR - https://trid.trb.org/view/627758 ER - TY - JOUR AN - 00947276 JO - Journal of Air Law and Commerce PB - SMU Law Review Association AU - MILLER, HILARY B AU - Federal Aviation Administration AU - International Civil Aviation Organization AU - CENTRAL AMERICAN AVIATION SAFETY AGENCY. TI - HOOVER REVISITED: APPELLATE REVIEW OF FAA EMERGENCY CERTIFICATE ACTIONS. PY - 2002 AB - No abstract provided. KW - Air pilots KW - Certification KW - Health KW - Medical examinations and tests KW - Physical condition KW - United States UR - https://trid.trb.org/view/627761 ER - TY - JOUR AN - 00947277 JO - Journal of Air Law and Commerce PB - SMU Law Review Association AU - Federal Aviation Administration AU - International Civil Aviation Organization AU - CENTRAL AMERICAN AVIATION SAFETY AGENCY. TI - AVIATION PROFESSIONALS AND THE THREAT OF CRIMINAL LIABILITY: HOW DO WE MAXIMIZE AVIATION SAFETY?. PY - 2002 AB - No abstract provided. KW - Aeronautics KW - Laws and legislation KW - Liability KW - Safety KW - United States UR - https://trid.trb.org/view/627762 ER - TY - RPRT AN - 00947142 AU - HALWAN, VIVEK AU - KRODEL, JIM AU - Federal Aviation Administration AU - National Technical Information Service AU - UNITED TECHNOLOGIES RESEARCH CENTER UNDER CONTRACT NO. TI - STUDY OF COMMERCIAL OFF-THE-SHELF (COTS) REAL-TIME OPERATING SYSTEMS (RTOS) IN AVIATION APPLICATIONS. PY - 2002 AB - No abstract provided. KW - Avionics KW - Evaluation KW - Software UR - https://trid.trb.org/view/624270 ER - TY - RPRT AN - 00933906 AU - Federal Aviation Administration TI - FLYING ACE ACTIVITIES: AVIATION CURRICULUM GUIDE FOR MIDDLE GRADE LEVELS 4-6 PY - 2002 SP - 113 p. AB - This is an aviation curriculum guide for middle school children, grades 4 through 6. Major topics covered include Properties of Air, Lighter Than Air Flight, What Makes an Airplane Fly, Weather and Aviation, and Navigation in the Air. The guide includes study photographs, and a list of selected aerospace topics in curriculum context. KW - Air KW - Airplanes KW - Aviation KW - Curricula KW - Elementary school students KW - Flight KW - Guidelines KW - Navigation KW - Properties of the atmosphere KW - Weather UR - http://ntl.bts.gov/lib/1000/1200/1279/middle.pdf UR - https://trid.trb.org/view/724965 ER - TY - RPRT AN - 00933905 AU - Federal Aviation Administration TI - FUTURE ASPIRING AVIATORS, PRIMARY: AN AVIATION CURRICULUM GUIDE K - 3 PY - 2002 SP - 78 p. AB - This is an aviation curriculum guide for primary school children, grades kindergarten through 3rd grade. Major topics covered include Weather, Gravity, Air, Aircraft, and Space. The guide includes study photographs, a list of selected aerospace topics in curriculum context, and a suggested materials list. KW - Air KW - Aircraft KW - Aviation KW - Curricula KW - Elementary school students KW - Gravity KW - Guidelines KW - Space KW - Weather UR - http://ntl.bts.gov/lib/1000/1200/1280/kinder.pdf UR - https://trid.trb.org/view/724964 ER - TY - RPRT AN - 00945179 AU - Federal Aviation Administration TI - 7210.56C: AIR TRAFFIC QUALITY ASSURANCE.. T2 - AIR TRAFFIC QUALITY ASSURANCE PY - 2002 AB - No abstract provided. KW - Aeronautics KW - Air traffic control KW - Air traffic controllers KW - Quality assurance KW - United States UR - https://trid.trb.org/view/624056 ER - TY - RPRT AN - 00945325 AU - BEISSWENGER, ARLENE AU - BOUCHARD, KATHY AU - LAFORTE, JEAN-LOUIS AU - Federal Aviation Administration AU - National Technical Information Service TI - DEVELOPMENT OF A PROCEDURE FOR INDOOR TESTING OF TYPE IV FLUIDS TO REPLICATE NATURAL SNOW. PY - 2002 AB - No abstract provided. KW - Airplanes KW - Deicing chemicals KW - Ice prevention KW - Snow KW - Testing UR - https://trid.trb.org/view/624087 ER - TY - RPRT AN - 00945304 AU - WEBSTER, HARRY AU - Federal Aviation Administration AU - National Technical Information Service TI - DEVELOPMENT OF A MINIMUM PERFORMANCE STANDARD FOR HAND-HELD FIRE EXTINGUISHERS AS A REPLACEMENT FOR HALON 1211 ON CIVILIAN TRANSPORT CATEGORY AIRCRAFT. PY - 2002 AB - No abstract provided. KW - Aircraft cabins KW - Airplanes KW - Equipment KW - Evaluation KW - Fire extinguishing agents KW - Fire fighting KW - Fires UR - http://ntl.bts.gov/lib/26000/26900/26999/01-37.pdf UR - https://trid.trb.org/view/624085 ER - TY - RPRT AN - 00917958 AU - BAKUCKAS, JOHN AU - Federal Aviation Administration AU - National Technical Information Service AU - Federal Aviation Administration TI - FULL-SCALE TESTING AND ANALYSIS OF FUSELAGE STRUCTURE CONTAINING MULTIPLE CRACKS. PY - 2002 AB - No abstract provided. KW - Airplanes KW - Airworthiness KW - Fuselages KW - Maintenance KW - Testing UR - https://trid.trb.org/view/590729 ER - TY - RPRT AN - 00917761 AU - CRUZ, CRYSTAL AU - Federal Aviation Administration AU - National Technical Information Service TI - A LABORATORY COMPARISON OF CLOCKWISE AND COUNTER-CLOCKWISE RAPIDLY ROTATING SHIFT SCHEDULES.. PY - 2002 AB - No abstract provided. KW - Air traffic controllers KW - Shift systems KW - Shifts KW - United States UR - https://trid.trb.org/view/590637 ER - TY - RPRT AN - 00918059 AU - WALTERS, RICHARD AU - Federal Aviation Administration AU - National Technical Information Service TI - FIRE-RESISTANT CYANATE ESTER-EPOXY BLENDS. PY - 2002 AB - No abstract provided. KW - Aircraft cabins KW - Epoxy resins KW - Fire prevention KW - Fire resistant materials KW - Fires UR - https://trid.trb.org/view/590763 ER - TY - RPRT AN - 00917762 AU - Chaturvedi, Arvind K AU - Smith, Dudley R AU - Soper, John W AU - Canfield, Dennis V AU - Whinnery, James E AU - Federal Aviation Administration AU - National Technical Information Service TI - CHARACTERISTICS AND TOXICOLOGICAL PROCESSING OF POSTMORTEM PILOT SPECIMENS FROM FATAL CIVIL AVIATION ACCIDENTS. PY - 2002 AB - No abstract provided. KW - Air transportation crashes KW - Aircraft crash victims KW - Crash investigation KW - Forensic medicine KW - Forensic science KW - Research KW - Studies UR - http://ntl.bts.gov/lib/14000/14600/14621/ADA405378.pdf UR - https://trid.trb.org/view/590638 ER - TY - RPRT AN - 00917966 AU - Lewis, Russell J AU - Johnson, Robert D AU - Canfield, Dennis V AU - Federal Aviation Administration AU - National Technical Information Service TI - AN ACCURATE METHOD FOR THE DETERMINATION OF CARBON MONOXIDE IN POSTMORTEM BLOOD USING GC/TCD. T2 - ACCURATE METHOD FOR THE DETERMINATION OF CARBON MONOXIDE IN POSTMORTEM BLOOD USING GAS CHROMATOGRAPHY/THERMAL CONDUCTIVITY DETECTOR PY - 2002 AB - No abstract provided. KW - Air pilots KW - Air transportation crashes KW - Carbon monoxide KW - Forensic medicine KW - Gas chromatography KW - United States UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0215.pdf UR - https://trid.trb.org/view/590734 ER - TY - RPRT AN - 00929200 AU - Federal Railroad Administration AU - Department of Transportation AU - Federal Aviation Administration AU - Federal Highway Administration AU - United States Coast Guard TI - THE DEPARTMENT OF TRANSPORTATION ON CIVILIAN USE OF THE GLOBAL POSITIONING SYSTEM (GPS): THE NATIONWIDE DIFFERENTIAL GLOBAL POSITIONING SYSTEM. REPORT TO CONGRESS PY - 2002 SP - 14 p. AB - The U.S. Department of Transportation (DOT), in cooperation with other departments, is coordinating U.S. Government-provided Global Positioning System (GPS) civilian augmentation systems and improving the basic GPS service to civilian users. As an integral part of these efforts, DOT and the other departments fully support the wise and beneficial investments requested by the President for the Nationwide Differential Global Positioning System (NDGPS) and the provision of new civilian GPS signals. This report is provided to aid Congress in making the best choices for America. Chapter 1 discusses the NDGPS, including a description, background information, and costs and benefits. Chapter 2 addresses GPS modernization, including new civilian GPS signals. Topics covered include background, costs and benefits. KW - Benefits KW - Civilian applications KW - Costs KW - Global Positioning System KW - Modernization UR - http://www.fhwa.dot.gov/publications/research/operations/its/ndgps/congress/congress.cfm UR - https://trid.trb.org/view/719103 ER - TY - RPRT AN - 00912688 AU - Chaparro, Alex AU - Federal Aviation Administration AU - National Technical Information Service AU - NATIONAL INSTITUTE FOR AVIATION RESEARCH, WICHITA STATE UNIVERSITY UNDER CONTRACT NO. TI - SURVEY OF AVIATION TECHNICAL MANUALS, PHASE 2 REPORT: USER EVALUATION OF MAINTENANCE DOCUMENTS. T2 - USER EVALUATION OF MAINTENANCE DOCUMENTS PY - 2002 AB - No abstract provided. KW - Airplanes KW - Evaluation KW - Maintenance KW - Manuals KW - United States UR - http://ntl.bts.gov/lib/19000/19400/19452/PB2002107035.pdf UR - https://trid.trb.org/view/585807 ER - TY - RPRT AN - 00912773 AU - Robertson, S H AU - Federal Aviation Administration AU - National Technical Information Service TI - A STUDY OF TRANSPORT AIRPLANE CRASH-RESISTANT FUEL SYSTEMS. PY - 2002 AB - No abstract provided. KW - Crashworthiness KW - Fuel systems KW - Transport aircraft UR - https://trid.trb.org/view/585836 ER - TY - RPRT AN - 00912685 AU - JECK, RICHARD K AU - Federal Aviation Administration AU - National Technical Information Service TI - ICING DESIGN ENVELOPES (14 CFR PARTS 25 AND 29, APPENDIX C) CONVERTED TO A DISTANCE-BASED FORMAT. PY - 2002 AB - No abstract provided. KW - Airplanes KW - Ice prevention UR - http://ntl.bts.gov/lib/19000/19400/19451/PB2002107034.pdf UR - https://trid.trb.org/view/585806 ER - TY - RPRT AN - 00912626 AU - MOODY, R CLIF AU - VIZZINI, ANTHONY J AU - Federal Aviation Administration AU - National Technical Information Service TI - TEST AND ANALYSIS OF COMPOSITE SANDWICH PANELS WITH IMPACT DAMAGE. PY - 2002 AB - No abstract provided. KW - Airplanes KW - Composite materials KW - Materials KW - Sandwich construction KW - Testing UR - http://ntl.bts.gov/lib/19000/19300/19360/PB2002106283.pdf UR - https://trid.trb.org/view/585792 ER - TY - RPRT AN - 00912627 AU - Manning, Carol A AU - Federal Aviation Administration AU - National Technical Information Service TI - USING AIR TRAFFIC CONTROL TASKLOAD MEASURES AND COMMUNICATION EVENTS TO PREDICT SUBJECTIVE WORKLOAD. PY - 2002 AB - No abstract provided. KW - Air traffic controllers KW - Psychological tests KW - Psychology KW - United States UR - https://trid.trb.org/view/585793 ER - TY - RPRT AN - 00912462 AU - LACY, T E AU - SAMARAH, I K AU - TOMBLIN, J S AU - Federal Aviation Administration AU - National Technical Information Service TI - DAMAGE RESISTANCE CHARACTERIZATION OF SANDWICH COMPOSITES USING RESPONSE SURFACES. PY - 2002 AB - No abstract provided. KW - Aircraft exhaust gases KW - Airplanes KW - Analysis KW - Motors KW - Testing UR - http://ntl.bts.gov/lib/19000/19200/19285/PB2002105481.pdf UR - https://trid.trb.org/view/585730 ER - TY - RPRT AN - 00912578 AU - LYON, RICHARD E AU - WALTERS, RICHARD AU - Federal Aviation Administration AU - National Technical Information Service TI - A MICROSCALE COMBUSTION CALORIMETER. PY - 2002 AB - No abstract provided. KW - Aircraft cabins KW - Calorimeters UR - http://ntl.bts.gov/lib/19000/19200/19284/PB2002105480.pdf UR - https://trid.trb.org/view/585772 ER - TY - RPRT AN - 00912429 AU - REINHARDT, JOHN W AU - Federal Aviation Administration AU - National Technical Information Service TI - THE EVALUATION OF WATER MIST WITH AND WITHOUT NITROGEN AS AN AIRCRAFT CARGO COMPARTMENT FIRE SUPPRESSION SYSTEM. PY - 2002 AB - No abstract provided. KW - Air cargo KW - Air transportation KW - Aircraft cabins KW - Airplanes KW - Fires KW - Transport aircraft UR - https://trid.trb.org/view/585707 ER - TY - RPRT AN - 00912412 AU - Federal Aviation Administration AU - National Technical Information Service AU - GLOBE TECH, INC. AND THE FAA WILLIAM J. HUGHES TECHNICAL CENTER AIRPORT AND AIRCRAFT SAFETY RESEARCH AND DEVELOPMENT DIVISION. TI - OPTIONS TO THE USE OF HALONS FOR AIRCRAFT FIRE SUPPRESSION SYSTEMS--2002 UPDATE. PY - 2002 AB - No abstract provided. KW - Aircraft cabins KW - Fire extinguishing agents KW - Fires UR - http://ntl.bts.gov/lib/19000/19300/19334/PB2002105931.pdf UR - https://trid.trb.org/view/585696 ER - TY - RPRT AN - 00912274 AU - FERRELL, UMA D AU - FERRELL, THOMAS K AU - Federal Aviation Administration AU - National Technical Information Service AU - FERRELL AND ASSOCIATES CONSULTING, INC. UNDER CONTRACT NO. TI - SOFTWARE SERVICE HANDBOOK. PY - 2002 AB - No abstract provided. KW - Air transportation KW - Software KW - United States UR - http://ntl.bts.gov/lib/18000/18900/18948/PB2002103218.pdf UR - https://trid.trb.org/view/585645 ER - TY - RPRT AN - 01142922 AU - Ahlstrom, Vicki AU - Longo, Kelly AU - Truitt, Todd AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Human Factors Design Guide Update (Report Number DOT/FAA/CT-96/01): A Revision to Chapter 5 – Automation Guidelines PY - 2001/12//Final Report SP - 64p AB - This document contains an updated and expanded version of the Automation chapter of the Human Factors Design Guide. A research team of human factors experts evaluated the existing guidelines for relevance, clarity, and usability. The research team drafted new guidelines as necessary based on relevant sources and reorganized the document to increase usability. This resulted in extensive changes to the original document, including the addition of more than 100 new guidelines and 126 new sources. This report contains a brief introduction along with the modified guidelines. KW - Automation KW - Design KW - Guidelines KW - Human factors UR - http://ntl.bts.gov/lib/30000/30900/30981/CT0211.pdf UR - https://trid.trb.org/view/902753 ER - TY - RPRT AN - 01142921 AU - Sollenberger, Randy L AU - Della Rocco, Pamela S AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Tower Cab Metrics PY - 2001/12//Technical Note SP - 29p AB - This report is part of a continuing effort to develop human factors measures for different operational environments in the Federal Aviation Administration Air Traffic Control (ATC) system. Previous research at the William J. Hughes Technical Center Research Development and Human Factors Laboratory has focused on measures for the Terminal Radar Approach Control and en route radar environments (e.g., Sollenberger, Stein, & Gromelski, 1997; Vardaman & Stein, 1998). This work focuses on human factors measures for the local and ground controller positions in the Tower Cab environment. The authors reviewed a number of existing sources of measures that have been used in different ATC environments. The result is a proposed battery of objective and subjective candidate measures for the Tower Cab. In addition, they present an initial effort to develop behavioral rating scales for use by subject matter experts to evaluate performance in the Tower Cab environment. As a whole, these measures provide a broad look at performance for researchers to apply in a simulation environment. This allows for conducting experiments to obtain both baseline and comparison measures for assessing the effects of any proposed changes in technology, automation, or procedures. They must conduct more research to assess the validity and reliability of the proposed measures in the Tower Cab environment through continued usage in simulations. Future research should also develop metrics for the remaining positions in the Tower Cab. KW - Air traffic control KW - Air traffic controllers KW - Airport control towers KW - Human factors KW - Performance measurement UR - http://hf.tc.faa.gov/publications/2001-tower-cab-metrics/full_text.pdf UR - https://trid.trb.org/view/902778 ER - TY - RPRT AN - 00940510 AU - Federal Aviation Administration TI - AVIATION CAPACITY ENHANCEMENT PLAN 2001. BUILDING CAPACITY TODAY FOR SKIES OF TOMORROW PY - 2001/12 AB - The Aviation Capacity Enhancement (ACE) Plan is published annually by the Federal Aviation Administration (FAA) Office of System Capacity. Its purpose is to provide the aviation industry with a summary of significant accomplishments of FAA-related programs, technologies, and initiatives affecting the capacity of the National Airspace System. The ACE plans and audience consist of airports, airlines, aviation organizations, and academia that have a vested interest in U.S. aviation. Since forecasts are available only for fiscal years, all data relating to these forcasts are for those fiscal years. Other data, such as delays, are presented for the most recent calendar year. KW - Annual reviews KW - Aviation KW - Capacity restraint KW - Forecasting KW - Planning KW - Technology assessment UR - https://trid.trb.org/view/731801 ER - TY - RPRT AN - 00927667 AU - Peterson, L M AU - Bailey, L L AU - Willems, B F AU - Federal Aviation Administration AU - Federal Aviation Administration TI - CONTROLLER-TO-CONTROLLER COMMUNICATION AND COORDINATION TAXONOMY PY - 2001/12 SP - 12 p. AB - While previous research in the air traffic control (ATC) communications area has generally concentrated on controller-pilot communications, this program of research focuses on controller-to-controller communications. At the air route traffic control center (ARTCC), teams of two controllers, R-side and D-side, are required to communicate on a continuing basis to coordinate the duties of their sector. As modernization of the ATC system progresses, questions arise concerning the effects these changes will have on intra-enroute sector team (EST) communications. In anticipation of technology changes, the Federal Aviation Administration commissioned a series of studies investigating intra-EST communication. This initial study details the design and subsequent field testing of the Controller-to-Controller Communication and Coordination Taxonomy (C4T). The taxonomy is designed to capture the following general communication categories: Topic, Format (grammatical form), and Expression. The final taxonomy resulting from this research contains 12 ATC topics (i.e., Traffic, Altitude, etc.). Communication Grammatical Format contained 5 subcategories: Question, Answer, Statement, Command, and Command Answer. Communication Expression consisted of 3 subcategories: Verbal, Nonverbal or a combination of Verbal and Nonverbal, referred to as Both. A field study at an ARTCC was conducted with subject-matter experts coding intra-EST communications using the taxonomy described. Field observations were made at 18 different sectors between the hours of 07:00 and 019:00 based on moderate to high traffic levels. Descriptive statistics detail the results of the taxonomy's use in a field setting. Testing and further refinement of the taxonomy allows its use in both field and controlled experimental settings, provides a tool for training individuals to code C4T communications, and enables the establishment of a C4T baseline to investigate changes in communication patterns as modernization continues in the enroute ATC environment. KW - Air route traffic control centers KW - Air traffic controllers KW - Communication KW - Enroute traffic control KW - Field tests KW - Modernization KW - Taxonomy KW - Teams UR - http://ntl.bts.gov/lib/18000/18900/18959/PB2002103423.pdf UR - https://trid.trb.org/view/718672 ER - TY - RPRT AN - 00922856 AU - Gronlund, S D AU - Dougherty, MRP AU - Durso, F T AU - Canning, J M AU - SBC Technology Resources, Incorporated AU - Federal Aviation Administration TI - PLANNING IN AIR TRAFFIC CONTROL PY - 2001/12 SP - 30 p. AB - An experiment was conducted to examine the planning activity of en route air traffic controllers. Controllers were placed in the role of planners and verbalized a plan for controlling traffic to a tactician who implemented it. Planning, which is typically tacit, was thereby made explicit by distributing it across these two individuals. Verbalizations from the planner to the tactician were coded and summarized. The direction of plan management and the degree of plan systematics were influenced by the phase of the planning process and the predictability of the problem/environment. For the more predictable problems, planning began with a bottom-up picture building phase followed by a top-down plan development phase. The less-predictable problems also began as a bottom-up process, but management of the subsequent phases was characterized by equivalent bottom-up and top-down contribution. In addition, planning was more systematic for the more-predictable problems. This understanding of the planning activities of controllers can serve as an antecedent to the development of computer tools to aid planning. KW - Air traffic control KW - Air traffic controllers KW - Computer aided design KW - Planning KW - Problem solving UR - http://ntl.bts.gov/lib/18000/18900/18956/PB2002103420.pdf UR - https://trid.trb.org/view/707231 ER - TY - RPRT AN - 00922801 AU - Bailey, L L AU - Willems, B F AU - Peterson, L M AU - Civil Aerospace Medical Institute AU - Federal Aviation Administration TI - EFFECTS OF WORKLOAD AND DECISION SUPPORT AUTOMATION ON ENROUTE R-SIDE AND D-SIDE COMMUNICATION EXCHANGES PY - 2001/12 SP - n.p. AB - The Federal Aviation Administration (FAA) is introducing new decision technology, called decision support tools (DSTs), into the air traffic control (ATC) workforce. Although considerable research has been focused on the effects that DSTs will have on pilot-controller communications, relatively little research has been conducted on how DSTs will affect controller-controller communications. This study examined the effects that aircraft density and different types of DSTs have on the communication exchanges occurring within en route ATC teams. Two hypotheses guided the research: more communication exchanges will occur under high work load conditions, as compared with low work load conditions, and more communication exchanges will occur when using DSTs, as compared with not using DSTs. KW - Air traffic control KW - Communication and control KW - Decision making KW - Decision support systems KW - General aviation KW - Human factors KW - Human resources management KW - Workload UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0120.pdf UR - https://trid.trb.org/view/708149 ER - TY - RPRT AN - 00927353 AU - Jeck, R K AU - Federal Aviation Administration TI - HISTORY AND INTERPRETATION OF AIRCRAFT ICING INTENSITY DEFINITIONS AND FAA RULES FOR OPERATING ICING CONDITIONS PY - 2001/11 SP - 50 p. AB - The report traces the evolution of aircraft icing severity definitions and of the Federal Aviation Administration (FAA) regulations governing flight in icing conditions in order to understands the intent of each and how they relate to each other. There have been several changes in both the definitions and the regulations over time, and part of the problem is that the definitions have not been updated or clarified to account for current regulations. Much confusion has resulted and, in order to improve the situation, new and updated definitions have been recently proposed by a new working group established as part of the 1997 FAA In-Flight Icing Plan. KW - Aircraft operations KW - Deicing KW - Flight control systems KW - Flight dynamics KW - Icing KW - Regulations UR - https://trid.trb.org/view/718568 ER - TY - RPRT AN - 00927359 AU - Patterson, J W AU - Federal Aviation Administration TI - EVALUATION OF FIBER-OPTIC RUNWAY DISTANCE REMAINING (RDR) SIGNS PY - 2001/11 SP - 28 p. AB - The purpose of this project was to determine the effectiveness of fiber optic runway distance remaining (RDR) signs. An initial evaluation conducted revealed that the prototype fiber optic RDR signs were a significant enhancement over the traditional sign units currently installed across the country. To validate this findings, it was decided to conduct an in-service evaluation at Pittsburgh International Airport. The signs were installed for a 1-year period, at which time questionnaires were distributed to local pilots. The questionnaire responses showed that 93% of the pilots thought the signs were 'very effective' and that 79% of them thought that the signs were 'better than' the traditional RDR signs. Subjects used the terms 'sharper', 'clearer', and 'stood out better' frequently to explain the difference between the traditional signs and the fiber optic units. This technical note provides a summary of the results found during this evaluation, and suggests that fiber optic RDR signs be integrated into existing specifications so that they may be used as a safety enhancement at U.S. airports. KW - Airport operations KW - Airport runways KW - Fiber optics KW - Safety KW - Signs KW - Specifications KW - Standards UR - http://ntl.bts.gov/lib/18000/18800/18824/PB2002102165.pdf UR - https://trid.trb.org/view/718573 ER - TY - RPRT AN - 00927352 AU - Truitt, T R AU - Ahlstrom, V AU - Federal Aviation Administration TI - DEVELOPMENT OF A GENERIC GMCC SIMULATOR PY - 2001/11 SP - 50 p. AB - This document describes the development and current status of a high fidelity, human-in-the-loop simulator for Airway Facilities Maintenance Control Centers and Operations Control Centers. Applications include: event manager, maintenance automation system software, and a weather display. The simulator, based on existing airspace used in air traffic control simulations, is self-contained and generic in nature. Discussed are the advantages and uses for such a simulator and presented are maps, standard operating procedures, and scenarios. KW - Air traffic control KW - Air traffic control facilities KW - Airways KW - Automation KW - Control centers KW - Facilities KW - Maintenance equipment KW - Operations KW - Procedures KW - Simulation UR - http://ntl.bts.gov/lib/30000/30900/30994/TN0204.pdf UR - https://trid.trb.org/view/718567 ER - TY - RPRT AN - 00922802 AU - Corbett, C L AU - Civil Aerospace Medical Institute AU - Federal Aviation Administration TI - CARING FOR PRECIOUS CARGO, PART I: EMERGENCY AIRCRAFT EVACUATIONS WITH INFANTS ONTO INFLATABLE ESCAPE SLIDES PY - 2001/11 SP - 28 p. AB - Twenty-nine survivable aircraft accidents between 1970 and 1995 required the emergency evacuation of 67 infants. 34% of the infants received minor to fatal injuries. With the exception of full scale Type Certifications in which infant dolls are included but not studied, simulated emergency evacuations and evacuation research rarely include infants and young children. The purpose of this study was to determine the most favorable protocol for the evacuation of infants via an inflatable emergency evacuation slide. Simulated emergency evacuations were conducted from the Civil Aerospace Medical Institute Aircraft Evacuation Facility, using a Type I exit fitted with a Boeing 737 evacuation slide. 6 groups of 32 adult evacuees participated in 6 evacuation trials. 8 evacuees in each group carried one of 8 dummies representative of infants ranging from 2 to 24 months old. On the first and last trials, no instructions were given as to how the dummies should be carried or how to board the slide. The intervening trials included instructions to carry the dummy horizontally or vertically and to jump onto the slide or sit on the slide to board. Results were analyzed with respect to speed of egress relative to the effects of the carrying and boarding positions. Subject responses to a questionnaire regarding comfort and safety were also analyzed. KW - Air transportation crashes KW - Aviation safety KW - Children KW - Emergency training KW - Evacuation KW - Infants UR - http://ntl.bts.gov/lib/18000/18900/18958/PB2002103422.pdf UR - https://trid.trb.org/view/707221 ER - TY - RPRT AN - 00922804 AU - Timmerman, J AU - Rockwell Collins, Incorporated AU - Federal Aviation Administration TI - RUNWAY INCURSION PREVENTION SYSTEM ADS-B AND DGPS DATA LINK ANALYSIS DALLAS-FORT WORTH INTERNATIONAL AIRPORTS PY - 2001/11 SP - 42 p. AB - A Runway Incursion Prevention System (RIPS) was tested at the Dallas-Fort Worth International Airport in October 2000. The system integrated airborne and ground components to provide both pilots and controllers with enhanced situational awareness, supplemental guidance cues, a real time display of traffic information, and warning of runway incursions in order to prevent runway incidents while also improving operational capability. Rockwell Collins provided and supported a prototype Automatic Dependent Surveillance- (ADS-B) system using 1090 MHz and a prototype Differential GPS (DGPS) system onboard the NASA Boeing 757 research aircraft. This report describes the Rockwell Collins contributions to the RIPS flight test, summarizes the development process, and analyzes both ADS-B and DGPS data collected during the flight test. Results are reported on interoperability tests conducted between the NASA Advanced General Aviation Transport Experiments (AGATE) ADS-B flight test system and the NASA Boeing 757 ADS-B system. KW - Air traffic controllers KW - Airborne navigational aids KW - Airport capacity KW - Airport operations KW - Airport runways KW - Aviation safety KW - Global Positioning System KW - Incident management KW - Real time information KW - Traffic incidents UR - https://trid.trb.org/view/707223 ER - TY - ABST AN - 01569551 TI - RFID Hazard Assessment & Lithium Battery Packaging Performance AB - No summary provided. KW - Hazard evaluation KW - Lithium batteries KW - Packaging KW - Radio frequency identification UR - https://trid.trb.org/view/1361057 ER - TY - RPRT AN - 01325122 AU - Rudis, Robert P AU - Wang, Frank Y AU - Daskalakis, Anastasios C AU - Volpe National Transportation Systems Center AU - Federal Aviation Administration AU - National Aeronautics and Space Administration TI - Status Report - SOCRATES Concept Exploration Effort PY - 2001/10//Final Report SP - 31p AB - Project SOCRATES, development of a technology to detect hypothesized acoustic emanations from wake vortices, has been underway for more than four years. This report discusses several aspects of this project including the current level of knowledge concerning wake vortex acoustic properties, SOCRATES detection technology, and wake turbulence sensor deployment issues. Three recommendations are offered to restructure the programmatic approach of Project SOCRATES to reduce the high risk and high cost should the government decide to continue to pursue this program. KW - Acoustic measuring instruments KW - Acoustic waves KW - Acoustics KW - Aviation KW - Civil aviation KW - Planning KW - Turbulence KW - Wakes UR - http://ntl.bts.gov/lib/35000/35000/35072/DOT-VNTSC-RSPA-01-04.pdf UR - https://trid.trb.org/view/1085937 ER - TY - RPRT AN - 00927666 AU - Mejdal, S AU - McCauley, M E AU - Beringer, D B AU - Federal Aviation Administration AU - Monterey Technologies, Incorporated TI - HUMAN FACTORS DESIGN GUIDELINES FOR MULTIFUNCTION DISPLAYS PY - 2001/10 SP - 77 p. AB - References related to the design of multifunction displays (MFDs) are summarized into a series of human factors design guidelines. These are presented in a number of sections, which include: general guidelines, the design process, air traffic displays, weather displays, navigation displays, MFD menu organization, automation, individual displays, and general design principles for aircraft displays. Particularly relevant data graphs are included to illustrate some of the recommendations. These sections are followed by samples from the extant body of guidelines and standards. KW - Air traffic KW - Aircraft KW - Automation KW - Design standards KW - Guidelines KW - Human factors KW - Information display systems KW - Multifunction displays KW - Navigation systems KW - Onboard navigational aids KW - Recommendations KW - Weather UR - http://ntl.bts.gov/lib/18000/18900/18957/PB2002103421.pdf UR - https://trid.trb.org/view/718671 ER - TY - RPRT AN - 00927360 AU - Magyarits, S AU - Kopardekar, P AU - Sacco, N AU - Carmen, K AU - Federal Aviation Administration TI - SIMULTANEOUS OFFSET INSTRUMENT APPROACHES AT NEWARK INTERNATIONAL AIRPORT: AN AIRSPACE FEASIBILITY STUDY PY - 2001/10 SP - 43 p. AB - A real time human-in-the-loop study of simultaneous offset instrument approaches (SOIA) was conducted at the Hughes Technical Center in Atlantic City, NJ, August 14 through 17, 2000. The purpose of the study was to assess the operational feasibility of the air traffic control to support dual feed operations to Newark International Airport (EWR) with a straight-in approach to Runway 4R and an offset localizer directional aid with glideslope approach to Runway 4L with no changes to the current EWR airspace configuration. Five Certified Professional Controllers and one Operational Supervisor participated in the study to evaluate the feasibility of conducting SOIA within the EWR airspace boundaries. It was determined that, under the current airspace configuration, dual feed SOIA operations are not feasible. If certain traffic flows could be flip-flopped within the EWR airspace, the procedure may be able to provide the benefits for which it was intended. KW - Air traffic control KW - Airport terminals KW - Airspace utilization KW - Approach control KW - Feasibility analysis KW - Instrument landing systems UR - https://trid.trb.org/view/718574 ER - TY - RPRT AN - 01099632 AU - Tropiano, Donna M AU - Wilson, Diane AU - Federal Aviation Administration AU - Federal Aviation Administration AU - Dynamic Security Concepts, Incorporated TI - Aviation Security Research and Development Division (AAR-500) Contract Management Handbook PY - 2001/09/21 SP - 62p AB - The Federal Aviation Administration's (FAA's) Acquisition Management System (AMS) was established to dramatically improve the agency's acquisition process by creating a framework for informed and innovative decision-making. The AMS provides extensive guidance regarding the FAA's procurement system. The stated goal of the procurement system is 'to obtain high quality products, services, and real property in a timely, cost effective manner, at prices that are fair and reasonable.' The Aviation Security Research and Development Division (AAR-500) recognized the need to supplement the policy and guidance provided by the AMS by identifying internal processes. This Handbook meets that need by clearly defining AAR-500 personnel roles, responsibilities, and process activities that uphold the procurement policy of the agency. KW - Acquisitions management KW - Contracts KW - Handbooks KW - Procurement KW - U.S. Federal Aviation Administration UR - http://ntl.bts.gov/lib/18000/18800/18839/PB2002102247.pdf UR - https://trid.trb.org/view/851843 ER - TY - RPRT AN - 01104280 AU - Walters, Richard N AU - Galaxy Scientific Corporation AU - Federal Aviation Administration TI - Molar Group Contributions to the Heat of Combustion PY - 2001/09//Technical Report SP - 18p AB - Experimental results for the gross heat of combustion of over 140 commercial and developmental polymers and small molecules of known chemical structures were used to derive additive molar group contributions. Predicted gross heats of combustion were within 2.5 percent of the values measured by oxygen bomb calorimetry. KW - Calorimetry KW - Combustion KW - Fires KW - Flammability KW - Flammability tests KW - Heat KW - Internal combustion engines KW - Oxygen KW - Polymers UR - http://ntl.bts.gov/lib/18000/18900/18993/PB2002103685.pdf UR - https://trid.trb.org/view/863638 ER - TY - RPRT AN - 01103219 AU - Yang, Charles AU - Tomblin, John S AU - Wichita State University AU - Federal Aviation Administration TI - Investigation of Adhesive Behavior in Aircraft Applications PY - 2001/09//Final Report SP - 52p AB - There are two parts included in this report. The first part evaluates the most commonly used test method for adhesive properties, ADTM D 5656. Standard Test Method for Thick-Adherend Metal Lap-Shear Joints for Determination of the Stress-Strain Behavior of Adhesives in Shear by Tension Loading. Finite element analyses were conducted to simulate the specimen behavior following the ASTM procedures. It was found that deviations of the measured adhesive shear modulus from the true value can be as large as 20% if corrections are not made. Correction factors based on different bondline thicknesses and adhesive properties are provided in the report. There are generally three failure modes of adhesive-bonded composite joints: (1) adherend failure, (2) adhesive failure of the adhesive, and (3) cohesive failure of the adhesive. The second part of this report provides (1) an analytical model for predicting stress distributions within an adhesive-bonded composite joint using ASTM D 3165 test specimen dimensions and (2) a method for predicting joint strength under the adherend failure mode. The analytical model was verified using a finite element model and comparing the adhesive stress distributions of the two analyses. A failure analysis was conducted based on four failure criteria. Predicted strengths were compared with test data. It was shown that the maximum interlaminar axial tensile stress criteria predict the joint strength better than Tsai-Hill and von Mises criteria. KW - Adhesion KW - Adhesive strength KW - Adhesives KW - Aircraft KW - Aircraft pilotage KW - Behavior KW - Failure analysis KW - Joints (Engineering) KW - Test procedures UR - http://ntl.bts.gov/lib/18000/18600/18638/PB2002101126.pdf UR - https://trid.trb.org/view/860759 ER - TY - RPRT AN - 01074108 AU - Federal Aviation Administration TI - Cincinnati/Northern Kentucky International Airport, Section 303c evaluation : environmental impact statement PY - 2001/09//Volumes held: Draft(2v), Draft Appendix(3v), Final(7v),Maps B1 KW - Environmental impact statements KW - Kentucky UR - https://trid.trb.org/view/833502 ER - TY - RPRT AN - 00921354 AU - Federal Aviation Administration TI - ENHANCED AIRWORTHINESS PROGRAM FOR AIRPLANE SYSTEMS PY - 2001/08/16 SP - 42 p. AB - Safety concerns about aging wiring systems in airplanes were brought to the forefront of public and governmental attention by an accident involving a Boeing Model 747-131 airplane, operated as TWA Flight 800, on July 17, 1996. That accident prompted the FAA to initiate investigations into fuel tank wiring, and to strengthen its focus on aging wiring in general. The probability that inadequate maintenance, contamination, improper repair or mechanical damage, in addition to aging, has occurred to a wiring system will increase over time. To add to existing knowledge about aging wiring, the aging non-structural study team was expanded . To facilitate the completion of this Aging Transport Non-Structural Systems Plan, the FAA established a formal advisory committee in 1999. The committee has gathered data about aging wiring systems and provided the FAA with recommendation on how to better manage them. This new information will be distributed to every level of airplane manufacturers, operators, repair stations, and FAA to ensure that the highest standards of safety are retained. Voluntary compliance will be encouraged and facilitated, but rulemaking will ensure continuing airworthiness in an aging airplane fleet. KW - Aging (Materials) KW - Airworthiness KW - Aviation safety KW - Degradation failures KW - Maintenance management KW - Wiring UR - https://trid.trb.org/view/706640 ER - TY - RPRT AN - 00823182 AU - Federal Aviation Administration TI - ENHANCED AIRWORTHINESS PROGRAM FOR AIRPLANE SYSTEMS PY - 2001/08/16 SP - 38 p. AB - The Enhanced Airworthiness Program for Airplane Systems (EAPAS) addresses the realities of an aging transport airplane fleet. These realities include not only airworthiness safety concerns about the large number of operating airplanes now ten to thirty years old, but also about the future state of airplanes being designed and built now, which will someday be considered aged. The current focus of this program revolves around aging wiring systems. The failure of electrical wiring may lead to loss of function or smoke and/or fire. Wire degradation can occur with age and be accelerated by exposure to moisture, vibration and mechanical stress, and temperature variation. Over time, the possibilities increase that improper installation or repair, contamination, or inadequate maintenance has caused further exposure to these conditions. In addition, wiring assemblies that were certified safe when designed may, over the years, be transformed in their construction by rerouting or other modifications that diverge from the original safe design philosophy. Section 2 of this report outlines the near term and long term actions needed (the plan strategy). Section 3 defines the tasks and schedules for implementing this plan, listing them under the topics of training, maintenance, design, research and development, wire reporting, information sharing and outreach, oversight, and rulemaking. Section 4 presents the conclusions of the report. KW - Aging (Materials) KW - Aircraft KW - Airplanes KW - Airworthiness KW - Aviation safety KW - Contaminants KW - Data sharing KW - Degradation (Thermodynamics) KW - Design KW - Development KW - Electrical wiring KW - Installation KW - Maintenance KW - Oversight KW - Repairing KW - Reports KW - Research KW - Strategic planning KW - Stresses KW - Temperature KW - Training KW - Vibration KW - Water in the atmosphere UR - http://ntl.bts.gov/lib/18000/18800/18868/PB2002102435.pdf UR - https://trid.trb.org/view/713326 ER - TY - RPRT AN - 01566452 AU - Gallagher, Donald W AU - Federal Aviation Administration AU - Federal Aviation Administration TI - In-Pavement Light Emitting Diode (LED) Light Strip Evaluation PY - 2001/08//Interim Report SP - 16p AB - Painted markings on runways, taxiways, and apron surfaces are often obliterated, particularly at night, when covered by even a thin layer of water or other forms of precipitation. An effective method for delineating critical areas and/or locations on the airport surface is essential. Recently developed usage of light emitting diode (LED) light sources have been the encapsulation of a "string" of LED lights to provide a continuous light strip. These strips can be readily embedded within, and virtually flush with, the pavement surface. Properly installed, they should be completely compatible with snowplow operations and, being sealed or encapsulated, would require only a minimum of maintenance. LED devices require comparatively low levels of power and have demonstrated minimal failure rates in service. A test LED-strip configuration was installed in the form of a parking location "T" at the number one parking spot on the apron area of the Federal Aviation Administration William J. Hughes Technical Center. It was comprised of five 3-meter (10-foot) sections, or strips, forming the crossbar of the T and an additional nine sections forming the "tail" of the T. Experienced pilots and lighting personnel participated in a subjective evaluation consisting of a series of questions to evaluate the parking location configuration. All participants felt that they could see and identify the LED-strip lighting in time to easily execute the approach to the parking spot. All participants felt the LED lighting presentation was sufficiently clear and it identified the location for what it was, a parking position. All but one of the participants rated this proposed addition/modification to painted surface markings as "well worth while," one rated it "marginal help." In conclusion, operationally, the LED light strips do enhance airport paint markings. This technology can be acquired from a much farther distance than paint markings. Another major advantage of this technology is its visibility when covered with standing water, whereas paint markings become obliterated. On the issue of snow covering, however, this technology becomes obliterated the same as paint markings. KW - Airport runways KW - Aprons (Airports) KW - Encapsulation KW - Field studies KW - Light emitting diodes KW - Road markings KW - Taxiways KW - Visibility UR - http://www.faa.gov/about/initiatives/maintenance_hf/library/documents/media/human_factors_maintenance/led.pdf UR - https://trid.trb.org/view/1355554 ER - TY - RPRT AN - 01100710 AU - Burns, Michael AU - Cavage, William M AU - Federal Aviation Administration TI - Ground and Flight Testing of a Boeing 737 Center Wing Fuel Tank Inerted With Nitrogen-Enriched Air PY - 2001/08//Final Report SP - 34p AB - A series of aircraft flight and ground tests were performed by the Federal Aviation Administration (FAA) and the Boeing Company to evaluate the effectiveness of ground-based inerting (GBI) as a means of reducing the flammability of fuel tanks in the commercial transport fleet. Boeing made available a model 737-700 for modification and testing. A nitrogen-enriched air (NEA) distribution manifold, designed, built, and installed by Boeing, allowed for deposit of the ground-based NEA into the center wing tank (CWT). The fuel tank was instrumented with gas sample tubing and thermocouples to allow for a measurement of fuel tank inerting and heating during the testing. The FAA developed an in-flight gas-sampling system, integrated with eight oxygen analyzers, to continuously monitor the ullage oxygen concentration at eight different locations. Other data such as fuel load, air speed, altitude, and similar flight parameters were made available from the aircraft data bus. A series of ten tests were performed (five flight, five ground) under different ground and flight conditions to demonstrate the ability of GBI to reduce fuel tank flammability. The CWT was inerted with NEA to approximately 8% oxygen concentration by volume for each test. The aircraft condition was then set (fuel load, wind condition, and flight condition), and the oxygen concentration in the CWT was continuously monitored. Results showed that, under quiescent conditions, the oxygen concentration in the fuel tank remained somewhat constant, keeping the CWT inert (below 10 to 12% oxygen by volume) for relatively long periods of time. However, due to the cross venting configuration of Boeing aircraft, certain wind conditions created cross venting within the CWT which allowed for significant increases in the oxygen concentration. Some flight conditions also contributed to cross venting and created high oxygen concentrations within the fuel tank. A modification to the vent system prevented cross flow within the CWT and created a significant increase in the amount of the time the tank remained below 10% oxygen, even at low to moderate fuel loads. KW - Aircraft industry KW - Boeing 737 aircraft KW - Flammability KW - Flight tests KW - Fuel tanks KW - Inert gas systems KW - Nitrogen KW - Oxygen UR - http://ntl.bts.gov/lib/18000/18600/18639/PB2002101127.pdf UR - https://trid.trb.org/view/860151 ER - TY - RPRT AN - 01074066 AU - Federal Aviation Administration TI - Hartsfield Atlanta International Airport, 9,000-foot fifth runway and associated projects : environmental impact statement PY - 2001/08//Volumes held: Draft(2v), Final(3v) KW - Environmental impact statements KW - Georgia UR - https://trid.trb.org/view/833460 ER - TY - RPRT AN - 01074005 AU - Federal Aviation Administration TI - Chicago Terminal Airspace Project (CTAP) : environmental impact statement PY - 2001/08//Volumes held: Draft, Final KW - Environmental impact statements KW - Illinois UR - https://trid.trb.org/view/833399 ER - TY - RPRT AN - 00927665 AU - Antunano, M J AU - Wade, K AU - Federal Aviation Administration TI - INDEX OF INTERNATIONAL PUBLICATIONS IN AEROSPACE MEDICINE PY - 2001/08 SP - 45 p. AB - This report consists of 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, 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 and Regulatory Information in Aerospace Medicine and Related Disciplines. KW - Aerospace industry KW - Aviation medicine KW - Bibliographies KW - Databases KW - Governments KW - Human factors KW - Indexes (Information management) KW - International KW - Periodicals KW - Physiology KW - Psychology KW - Regulations UR - http://ntl.bts.gov/lib/11000/11700/11721/0115.pdf UR - https://trid.trb.org/view/718670 ER - TY - RPRT AN - 00927663 AU - Williams, K W AU - Federal Aviation Administration TI - QUALIFICATION GUIDELINES FOR PERSONAL COMPUTER-BASED AVIATION TRAINING DEVICES: PRIVATE PILOT CERTIFICATE PY - 2001/07 SP - 77 p. AB - As part of the development of qualification guidelines for a personal computer-based aviation training device (PCATD), a task analysis of flight tasks for the private pilot certificate has been completed and is reported in this paper. The primary goal of the task analysis was to identify training device requirements for supporting specific private pilot maneuvers. Before PCATDs can be authorized for use as qualified and approved training devices within a private pilot flight training course, a set of qualification guidelines must be developed for use by the FAA in evaluating such potential training devices. This task analysis constitutes the first steps in the development of those qualification guidelines. KW - Air pilots KW - Certification KW - Computer aided instruction KW - General aviation KW - Guidelines KW - Personal computers KW - Qualifications KW - Task analysis KW - Training UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0113.pdf UR - https://trid.trb.org/view/718668 ER - TY - RPRT AN - 00927664 AU - Nakagawara, V B AU - Montgomery, R W AU - Wood, K J AU - Federal Aviation Administration TI - AVIATION ACCIDENTS AND INCIDENTS ASSOCIATED WITH THE USE OF OPHTHALMIC DEVICES BY CIVILIAN PILOTS PY - 2001/07 SP - 13 p. AB - Approximately 54% of civilian pilots rely on ophthalmic lenses to correct defective vision and maintain a valid airman medical certificate. The use of these devices can potentially create operational problems in an aviation environment. This report reviews aviation accidents and incidents in which ophthalmic lenses used by civilian pilots were contributing factors in the mishaps between 1 January 1980 and 31 December 1998. The National Transportation Safety Board's (NTSB's) Aviation Accident/Incident Database and the Federal Aviation Administration's (FAA's) Incident Data System were queried for terms related to ophthalmic lenses for the period 1980-1998. All reports annotated with ophthalmic terms were reviewed and stratified based on the type of ophthalmic correction used and if the device was determined to be a factor in the mishap. Additionally, the Aviation Safety Reporting System (ASRS), which allows aviation personnel to report actual or potential discrepancies and deficiencies involving the safety of aviation operations, was similarly queried and reviewed for the period 1988-98. The NTSB and FAA databases included 16 mishaps in which factors, such as lost/broken eyeglasses, problems with sunglasses, incompatibility with personal protective breathing equipment, adaptation difficulties, inappropriate ophthalmic prescriptions and contact lenses, were found to be contributing factors in aviation accidents or incidents. Aviation personnel voluntarily submitted 26 ASRS reports describing operational problems involving traditional ophthalmic devices that adversely affected aviation safety. Results indicate that ophthalmic devices used by pilots have contributed to aviation accidents and incidents. The review and reporting of these mishaps and self-reported operational problems provide important information that may be used to educate flight crewmembers, aviation medical examiners, and eyecare practitioners about the potential hazards of using inappropriate ophthalmic devices. Recommendations that can assist pilots in avoiding similar hazardous situations and enhance aviation safety are discussed. KW - Air pilots KW - Air transportation crashes KW - Aviation medicine KW - Aviation safety KW - Contact lenses KW - Crash causes KW - Crash reports KW - Eyeglasses KW - Vision disorders UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0114.pdf UR - http://ntl.bts.gov/lib/14000/14500/14504/ADA396122.pdf UR - https://trid.trb.org/view/718669 ER - TY - RPRT AN - 00927660 AU - Manning, C A AU - Mills, S H AU - Fox, C AU - Pfleiderer, E AU - Mogilka, H J AU - Federal Aviation Administration AU - SBC Technology Resources, Incorporated AU - Federal Aviation Administration Academy TI - INVESTIGATING THE VALIDITY OF PERFORMANCE AND OBJECTIVE WORKLOAD EVALUATION RESEARCH (POWER) PY - 2001/07 SP - 40 p. AB - Performance and Objective Workload Evaluation Research (POWER) software was developed to provide objective measures of ATC taskload and performance. POWER uses data extracted from National Airspace System (NAS) System Analysis Recording (SAR) files to compute a set of objective measures. A study was conducted to investigate the relationship of POWER measures with measures of sector complexity, controller workload, and performance. Sixteen instructors from the FAA Academy in Oklahoma City, OK, watched eight traffic samples from four en route sectors in the Kansas City Center using the Systematic Air Traffic Operations Research Initiative (SATORI) system. POWER measures were computed using the same data. Participants made three estimates of the workload experienced by radar controllers and provided two types of assessments of their performance. Sector complexity was determined using information about sector characteristics and the traffic samples. Some POWER measures were related to sector complexity and controller workload, but the relationship with performance was less clear. While this exploratory study provides important information about the POWER measures, additional research is needed to better understand these relationships. When the properties and limitations of these measures are better understood, they may then be used to calculate baseline measures for the current National Airspace System. KW - Air traffic controllers KW - Enroute traffic control KW - Human error KW - National Airspace System KW - Personnel performance KW - POWER (Computer program) KW - Radar air traffic control KW - Software KW - Taskload KW - Workload UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0110.pdf UR - https://trid.trb.org/view/718665 ER - TY - RPRT AN - 00927661 AU - Fiedler, E R AU - Orme, D R AU - Mills, W AU - Patterson, J C AU - Federal Aviation Administration AU - School of Aerospace Medicine TI - ASSESSMENT OF HEAD-INJURED AIRCREW: COMPARISON OF FAA AND USAF PROCEDURES PY - 2001/07 SP - 10 p. AB - The Federal Aviation Administration and the United States Air Force are similarly charged with determining whether aviators who have sustained head injuries are medically qualified to return to flying. The purpose of this paper is to first explain the major differences in missions between the USAF and the FAA, and then outline these procedures and rules, note their similarities and differences, address the strengths and weaknesses of each approach, and discuss the possible reconciliation of these differences. Finally, brief case material are presented to illustrate both evaluation methods. KW - Air pilots KW - Aviation medicine KW - Cognitive impairment KW - Disability evaluation KW - Flight crews KW - Head KW - Injuries KW - Medical case reports KW - Military aviation KW - U.S. Federal Aviation Administration KW - United States Air Force UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0111.pdf UR - https://trid.trb.org/view/718666 ER - TY - CONF AN - 00815712 JO - Transportation Research Circular PB - Transportation Research Board AU - Henry, T AU - Transportation Research Board TI - ROLES AND RESPONSIBILITIES IN WEATHER DECISION MAKING: THE CONTROLLER'S PERSPECTIVE PY - 2001/07 SP - p. 52-54 AB - This presentation discusses, from the air traffic controller's perspective, the following topics: getting pilot weather feedback through the system; handling traffic in bad weather; and the unique safety concerns controllers face with volume and complexity. Weather feedback is simply a matter of receiving and announcing weather advisories to whomever the controller happens to be advising. The last two topics are more difficult and involve increased communication and coordination as the weather gets worse and things get busier. U1 - Aviation Gridlock: Understanding the Options and Seeking Solutions. Phase III: Weather and Weather TechnologyFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20010516 EndDate:20010516 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Air traffic control KW - Air traffic controllers KW - Air traffic volume KW - Airline pilots KW - Aviation safety KW - Communication and control KW - Coordination KW - Information dissemination KW - Perspective (Point of view) KW - Weather conditions UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec034/ec034.pdf UR - https://trid.trb.org/view/692481 ER - TY - CONF AN - 00815714 JO - Transportation Research Circular PB - Transportation Research Board AU - Kies, J AU - Transportation Research Board TI - ROLES AND RESPONSIBILITIES IN WEATHER DECISION MAKING: FAA COMMAND CENTER PY - 2001/07 SP - p. 64-67 AB - This presentation discusses the role of the Federal Aviation Administration's Air Traffic Control System Command Center (ATCSCC) in meeting the severe weather challenges that can and do disrupt the normal and organized movement of air traffic and that do significantly increase the workload at impacted facilities. The ATCSCC has established the strategic planning and severe weather management teams, composed of specialists who implement procedures designed to optimize the use of available airspace during severe weather. The ATCSCC has also developed use of the Internet. U1 - Aviation Gridlock: Understanding the Options and Seeking Solutions. Phase III: Weather and Weather TechnologyFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20010516 EndDate:20010516 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Air Traffic Control System Command Center KW - Aviation safety KW - Internet KW - Meteorology KW - Strategic planning KW - U.S. Federal Aviation Administration KW - Weather UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec034/ec034.pdf UR - https://trid.trb.org/view/692483 ER - TY - CONF AN - 00815716 JO - Transportation Research Circular PB - Transportation Research Board AU - Foote, G B AU - Transportation Research Board TI - ADVANCES IN WEATHER TECHNOLOGY: CURRENT TECHNOLOGIES PY - 2001/07 SP - p. 83-93 AB - This presentation discusses advances in weather technology in the following areas: thunderstorm forecasting; turbulence forecasting; icing aloft; snowfall and ground deicing; ceiling and visibility; oceanic weather; Internet dissemination of weather information; and cockpit dissemination of weather information. Concluding comments concern the transfer of research and development results to operations. U1 - Aviation Gridlock: Understanding the Options and Seeking Solutions. Phase III: Weather and Weather TechnologyFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20010516 EndDate:20010516 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Aircraft operations KW - Aviation safety KW - Cockpits KW - Deicing KW - Icing KW - Information dissemination KW - Internet KW - Oceanic weather KW - Snowfall KW - Technological innovations KW - Technology transfer KW - Thunderstorms KW - Turbulence KW - Visibility KW - Weather KW - Weather forecasting UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec034/ec034.pdf UR - https://trid.trb.org/view/692485 ER - TY - CONF AN - 00815715 JO - Transportation Research Circular PB - Transportation Research Board AU - Kelly, J J AU - Transportation Research Board TI - ADVANCES IN WEATHER TECHNOLOGY: NATIONAL WEATHER SERVICE PY - 2001/07 SP - p. 78-82 AB - This presentation discusses the role of the National Weather Service (NWS) in the nation's national airspace system. The NWS is a vital component of a government/private sector partnership dedicated to improving aviation safety. Each year it produces about 900,000 forecasts for the nation's airports. The discussion covers the past, present and future of the NWS. U1 - Aviation Gridlock: Understanding the Options and Seeking Solutions. Phase III: Weather and Weather TechnologyFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20010516 EndDate:20010516 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Aviation safety KW - Meteorology KW - National Airspace System KW - Public private partnerships KW - U.S. National Weather Service KW - Weather forecasting UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec034/ec034.pdf UR - https://trid.trb.org/view/692484 ER - TY - CONF AN - 00815713 JO - Transportation Research Circular PB - Transportation Research Board AU - Krauter, A AU - Transportation Research Board TI - ROLES AND RESPONSIBILITIES IN WEATHER DECISION MAKING: THE DISPATCHER'S PERSPECTIVE PY - 2001/07 SP - p. 55-63 AB - This presentation discusses the aircraft dispatcher's role as it relates to weather decision making. An overview is given of what an aircraft dispatcher is, followed by a discussion of how the dispatcher interfaces with the Federal Aviation Administration and the strategic planning team. U1 - Aviation Gridlock: Understanding the Options and Seeking Solutions. Phase III: Weather and Weather TechnologyFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20010516 EndDate:20010516 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Aviation safety KW - Communication and control KW - Decision making KW - Dispatchers KW - Perspective (Point of view) KW - Strategic planning KW - U.S. Federal Aviation Administration KW - Weather UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec034/ec034.pdf UR - https://trid.trb.org/view/692482 ER - TY - CONF AN - 00815717 JO - Transportation Research Circular PB - Transportation Research Board AU - Lewis, M S AU - Transportation Research Board TI - ADVANCES IN WEATHER TECHNOLOGY: NATIONAL AERONAUTICS AND SPACE ADMINISTRATION PY - 2001/07 SP - p. 94-105 AB - This presentation discusses some of the aviation safety research and development (R&D) that is going on at the National Aeronautics and Space Administration (NASA). The discussion considers three subject areas which impact aviation system capacity and are related to weather technology: wake vortex spacing; cockpit graphical weather information displays; and visibility forecasting. Other R&D areas are briefly discussed. U1 - Aviation Gridlock: Understanding the Options and Seeking Solutions. Phase III: Weather and Weather TechnologyFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20010516 EndDate:20010516 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Aviation safety KW - Cockpits KW - Development KW - Forecasting KW - Information display systems KW - Research KW - U.S. National Aeronautics and Space Administration KW - Visibility KW - Wakes KW - Weather UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec034/ec034.pdf UR - https://trid.trb.org/view/692486 ER - TY - CONF AN - 00815709 JO - Transportation Research Circular PB - Transportation Research Board AU - Sinha, A N AU - Transportation Research Board TI - WEATHER AND ITS ROLE IN AVIATION DELAYS AND SAFETY: ANATOMY OF A WEATHER DELAY PY - 2001/07 SP - p. 7-22 AB - This presentation discusses the "anatomy of weather delay." The two key elements are the forecasting of severe weather and the impact of severe weather on national airspace system (NAS) operations. Two perspectives are presented, one from the meteorological perspective of what do we know about weather and what kind of weather forecasting we can do, and the other from the perspective of how to use weather forecasting operationally to control traffic. U1 - Aviation Gridlock: Understanding the Options and Seeking Solutions. Phase III: Weather and Weather TechnologyFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20010516 EndDate:20010516 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Air traffic control KW - Aircraft operations KW - Aviation KW - Flight delays KW - Impacts KW - Meteorology KW - National Airspace System KW - Weather KW - Weather forecasting UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec034/ec034.pdf UR - https://trid.trb.org/view/692478 ER - TY - CONF AN - 00815711 JO - Transportation Research Circular PB - Transportation Research Board AU - McCarthy, J AU - Transportation Research Board TI - WEATHER AND ITS ROLE IN AVIATION DELAYS AND SAFETY: FREQUENCY OF WEATHER DELAYS: AN ANALYSIS PY - 2001/07 SP - p. 29-42 AB - This presentation begins by discussing the types of aviation weather delays, geographical impacts on delay, and causes of delay. Attention is then focused on statistics showing that weather is still a factor in aviation accidents. The discussion then turns to weather forecasting, with comments on the National Convective Weather Forecast Product, the Corridor Integrated Weather System, and the Integrated Terminal Weather System. U1 - Aviation Gridlock: Understanding the Options and Seeking Solutions. Phase III: Weather and Weather TechnologyFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20010516 EndDate:20010516 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Air transportation crashes KW - Aviation KW - Flight delays KW - Geography KW - Weather KW - Weather forecasting UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec034/ec034.pdf UR - https://trid.trb.org/view/692480 ER - TY - CONF AN - 00815708 JO - Transportation Research Circular PB - Transportation Research Board AU - Transportation Research Board TI - AVIATION GRIDLOCK: UNDERSTANDING THE OPTIONS AND SEEKING SOLUTIONS. PHASE III: WEATHER AND WEATHER TECHNOLOGY. SEMINAR PROCEEDINGS, MAY 16, 2001, WASHINGTON, D.C. PY - 2001/07 SP - 137 p. AB - As pressure increases on the national airspace system, including airports and supporting facilities and services, it is important that all elements of the system--commercial airlines; passengers; local, state, and federal governments; business and industry--understand and work together to maintain the world's safest and most efficient aviation system. To address this need, the Federal Aviation Administration and the Transportation Research Board have launched a series of three 1-day seminars on aviation gridlock. The seminars aim to enhance public understanding of the issues, organizations, and possible solutions to air transportation problems as the nation enters a period of increased demand, limited capacity, and inclement weather patterns traditionally associated with summer. Phase I of the seminar series focuses on demand management by examining three areas: airport delay and congestion; administrative and market demand management options; and operational, legal, and political challenges in adopting new demand management strategies. Phase II examines airport capacity through improvements in infrastructure. Phase III of the series--the proceedings published in this Circular--focuses on weather as an impediment to air travel and on the technologies to ameliorate the negative effects of weather. U1 - Aviation Gridlock: Understanding the Options and Seeking Solutions. Phase III: Weather and Weather TechnologyFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20010516 EndDate:20010516 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Aviation KW - Gridlock KW - Meetings KW - National Airspace System KW - Technology KW - Weather UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec034/ec034.pdf UR - https://trid.trb.org/view/692477 ER - TY - CONF AN - 00815710 JO - Transportation Research Circular PB - Transportation Research Board AU - O'Brien, J E AU - Transportation Research Board TI - WEATHER AND ITS ROLE IN AVIATION DELAYS AND SAFETY: WHY IS WEATHER A SAFETY CONCERN? PY - 2001/07 SP - p. 23-28 AB - This presentation discusses why weather can be a safety concern for aviation. The potential of encountering severe phenomena such as wind shear has increased as the number of operations in the system has increased. An accident and an incident are used to illustrate some of the safety concerns. U1 - Aviation Gridlock: Understanding the Options and Seeking Solutions. Phase III: Weather and Weather TechnologyFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20010516 EndDate:20010516 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Aviation safety KW - Meteorological phenomena KW - Weather KW - Wind shear UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec034/ec034.pdf UR - https://trid.trb.org/view/692479 ER - TY - RPRT AN - 00921348 AU - Federal Aviation Administration TI - FAA RUNWAY SAFETY REPORT. RUNWAY INCURSION SEVERITY TRENDS AT TOWERED AIRPORTS IN THE UNITED STATES: 1997-2002 PY - 2001/06/11 SP - n.p. AB - The U.S. National Airspace System collectively managed approximately 266 million flights, or airport operations, at the more than 450 towered airports in the United States during the past 4 years (1997-2000). Of these 266 million airport operations, 1,369 resulted in a runway incursion. That is approximately 5 runway incursions for every 1 million operations. Of the 1,369 incursions, 3 resulted in accidents. Last year the number of runway incursions increased by 110 events, from 321 to 431. Until now, there was no characterization of runway incursion severity - the potential consequence of these incursions. Underlying variables, such as the proximity and speed of the aircraft involved, must be considered along with the frequency of runway incursions to accurately portray the risk posed by these events. The FAA commissioned this analysis to assess the relative severity of runway incursions. KW - Air traffic control facilities KW - Airport runways KW - Incident detection KW - Safety KW - Towers UR - https://trid.trb.org/view/708117 ER - TY - RPRT AN - 01104247 AU - Sime, Danny AU - Fidalgo, Cynthia AU - Federal Aviation Administration TI - National Convective Weather Forecast (NCWF) 1999 Assessment Report PY - 2001/06//Technical Note SP - 77p AB - The report summarizes the National Convective Weather Forecast (NCWF) 1999 Assessment conducted by ACT-320 at Comair and Delta Airlines from April through November 1999. The NCWF, developed by scientists at the National Center for Atmospheric Research (NCAR), combines radar information along with lightning data to produce a graphical convective detection field as well as 1- and 2-hour forecasts of convective weather. Feedback was collected from airline dispatchers and focused on the value, preceived benefit, and performance of the NCWF for airline dispatch use. The assessment demonstrated the utility of the NCWF for airline dispatch operations. However, further development should concentrate on improved accuracy of the forecasts. In addition, convective growth and decay capabilities should be incorporated. KW - Air transportation KW - Airlines KW - Aviation safety KW - Meteorology KW - National Convective Weather Forecast KW - Thunderstorms KW - Weather KW - Weather forecasting KW - Weather radar UR - http://ntl.bts.gov/lib/14000/14400/14465/ADA392542.pdf UR - https://trid.trb.org/view/863792 ER - TY - RPRT AN - 00922778 AU - Wayson, R L AU - Fleming, G G AU - Kim, B AU - Research and Special Programs Administration AU - Federal Aviation Administration TI - EDMS MULTI-YEAR VALIDATION PLAN PY - 2001/06 SP - 10 p. AB - The Emissions and Dispersion Modeling System (EDMS) is the air quality model required for use on airport projects by the Federal Aviation Administration (FAA). This model has continued to be improved and recently has included several important enhancements and methodology changes. These enhancements and changes have included changes to how the model computes dispersion, now using the U.S. Environmental Protection Agency (EPA) model, AERMOD. In theory, the incorporation of AERMOD should result in substantial improvements in EDMS accuracy, but validation using field measured data is necessary to substantiate this assumption and further support EDMS's use for airport evaluations. This report provides the goals of the validation effort, and describes the dynamic and continually evolving EDMS validation plan. KW - Accuracy KW - Air quality management KW - Airports KW - Emission control systems KW - Field tests KW - Model atmosphere KW - Validation UR - https://trid.trb.org/view/707212 ER - TY - RPRT AN - 00824304 AU - Marker, T R AU - Reinhardt, J W AU - Federal Aviation Administration TI - WATER SPRAY AS A FIRE SUPPRESSION AGENT FOR AIRCRAFT CARGO COMPARTMENT FIRES PY - 2001/06 SP - v.p. AB - This report describes full scale fire tests conducted by the Federal Aviation Administration (FAA) to investigate the effectiveness of several types of water spray systems against inflight cargo compartment fires. Currently, commercial transport cargo compartments are protected with Halon 1301 first suppression systems. Water spray is being considered as an alternative for Halon 1301 which is no longer being produced because of its depletion potential. An air/water dual fluid nozzle system, two types of high pressure, single fluid design systems, and a second dual fluid (water/nitrogen) nozzle system were evaluated. The inflight fire scenarios included simulated but loaded fires, containerized fires, flammable liquid fires, and aerosol can explosions. Several tests utilizing one of the high pressure, single fluid design systems were conducted according to the Minimum Performance Standard (MPS) for aircraft cargo compartments which standardizes and specifies the fire test performance for Halon replacement agents. KW - Aircraft KW - Cargo compartments KW - Fire extinguishing agents KW - Suppressors KW - Water UR - https://trid.trb.org/view/713958 ER - TY - JOUR AN - 00821627 JO - Research Report (University of California, Berkeley. Institute of Transportation Studies) AU - Hansen, Mark AU - Bolic, Tatjana AU - National Center of Excellence for Aviation Operations Research AU - Federal Aviation Administration AU - University of California, Berkeley TI - Delay and Flight Time Normalization Procedures for Major Airports: LAX Case Study PY - 2001/06 SP - iii, 67 p. AB - In this report, the authors present methodologies for normalizing performance of the National Airspace System (NAS). Los Angeles International (LAX) is used as a case study. Focus of the study is on arriving flights at LAX, where two Free Flight Phase I (FFP1) tools Traffic Movement Advisor (TMA) and Passive Final Approach Spacing Tool (PFAST), are being deployed. A metric known as the Daily Flight Time Index (DFTI), is used as a weighted average for capturing the daily variation in flight times for LAX arrivals. The authors analyze the day-to-day variation in DFTI, relating it to weather, demand, and average delays at origin airports. Estimation results are also presented for models elsewhere in the NAS. A baseline linear model of the DFTI, as well as models for the individual DFTI components, are also presented. KW - Airport capacity KW - Airport traffic KW - Airports KW - Los Angeles International Airport KW - Methodology UR - https://merritt.cdlib.org/d/ark%3A%2F13030%2Fm5p295fk/1/producer%2FUCB-ITS-RR-2001-5.pdf UR - https://trid.trb.org/view/714916 ER - TY - RPRT AN - 01103241 AU - Barrientos, Michael J AU - Dixon, Melissa AU - Klock, Brenda A AU - Morgan, Susan AU - Neiderman, Eric C AU - Rubinstein, Josh AU - Snyder, Mike AU - Dynamic Security Concepts, Incorporated AU - Federal Aviation Administration TI - Human Factors Contract Management Handbook PY - 2001/05/15/Final Report SP - 46p AB - The Federal Aviation Administration's (FAA's) Acquisition Management System (AMS) was established to dramatically improve the agency's acquisition process by creating a framework and innovative decision-making. The AMS provides extensive guidance regarding the FAA's procurement system. The stated goal of the procurement system is 'to obtain high quality products, services, and real property in a timely, cost effective manner, at prices that are fair and reasonable'. The Aviation Security Research and Development Division (AAR-500) recognized the need to supplement the policy and guidance provided by the AMS by identifying internal processes. This Handbook meets that need by clearly defining AAR-500 personnel roles, responsibilities, and process activities that uphold the procurement policy of the agency. KW - Contract administration KW - General aviation KW - Handbooks KW - Interagency relations KW - International compacts KW - Management and organization KW - Procurement KW - Security UR - http://ntl.bts.gov/lib/18000/18500/18500/PB2002100251.pdf UR - https://trid.trb.org/view/860350 ER - TY - RPRT AN - 00921347 AU - Federal Aviation Administration TI - CONCEPT FOR OPERATION FOR COMMERCIAL SPACE TRANSPORTATION IN THE NATIONAL AIRSPACE SYSTEM. VERSION 2.0. NARRATIVE PY - 2001/05/11 SP - 34 p. AB - The demand for access to the nation's airspace is projected to rise sharply in the 21st century, due, in part, to growth of the commercial space transportation industry. This growth, coupled with significant increases in conventional air travel that are forecasted for the coming years, dictates re-examination of the current technology and methodology used for managing the National Airspace System (NAS). From an NAS service provider perspective, space and aviation operations must be seamlessly integrated in order to continue to provide efficient service to all NAS users. This document underscores the importance of providing safe, efficient and equitable access to all NAS users. and provides a resource to establish a framework for collaboration among stakeholders in developing a cost effective strategy to meet projected demand increases for NAS services. KW - Air transportation KW - Airspace utilization KW - Aviation KW - Commercial space transportation KW - Commercial transportation KW - Cost effectiveness KW - Demand responsive transportation KW - Strategic planning KW - Technology assessment UR - https://trid.trb.org/view/706635 ER - TY - RPRT AN - 01111200 AU - Federal Aviation Administration TI - Capabilitites and Prospects for Improvement in Aircraft Icing Simulation Methods: Contributions to the 11C Working Group PY - 2001/05//Final Report SP - 112p AB - This collection of papers is a product of Task 11C of the Federal Aviation Administration (FAA) Aircraft In-flight Icing Plan. The papers are of two types. Industry users of icing simulation tools (facilities and computer codes) contributed articles describing how icing simulation methods are used in the design process and the certification process by their industry segment. These contributions include discussion of limitations of current tools and of gaps arising from differences between simulation needs and current capabilities. A table summarizing gaps noted by different industry users and recommendations for improvement is included in Appendix C to this report. Examination of the table reveals several major concerns. One such concern is the development of criteria and validation data, as necessary, for acceptance of simulation tools in certification. A large number of recommendations are listed for icing analysis computer codes. Increased use of these codes is attractive to industry in part because of their potential for improvements in cost/flow time in the design and certification processes. Issues of validation data and acceptance criteria are recognized as especially relevant to icing analysis computer codes. Providers and developers of icing simulation tools contributed articles summarizing the capabilities currently available in their respective areas. They address issues such as range of capabilities, accuracy, repeatability, and ease of use. They also list limitations of the simulation methods in terms of how well they function with respect to their stated purpose and how well they simulate natural icing encounters. KW - Aircraft KW - Aircraft pilotage KW - Aircraft safety KW - Deicing KW - Flight simulation KW - Icing KW - Mathematical models KW - Simulation UR - http://ntl.bts.gov/lib/18000/18000/18031/PB2001106330.pdf UR - https://trid.trb.org/view/870915 ER - TY - RPRT AN - 00927659 AU - Prinzo, O V AU - Federal Aviation Administration TI - PILOT VISUAL ACQUISITION OF TRAFFIC: OPERATIONAL COMMUNICATIONS FROM OPEVAL-1 PY - 2001/05 SP - 18 p. AB - Avionics devices designed to provide pilots with graphically displayed traffic information will enable pilots to acquire and verify the identity of any intruder aircraft within the general area, either before or in accordance with a controller-issued traffic advisory or alert. A preliminary evaluation was performed of an airborne capability to display traffic information. As part of that evaluation, audiotapes were analyzed of the communications between pilots flying aircraft equipped with a cockpit display of traffic information (CDTI) and terminal radar approach controllers, who provided them with air traffic services. The results revealed that pilots and controllers participated more frequently in collaborative communications that resulted in a reduction in radio-frequency congestion and improved overall communications. Pilot persistence in scanning for traffic called by air traffic control (ATC), especially when that traffic was readily visible on the CDTI display, but not out the window, may have led to more responsive traffic reports, increases in positive visual acquisitions, and consequently proportionally fewer pilot reports of "negative contact." Only 4% of the pilots' and controllers' messages revealed communication problems such as inaccuracies, procedural deviations, and non-routine transactions. Information load, the novelty of pilot-initiated traffic calls, access to and knowledge of the traffic call sign by pilots, as well as the variability in ATC message structure each contributed to the occurrence of communication problems. The voice tape analyses suggest that new procedures and operational communications will be needed to support CDTI and guidance in collaborative decision-making involving air-ground traffic flow management. Whenever any new system, technology, capability, or application is evaluated prior to implementation in a well-defined environment such as the National Airspace System, the importance of pilot and controller communication training to overcome the interference effects of past experiences with ATC communication will need to be included as part of a comprehensive plan towards implementation. KW - Air pilots KW - Air traffic KW - Air traffic control KW - Approach control KW - Aviation safety KW - Cockpit display of information KW - Communications KW - Decision making KW - Graphical user interfaces KW - Information display systems KW - Messages (Communications) KW - Terminal air traffic control KW - Training UR - https://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0109.pdf UR - http://ntl.bts.gov/lib/18000/18100/18132/PB2001106860.pdf UR - https://trid.trb.org/view/718664 ER - TY - RPRT AN - 00823183 AU - Federal Aviation Administration TI - REPORT TO THE U.S. CONGRESS ON ENVIRONMENTAL REVIEW OF AIRPORT IMPROVEMENT PROJECTS PY - 2001/05 SP - 64 p. AB - In Section 310 of the Wendell H. Ford Aviation Investment and Reform Act for the 21st Century, Congress directed the Secretary of Transportation to conduct a study of federal environmental requirements related to the planning and approval of airport improvement projects. Congress specifically requested the Secretary to assess the current level of coordination among Federal and State agencies, the role of public involvement, staffing and other resources, and the time line for environmental reviews. The Secretary was directed to submit a report on the results of the study, together with any recommendations for streamlining the environmental review process. The table of contents for the report lists the following chapter headings: 1. Introduction, 2. The Outlook for New Runways and Their Environmental Review Status, 3. The Recent Environmental Record and Environmental Impact Statement (EIS) Time Lines, 4. Overview of Why and How Environmental Issues and Processes Affect Major Airport Improvement Projects, 5. Current Level of Coordination Among Federal and State Agencies, 6. Role of Public Involvement, 7. Staffing and Other Resources, 8. Federal Aviation Administration (FAA) Environmental Initiatives, and 9. Possible Next Steps. KW - Airport improvement projects KW - Airport runways KW - Airports KW - Coordination KW - Environmental impact statements KW - Environmental impacts KW - Federal government agencies KW - Improvements KW - Personnel KW - Public participation KW - Reviews KW - State government agencies KW - U.S. Federal Aviation Administration KW - United States Congress UR - http://ntl.bts.gov/lib/18000/18800/18870/PB2002102437.pdf UR - https://trid.trb.org/view/713327 ER - TY - RPRT AN - 00816753 AU - Prinzo, O V AU - Civil Aeromedical Institute AU - Federal Aviation Administration TI - DATA-LINKED PILOT REPLY TIME ON CONTROLLER WORKLOAD AND COMMUNICATION IN A SIMULATED TERMINAL OPTION PY - 2001/05 SP - 28 p. AB - This report describes an analysis of air traffic control communication and workload in a simulated radar approach control environment. The objective of the study was to investigate how pilot-to-controller data link acknowledgement time might affect controller perceived workload and operational communication. Eight controllers provided air traffic services to simulated arrival aircraft during a moderate traffic density simulation in which voice radio and data link communications were available. The effect of a delay in downlinked pilot acknowledgement time to controller uplinked messages was the primary variable of interest. Each controller completed the same scenario twice, with the order of presentation counterbalanced. The results of the analyses performed are presented. KW - Air traffic control KW - Air traffic controllers KW - Airline pilots KW - Data collection KW - Data communications KW - Radar detectors KW - Reliability (Statistics) KW - Terminal navigation aids UR - http://ntl.bts.gov/lib/18000/18100/18131/PB2001106859.pdf UR - https://trid.trb.org/view/690847 ER - TY - RPRT AN - 00816742 AU - Cerino, A T AU - Battelle Columbus Laboratories AU - Federal Aviation Administration TI - TEST AND EVALUATION OF THE INTEGRATED RFID BAGGAGE HANDLING SYSTEM AT SAN FRANCISCO INTERNATIONAL AIRPORT: QUICK LOOK TEST REPORT PY - 2001/05 SP - 12 p. AB - A test and evaluation of the Integrated Radio Frequency Identification (RFID) Baggage Handling System (BHS) was conducted at the San Francisco International Airport (SFIA) during May 1-2, 2001. The system is installed in the new International Terminal. This report is a preliminary summary of the results of that test. KW - Air transportation KW - Baggage handling KW - Baggage screening KW - General aviation KW - Performance tests KW - San Francisco (California) KW - Security checkpoints UR - http://ntl.bts.gov/lib/18000/18200/18258/PB2001107622.pdf UR - https://trid.trb.org/view/690836 ER - TY - CONF AN - 00812482 JO - Transportation Research Circular PB - Transportation Research Board AU - Almond, J AU - Transportation Research Board TI - CHALLENGES TO AIRPORT DEVELOPMENT PY - 2001/05 SP - p. 43-46 AB - These seminar comments discuss the challenges faced in building the Austin International Airport which opened in 1999. The comments focus on the following three challenges: environmental management (with the focus on aircraft noise); airport funding; and the time required for airport development. U1 - Aviation Gridlock: Understanding the Options and Seeking Solutions. Phase II: Airport Capacity and InfrastructureFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20010411 EndDate:20010411 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Aircraft noise KW - Airport capacity KW - Airports KW - Austin-Bergstrom International Airport KW - Aviation KW - Development KW - Environmental impacts KW - Financing KW - Gridlock KW - Infrastructure KW - Meetings KW - Time duration UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec032/ec032.pdf UR - https://trid.trb.org/view/686779 ER - TY - CONF AN - 00812477 JO - Transportation Research Circular PB - Transportation Research Board AU - Transportation Research Board TI - AVIATION GRIDLOCK. PHASE II: AIRPORT CAPACITY AND INFRASTRUCTURE. SEMINAR PROCEEDINGS, APRIL 11, 2001, WASHINGTON, D.C. PY - 2001/05 SP - 116 p. AB - As pressure increases on the national airspace system, including airports and supporting facilities and services, it is important that all elements of the system--commercial airlines; passengers; local, state, and federal governments; business and industry--understand and work together to maintain the world's safest and most efficient aviation system. To address this need, the Federal Aviation Administration and the Transportation Research Board have launched a series of three 1-day seminars on aviation gridlock. The seminars aim to enhance public understanding of the issues, organizations, and possible solutions to air transportation problems as the nation enters a period of increased demand, limited capacity, and inclement weather patterns traditionally associated with summer. Phase I of the seminar series focuses on demand management by examining three areas: airport delay and congestion; administrative and market demand management options; and operational, legal, and political challenges in adopting new demand management strategies. Phase II of the series--the proceedings published in this Circular--examines airport capacity through improvements in infrastructure. Phase III focuses on weather as an impediment to air travel and on the technologies to ameliorate the negative effects of weather. U1 - Aviation Gridlock: Understanding the Options and Seeking Solutions. Phase II: Airport Capacity and InfrastructureFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20010411 EndDate:20010411 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Airport capacity KW - Aviation KW - Gridlock KW - Improvements KW - Infrastructure KW - Meetings UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec032/ec032.pdf UR - https://trid.trb.org/view/686770 ER - TY - CONF AN - 00812479 JO - Transportation Research Circular PB - Transportation Research Board AU - Woodward, W AU - Transportation Research Board TI - DESCRIPTION OF THE CURRENT SYSTEM PY - 2001/05 SP - p. 18-20 AB - These seminar comments concern the current national system of airports in the United States. They point out that the Federal Aviation Administration (FAA) uses two major tools to foster the national system of airports: (1) FAA maintains an enormous amount of technical information about where airports are needed and how they should be developed; and (2) the way FAA fosters a national airport system is through its grant and aid program. FAA's goal is to minimize congestion. FAA takes a long view, forecasting 10 to 20 years into the future, so that investments will be relevant to long-term needs. U1 - Aviation Gridlock: Understanding the Options and Seeking Solutions. Phase II: Airport Capacity and InfrastructureFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20010411 EndDate:20010411 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Airport capacity KW - Airports KW - Aviation KW - Forecasting KW - Grant aid KW - Gridlock KW - Infrastructure KW - Investments KW - Long range planning KW - Meetings KW - U.S. Federal Aviation Administration KW - United States UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec032/ec032.pdf UR - https://trid.trb.org/view/686773 ER - TY - CONF AN - 00812481 JO - Transportation Research Circular PB - Transportation Research Board AU - Fegan, J P AU - Transportation Research Board TI - HOW TO BUILD A RUNWAY: AIRPORT CASE HISTORY APPROACH PY - 2001/05 SP - p. 35-42 AB - These seminar comments give a brief summary of the building of a seventh runway at the Dallas/Fort Worth International Airport, a process that took ten years. It was a time-consuming and energy-consuming process that required the total commitment of the governing body. U1 - Aviation Gridlock: Understanding the Options and Seeking Solutions. Phase II: Airport Capacity and InfrastructureFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20010411 EndDate:20010411 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Airport capacity KW - Airport runways KW - Aviation KW - Case studies KW - Construction KW - Dallas-Fort Worth International Airport KW - Gridlock KW - Infrastructure KW - Meetings UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec032/ec032.pdf UR - https://trid.trb.org/view/686777 ER - TY - CONF AN - 00812485 JO - Transportation Research Circular PB - Transportation Research Board AU - Boatright, J AU - Transportation Research Board TI - AIRLINES' PERSPECTIVE PY - 2001/05 SP - p. 67-76 AB - This seminar presentation discusses expanding airfield capacity from the perspective of the airlines. The discussion covers the ways delays are impacting the airlines, passenger growth, and airport improvement plan funding. The discussion concludes by stating that new runways must be added and that in the meantime the following needs must be addressed: airspace capacity and technology improvements; scheduling efficiency; teamwork among airports, among airlines, among industry trade associations, and among the federal government for joint solutions; and streamlining processes and approvals for environmental reviews. U1 - Aviation Gridlock: Understanding the Options and Seeking Solutions. Phase II: Airport Capacity and InfrastructureFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20010411 EndDate:20010411 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Air travel KW - Airlines KW - Airport capacity KW - Aviation KW - Cooperation KW - Delays KW - Gridlock KW - Infrastructure KW - Meetings KW - Perspective (Point of view) KW - Scheduling KW - Travel demand UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec032/ec032.pdf UR - https://trid.trb.org/view/686784 ER - TY - CONF AN - 00812483 JO - Transportation Research Circular PB - Transportation Research Board AU - Goldberg, D F AU - Transportation Research Board TI - ROLE OF AIRLINES IN AIRFIELD CAPACITY DEVELOPMENT PY - 2001/05 SP - p. 47-53 AB - These seminar comments focus on the role of airlines in airfield capacity development. They begin with the basic observation that airlines serve passengers, serving passengers requires facilities, and facilities require investment. The role of airlines is to: provide flight schedules to serve passenger demand; optimize use of existing capacity (infrastructure); compare the cost of the problem to the cost of the solution; and support (i.e., approve) viable capital improvements. U1 - Aviation Gridlock: Understanding the Options and Seeking Solutions. Phase II: Airport Capacity and InfrastructureFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20010411 EndDate:20010411 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Airlines KW - Airport capacity KW - Aviation KW - Capital investments KW - Cost accounting KW - Gridlock KW - Improvements KW - Infrastructure KW - Meetings KW - Optimization KW - Schedules and scheduling UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec032/ec032.pdf UR - https://trid.trb.org/view/686780 ER - TY - CONF AN - 00812484 JO - Transportation Research Circular PB - Transportation Research Board AU - Hamiel, J W AU - Transportation Research Board TI - AIRPORTS' PERSPECTIVE PY - 2001/05 SP - p. 58-66 AB - This seminar presentation discusses suggestions to expand airfield capacity from an airport's perspective. The discussion covers what the Minneapolis-St. Paul Airports Commission has done to increase airport capacity and the valuable lessons that have been learned in the process. U1 - Aviation Gridlock: Understanding the Options and Seeking Solutions. Phase II: Airport Capacity and InfrastructureFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20010411 EndDate:20010411 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Airport capacity KW - Airports KW - Aviation KW - Gridlock KW - Improvements KW - Infrastructure KW - Meetings KW - Minneapolis-St. Paul Airports Commission KW - Perspective (Point of view) UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec032/ec032.pdf UR - https://trid.trb.org/view/686782 ER - TY - CONF AN - 00812480 JO - Transportation Research Circular PB - Transportation Research Board AU - Roper, G J AU - Transportation Research Board TI - ECONOMIC AND CONSUMER IMPACTS PY - 2001/05 SP - p. 21-23 AB - These seminar comments concern the economic and consumer impacts of airports. The U.S. Chamber of Commerce has identified the lack of airport runways as a national crisis. The business community feels that one of the best ways to protect our economy is to protect our airports, because airports across the country serve as regional economic engines that drive local prosperity in good times and, in bad times, act as a flu shot against down-turning economies. Chicago's airport system employs directly and indirectly almost a half million people and is the region's primary economic engine, generating $35 billion on an annual basis. U1 - Aviation Gridlock: Understanding the Options and Seeking Solutions. Phase II: Airport Capacity and InfrastructureFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20010411 EndDate:20010411 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Airport capacity KW - Airports KW - Aviation KW - Chicago O'Hare International Airport KW - Economic impacts KW - Gridlock KW - Infrastructure KW - Meetings UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec032/ec032.pdf UR - https://trid.trb.org/view/686775 ER - TY - CONF AN - 00812486 JO - Transportation Research Circular PB - Transportation Research Board AU - McGrann, D AU - Transportation Research Board TI - REGION AND COMMUNITY PERSPECTIVE PY - 2001/05 SP - p. 77-79 AB - This seminar presentation discusses increasing airport capacity from the region and community perspective. The discussion concerns how much noise is too much. The need for communication and cooperation among stakeholders is pointed out, along with the need for airport planning organizations. U1 - Aviation Gridlock: Understanding the Options and Seeking Solutions. Phase II: Airport Capacity and InfrastructureFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20010411 EndDate:20010411 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Airport capacity KW - Airport noise KW - Airport planning organizations KW - Aviation KW - Communication KW - Communities KW - Cooperation KW - Gridlock KW - Infrastructure KW - Meetings KW - Perspective (Point of view) KW - Regions KW - Stakeholders UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec032/ec032.pdf UR - https://trid.trb.org/view/686786 ER - TY - CONF AN - 00812478 JO - Transportation Research Circular PB - Transportation Research Board AU - Plavin, D Z AU - Transportation Research Board TI - FORECAST OF FUTURE NEEDS AND DISCUSSION OF AIRFIELD CAPACITY PROBLEMS: INTRODUCTION PY - 2001/05 SP - p. 8-17 AB - These comments introduce the subject of the seminar's first panel, which is forecast of future needs and discussion of airfield capacity problems. Some of the facts pointed out are as follows: Worldwide, the United States accounts for 45% of all air traffic; 90% of the commercial traffic travels at 70 of the 546 commercial service airports in the U.S.; the top 30 airports account for 70%, and the top 17 airports account for 50%, of all of the air traffic; and there are only 2 proposed new airports in the U.S., while there are 80 airports proposed worldwide. U1 - Aviation Gridlock: Understanding the Options and Seeking Solutions. Phase II: Airport Capacity and InfrastructureFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20010411 EndDate:20010411 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Airport capacity KW - Airport runways KW - Airports KW - Aviation KW - Forecasting KW - Gridlock KW - Infrastructure KW - Meetings KW - Needs assessment UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec032/ec032.pdf UR - https://trid.trb.org/view/686771 ER - TY - RPRT AN - 00813882 AU - Rubinstein, J AU - Federal Aviation Administration AU - Federal Aviation Administration TI - TEST AND EVALUATION PLAN: X-RAY IMAGE SCREENER SELECTION TEST PY - 2001/04/02 SP - 18 p. AB - This document presents a plan to develop and evaluate an x-ray Image Screener Selection Test (XISST). The XISST will be a computer-based job sample selection test, which will predict the effectiveness of X-ray screeners. The selection test, which will involve searching for common objects on X-ray images, will be tested for usability before being fielded. The field test will take place at two airports. Human Factors Engineers will administer the XISST to at least 50 security screeners from these airports who have at least 2 months of Threat Image Projection (TOP) experience. The goal of this evaluation is to determine the reliability of XISST and its validity as a predictor of screener TIP performance. KW - Aviation safety KW - Human factors KW - Human subject testing KW - Performance evaluations KW - Personnel KW - X ray analysis UR - http://ntl.bts.gov/lib/17000/17900/17994/PB2001105955.pdf UR - https://trid.trb.org/view/681282 ER - TY - RPRT AN - 01173207 AU - Federal Aviation Administration TI - National Aviation Research Plan, 2001 PY - 2001/04 SP - 261p AB - The job of safely managing air traffic in the United States is becoming increasingly complex. In May 2000, the Federal Highway Administration's (FAA's) Technical Center reported: Our air transportation system has over 17,000 landing facilities, 226,000 registered aircraft, 700,000 pilots, 8000 tower controllers, a multitude of terminal buildings and access roads, and 500 million passenger enplanements each year. FAA forecasts predict major growth in demands upon the system. 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/plans_reports/ UR - https://trid.trb.org/view/927777 ER - TY - RPRT AN - 01074402 AU - Federal Aviation Administration TI - FAA site approval and land acquisition by State of Illinois, proposed South Suburban Airport : environmental impact statement PY - 2001/04//Volumes held: Draft(2v), Final(4v),Record of decision B1 KW - Environmental impact statements KW - Illinois UR - https://trid.trb.org/view/833796 ER - TY - RPRT AN - 00921349 AU - Federal Aviation Administration TI - NATIONAL AIRSPACE SYSTEM CAPITAL INVESTMENT PLAN. FISCAL YEARS 2002-2003 PY - 2001/04 SP - n.p. AB - The Capital Investment Plan (CIP) flows from goals while also sustaining current National Airspace System (NAS) services. The FAA Strategic Plan specifies strategies to achieve the Safety goal through progressively lowering accidents and incidents. Security is attained through a focus on protecting the traveling public, protecting our own employees at FAA facilities, and protecting the NAS from international security threats. The System Efficiency goal emphasizes NAS modernization, free flight, and systems integration. This CIP brings together the capital programs contributing to all three goals. KW - Aviation KW - Aviation safety KW - Capital investments KW - Crash analysis KW - Financial analysis KW - Incident detection KW - Integrated systems KW - International transportation KW - Investments KW - National security KW - Security KW - Strategic planning UR - https://trid.trb.org/view/708118 ER - TY - RPRT AN - 00816754 AU - Nakagawara, V B AU - Montgomery, R W AU - Civil Aeromedical Institute AU - Federal Aviation Administration TI - LASER POINTERS: THEIR POTENTIAL AFFECTS ON VISION AND AVIATION SAFETY PY - 2001/04 SP - 16 p. AB - Laser pointers have been used for years to highlight key areas of charts and screens during visual presentations. When used in a responsible manner, laser pointers are not considered hazardous. While momentary ocular exposure to the light emitted by these devices can be startling to the observer and may result in temporary visual impairment, such exposures are too brief to cause any permanent ocular injury. However, as the availability of laser pointers has increased, so have reports of their misuse by some children and adults. Both the Food and Drug Administration and the American Academy of Ophthalmology have issued warnings concerning the possibility of eye injury from handheld laser pointers and recommended keeping these devices away from children. The purpose of this report was to investigate the illumination of aircraft by laser pointers in the National Airspace System. Representative examples of documented reports are presented that involved the illumination of civilian flight crew members by these handheld devices. KW - Aviation safety KW - Flight crews KW - Injury causes KW - Injury types KW - Laser beams KW - Visual media KW - Visually impaired persons UR - http://ntl.bts.gov/lib/18000/18100/18130/PB2001106858.pdf UR - https://trid.trb.org/view/690848 ER - TY - RPRT AN - 00816744 AU - Bouchard, K AU - Laforte, J L AU - Beisswenger, A AU - University of Quebec, Chicoutimi AU - Federal Aviation Administration TI - ANTI-ICING ENDURANCE TIME TESTS OF TWO CERTIFIED SAE TYPE I AIRCRAFT DEICING FLUIDS PY - 2001/04 SP - 74 p. AB - This report presents the results of 50 anti-icing endurance (AET) tests performed at the Anti-Icing Materials International Laboratory (AMIL) with unsheared samples of two certified Society of Automotive Engineers (SAE) Type I aircraft deicing fluids: OCTAFLO of Octagon Process Inc. (propylene glycol-based) and ADF Concrete of Union Carbide (ethylene glycol-based). The two candidate fluids were subjected to six different types of icing precipitation under various conditions of temperature and icing rate: frost (3 conditions), freezing fog and snow (6 conditions each), freezing drizzle and light freezing rain (4 conditions each), rain on a cold-soaked wing (2 conditions). KW - Aircraft KW - Anti-icing KW - Deicing KW - Deicing chemicals KW - Freezing KW - Frost KW - Icing KW - Temperature endurance tests UR - http://ntl.bts.gov/lib/18000/18100/18146/PB2001106928.pdf UR - https://trid.trb.org/view/690838 ER - TY - RPRT AN - 01142943 AU - D'Arcy, Jean-Francois AU - Della Rocco, Pamela S AU - Federal Aviation Administration AU - Titan SRC AU - Federal Aviation Administration TI - Air Traffic Control Specialist Decision Making and Strategic Planning – A Field Survey PY - 2001/03//Technical Note SP - 106p AB - This study investigated Air Traffic Control Specialists' perspective regarding decision making and planning and related cognitive processes such as learning, memory, and situation awareness. The results of 100 semi-structured interviews indicated that controllers emphasize the importance of safety, situation awareness, planning skills, backup strategies, and the collective nature of their task. Participants reported that they plan their first actions and start building their mental picture prior to assuming control of their position. They indicated using flight progress strips to support their memory. Controllers described that they become more conservative when facing difficulties like high workload, fatigue, aging, and bad weather. Concerning the respective effects of experience and facility type, the more experienced participants were, the more likely they reported formulating backup plans. Terminal controllers were more likely than en route controllers to report using the first strategy that they develop instead of considering alternatives when a potential conflict is detected or when workload is high. Terminal controllers also indicated that they were less likely to wait and see when they are not sure if there is a conflict. Finally, respondents expressed a need for conflict probes, better weather information, data link communication, and better radars. KW - Air traffic controllers KW - Cognition KW - Decision making KW - Planning UR - http://ntl.bts.gov/lib/30000/30900/30991/TN0105.pdf UR - https://trid.trb.org/view/902769 ER - TY - RPRT AN - 01103689 AU - Druhan, W T AU - Camacho, J P AU - Patrick, G M AU - Wilson, R C AU - Federal Aviation Administration TI - Potential for Accommodating Third Generation Mobile Systems in the 1710-1850 MHz Band: Federal Operations, Relocation Costs, and Operational Impacts PY - 2001/03//Final Report SP - 170p AB - The objectives of this study were to document the Federal Government use of the 1710- 1850 MHz band, and to address other issues relevant to the possible accommodation of 3G mobile systems in this band. These issues include sharing options, continuity of Federal operations, time lines for relocation, and the estimated costs related to any relocation of Federal users from the band. KW - Bandwidth KW - Electromagnetic properties KW - Federal government KW - Mechanical properties KW - Mobile communication systems KW - Properties of materials KW - Relocation (Facilities) KW - Timeline information UR - http://ntl.bts.gov/lib/17000/17800/17844/PB2001104735.pdf UR - https://trid.trb.org/view/863347 ER - TY - RPRT AN - 00823184 AU - Federal Aviation Administration TI - AVIATION INDUSTRY OVERVIEW FISCAL YEAR 2000 PY - 2001/03 SP - 27 p. AB - The Table of Contents for this Aviation Industry Overview presents the following subject headings: Aviation Industry Overview; U.S. Economic Outlook; Passenger Enplanements and Aircraft Departures; Traffic and Seat Capacity (51 Carriers); Financial Results (68 Carriers); Air Carrier Aircraft Orders and Deliveries; General Aviation Aircraft Shipments; Air Carrier and General Aviation Aircraft Orders and Deliveries/Shipments - FY1981 to Present (Graphs); Federal Aviation Administration (FAA) Workload Measures; FAA Workload Trends; Commercial Operations at Selected U.S. Hubs; Growth in Commercial Operations at Selected U.S. Hubs (Graphs); Traffic Demand, Seat Capacity, and Load Factors - Majors; Traffic Demand, Seat Capacity, and Load Factors - Nationals; Traffic Demand, Seat Capacity, and Load Factors - Large/Medium Regionals; Traffic Demand, Seat Capacity, and Load Factors - Selected Regionals/Commuters; Financial Results - Majors; Financial Results - Nationals; Financial Results - Large/Medium Regionals; Financial Results - Selected Regionals/Commuters; System Passenger Yields; and Air Carrier Jet Fuel Prices. KW - Air traffic KW - Aircraft KW - Airlines KW - Arrivals and departures KW - Aviation KW - Commercial transportation KW - Economic analysis KW - Financing KW - General aviation KW - Hubs KW - Jet engine fuels KW - Passengers KW - Prices KW - Seat capacity KW - Shipments KW - Travel demand KW - Workload UR - https://trid.trb.org/view/713328 ER - TY - RPRT AN - 00811832 AU - Arendt, D AU - Bandy, D AU - Dagon, J P AU - Jones, L AU - Leonelli, F AU - Li, H AU - Liddle, T I AU - Scandlin, J W AU - Fazen, K AU - Gray, R AU - Federal Aviation Administration TI - AIR CARRIER OPERATIONS SYSTEM MODEL PY - 2001/03 SP - 186 p. AB - Representatives from the Federal Aviation Administration (FAA) and several 14 Code of Federal Regulations (CFR) Part 121 air carriers met several times during 1999-2000 to develop a system engineering model of the generic functions of air carrier operations. From these meetings, the team developed the Air Carrier Operations System Model (ACOSM), Version 1.0. ACOSM serves as the foundation for FAA research, engineering and development efforts to support a system safety approach to aviation safety oversight. It is currently being used in the development of safety performance measures and risk indicators; work processes to support collection of data to be used in analysis; and analytical methods, including information presentation. The model also provides an important communications bridge between the FAA and the aviation industry during this evolution of system safety approach. For example, each carrier has its own internal models of their processes. By developing an external model in which industry and FAA participants identify and agree upon the functions and definitions of the model, a standard model is put forward that provides a common point of reference. Thus, everyone is looking at the same model, using the same definitions, and talking about the same thing. ACOSM concentrates on the following key air carrier operation process: Operational Management, Air Transportation, Aircraft Maintenance Personnel Training, and Operational Resources Provision. KW - Air transportation KW - Aircraft operations KW - General aviation KW - Maintenance KW - Model atmosphere KW - Operations KW - Performance evaluations KW - Personnel management KW - Risk analysis KW - Safety KW - System safety KW - Systems engineering KW - Training UR - http://ntl.bts.gov/lib/17000/17900/17943/PB2001105352.pdf UR - https://trid.trb.org/view/680283 ER - TY - RPRT AN - 00811704 AU - Ramos, R A AU - Hall, M C AU - Manning, C A AU - HUMRRO International, Incorporated AU - Federal Aviation Administration TI - DOCUMENTATION OF VALIDITY FOR THE AT-SAT COMPUTERIZED TEST BATTERY. VOLUME 2 PY - 2001/03 SP - 192 p. AB - This document is a comprehensive report on a large scale research project to develop and validate a computerized selection battery to hire Air Traffic Control Specialists (ATCSs) for the Federal Aviation Administration (FAA). The purpose of this report is to document the validity of the Air Traffic Selection and Training (AT-SAT) battery according to legal and professional guidelines. An overview of the project is provided, followed by a history of the various job analyses efforts. Development of predictors and criterion measures are given in detail. The document concludes with the presentation of the validation of predictors and analyses of archival data. KW - Air traffic control KW - Air traffic controllers KW - Employment KW - Job analysis KW - Selection and appointment KW - Test procedures KW - Training KW - Validity UR - http://ntl.bts.gov/lib/17000/17800/17878/PB2001104873.pdf UR - https://trid.trb.org/view/680230 ER - TY - RPRT AN - 00811703 AU - Ramos, R A AU - Heil, M C AU - Manning, C A AU - HUMRRO International, Incorporated AU - Federal Aviation Administration TI - DOCUMENTATION OF VALIDITY FOR THE AT-SAT COMPUTERIZED TEST BATTERY. VOLUME 1 PY - 2001/03 SP - 180 p. AB - This document is a comprehensive report on a large scale research project to develop and validate a computerized selection battery to hire Air Traffic Control Specialists (ATCSs) for the Federal Aviation Administration (FAA). The purpose of this report is to document the validity of the Air Traffic Selection and Training (AT-SAT) battery according to legal and professional guidelines. An overview of the project is provided, followed by a history of the various job analyses efforts. Development of predictors and criterion measures are given in detail. The document concludes with the presentation of the validation of predictors and analyses of archival data. KW - Air traffic control KW - Air traffic controllers KW - Job analysis KW - Selection and appointment KW - Training programs KW - Validation UR - http://ntl.bts.gov/lib/17000/17800/17877/PB2001104872.pdf UR - https://trid.trb.org/view/680229 ER - TY - RPRT AN - 00808624 AU - Federal Aviation Administration TI - FAA AEROSPACE FORECASTS, FISCAL YEARS 2001-2012 PY - 2001/03 SP - 296 p. AB - This report contains the Fiscal Years 2001-2012 Federal Aviation Administration (FAA) forecasts of aviation activity at FAA facilities. These include airports with FAA and contract control towers, air route traffic control centers, and flight service stations. Detailed forecasts were developed for the major users of the National Aviation System--air carriers, air taxi/commuters, general aviation, and military. The forecasts have been prepared to meet the budget and planning needs of the constituent units of the FAA and to provide information that can be used by State and local authorities, the aviation industry, and the general public. The outlook for the 12-year forecast period is for moderate economic growth and inflation and declining real fuel prices. Based on these assumptions, aviation activity is forecast to increase by 33.2% at the combined FAA (267 in 2000) and contract towered airports (192 in 2000, 221 in 2001) and 34.0% at air route traffic control centers. U.S. scheduled domestic passenger enplanements are forecast to increase 53.8%--air carriers increasing 53.5% and regional/commuters growing by 93.2%. Total international passenger traffic between the United States and the rest of the world is projected to increase 91.8%. International passenger traffic carried on U.S. flag carriers is forecast to increase 103.3%. The general aviation active fleet is forecast to increase by 11.2% while general aviation hours flown grow by 29.9%. KW - Air taxi service KW - Airlines KW - Aviation KW - Commercial space transportation KW - Commuter airlines KW - Domestic KW - Enplanements KW - Forecasting KW - General aviation KW - International KW - Military aviation KW - National Aviation System KW - Statistics UR - http://ntl.bts.gov/lib/14000/14400/14421/index.html UR - https://trid.trb.org/view/673408 ER - TY - CONF AN - 00808604 JO - Transportation Research Circular PB - Transportation Research Board AU - Transportation Research Board TI - AVIATION GRIDLOCK: UNDERSTANDING THE OPTIONS AND SEEKING SOLUTIONS. PHASE 1: AIRPORT CAPACITY AND DEMAND MANAGEMENT. SEMINAR PROCEEDINGS, FEBRUARY 16, 2001, WASHINGTON, D.C. PY - 2001/03 SP - 118 p. AB - As pressure increases on the national airspace system, including airports and supporting facilities and services, it is important that all elements of the system -- commercial airlines; passengers; local, state, and federal governments; business and industry -- understand and work together to maintain the world's safest and most efficient aviation system. To address this need, the Federal Aviation Administration and the Transportation Research Board have launched a series of three 1-day seminars on aviation gridlock. The seminars aim to enhance public understanding of the issues, organizations, and possible solutions to air transportation problems as the nation enters a period of increased demand, limited capacity, and inclement weather patterns traditionally associated with summer. Phase I of the seminar series -- the proceedings published in this Circular -- focuses on demand management by examining three areas. The first is airport delay and congestion, addressed by looking at the anatomy of a delay, airline scheduling, and finally the customer's perspective. The second set of presentations reviews administrative and market demand management options. The third and final group of presentations covers the operational, legal, and political challenges in adopting new demand management strategies. U1 - Aviation Gridlock: Understanding the Options and Seeking Solutions. Phase 1: Airport Capacity and Demand ManagementFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20010216 EndDate:20010216 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Administrative procedures KW - Airlines KW - Airport capacity KW - Airport congestion KW - Airport operations KW - Aviation KW - Customer relations KW - Customer service KW - Flight delays KW - Gridlock KW - Legal factors KW - Market-based management KW - Meetings KW - Political factors KW - Scheduling KW - Travel demand management UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec029.pdf UR - https://trid.trb.org/view/677073 ER - TY - CONF AN - 00808606 JO - Transportation Research Circular PB - Transportation Research Board AU - Wilding, J A AU - Transportation Research Board TI - UNDERSTANDING AIRPORT DELAY AND CONGESTION: INTRODUCTION PY - 2001/03 SP - p. 8 AB - These comments introduce the subject of the seminar's first panel, which is understanding airport delay and congestion. The panel will attempt to reach a common definition of "capacity" and "delay" and will examine some of the causal factors of airport delay and congestion. The first speaker will focus on airport capacity and its flip side, airport delay. The second speaker will give the customer's perspective, in particular, the business consumer, focusing on what it is the business consumer needs and how they are making out in the current system. The third speaker will address airline scheduling, focusing on the airline perspective on how the airlines go about conducting this business, particularly in a hub formulation and aircraft size decisions. U1 - Aviation Gridlock: Understanding the Options and Seeking Solutions. Phase 1: Airport Capacity and Demand ManagementFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20010216 EndDate:20010216 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Airlines KW - Airport capacity KW - Airport congestion KW - Aviation KW - Customer relations KW - Flight delays KW - Gridlock KW - Meetings KW - Scheduling UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec029.pdf UR - https://trid.trb.org/view/677075 ER - TY - CONF AN - 00808613 JO - Transportation Research Circular PB - Transportation Research Board AU - Shane, J N AU - Murphy, P V AU - Transportation Research Board TI - CHALLENGES IN ADOPTING NEW DEMAND MANAGEMENT STRATEGIES: INTRODUCTION PY - 2001/03 SP - p. 60 AB - These comments introduce the subject of the seminar's third panel, which is challenges in adopting new demand management strategies. Attendees are encouraged to think in terms of not one solution at one airport, but a series of experiments or tests at different airports around the country. U1 - Aviation Gridlock: Understanding the Options and Seeking Solutions. Phase 1: Airport Capacity and Demand ManagementFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20010216 EndDate:20010216 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Aviation KW - Field tests KW - Gridlock KW - Meetings KW - Strategic planning KW - Travel demand management UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec029.pdf UR - https://trid.trb.org/view/677082 ER - TY - CONF AN - 00808615 JO - Transportation Research Circular PB - Transportation Research Board AU - Lewis, S P AU - Transportation Research Board TI - CHALLENGES IN ADOPTING NEW DEMAND MANAGEMENT STRATEGIES: LEGAL CHALLENGES PY - 2001/03 SP - p. 64-67 AB - This seminar presentation briefly discusses the legal challenges that aviation demand management programs present. There are four sets of issues. The first is whether the Federal Aviation Administration or local airport owners have the power to implement effective demand management programs under existing law. Second, if there is uncertainty about the reach of existing law, how should it be resolved? Third, must competing policy goals be accommodated, and, if so, how? Last, if the use of market-based methods produces new revenue streams for airport owners, what rules should govern how that additional revenue is used? U1 - Aviation Gridlock: Understanding the Options and Seeking Solutions. Phase 1: Airport Capacity and Demand ManagementFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20010216 EndDate:20010216 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Aviation KW - Gridlock KW - Legal factors KW - Meetings KW - Travel demand management UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec029.pdf UR - https://trid.trb.org/view/677084 ER - TY - CONF AN - 00808610 JO - Transportation Research Circular PB - Transportation Research Board AU - Berardino, F AU - Transportation Research Board TI - DEMAND MANAGEMENT OPTIONS: BACKGROUND PY - 2001/03 SP - p. 41-44 AB - This seminar presentation provides background information for the Panel 2 discussions on demand management options. Three figures are used to explain how airport capacity is managed. Comments are included on the slot rule and LaGuardia's lottery program. U1 - Aviation Gridlock: Understanding the Options and Seeking Solutions. Phase 1: Airport Capacity and Demand ManagementFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20010216 EndDate:20010216 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Airport capacity KW - Aviation KW - Gridlock KW - Lottery program (Aviation) KW - Meetings KW - Slot allocation KW - Travel demand management UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec029.pdf UR - https://trid.trb.org/view/677079 ER - TY - CONF AN - 00808611 JO - Transportation Research Circular PB - Transportation Research Board AU - Morrison, Steven A AU - Transportation Research Board TI - DEMAND MANAGEMENT OPTIONS: MARKET-BASED SOLUTIONS PY - 2001/03 SP - p. 45-48 AB - This seminar presentation addresses market-based solutions to the aviation gridlock problem. Market-based solutions means that price should be used to bring supply and demand into balance. In the case of airports, such prices are called congestion or peak hour fees. Airlines would pass these fees on to travelers. But, congestion fees would provide an incentive to airlines to use higher load factors--to the extent that these flights aren't already full--to use larger aircraft. Passengers would have an incentive to travel at less congested times of the day, to travel to less congested airports, to switch mode, or to cease traveling. Pricing policies other than full-blown congestion fees are the imposition of a flat or minimum landing fee, and auctioning the available capacity to the highest bidder. U1 - Aviation Gridlock: Understanding the Options and Seeking Solutions. Phase 1: Airport Capacity and Demand ManagementFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20010216 EndDate:20010216 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Auctioning airport capacity KW - Aviation KW - Congestion pricing KW - Gridlock KW - Incentives KW - Landing fees KW - Market-based management KW - Meetings KW - Peak fares KW - Travel demand management UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec029.pdf UR - https://trid.trb.org/view/677080 ER - TY - CONF AN - 00808607 JO - Transportation Research Circular PB - Transportation Research Board AU - Sinha, A N AU - Transportation Research Board TI - UNDERSTANDING AIRPORT DELAY AND CONGESTION: ANATOMY OF A DELAY PY - 2001/03 SP - p. 9-20 AB - This seminar presentation discusses the problem of airport delay. Three scenarios from June 2000 are examined, showing the complexity and interconnectivity of the problem in order to come up with appropriate solutions for all of the issues. U1 - Aviation Gridlock: Understanding the Options and Seeking Solutions. Phase 1: Airport Capacity and Demand ManagementFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20010216 EndDate:20010216 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Aviation KW - Case studies KW - Flight delays KW - Gridlock KW - Meetings UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec029.pdf UR - https://trid.trb.org/view/677076 ER - TY - CONF AN - 00808614 JO - Transportation Research Circular PB - Transportation Research Board AU - Malin, R AU - Transportation Research Board TI - CHALLENGES IN ADOPTING NEW DEMAND MANAGEMENT STRATEGIES: OPERATIONAL CHALLENGES PY - 2001/03 SP - p. 61-63 AB - This seminar presentation comments on the operational challenges in adopting new demand management strategies. The author proposes that we must stop pretending that access to LaGuardia and Washington National will ever be unconstrained and must ensure that whatever constraint program is implemented is consistent with the objective of maximizing the benefit to the traveling public; fewer flights with reliability is better than more flights with unreliable operation; there are two ways to constrain demand at congested airports - administrative allocation and market-based solutions - and it is time to try the market-based approach; and whatever system we choose to constrain demand, it must provide economic incentives that encourage the use of larger airplanes. U1 - Aviation Gridlock: Understanding the Options and Seeking Solutions. Phase 1: Airport Capacity and Demand ManagementFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20010216 EndDate:20010216 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Airport operations KW - Aviation KW - Gridlock KW - Meetings KW - Strategic planning KW - Travel demand management UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec029.pdf UR - https://trid.trb.org/view/677083 ER - TY - CONF AN - 00808616 JO - Transportation Research Circular PB - Transportation Research Board AU - Barrett, C AU - Transportation Research Board TI - CHALLENGES IN ADOPTING NEW DEMAND MANAGEMENT STRATEGIES: POLITICAL CHALLENGES PY - 2001/03 SP - p. 68-73 AB - This seminar presentation addresses the political challenges in adopting new demand management strategies. It is pointed out that one of the good things about the issue of congestion pricing and airfield capacity is that recently there have been so many people talking about it that it is possible to put everybody's position out on the table, in their own words. But, rather than moving too quickly to tackle the issue, we are cautioned to step back for just a minute and define the problem and in that way define who the powerful forces are and what is motivating them. U1 - Aviation Gridlock: Understanding the Options and Seeking Solutions. Phase 1: Airport Capacity and Demand ManagementFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20010216 EndDate:20010216 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Airport capacity KW - Aviation KW - Congestion pricing KW - Gridlock KW - Meetings KW - Political factors KW - Travel demand management UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec029.pdf UR - https://trid.trb.org/view/677085 ER - TY - CONF AN - 00808608 JO - Transportation Research Circular PB - Transportation Research Board AU - Mitchell, K P AU - Transportation Research Board TI - UNDERSTANDING AIRPORT DELAY AND CONGESTION: CUSTOMERS' VIEW PY - 2001/03 SP - p. 21-23 AB - This seminar presentation presents the customers' perspective on aviation gridlock. The author surveyed 65 major corporations by questionnaire and interviewed about half of these customers by phone. These corporate business travelers were asked to outline what their sense of the problem of gridlock is, how far-reaching it is, its impact, their needs as business travelers and organizations that sponsor business travel, and what their sense of solutions might be. U1 - Aviation Gridlock: Understanding the Options and Seeking Solutions. Phase 1: Airport Capacity and Demand ManagementFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20010216 EndDate:20010216 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Aviation KW - Corporations KW - Customer relations KW - Customers KW - Gridlock KW - Interviewing KW - Meetings KW - Questionnaires KW - Surveys UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec029.pdf UR - https://trid.trb.org/view/677077 ER - TY - CONF AN - 00808609 JO - Transportation Research Circular PB - Transportation Research Board AU - Antolini, J AU - Transportation Research Board TI - UNDERSTANDING AIRPORT DELAY AND CONGESTION: AIRLINE SCHEDULING PY - 2001/03 SP - p. 24-31 AB - This seminar presentation discusses route economics and airline scheduling, or "why airlines hub as they do." A lot of people feel that big hubs have a lot to do with the delays in the system. To understand this requires knowledge of why airlines hub the way they do, why this phenomenon has taken place over the last 20 or so years, and why the ramifications of hubbing are better than a lot of the alternatives. U1 - Aviation Gridlock: Understanding the Options and Seeking Solutions. Phase 1: Airport Capacity and Demand ManagementFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20010216 EndDate:20010216 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Airlines KW - Aviation KW - Flight delays KW - Gridlock KW - Hubs KW - Meetings KW - Scheduling UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec029.pdf UR - https://trid.trb.org/view/677078 ER - TY - CONF AN - 00808605 JO - Transportation Research Circular PB - Transportation Research Board AU - Shane, J N AU - Garvey, J F AU - Transportation Research Board TI - AVIATION GRIDLOCK: UNDERSTANDING THE OPTIONS AND SEEKING SOLUTIONS. PHASE 1: AIRPORT CAPACITY AND DEMAND MANAGEMENT. SEMINAR PROCEEDINGS, FEBRUARY 16, 2001, WASHINGTON, D.C. INTRODUCTION AND FRAMING PY - 2001/03 SP - p. 4-7 AB - These introductory comments briefly state the purpose of this 1-day seminar on the problem of aviation gridlock, which is to talk about one aspect of the aviation gridlock issue - demand management. The hope is to get a broad ranging grasp of what the possibilities are for addressing the airport capacity issue through this and two seminars yet to come. Long-held assumptions will be challenged and aviation policy will be debated. U1 - Aviation Gridlock: Understanding the Options and Seeking Solutions. Phase 1: Airport Capacity and Demand ManagementFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20010216 EndDate:20010216 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Air transportation policy KW - Airport capacity KW - Aviation KW - Gridlock KW - Meetings KW - Travel demand management UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec029.pdf UR - https://trid.trb.org/view/677074 ER - TY - CONF AN - 00808612 JO - Transportation Research Circular PB - Transportation Research Board AU - DeCota, W R AU - Transportation Research Board TI - DEMAND MANAGEMENT OPTIONS: ADMINISTRATIVE SOLUTIONS PY - 2001/03 SP - p. 49-53 AB - This seminar presentation discusses administrative solutions to the problem of aviation gridlock. These solutions are viewed as an intermediate step, or the step toward the ultimate goal of a market-based solution. Among the administrative solutions are imposition of slots, air carrier cooperation and collaborative decision making, moratoriums on additional flights, lotteries, utilization standards, managing flight cancellations, and building new airports or more capacity at existing airports. U1 - Aviation Gridlock: Understanding the Options and Seeking Solutions. Phase 1: Airport Capacity and Demand ManagementFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20010216 EndDate:20010216 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Administrative procedures KW - Airlines KW - Airport capacity KW - Airport construction KW - Aviation KW - Cooperation KW - Decision making KW - Flight cancellations KW - Flight moratoriums KW - Gridlock KW - Lottery program (Aviation) KW - Meetings KW - Slot allocation KW - Travel demand management UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec029.pdf UR - https://trid.trb.org/view/677081 ER - TY - CONF AN - 00808598 JO - Transportation Research Circular PB - Transportation Research Board AU - Coogan, M AU - Transportation Research Board TI - AIRPORT CAPACITY PY - 2001/03 SP - p. 29-36 AB - This conference presentation discusses airport capacity in the 21st century from the perspective of fifty years in the future (2050). The author concludes that the problem of airport capacity was solved, with part of the solutions coming from physical facilities, part from information systems, but most of the solutions coming from institutional change, which was so difficult for people to see 50 years ago (2000). U1 - Airports in the 21st CenturyFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20000420 EndDate:20000420 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Airport capacity KW - Conferences KW - Institutional issues KW - Problem solving UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec027/ec027.pdf UR - https://trid.trb.org/view/677067 ER - TY - CONF AN - 00808591 JO - Transportation Research Circular PB - Transportation Research Board AU - Transportation Research Board TI - AIRPORTS IN THE 21ST CENTURY: PROCEEDINGS OF A CONFERENCE, APRIL 20, 2000, WASHINGTON, D.C. PY - 2001/03 SP - 100 p. AB - This one-day conference reviewed the outlook for airports in the 21st century. The conference focused on development that is expected to take place at major metropolitan airports to help accommodate growth during the next 25 years. The program considered the major technological and institutional measures that may be combined to increase the capacity of the airport system and to help meet the rising demand for air transportation. Industry experts presented information on the prospects for improved airport infrastructure, aircraft technology, and air traffic control technology in relation to future capacity requirements. The process of planning and undertaking major airport improvement programs was examined from the perspective of regional planning, environmental compatibility, and economic implications. The conference provided practitioners and policymakers with an opportunity to review the changing context of airport development and to discuss changes in areas such as research, planning procedures, and institutional roles and responsibilities in order to meet future requirements. The conference proceedings contain the conference presentations and discussions. U1 - Airports in the 21st CenturyFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20000420 EndDate:20000420 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Air traffic control KW - Aircraft KW - Airport capacity KW - Airport planning KW - Airports KW - Conferences KW - Economic factors KW - Environmental impacts KW - Improvements KW - Infrastructure KW - Institutional issues KW - Regional planning KW - Research KW - Technology UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec027/ec027.pdf UR - https://trid.trb.org/view/677060 ER - TY - CONF AN - 00808594 JO - Transportation Research Circular PB - Transportation Research Board AU - Gosling, G AU - Transportation Research Board TI - INFRASTRUCTURE AND TECHNOLOGICAL CONSIDERATIONS OF AIRPORT CAPACITY - INTRODUCTION PY - 2001/03 SP - p. 9-10 AB - This conference presentation introduces the conference session on infrastructure and technological considerations of airport capacity. The topics to be addressed in this session are: the type and location of future airport infrastructure needs; how aircraft technology might enhance airport capacity; and the role of future air traffic control technology. U1 - Airports in the 21st CenturyFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20000420 EndDate:20000420 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Air traffic control KW - Aircraft KW - Airport capacity KW - Conferences KW - Future KW - Infrastructure KW - Technology UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec027/ec027.pdf UR - https://trid.trb.org/view/677063 ER - TY - CONF AN - 00808599 JO - Transportation Research Circular PB - Transportation Research Board AU - Kaplan, S AU - Transportation Research Board TI - INSTITUTIONAL ARRANGEMENTS FOR AIRPORT PLANNING AND ALTERNATIVE WAYS TO MANAGE GROWTH - INTRODUCTION PY - 2001/03 SP - p. 37-38 AB - This conference presentation introduces the conference session on institutional arrangements for airport planning and alternative ways to manage growth. The topics to be addressed in this session are: airport planning models; environmental considerations; economic management of capacity (using the San Francisco case study); and congestion pricing. U1 - Airports in the 21st CenturyFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20000420 EndDate:20000420 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Airport capacity KW - Airport planning KW - Conferences KW - Congestion pricing KW - Economic factors KW - Environmental impacts KW - Institutional issues KW - Management UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec027/ec027.pdf UR - https://trid.trb.org/view/677068 ER - TY - CONF AN - 00808601 JO - Transportation Research Circular PB - Transportation Research Board AU - Cutler, E AU - Transportation Research Board TI - ENVIRONMENTAL CONSIDERATIONS PY - 2001/03 SP - p. 45-49 AB - This conference presentation discusses the institutional response to environmental constraints in the aviation industry. The discussion begins with the positing of three central truths about planning and building airport capacity in the 21st century: (1) Airports have a broader adverse impact on more people who typically do not share in the benefits of its operation, or at least don't perceive that they do, than any other large public facility with the possible exception of a jail or a prison; (2) Airports are the only polluting activity of any real consequence, at least to the transportation sector, where the principle point sources of pollution, air and noise, are essentially unregulated; and (3) The air transportation system in general, and the ownership and operating responsibility for airports in particular, are thoroughly balkanized, more so than in any other transportation sector, even railroads. U1 - Airports in the 21st CenturyFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20000420 EndDate:20000420 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Air pollution KW - Airport planning KW - Conferences KW - Environmental impacts KW - Institutional issues KW - Noise UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec027/ec027.pdf UR - https://trid.trb.org/view/677070 ER - TY - CONF AN - 00808603 JO - Transportation Research Circular PB - Transportation Research Board AU - Neels, K AU - Transportation Research Board TI - CONGESTION PRICING AND THE ECONOMIC REGULATION OF AIRPORTS PY - 2001/03 SP - p. 56-62 AB - This conference presentation discusses congestion pricing of airports. It considers what it would mean if you tried to use congestion pricing as a way to manage the capacity of the air transportation system. The various forms of congestion are examined and it is pointed out that some forms of congestion are more susceptible to a pricing solution than others. Also discussed is the issue of pricing behavior of airports and the regulation of that behavior. Currently, prices must be set to equate revenues to costs. When you talk about congestion pricing, this changes. Prices that equate supply and demand are not necessarily those that equate revenue and costs. In conclusion it is pointed out that adoption of congestion prices would fundamentally alter the regulatory environment within which airports operate. To do that, you need to be ready to consider those fundamental changes and to devise an alternative regulatory scheme to deal with the problems of market power and high fees and charges that would likely be encountered under such a system. U1 - Airports in the 21st CenturyFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20000420 EndDate:20000420 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Airport capacity KW - Airport congestion KW - Airport planning KW - Conferences KW - Congestion pricing KW - Economic policy KW - Regulatory reform UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec027/ec027.pdf UR - https://trid.trb.org/view/677072 ER - TY - CONF AN - 00808595 JO - Transportation Research Circular PB - Transportation Research Board AU - THOMAS, J AU - Transportation Research Board TI - AIRPORT INFRASTRUCTURE: WHERE AND WHAT KIND OF DEVELOPMENT? PY - 2001/03 SP - p. 11-14 AB - This conference presentation addresses the topic of where and what kind of airport development will be required in the 21st century. In a market-driven aviation system under a first-come, first-serve operating premise, passenger and shipper demands will answer that question, and development will occur where it is needed. If the system evolves with corporate interests more and more running airports, it will further amplify the focus on airports where the demand lies. The Los Angeles multi-airport system is discussed as an example where aviation activity is highly concentrated in the largest airports. Regulatory and policy changes that could help in adding capacity in difficult urban markets, where it is most needed, are discussed. U1 - Airports in the 21st CenturyFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20000420 EndDate:20000420 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Airport capacity KW - Airports KW - Conferences KW - Demand KW - Development KW - Infrastructure KW - Policy KW - Regulatory reform UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec027/ec027.pdf UR - https://trid.trb.org/view/677064 ER - TY - CONF AN - 00808597 JO - Transportation Research Circular PB - Transportation Research Board AU - Hansman, R J AU - Transportation Research Board TI - AIRPORT CAPACITY: LIMITS, TECHNOLOGY, STRATEGY PY - 2001/03 SP - p. 16 AB - There is no conference presentation, but the slide presentation can be viewed (by clicking here) from this point in the conference proceedings. U1 - Airports in the 21st CenturyFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20000420 EndDate:20000420 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Airport capacity KW - Conferences KW - Strategic planning KW - Technology UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec027/ec027.pdf UR - https://trid.trb.org/view/677066 ER - TY - CONF AN - 00808596 JO - Transportation Research Circular PB - Transportation Research Board AU - Kelley-Wickemeyer, R AU - Transportation Research Board TI - AIRCRAFT TECHNOLOGY: IMPACT ON AIRPORT CAPACITY PY - 2001/03 SP - p. 15 AB - There is no conference presentation, but the slide presentation can be viewed (by clicking here) from this point in the conference proceedings. U1 - Airports in the 21st CenturyFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20000420 EndDate:20000420 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Aircraft KW - Airport capacity KW - Conferences KW - Impacts KW - Technology UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec027/ec027.pdf UR - https://trid.trb.org/view/677065 ER - TY - CONF AN - 00808592 JO - Transportation Research Circular PB - Transportation Research Board AU - Garvey, J AU - Transportation Research Board TI - AIRPORTS IN THE 21ST CENTURY: PROCEEDINGS OF A CONFERENCE, APRIL 20, 2000, WASHINGTON, D.C. WELCOME ADDRESS PY - 2001/03 SP - p. 1-4 AB - These welcoming remarks address the challenges being faced in airport planning and how this conference will help by providing the opportunity to explore those challenges, to re-examine public policies, and to answer the tough questions. U1 - Airports in the 21st CenturyFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20000420 EndDate:20000420 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Airport planning KW - Conferences KW - Decision making KW - Future KW - Public policy UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec027/ec027.pdf UR - https://trid.trb.org/view/677061 ER - TY - CONF AN - 00808593 JO - Transportation Research Circular PB - Transportation Research Board AU - de Neufville, R AU - Transportation Research Board TI - OUTLOOK FOR THE FUTURE PY - 2001/03 SP - p. 5-8 AB - This conference presentation discusses the changing structure of the aviation industry and its impact on planning. As it moves from a generally governmentally directed, organized, and executed planning system to one directed by large corporations and global companies, we will need to think about systems of airports on the regional level. These regional complexes will be serviced by major clusters of airlines working together and supported by major suppliers in terms of airport management companies operating across the United States and internationally. This will lead to a very different kind of planning process. U1 - Airports in the 21st CenturyFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20000420 EndDate:20000420 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Airport planning KW - Conferences KW - Future KW - Industry structure KW - Management KW - Regional planning UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec027/ec027.pdf UR - https://trid.trb.org/view/677062 ER - TY - CONF AN - 00808600 JO - Transportation Research Circular PB - Transportation Research Board AU - Dahms, L AU - Transportation Research Board TI - PLANNING MODELS PY - 2001/03 SP - p. 39-44 AB - This conference presentation reviews the experience of the Metropolitan Transportation Commission (MTC), the metropolitan planning organization for San Francisco, in the area of airport planning; discusses the influence of the Bay Conservation Development Commission in the San Francisco Bay Area with respect to airport capacity expansion; looks at the current status of proposals and tradeoffs for airports in the San Francisco Bay Area; and concludes with comments on MTC's views on future airport planning. U1 - Airports in the 21st CenturyFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20000420 EndDate:20000420 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Airport capacity KW - Airport planning KW - Alternatives analysis KW - Bay Conservation and Development Commission KW - Conferences KW - Future KW - Metropolitan Transportation Commission (California) KW - San Francisco Bay Area UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec027/ec027.pdf UR - https://trid.trb.org/view/677069 ER - TY - CONF AN - 00808602 JO - Transportation Research Circular PB - Transportation Research Board AU - Martin, J AU - Transportation Research Board TI - ECONOMIC MANAGEMENT OF CAPACITY PY - 2001/03 SP - p. 50-55 AB - This conference presentation discusses airport capacity at San Francisco International Airport (SFO) and what is being done to provide relief. SFO consistently ranks among the worst in terms of percent of flights arriving within 15 minutes of schedule. The primary source of the problem is the closely spaced parallel runways. Bad weather means single-file landings, cutting capacity in half. In summary, actions that the airport intends to take are installation of a PRM/SELYA (a precision runway monitoring system with an offset instrument approach and landing procedure) by mid-2001; undertaking a Part 161 rulemaking for the use of larger aircraft and longer ground times; and providing more accurate and timely information on cancellations and delays, making sure that all passengers, regardless of their frequent flyer status, have the same level of information and the same accuracy of information. Ultimately, SFO needs runway reconfiguration, which requires the approval of 31 different regulatory agencies. U1 - Airports in the 21st CenturyFederal Aviation Administration; and Transportation Research Board.Washington, D.C. StartDate:20000420 EndDate:20000420 Sponsors:Federal Aviation Administration; and Transportation Research Board. KW - Airport capacity KW - Airport planning KW - Conferences KW - Economic factors KW - Management KW - Passenger information systems KW - Precision runway monitoring systems KW - Rulemaking KW - Runway reconfiguration KW - San Francisco International Airport UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec027/ec027.pdf UR - https://trid.trb.org/view/677071 ER - TY - RPRT AN - 01566462 AU - Bagot, Keith AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Aircraft Rescue and Firefighting Training Fuel Comparative Evaluation PY - 2001/02//Technical Note SP - 13p AB - Environmental air and water quality regulations are getting more and more stringent. Changes to the regulations are making it difficult for aircraft rescue and firefighting (ARFF) personnel to get quality firefighting training. The environmental regulations are increasing the cost of operating liquid hydrocarbon-based training facilities and forcing several training facilities to close or transition to propane. The Federal Aviation Administration William J. Hughes Technical Center’s ARFF research program conducted a comparative evaluation of one of the existing fuels for training (JP8) and two recently developed products produced specifically for firefighting training by Exxon Chemical Company and Envirofuel Incorporated. Both of the new training products showed major improvements in reducing the production of environmentally harmful by-products. Data indicate that the Exxon product produced the least amount of smoke output and contaminated water runoff. KW - Aircraft Rescue and Fire Fighting KW - Aviation fuels KW - Environmental impacts KW - Regulations KW - Training UR - http://www.airtech.tc.faa.gov/Safety/Downloads/01-4_Training_Fuels.pdf UR - https://trid.trb.org/view/1355553 ER - TY - RPRT AN - 01342714 AU - Griffith, D AU - Olson, W AU - Massachusetts Institute of Technology AU - Federal Aviation Administration TI - Coordinating General Aviation Maneuvers with TCAS Resolution Advisories PY - 2001/02 SP - 42p AB - One of the remaining sources of mid-air collision risk is encounters between aircraft that are equipped with Traffic Alert and Collision Avoidance System (TCAS) and non-TCAS-equipped General Aviation (GA) aircraft. Equipping GA aircraft with a collision avoidance system may further reduce the mid-air collision and may further reduce the mid-air collision risk in the National Airspace System (NAS). A critical design decision for a GA aircraft collision avoidance system is the level of coordination between the system and TCAS on TCAS-equipped aircraft. This report investigates the performance of varying levels of coordination: full coordination where the system directly coordinates with TCAS, responsive coordination where the system only responds in TCAS, and no coordination. Results from this study show that equipping GA aircraft with TCAS is acceptable if the GA pilot response rate is high and vertical capability of the aircraft can achieve TCAS advisories. A responsive coordination strategy performs well regardless of the GA pilot response rate. Lastly, GA aircraft should not be equipped with the TCAS logic without a coordination capability. KW - Air traffic control KW - Air transportation crashes KW - Aircraft separation KW - Approach control KW - Coordination KW - Crash avoidance systems KW - Design KW - Flow control (Air traffic control) KW - General aviation KW - Risk assessment KW - Traffic alert and collision avoidance system UR - https://trid.trb.org/view/1103154 ER - TY - RPRT AN - 01142924 AU - Ahlstrom, Ulf AU - Rubinstein, Joshua AU - Siegel, Steven AU - Mogford, Richard AU - Manning, Carol AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Display Concepts For En Route Air Traffic Control PY - 2001/02//Technical Note SP - 29p AB - Previous research in the domain of air traffic control (ATC) has explored factors that describe the complexity facing a controller. Based on this research, new technologies and procedures have been developed that may aid the controller and reduce the complexity in ATC. Most of these technologies were designed to reduce ATC complexity associated with air traffic density, identification and resolution of conflict situations, and the operational efficiency of the human-machine interface. The purpose of the present study was to explore and prototype new display enhancements that may reduce complexity in ATC. A team of researchers from the Human Factors Branch (ACT-530) of the Federal Aviation Administration William J. Hughes Technical Center and the Human Resources Research Division (AAM-500) of the Civil Aeromedical Institute (CAMI) identified four complexity factors as being suitable for a graphical enhancement. These factors were the effects of weather on airspace structure, the effects of active Special Use Airspace (SUA), the effects of the number of transitioning aircraft, and the effects of the reliability of radio and radar coverage. We conducted a user evaluation of the display enhancements and their possible impact on ATC complexity. Two supervisors and 13 Full Performance Level controllers from the Jacksonville Air Route Traffic Control Center participated as observers in this evaluation. The results of the user evaluation showed that the controllers supported earlier research that identified weather, SUA, transitioning aircraft, and reliability of radio and radar coverage as factors that increase ATC complexity. The controllers favored the proposed display enhancements. More importantly, the controllers predicted a substantial reduction in their job complexity from the enhancements. Based on these findings, we recommend a formal test simulation of the proposed enhancements to determine their efficacy for reducing task complexity in ATC operations. We also recommend further studies to determine the optimal colors for each display enhancement for use in operational systems. KW - Air traffic control KW - Air traffic controllers KW - En route KW - Information complexity KW - Information display systems UR - http://ntl.bts.gov/lib/30000/30900/30992/TN0106.pdf UR - https://trid.trb.org/view/902775 ER - TY - RPRT AN - 01104385 AU - Kim, David AU - Marciniak, Maciej AU - Embry-Riddle Aeronautical University AU - Federal Aviation Administration TI - Methodology to Predict the Empennage In-Flight Loads of a General Aviation Aircraft Using Backpropagation Neural Networks PY - 2001/02//Final Report SP - 48p AB - Backpropagation neural networks were used to predict strains resulting from maneuver loads in the empennage structure of a Cessna 172P. The purpose of this research was to develop a methodology for the prediction of strains in the tail section of a general aviation aircraft that would not require installation of strain gages and to determine the minimum set of sensors necessary for a prediction suitable for small aircraft. This report provides a methodology for determining in-flight tail loads using neural networks. The method does not require the installation of strain gages on each airplane. It is an inexpensive and effective technique for collecting empennage load spectra for small transport airplanes already in service where installation of strain gages are impractical. Linear accelerometer, angular accelerometer, rate gyro, and strain gage signals were collected in flight using DAQBook portable data acquisition system for dutch-roll, roll, sideslip left, sideslip right, stabilized g turn left, stabilized g turn right, and push-pull maneuvers at airspeeds of 65 KIAS, 80 KIAS, and 95 KIAS. The sensor signals were filtered and used to train the neural networks. Modular neural networks were used to predict the strains. The horizontal tail neural network was trained with c.g. Nz and x-, y-, and z-axis angular accelerometer signals and predicted 93% of all strains to within 50 he of measured values. The vertical tail neural network predicted 100% of all strains to within 50 he of measured values. KW - Aircraft KW - Aircraft operations KW - Aviation KW - Backpropagation KW - Flight KW - Flight control systems KW - Flight recorders KW - General aviation KW - Loads KW - Maneuvering UR - http://ntl.bts.gov/lib/17000/17800/17808/PB2001104558.pdf UR - https://trid.trb.org/view/863609 ER - TY - RPRT AN - 01091285 AU - Wiegmann, Douglas A AU - Shappell, Scott AU - Federal Aviation Administration TI - A Human Error Analysis of Commercial Aviation Accidents Using the Human Factors Analysis and Classification System (HFACS) PY - 2001/02 SP - 17 p AB - The Human Factors Analysis and Classification System (HFACS) is a general framework originally developed and tested within the U.S. military as a tool for investigating and analyzing the human causes of aviation accidents. Based upon Reason's (1990) model of latent and active failures HFACS addresses human error at all levels of the system, including the condition of aircrew and organizational factors. The purpose of the present study was to assess the utility of the HFACS framework as an error analysis and classification tool outside the military. Specifically, HFACS was applied to commercial aviation accident records maintained by the National Transportation Safety Board (NTSB). Using accidents that occurred between January 1990 and December 1996, it was demonstrated that HFACS reliably accommodated all human causal factors associated with the commercial accidents examined. In addition, the classification of data using HFACS highlighted several critical safety issues in need of intervention research. These results demonstrate that the HFACS framework can be a viable tool for use within the civil aviation arena. KW - Civil aviation KW - Crash analysis KW - Crash causes KW - Human error KW - Human Factors Analysis and Classification System UR - http://ntl.bts.gov/lib/14000/14400/14416/ADA387808.pdf UR - http://ntl.bts.gov/lib/17000/17800/17835/PB2001104656.pdf UR - https://trid.trb.org/view/851510 ER - TY - RPRT AN - 01074090 AU - Federal Aviation Administration TI - Proposed expansion of runway 9R-27L, Fort Lauderdale-Hollywood international airport, Broward County : environmental impact statement PY - 2001/02//Volumes held: Draft, Supplement to the draft, Supplement to the draft2 KW - Environmental impact statements KW - Florida UR - https://trid.trb.org/view/833484 ER - TY - RPRT AN - 00960414 AU - Federal Aviation Administration TI - THE ECONOMIC IMPACT OF COMMERCIAL SPACE TRANSPORTATION ON THE U.S. ECONOMY PY - 2001/02 SP - 22 p. AB - This report is the Federal Aviation Administration Associate Administrator for Commercial Space Transportation's (FAA/AST) first study of the U.S. commercial launch industry's effect on the nation's economy. This report is a quantitative analysis of the extent to which commercial space transportation is responsible directly and indirectly for supporting a variety of space and non-space-related industries, thereby contributing to production and generating jobs in the United States. Monies are generated in the U.S. economy from the manufacture and purchase of commercial launch vehicles as well as from the commercial space activities "enabled" by the launch industry. This report examines the U.S. commercial launch vehicle industry and the enabled commercial space activities together, as both are needed to assess fully the impact of commercial space transportation on the U.S. economy. The industries analyzed include launch vehicle manufacturing; satellite and ground equipment manufacturing; satellite services; remote sensing; and distribution industries. The impacts quantified in this report are based on data for the year 1999. The economic impacts measured for the commercial space transportation industry and the industries it enables include economic activity (revenues), earnings of employees, and jobs. This report assesses the full economic impact of the commercial launch industry and the industries it enables; it does not simply present the revenues and employment statistics for the commercial launch industry and enabled industries. The figures herein reflect the economic activity, employee earnings, and number of jobs generated not only within these industries but also within the industries they support directly and indirectly. U.S. economic activity linked to the commercial space industry in 1999 totaled over $61.3 billion. Commercial space transportation was directly and indirectly responsible for $16.4 billion in employee earnings in the United States. Over 497,000 people were employed in the United States as a direct or indirect result of commercial space transportation and enabled industries. Commercial space transportation and the industries it enabled affected the economic activity, employee earnings, and number of jobs in all major U.S. industry sectors. KW - Artificial satellites KW - Commercial space transportation KW - Earnings KW - Economic impacts KW - Employees KW - Employment KW - Equipment KW - Industries KW - Jobs KW - Launch vehicles KW - Manufacturing KW - Physical distribution KW - Production KW - Remote sensing KW - Revenues KW - United States UR - http://ntl.bts.gov/lib/23000/23100/23170/Econ_Final.pdf UR - https://trid.trb.org/view/659916 ER - TY - RPRT AN - 00927658 AU - Farmer, W L AU - Thompson, R C AU - Heil, SKR AU - Heil, M C AU - Federal Aviation Administration AU - Oklahoma Department of Mental Health and Substance Abuse Services TI - LATENT TRAIT THEORY ANALYSIS OF CHANGES IN ITEM RESPONSE ANCHORS PY - 2001/02 SP - 18 p. AB - The purpose of this study was to evaluate the effect that modifications in item response anchors have on responses to survey items. Twenty-nine items were administered in 1993 and 1995 as part of more extensive attitude surveys to two random samples of Federal Aviation Administration employees. Changes in the response scales (5-point Likert) between the two survey administrations ranged from no change at all to extensive re-anchoring of the response categories. Item responses were modeled via two-parameter graded response models based on item response theory. Changes in the way the item responses functioned between both years were assessed using the differential item functioning (DIF) method recommended by Muraki (1997). Twenty-four of the 29 items displayed significant levels of DIF, indicating that the response categories did not measure the constructs of interest in a similar fashion across the two administrations. Items whose response anchors had been changed substantially exhibited significant DIF more frequently than those where the change in anchors was less drastic. These results suggest that researchers and practitioners take a conservative approach when considering the revision of measuring scales for a particular set of items. KW - Attitudes KW - Employees KW - Item response anchors KW - Random sampling KW - Surveys UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0104.pdf UR - http://ntl.bts.gov/lib/17000/17800/17836/PB2001104657.pdf UR - https://trid.trb.org/view/718663 ER - TY - RPRT AN - 00811706 AU - Wiegmann, D A AU - Shappell, S A AU - Civil Aeromedical Institute AU - Federal Aviation Administration TI - HUMAN ERROR ANALYSIS OF COMMERCIAL AVIATION ACCIDENTS USING THE HUMAN FACTORS ANALYSIS AND CLASSIFICATION SYSTEMS (HFACS) PY - 2001/02 SP - 17 p. AB - The Human Factors Analysis and Classification System (HFACS) is a general human error framework originally developed and tested within the U.S. military as a tool for investigation and analyzing the human causes of aviation accidents. Based upon Reasons (1990) model of latent and active failures, HCACS addresses human error at all levels of the system, including the condition of aircrew and organizational factors. The purpose of the present study was to assess the utility of the HFACS framework as an error analysis and classification tool outside the military. KW - Aviation safety KW - Classification KW - Crash analysis KW - Error analysis KW - Factor analysis KW - Human error KW - Human factors KW - Human factors in crashes UR - http://ntl.bts.gov/lib/14000/14400/14416/ADA387808.pdf UR - https://trid.trb.org/view/680233 ER - TY - RPRT AN - 00811697 AU - Cyrus, H M AU - Federal Aviation Administration TI - AIRPORT PAVEMENT MARKING EVALUATION FOR REDUCING RUNWAY INCURSION PY - 2001/02 SP - 28 p. AB - This study was undertaken to evaluate the widening of airport pavement markings in order to enhance their recognition. Results of this evaluation are aimed at reducing the potential of runway incursions and incidents by making airport pavement markings more visible for pilots and vehicular operators. A series of airport pavement marking variations were evaluated at the Atlantic City International Airport (ACY). Subject pilots were given the opportunity to view these variations and to express their opinions. Results from the evaluation showed the pilots preferred the runway holding position marking incorporating the 12-inch stripes. Pilots also preferred the Instrument Landing System/Microwave Landing System (ILS/MLS) holding position marking incorporating 24-inch paint stripes with 48-inch spacing. The pilots preferred the nonmovement area boundary marking incorporating 12-inch stripes. KW - Airline pilots KW - Airport ground transportation KW - Airport operations KW - Airport runways KW - Airport surface traffic control KW - Instrument landing systems KW - Microwave landing systems KW - Pavements UR - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=0adde0e5-d798-4f07-b295-8b1098278e8e&f=TN01-2.pdf UR - http://ntl.bts.gov/lib/17000/17800/17807/PB2001104557.pdf UR - https://trid.trb.org/view/680221 ER - TY - RPRT AN - 00810631 AU - Federal Aviation Administration TI - AERONAUTICAL INFORMATION PUBLICATION UNITED STATES OF AMERICA, SIXTEENTH EDITION PY - 2001/01/25 SP - 698 p. AB - This document is published by the authority of the Federal Aviation Administration. It is prepared in accordance with the Standards and Recommended Practices (SARP) of Annex 15 to the Convention on International Civil Aviation and the Aeronautical Information Services Manual (ICAO DOC 8126). Charts contained in the AIP are produced in accordance with Annex 4 to the Convention of International Aviation and the Aeronautical Chart Manual (ICAO Doc 8697). Differences from ICAO Standards, Recommended Practices and Procedures are given in subsection GEN 1.7. The AIP is made up of three parts: General, En Route, and Aerodynamics; each divided into sections and subsections as applicable, containing various types of information subjects. KW - Aeronautics KW - Charts KW - Civil aviation KW - General aviation KW - Information dissemination KW - Manuals KW - Procedures KW - Standards KW - U.S. Federal Aviation Administration KW - United States UR - https://trid.trb.org/view/679367 ER - TY - RPRT AN - 00808340 AU - Thompson, S AU - Spencer, D AU - Andrews, J AU - Massachusetts Institute of Technology AU - Federal Aviation Administration TI - ASSESSMENT OF THE COMMUNICATIONS, NAVIGATION, SURVEILLANCE (CNS) CAPABILITIES NEEDED TO SUPPORT THE FUTURE AIR TRAFFIC MANAGEMENT SYSTEM PY - 2001/01/10 SP - 60 p. AB - The purpose of this study was to assess the Communications, Navigation, and Surveillance (CNS) capabilities needed to support future Air Traffic Management (ATF) functionality in the National Airspace System (NAS). The goal was to determine the most effective areas for research and technical development in the CNS field and to make sure that the decision support tools under development match future CNS capabilities. The requirement for future ATM functions were derived from high level operational concepts designed to provide more freedom and flexibility in flight operations and from the Joint Research Project Descriptions (JRPDs) that are listed in the Integrated Plans for ATM Research and Technical Development. KW - Air traffic KW - Communication systems KW - Management and organization KW - Navigation systems KW - Performance evaluations KW - Surveillance UR - https://trid.trb.org/view/673310 ER - TY - RPRT AN - 01142907 AU - Ahlstrom, Vicki AU - Koros, Anton AU - Federal Aviation Administration AU - Federal Aviation Administration TI - NAS Infrastructure Management System Build 1.5 Computer-Human Interface Final Report PY - 2001/01//Technical Note; Final Report SP - 48p AB - Human factors engineers from the National Airspace System (NAS) Human Factors Branch (ACT-530) of the Federal Aviation Administration William J. Hughes Technical Center conducted an evaluation of the NAS Infrastructure Management System (NIMS) Build 1.5 computer-human interface (CHI) software. They conducted the evaluation at the NIMS Premier Facility (NPF) during November 1998. Five Airway Facilities Specialists serving as representative users employed scripts exercising the three applications that comprise NIMS Build 1.5. This software represented an interim build, and the NPF server did not represent the anticipated final configuration. This placed limits on the scope and content of the evaluation. The results of the evaluation indicated that system functionality could be improved by addressing several CHI areas. The human factors engineers determined that NIMS Build 1.5 has the potential to support an Operations Control Center Specialist in a centralized monitoring and control facility. However, at its tested maturity level, it was not capable of providing this support in an operational environment. They concluded that the majority of issues identified could be mitigated through the application of human engineering principles. KW - Evaluation and assessment KW - Human factors KW - Human factors engineering KW - Software KW - User interfaces (Computer science) UR - http://ntl.bts.gov/lib/30000/30900/30989/TN0101.pdf UR - https://trid.trb.org/view/902768 ER - TY - RPRT AN - 01091654 AU - Kan, Han-Pin AU - Northrop Grumman Corporation AU - Federal Aviation Administration TI - Assessment of Probabilistic Certification Methodology for Composite Structures PY - 2001/01//Final Report SP - 60p AB - The application of composite materials to primary aircraft structures requires proven certification procedures for demonstration of structural integrity. The objective of this program was to assess the suitability of the probabilistic approach for the certification of composite structures and to identify the elements needed for the development of such a methodology. A sensitivity study has been conducted to assess the currently available probabilistic structural analysis methods. The influence of the distribution parameters on the probability of failure was investigated analytically. The significant parameters that have an impact on development of probabilistic certification procedures were identified. The technical gaps which need to be filled for probabilistic certification of composite structures were discussed. KW - Aircraft KW - Certification KW - Composite materials KW - Composite structures KW - Probability KW - Sensitivity analysis UR - http://ntl.bts.gov/lib/17000/17700/17734/PB2001103559.pdf UR - https://trid.trb.org/view/851331 ER - TY - RPRT AN - 00960512 AU - Federal Aviation Administration TI - COMMERCIAL SPACE TRANSPORTATION: 2000 YEAR IN REVIEW PY - 2001/01 SP - 15 p. AB - In 2000, there were ten commercial launches licensed by the Federal Aviation Administration (FAA) for revenue that totaled about $625 million. This total represents seven launches from U.S. ranges for commercial and government customers plus three launches by the multinational Sea Launch venture. Overall, 35 worldwide commercial launches occurred in 2000. This number is slightly less than prior years (39 in 1999 and 41 in 1998). However, the U.S. percentage of commercial launches declined more precipitously. There were seven U.S. commercial launches in 2000, or 20 percent of the world total. The United States captured 38 percent of the commercial launches in 1999 and 54 percent in 1998. Also, the ten launches licensed by the FAA in 2000 were fewer than expected and represented a decrease from prior years (17 in 1999 and 22 in 1998). Among the ten licensed launches was Boeing's third flight of the Delta 3. The flight was successful and the vehicle deployed a test payload. Lockheed Martin's International Launch Services successfully flew its new Atlas 3A vehicle, which deployed a communications spacecraft for Eutelsat. Several new commercial space applications contributed to the worldwide commercial launch total. Three Proton rockets deployed satellites for Sirius Satellite Radio, a company that will offer direct radio broadcast services to the United States. Three Soyuz vehicles carried cargo and a cosmonaut crew to the Mir space station with private financing from MirCorp, a company that planned commercial development of the station through tourist flights. This report summarizes U.S. and international launch activities for calendar year 2000 and provides a historical look at the past five years of commercial launch activities. This report has three parts: 2000 FAA-Licensed Commercial Activity; 2000 Worldwide Launch Activity; and Five-Year Space Transportation Trends. KW - Air cargo KW - Artificial satellites KW - Boeing Company KW - Commercial space transportation KW - Commercial transportation KW - Commercial vehicles KW - Communications KW - Cosmonauts KW - Federal government KW - Financing KW - International Launch Services KW - Launch vehicles KW - Launching KW - Lockheed Martin KW - Russia (Federation) KW - Soyuz KW - Spacecraft KW - Tourism KW - Trend (Statistics) KW - U.S. Federal Aviation Administration KW - United States UR - http://www.faa.gov/about/office_org/headquarters_offices/ast/reports_studies/year_review/ UR - https://trid.trb.org/view/659990 ER - TY - RPRT AN - 00927657 AU - McLean, G A AU - Federal Aviation Administration TI - ACCESS-TO-EGRESS: A META-ANALYSIS OF THE FACTORS THAT CONTROL EMERGENCY EVACUATION THROUGH THE TRANSPORT AIRPLANE TYPE-III OVERWING EXIT PY - 2001/01 SP - 31 p. AB - There are many factors that control emergency evacuation from transport aircraft. The physical factors include the aircraft structure and the configuration of aircraft interior components. Information factors relating to emergency evacuation include safety briefing cards and videos, signs, placards, emergency lighting and verbal briefings by the crew. Trained crewmembers perform the functions necessary to initiate and conduct emergency evacuations, providing passenger management functions intended to produce fast and effective evacuations. Individual passengers have a large, typically negative, impact on the conduct of emergency evacuations, resulting from their general naivete regarding aircraft emergencies and the proper procedures needed to cope with such circumstances. Egress through the Type-III overwing exit is particularly susceptible to this deficiency, since passengers typically must operate the exit as well as use it. Research efforts conducted to define the relative contributions of these factors have been focused to a large degree on the interior configuration of transport aircraft, attempting to establish the appropriate access-to-egress required. These studies have employed and array of techniques and posited an assortment of experimental questions designed to address the issue, resulting in a comprehensive body of evidence related to access-to-egress, particularly for the Type-III exit. Additional information has been provided about many of the other factors that also exert control of evacuations, allowing assessments to be made regarding the relative importance of individual factors and the various combinations on the outcome of emergency evacuations. This analytical review of the studies conducted to address access to the Type-III exit has confirmed that human factors related to passengers present the biggest challenge to the execution of successful evacuations. Deficiencies that may exist regarding configural and informational egress factors are expressed through their interactions with these human factor effects, which have often made determination of specific deficiencies more difficult. Solutions to overcoming deficiencies must address both the specific deficiency and its interactiveness. KW - Access KW - Aircraft cabins KW - Aviation safety KW - Emergencies KW - Emergency exits KW - Evacuation KW - Flight crews KW - Human factors KW - Lighting systems KW - Literature reviews KW - Passengers KW - Safety education KW - Safety factors KW - Transport aircraft UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/0102.pdf UR - https://trid.trb.org/view/718662 ER - TY - RPRT AN - 00811701 AU - Federal Aviation Administration TI - FAA AIRWORTHINESS DIRECTIVES (1940 THROUGH 2000), AND TYPE CERTIFICATES DATA SHEETS AS OF DEC 2000 PY - 2001/01 SP - v.p. AB - This CD-ROM provides a complete set of Airworthiness Directives (ADs) issued from 1940 through December 2000, Type Certificate Data Sheets issued through December 2000, as well as Special Airworthiness Information Bulletins (SAIBs), Parts Manufacturer Approval Holders as of December 31, 2000. It also contains three datafiles that may be downloaded to a PC: Airworthiness Directives - there are 5 sections of the ADs: 1) small aircraft; 2) large aircraft; 3) rotorcraft, gliders, balloons, and airships; 4) appliance ADs; and, 5) indexes. The product includes alphabetic and numeric indexes. Drawings and figures are included. ADs mandate the correction of unsafe conditions determined by the FAA to exist in aircraft, aircraft engines, propellers, or other equipment affecting flight safety. The FAA issues ADs to owners and operators of aircraft built or operated in the United States. KW - Aircraft KW - Airships KW - Airworthiness KW - Balloons KW - CD-ROM KW - Engines KW - Helicopters KW - Propellers KW - Safety KW - Specifications KW - Standards KW - Technical drawings UR - https://trid.trb.org/view/682528 ER - TY - RPRT AN - 00811699 AU - Ahlstrom, V AU - Hartman, D G AU - Federal Aviation Administration TI - HUMAN ERROR IN AIRWAY FACILITIES PY - 2001/01 SP - 23 p. AB - This report examines human error in Airway Facilities (AF) with the intent of preventing these errors from being passed on to the new Operations Control Centers. To effectively manage errors, they first have to be identified. Human factors engineers researched human error literature, analyzed human errors recorded in AF databases, and conducted structured interviews with AF representatives. This study enabled them to categorize the types of human errors, identify potential causal factors, and recommend strategies for the mitigation. KW - Airport facilities KW - Airways KW - Human error KW - Human factors UR - http://ntl.bts.gov/lib/30000/30900/30990/TN0102.pdf UR - https://trid.trb.org/view/680224 ER - TY - RPRT AN - 00810638 AU - Wright, J AU - Federal Aviation Administration TI - RESCUE AND FIREFIGHTING RESEARCH PROGRAM PY - 2001/01 SP - 24 p. AB - The Federal Aviation Administration (FAA) is dedicated to improving rescue and firefighting services at commercial airports. The FAA's goal is to increase passenger survivability when involved in a postcrash fire. The FAA, through its Research and Development (R&D) program, seeks cost effective alternative methods to improve the efficiences of Rescue and Firefighting (RFF) services provided by airports. One of the primary areas for focus for this research program will be firefighting requirements related to new large aircraft (NLA) such as the B-747X and the A380. Another key focus area will be the development of environmentally cleaner firefighting agents. KW - Aircraft by size KW - Airports KW - Aviation safety KW - Commercial transportation KW - Cost effectiveness KW - Crash landing KW - Environmental protection KW - Fire fighting KW - Passenger handling KW - Survival UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar00-67.pdf UR - http://ntl.bts.gov/lib/17000/17700/17733/PB2001103558.pdf UR - https://trid.trb.org/view/679378 ER - TY - RPRT AN - 01073967 AU - Federal Aviation Administration TI - Proposed runway 5L/23R, proposed new overnight express air cargo sorting and distribution facility, and associated developments, Piedmont Triad International Airport : environmental impact statement PY - 2001///Volumes held: Draft(3v), F(5v) KW - Environmental impact statements KW - North Carolina UR - https://trid.trb.org/view/833361 ER - TY - RPRT AN - 01073770 AU - Federal Aviation Administration TI - Programmatic environmental impact statement for commercial launch vehicles : environmental impact statement PY - 2001///Volumes held: Draft, F, B1 KW - Environmental impact statements UR - https://trid.trb.org/view/833162 ER - TY - RPRT AN - 00948891 AU - Cardosi, Kim M AU - YOST, ALAN AU - Federal Aviation Administration AU - VOLPE NATIONAL TRANSPORTATION SYSTEMS CENTER FOR THE FEDERAL AVIATION ADMINISTRATION, OFFICE OF AVIATION RESEARCH UNDER FUNDING NO. TI - CONTROLLER AND PILOT ERROR IN AIRPORT OPERATIONS A REVIEW OF PREVIOUS RESEARCH AND ANALYSIS OF SAFETY DATA. PY - 2001 IS - PB2001-104596 AB - No abstract provided. KW - Aeronautics KW - Air pilots KW - Air traffic control KW - Air traffic controllers KW - Crashes KW - Human factors KW - Psychology KW - United States UR - http://ntl.bts.gov/lib/17000/17800/17815/PB2001104596.pdf UR - http://ntl.bts.gov/lib/33000/33600/33673/33673.pdf UR - https://trid.trb.org/view/601875 ER - TY - RPRT AN - 00917875 AU - MORGAN, SUSAN B AU - Federal Aviation Administration TI - PROJECT PLAN ASSESSMENT OF SCREENER COMPETENCY. T2 - ASSESSMENT OF SCREENER COMPETENCY PY - 2001 IS - PB2001-108598 AB - No abstract provided. KW - Airports KW - Baggage handling KW - Employees KW - Evaluation KW - Security KW - United States UR - https://trid.trb.org/view/590701 ER - TY - RPRT AN - 00912120 AU - KIM, DAVID AU - PECHAUD, LAURE AU - Federal Aviation Administration AU - National Technical Information Service AU - EMBRY-RIDDLE AERONAUTICAL UNIVERSITY UNDER CONTRACT NO. TI - IMPROVED METHODOLOGY FOR THE PREDICTION OF THE EMPENNAGE MANEUVER IN- FLIGHT LOADS OF A GENERAL AVIATION AIRCRAFT USING NEURAL NETWORKS. PY - 2001 AB - No abstract provided. KW - Aerodynamic force KW - Airplanes KW - Forecasting KW - Mathematical models KW - Neural networks KW - Tail surfaces UR - http://ntl.bts.gov/lib/19000/19100/19173/PB2002104736.pdf UR - https://trid.trb.org/view/585536 ER - TY - RPRT AN - 00911821 AU - BURNS, MICHAEL AU - CAVAGE, WILLIAM M AU - Federal Aviation Administration AU - National Technical Information Service TI - INERTING OF A VENTED AIRCRAFT FUEL TANK TEST ARTICLE WITH NITROGEN- ENRICHED AIR. PY - 2001 AB - No abstract provided. KW - Airplanes KW - Fires KW - Fuel tanks KW - Nitrogen KW - Protection UR - https://trid.trb.org/view/585438 ER - TY - RPRT AN - 00911837 AU - DILLINGHAM, GERALD LEE AU - THE OFFICE AU - Federal Aviation Administration TI - AVIATION RULEMAKING: INCOMPLETE IMPLEMENTATION IMPAIRED FAA'S REFORM EFFORTS: STATEMENT OF GERALD L. DILLINGHAM, DIRECTOR, PHYSICAL INFRASTRUCTURE ISSUES: TESTIMONY BEFORE THE SUBCOMMITTEE ON AVIATION, COMMITTEE ON TRANSPORTATION AND INFRASTRUCTURE, HOUSE OF REPRESENTATIVES. T2 - INCOMPLETE IMPLEMENTATION IMPAIRED FAA'S REFORM EFFORTS PY - 2001 AB - No abstract provided. KW - Air transportation KW - United States UR - https://trid.trb.org/view/585454 ER - TY - JOUR AN - 00911368 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - FLOTTAU, JENS AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - ASIAN CARRIERS ADVISED TO SEEK NEW FORMULAS. PY - 2001 AB - No abstract provided. KW - Airlines KW - France KW - Local service airlines KW - Paris (France) KW - United Kingdom UR - https://trid.trb.org/view/589045 ER - TY - JOUR AN - 00911496 JO - Journal of Air Law and Commerce PB - SMU Law Review Association AU - DAVIS, DEBORAH AU - ACCIDENTS, AIRCRAFT AU - Follette, William C AU - Federal Aviation Administration AU - National Transportation Safety Board TI - FOIBLES OF WITNESS MEMORY FOR TRAUMATIC/HIGH PROFILE EVENTS. PY - 2001 AB - No abstract provided. KW - Memory KW - Psychology KW - Witnesses UR - https://trid.trb.org/view/589111 ER - TY - JOUR AN - 00911498 JO - Journal of Air Law and Commerce PB - SMU Law Review Association AU - ROLF, TROY A AU - Federal Aviation Administration AU - National Transportation Safety Board TI - TAXING THE CEO'S JET: FEDERAL TAXATION OF CORPORATE AND PRIVATE AIRCRAFT OWNERSHIP AND OPERATIONS. T2 - FEDERAL TAXATION OF CORPORATE AND PRIVATE AIRCRAFT OWNERSHIP AND OPERATIONS PY - 2001 AB - No abstract provided. KW - Jet propelled aircraft KW - Taxation KW - United States UR - https://trid.trb.org/view/589113 ER - TY - JOUR AN - 00911323 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - SPARACO, PIERRE AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - SWISS AUTHORITIES PROBE CROSSAIR CRASH. PY - 2001 AB - No abstract provided. KW - Air transportation crashes KW - Airplanes KW - Switzerland KW - Zurich (Switzerland) UR - https://trid.trb.org/view/589024 ER - TY - RPRT AN - 00911491 AU - DAVIDSON, BARRY D AU - Federal Aviation Administration AU - National Technical Information Service AU - SYRACUSE UNIVERSITY, DEPT. OF MECHANICAL, AEROSPACE AND MANUFACTURING ENGINEERING UNDER FAA GRANT TI - A PREDICTIVE METHODOLOGY FOR DELAMINATION GROWTH IN LAMINATED COMPOSITES.. PY - 2001 AB - No abstract provided. KW - Airplanes KW - Composite materials KW - Laminates UR - http://ntl.bts.gov/lib/18000/18700/18777/PB2002101929.pdf UR - https://trid.trb.org/view/585341 ER - TY - RPRT AN - 00911490 AU - CORBETT, CYNTHIA L AU - National Technical Information Service AU - Federal Aviation Administration TI - CARING FOR PRECIOUS CARGO.. T2 - EMERGENCY AIRCRAFT EVACUATIONS WITH INFANTS ONTO INFLATABLE ESCAPE SLIDES PY - 2001 AB - No abstract provided. KW - Air transportation crashes KW - Aircraft KW - Emergency equipment KW - Infants KW - Safety KW - Survival KW - Transportation UR - https://trid.trb.org/view/585340 ER - TY - JOUR AN - 00911322 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - DORNHEIM, MICHAEL A AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - COMPOSITES EXPERTS STUDY FLIGHT 587 STABILIZER. PY - 2001 AB - No abstract provided. KW - Aerodynamic stability KW - Air transportation crashes KW - Airplanes KW - Fiber composites KW - New York (New York) UR - https://trid.trb.org/view/589023 ER - TY - JOUR AN - 00911493 JO - Journal of Air Law and Commerce PB - SMU Law Review Association AU - Abeyratne, Ruwantissa AU - Federal Aviation Administration AU - National Transportation Safety Board TI - E-COMMERCE AND THE AIRLINE PASSENGER. PY - 2001 AB - No abstract provided. KW - Air transportation KW - Electronic commerce KW - Laws and legislation UR - https://trid.trb.org/view/589109 ER - TY - JOUR AN - 00911366 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - DENNIS, WILLIAM AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - CHINA BEGINS SECOND ROUND OF AIRLINE CONSOLIDATION. PY - 2001 AB - No abstract provided. KW - Airlines KW - China KW - Mergers UR - https://trid.trb.org/view/589043 ER - TY - JOUR AN - 00911367 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - FLOTTAU, JENS AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - AIRBUS DELIVERIES COULD SLIP FURTHER. PY - 2001 AB - No abstract provided. KW - Airports KW - Baggage handling KW - Explosives KW - Security KW - Terrorism KW - United States UR - https://trid.trb.org/view/589044 ER - TY - JOUR AN - 00911497 JO - Journal of Air Law and Commerce PB - SMU Law Review Association AU - KARP, JUDITH R AU - Federal Aviation Administration AU - National Transportation Safety Board TI - MILE HIGH ASSAULTS: AIR CARRIER LIABILITY UNDER THE WARSAW CONVENTION. PY - 2001 AB - No abstract provided. KW - Aggression KW - Air rage KW - Assault and battery KW - Crimes aboard aircraft KW - Indecent assault KW - Laws and legislation KW - Violent crimes UR - https://trid.trb.org/view/589112 ER - TY - JOUR AN - 00911499 JO - Journal of Air Law and Commerce PB - SMU Law Review Association AU - HALL, JULIA AU - Federal Aviation Administration AU - National Transportation Safety Board TI - AIR TRAVEL FROM THE PERSPECTIVE OF A CHILD: WHY DID MY MOTHER PAY FOR THIS?. PY - 2001 AB - No abstract provided. KW - Air transportation KW - Air travel KW - Children KW - Travel UR - https://trid.trb.org/view/589114 ER - TY - JOUR AN - 00911365 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - SPARACO, PIERRE AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - BRITISH CARRIER EXPANDS OPERATIONS IN FRANCE. PY - 2001 AB - No abstract provided. KW - France KW - Local service KW - Local service airlines KW - Local transportation KW - United Kingdom KW - Western Europe UR - https://trid.trb.org/view/589042 ER - TY - JOUR AN - 00911472 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - SPARACO, PIERRE AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - FRANCE, U.S. PROBE CDG PASSENGER SCREENING: EXPLOSIVES SMUGGLED ONTO AN AMERICAN AIRLINES PARIS-MIAMI FLIGHT REVEAL FRANCE'S AIRPORT SECURITY WEAKNESSES. PY - 2001 AB - No abstract provided. KW - Air transportation KW - Airports KW - France KW - Security UR - https://trid.trb.org/view/589101 ER - TY - JOUR AN - 00911492 JO - Journal of Air Law and Commerce PB - SMU Law Review Association AU - BALILES, GERALD L AU - Federal Aviation Administration AU - National Transportation Safety Board TI - AIRCRAFT NOISE: REMOVING A BARRIER TO AVIATION GROWTH. PY - 2001 AB - No abstract provided. KW - Abatement KW - Aircraft KW - Noise KW - Pollution control UR - https://trid.trb.org/view/589108 ER - TY - JOUR AN - 00911494 JO - Journal of Air Law and Commerce PB - SMU Law Review Association AU - BENSON, BARRY F AU - ROSA, JILL DAHLMANN AU - Federal Aviation Administration AU - National Transportation Safety Board TI - THE STATUS OF PENDING AIR CARRIER LITIGATION. PY - 2001 AB - No abstract provided. KW - Air transportation KW - Airlines KW - Litigation UR - https://trid.trb.org/view/589110 ER - TY - RPRT AN - 00911220 AU - SHIAO, MICHAEL C AU - Federal Aviation Administration AU - National Technical Information Service AU - GALAXY SCIENTIFIC CORPORATION UNDER CONTRACT NO. TI - EVALUATION OF THE PROBABILISTIC DESIGN METHODOLOGY AND COMPUTER CODE FOR COMPOSITE STRUCTURES. PY - 2001 AB - No abstract provided. KW - Airframes KW - Airplanes KW - Composite construction KW - Design KW - Materials UR - http://ntl.bts.gov/lib/18000/18200/18255/PB2001107611.pdf UR - https://trid.trb.org/view/585264 ER - TY - JOUR AN - 00909859 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - CROFT, JOHN AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - NAV CANADA THREATENS FAA'S 'FINAL' WORD ON OVERFLIGHTS. PY - 2001 AB - No abstract provided. KW - Airport runways KW - Airports KW - Design KW - San Jose (California) UR - https://trid.trb.org/view/587836 ER - TY - JOUR AN - 00909848 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - Fiorino, Frances AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - A330 OVERWATER FLAMEOUT RAISES ETOPS ISSUES: WITH ENGINES WINDMILLING ON THE A330, THE PILOT MANAGED TO GUIDE THE AIRCRAFT TO A RUNWAY 85 NAUT. MI. AWAY. PY - 2001 AB - No abstract provided. KW - Air transportation crashes KW - Airplanes KW - Airworthiness UR - https://trid.trb.org/view/587825 ER - TY - JOUR AN - 00909858 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - SPARACO, PIERRE AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - FRANCH, BRITISH PREPARE FRESH CONCORDE START. PY - 2001 AB - No abstract provided. KW - Concorde (Supersonic transport) KW - Supersonic transport planes UR - https://trid.trb.org/view/587835 ER - TY - JOUR AN - 00909860 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - OTT, JAMES AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - NEW PRESSURE SET OFF ALARMS FOR AIR CARGO. PY - 2001 AB - No abstract provided. KW - Air cargo KW - Air transportation KW - Commodities KW - Freight traffic KW - Shipments UR - https://trid.trb.org/view/587837 ER - TY - JOUR AN - 00909857 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - PHILLIPS, EDWARD H AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - GUN-LAUNCHED PROJECTILE REACHES HYPERSONIC FREE FLIGHT. PY - 2001 AB - No abstract provided. KW - Airplanes KW - Airworthiness KW - Vibration UR - https://trid.trb.org/view/587834 ER - TY - RPRT AN - 00909889 AU - Federal Aviation Administration TI - BALLOON FLYING HANDBOOK.. PY - 2001 IS - 050-007-01313-2 AB - No abstract provided. KW - Balloons KW - United States UR - https://trid.trb.org/view/585169 ER - TY - JOUR AN - 00909793 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - CROFT, JOHN AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - EMERY BOWS TO FAA -- GROUNDS FLEET. PY - 2001 AB - No abstract provided. KW - Air cargo KW - Air transportation crashes KW - Airplanes KW - United States UR - https://trid.trb.org/view/587809 ER - TY - JOUR AN - 00909633 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - KOMAROV, ALEXEY AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - AEROFOLOT TOES TIGHT FISCAL LINE AS IT TARGETS FLEET UPGRADES. PY - 2001 AB - No abstract provided. KW - Airlines KW - Finance KW - Management KW - Russia (Federation) UR - https://trid.trb.org/view/587724 ER - TY - JOUR AN - 00909658 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - SMITH, BRUCE A AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - BOEING SATELLITE SYSTEMS TO BUILD GPS BLOCK 2F. PY - 2001 AB - No abstract provided. KW - Global Positioning System UR - https://trid.trb.org/view/587743 ER - TY - JOUR AN - 00909613 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - NORTH, DAVID M AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - WESTERN PERFORMANCE, EASTERN PRICE: CZECH REPUBLIC, NEW TO NATO, NOW HAS A LIGHT-ATTACK/TRAINER AIRCRAFT THAT MEETS THE ALLIANCE'S REQUIREMENTS. PY - 2001 AB - No abstract provided. KW - Czech Republic KW - Military aircraft UR - https://trid.trb.org/view/587711 ER - TY - JOUR AN - 00909660 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - DOWNHEIM, MICHAEL AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - SOLAR-POWERED HELIOS ON WAY TO 100,000-FT. GOAL. PY - 2001 AB - No abstract provided. KW - Airplanes KW - Solar energy UR - https://trid.trb.org/view/587745 ER - TY - JOUR AN - 00909614 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - KANDEBO, STANLEY W AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - FLIGHT CENTENNIAL ACTIVITIES REVVING UP FOR 2003. PY - 2001 AB - No abstract provided. KW - Aviation KW - Planning UR - https://trid.trb.org/view/587712 ER - TY - JOUR AN - 00909632 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - KOMAROV, ALEXEY AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - RUSSIAN AIRLINES STRUGGLE TO GAIN FIRM FOOTING: SIGNS OF IMPROVEMENT ARE OFFSET BY UNRESOLVED FLEET MODERNIZATION, INFRASTUCTURE WOES. PY - 2001 AB - No abstract provided. KW - Airlines KW - Finance KW - Management KW - Russia (Federation) UR - https://trid.trb.org/view/587723 ER - TY - JOUR AN - 00909661 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - MORRING, FRANK AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - NASA LOOKS BEYOND BIG BOYS FOR SLI IDEAS. PY - 2001 AB - No abstract provided. KW - Commercial space transportation KW - Launch vehicles KW - Spacecraft UR - https://trid.trb.org/view/587746 ER - TY - JOUR AN - 00909634 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - KOMAROV, ALEXEY AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - RUSSIAN AIRPORTS IN MIDST OF RENOVATION, EXPANSION. PY - 2001 AB - No abstract provided. KW - Airports KW - Management KW - Russia (Federation) UR - https://trid.trb.org/view/587725 ER - TY - JOUR AN - 00909659 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - TAVERNA, MICHEL A AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - EUROPEAN AIRLINES ACCEPT CODE OF CONDUCT: DELAYS ARE TO BE CUT SHARPLY BY IMPLEMENTING REDUCED VERTICAL-SEPARATION MINIMA RULES. PY - 2001 AB - No abstract provided. KW - Air traffic control KW - Airlines KW - Europe KW - Management UR - https://trid.trb.org/view/587744 ER - TY - JOUR AN - 00909283 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - SPARACO, PIERRE AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - AILING CARRIERS EXPECT AIR FRANCE SUPPORT. PY - 2001 AB - No abstract provided. KW - Airlines KW - Finance UR - https://trid.trb.org/view/587591 ER - TY - JOUR AN - 00909285 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - NORDWALL, BRUCE AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - MEDITERRANEAN TESTS TARGET TRANSITION TO 'FREE FLIGHT'. PY - 2001 AB - No abstract provided. KW - Air traffic control KW - Europe UR - https://trid.trb.org/view/587593 ER - TY - JOUR AN - 00909296 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - SMITH, BRUCE A AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - BOEING ANTICIPATES SOLID MARKET FOR SONIC CRUISER AND WIDEBODIES. PY - 2001 AB - No abstract provided. KW - Boeing sonic cruiser KW - Design KW - Jet transports KW - Technological innovations UR - https://trid.trb.org/view/587600 ER - TY - RPRT AN - 00909380 AU - DELLMYER, DAN AU - Federal Aviation Administration TI - AIRPORT MOVEMENT AREA SAFETY SYSTEM (AMASS) INTERSECTING RUNWAYS PARAMETER STUDY TEST PLAN. PY - 2001 IS - ADA388171 AB - No abstract provided. KW - Airplanes KW - Airport runways KW - Airports KW - Traffic control UR - https://trid.trb.org/view/585042 ER - TY - JOUR AN - 00909437 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - BOND, DAVID AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - PUSHING AMASS, FAA AGREES PILOTS BELONG IN THE LOOP. PY - 2001 AB - No abstract provided. KW - Air pilots KW - Air traffic control KW - Airplanes KW - United States UR - https://trid.trb.org/view/587645 ER - TY - JOUR AN - 00909284 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - DENNIS, WILLIAM AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - CHINA'S FORCED MERGER PLAN CREATES THREE AIRLINE GROUPS. PY - 2001 AB - No abstract provided. KW - Airlines KW - China KW - Mergers UR - https://trid.trb.org/view/587592 ER - TY - RPRT AN - 00812507 AU - Federal Aviation Administration TI - AIRPORT CAPACITY BENCHMARK REPORT 2001 PY - 2001 SP - 195 p. AB - The Federal Aviation Administration (FAA) has developed capacity benchmarks for 31 of the nation's busiest airports to understand the relationship between airline demand and airport runway capacity and what can be done about it. These benchmarks can be updated in the future to mark progress. They can also be used to identify and compare specific types of airports, for instance to determine which airports are most severely affected by adverse weather or to compare the prospects for airports that plan to build new runways to those that do not. The benchmarks also provide a starting point for public policy discussions, because they give a succinct report on the current and future state of major airport capacity. KW - Air travel KW - Airport capacity KW - Airports KW - Benchmarks KW - Travel demand UR - http://ntl.bts.gov/DOCS/Benchmarks_report.html UR - https://trid.trb.org/view/680542 ER - TY - RPRT AN - 00811872 AU - Federal Aviation Administration TI - TECHNICAL STANDING ORDER - AIRBORNE SUPPLEMENTAL NAVIGATION EQUIPMENT USING THE GLOBAL POSITIONING SYSTEM (GPS) PY - 2001 SP - 38 p. AB - This technical standard order (TSO) prescribes the minimum performance standard that airborne supplemental area navigation equipment using the global positioning system (GPS) must meet in order to be identified with the applicable TSO marking. Airborne supplemental area navigation equipment using GPS that are to be so identified and that are manufactured on or after the date of this TSO must meet the minimum performance standard of Section 2, RTCA, Inc. Document No. RTCA/DO-208, "Minimum Operational Performance Standards for Airborne Supplemental Navigation Equipment Using Global Positioning System (GPS)", dated July 1991. KW - Aircraft pilotage KW - Equipment KW - Global Positioning System KW - Navigation devices KW - Performance KW - Standards UR - http://ntl.bts.gov/lib/10000/10900/10992/tsoc129a.pdf UR - https://trid.trb.org/view/680337 ER - TY - RPRT AN - 00811873 AU - Federal Aviation Administration TI - TSO C-129 APPROVALS AND ANTICIPATED APPROVALS PY - 2001 SP - 3 p. AB - This document contains a table of the approvals and anticipated approvals of TSO-C129a equipment (the technical standard order (TSO) for Airborne Supplemental Navigation Equipment Using the Global Positioning System (GPS)). This TSO prescribes the minimum performance standard that airborne supplemental area navigation equipment using the GPS must meet in order to be identified with the applicable TSO marking. Airborne supplemental area navigation equipment using GPS that is to be so identified and that is manufactured on or after the date of this TSO must meet the minimum performance standard of Section 2, RTCA, Inc. Document No. RTCA/DO-208, "Minimum Operational Performance Standards for Airborne Supplemental Navigation Equipment Using Global Positioning System (GPS)," dated July 1991. KW - Aircraft pilotage KW - Equipment KW - Global Positioning System KW - Navigation devices KW - Performance KW - Standards UR - http://ntl.bts.gov/lib/1000/1300/1304/129appr.pdf UR - https://trid.trb.org/view/680338 ER - TY - JOUR AN - 00906757 JO - Journal of Air Law and Commerce PB - SMU Law Review Association AU - NORTON, DAVID T AU - Federal Aviation Administration AU - National Transportation Safety Board TI - CRISIS MANAGEMENT PLANNING FOR SMALL AIR CARRIERS, AIRCRAFT PARTS MANUFACTURERS, INSTALLERS OR MAINTAINERS, AND OTHER AVIATION INDUSTRY PARTICIPANTS. PY - 2001 AB - No abstract provided. KW - Air transportation crashes KW - Crisis management KW - Liability UR - https://trid.trb.org/view/622970 ER - TY - JOUR AN - 00906759 JO - Journal of Air Law and Commerce PB - SMU Law Review Association AU - CARLISLE, LEA ANN AU - Federal Aviation Administration AU - National Transportation Safety Board TI - THE FAA V. THE NTSB: NOW THAT CONGRESS HAS ADDRESSED THE FEDERAL AVIATION ADMINISTRATION'S "DUAL MANDATE," HAS THE FAA BEGUN LIVING UP TO ITS AMENDED PURPOSE OF MAKING AIR TRAVEL SAFER, OR IS THE NATIONAL TRANSPORTATION SAFETY BOARD STILL DOING ITS JOB ALONE?. PY - 2001 AB - No abstract provided. KW - Aeronautics KW - Safety KW - United States UR - https://trid.trb.org/view/622972 ER - TY - JOUR AN - 00907042 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - Croft, John AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - STRAMLINED PARKING SYSTEM HEADLINES BWI UPGRADES. PY - 2001 AB - No abstract provided. KW - Advanced traveler information systems KW - Airport access KW - Airport parking facilities KW - Baltimore (Maryland) KW - Electronic equipment KW - Parking guidance systems UR - https://trid.trb.org/view/623057 ER - TY - JOUR AN - 00906886 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - BOND, DAVID AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - FAA'S CAPACITY DATA TEST AIRLINES, AIRPORTS. PY - 2001 AB - No abstract provided. KW - Air traffic control KW - Airport capacity KW - Airports KW - Traffic control KW - United States UR - https://trid.trb.org/view/623009 ER - TY - JOUR AN - 00906758 JO - Journal of Air Law and Commerce PB - SMU Law Review Association AU - BOHMANN, KIRSTEN AU - Federal Aviation Administration AU - National Transportation Safety Board TI - THE OWNERSHIP AND CONTROL REQUIREMENT IN U.S. AND EUROPEAN UNION AIR LAW AND U.S. MARITIME LAW: POLICY, CONSIDERATION, COMPARISON. PY - 2001 AB - No abstract provided. KW - Air transportation policy KW - Airlines KW - Europe KW - United States UR - https://trid.trb.org/view/622971 ER - TY - JOUR AN - 00906760 JO - Journal of Air Law and Commerce PB - SMU Law Review Association AU - KEY, CHAD AU - Federal Aviation Administration AU - National Transportation Safety Board TI - GENERAL AVIATION IN THE NEW MILLENIUM: PROMISING REBIRTH - OR IMMINENT EXTINCTION?. PY - 2001 AB - No abstract provided. KW - Aeronautics KW - Private flying UR - https://trid.trb.org/view/622973 ER - TY - JOUR AN - 00907041 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - FLOTTAU, JENS AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - PILOTS' STRIKE THREATENS LUFTHANSA PROFITABILITY. PY - 2001 AB - No abstract provided. KW - Air pilots KW - Airlines KW - Employees KW - Germany KW - Strikes KW - Strikes and lockouts UR - https://trid.trb.org/view/623056 ER - TY - JOUR AN - 00906755 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - Croft, John AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - SAFETY AGENCIES RELEASE FACTS ON GULF AIR CRASH. PY - 2001 AB - No abstract provided. KW - Air transportation crashes KW - Airplanes KW - Bahrain UR - https://trid.trb.org/view/622969 ER - TY - JOUR AN - 00906885 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - OTT, JAMES AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - DELTA BUYS LABOR PEACE, BUT INDUSTRY WOES LOOM. PY - 2001 AB - No abstract provided. KW - Aeronautics KW - Air pilots KW - Collective bargaining KW - United States UR - https://trid.trb.org/view/623008 ER - TY - JOUR AN - 00904524 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - DENNIS, WILLIAM AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - SIA ENGINEERING STAKES CLAIM AS FIRST A380 MRO PROVIDER. PY - 2001 AB - No abstract provided. KW - Air cargo KW - Air transportation KW - Commodities KW - Freight traffic KW - United States UR - https://trid.trb.org/view/620916 ER - TY - JOUR AN - 00904522 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - SPARACO, PIERRE AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - MASSIVE LOSSES ENDANGER SABENA'S FUTURE. PY - 2001 AB - No abstract provided. KW - Airlines KW - Belgium KW - Finance KW - Management UR - https://trid.trb.org/view/620914 ER - TY - JOUR AN - 00904523 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - MANN, PAUL AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - MINETA SETS FORTH AMBITIOUS AGENDA. PY - 2001 AB - No abstract provided. KW - Air traffic control KW - Air transportation KW - Airport capacity KW - United States UR - https://trid.trb.org/view/620915 ER - TY - JOUR AN - 00904348 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - FLOTTAU, JENS AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - MONGOLIAN AIRLINES FACES POLITICAL OPERATING CHALLENGES. PY - 2001 AB - No abstract provided. KW - Air transportation KW - Airplanes KW - Management KW - Mongolia UR - https://trid.trb.org/view/620809 ER - TY - JOUR AN - 00904346 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - BOND, DAVID AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - IN MINETA'S NEW JOB, THE PAST IS PROLOGUE. PY - 2001 AB - No abstract provided. UR - https://trid.trb.org/view/620807 ER - TY - JOUR AN - 00904347 JO - Aviation Week & Space Technology PB - McGraw-Hill, Incorporated AU - OTT, JAMES AU - Department of Transportation AU - Federal Aviation Administration AU - SABENA BELGIUM WORLD AIRLINES. AU - FEDERAL EXPRESS CORPORATION. AU - UNITED PARCEL SERVICE. AU - DHL CORPORATION. AU - DELTA AIR LINES, INC AU - DEUTSCHE LUFTHANSA. TI - BULLISH YEAR WITH SOME TURBULENCE AUGURED FOR AIRLINES IN 2001. PY - 2001 AB - No abstract provided. KW - Airlines KW - Finance KW - Management KW - United States UR - https://trid.trb.org/view/620808 ER - TY - RPRT AN - 00811698 AU - Federal Aviation Administration TI - DISPLAY SYSTEM REPLACEMENT BASELINE RESEARCH REPORT PY - 2000/12/21 SP - 112 p. AB - This report provides baseline measurements on the Display System Replacements (DSR). These measurements followed six constructs: safety, capacity, performance, workload, usability, and simulation fidelity. To collect these measurements, human factors researchers conducted an air traffic control simulation using four sectors of Washington Air Route Traffic Control Center (ARTCC) airspace with a traffic volume representing a 90th percentile day. The report provides statistics at several levels of specifically aggregated across all sectors and positions, by individual sectors and positions, and by 12-minute intervals. KW - Air traffic control KW - Capacity restraint KW - Human factors KW - Performance KW - Safety KW - Traffic volume KW - Workload UR - http://ntl.bts.gov/lib/30000/30900/30988/TN0031.pdf UR - https://trid.trb.org/view/680222 ER - TY - RPRT AN - 01138244 AU - Kansas State University, Manhattan AU - Federal Aviation Administration TI - Sector Congestion Analytical Modeling Program (SCAMP) and the Standard Index of Sector Congestion (SISCO) PY - 2000/12 SP - 41p AB - This document presents a novel approach for modeling sector congestion called the Sector Congestion Analytical Modeling Program (SCAMP) and the congestion metric it produces the Standard Index of Sector COngestion (SISC0). SCAMP is an airspace modeling program that calculates a component congestion metric for each pair of aircraft in a given volume of airspace. This document describes the theoretical basis for SCAMP and an experiment that validates the utility of the SISCO metric. The appendices present mathematical derivations of the SISCO metric, the SCAMP source code. KW - Air traffic control KW - Aircraft operations KW - Airport congestion KW - Airport operations KW - Approach control KW - Human factors engineering KW - Maneuverability KW - Sectoral analysis UR - http://www.tc.faa.gov/logistics/grants/pdf/1999/99-g-020a.pdf UR - https://trid.trb.org/view/898363 ER - TY - RPRT AN - 01002245 AU - Federal Aviation Administration AU - Occupational Safety and Health Administration TI - FAA/OSHA Aviation Safety and Health Team. Final Report. Application of OSHA's Requirements to Employees on Aircraft in Operation PY - 2000/12//Final Report SP - 52p AB - On August 7, 2000 the Federal Aviation Administration (FAA), U.S. Department of Transportation (DOT) entered into a Memorandum of Understanding (MOU) with the Occupational Safety and Health Administration (OSHA), U.S. Department Labor (DOL). The purpose of this MOU is to enhance safety and health in the aviation industry. In the MOU, FAA and OSHA agreed to establish a joint team (FAA/OSHA Aviation Safety and Health Team) to identify the factors to be considered in determining whether OSHA requirements can be applied to the working conditions of employees on aircraft in operation (other than flight deck crew) without compromising aviation safety. The MOU calls for the joint team to produce a first report, within 120 days of the date of execution of the MO, that addressses whether and to what extent OSHA's existing standards and regulations on recordkeeping, bloodborne pathogens, noise, sanitation, hazard communication, anti-discrimination, and access to employee exposure/medical records may be applied to empoyees on aircraft in operation without compromising aviation safety. This report fulfills the objectives identified in the MOU. It is not intended to modify, supplement, or replace any federal standard, policy, or legal interpretation. Matters for further consideration are included to provide a framework for addressing the ultimate goals established in the MOU. KW - Aviation safety KW - Department of Transportation KW - Employee benefits KW - Health care KW - Noise KW - Occupational safety KW - Occupational Safety and Health Administration KW - Pathogens KW - Recordkeeping KW - Regulations KW - Sanitation KW - Standards KW - Working conditions UR - https://trid.trb.org/view/757357 ER - TY - RPRT AN - 00922803 AU - U.S. General Accounting Office AU - Federal Aviation Administration TI - FAA COMPUTER SECURITY: RECOMMENDATIONS TO ADDRESS CONTINUING WEAKNESSES PY - 2000/12 SP - 46 p. AB - A testimony was presented in September 2000 before the Committee on Science, House of Representatives, on the Federal Aviation Administration (FAA) computer security program. The report showed that FAA's agency wide computer security program has serious, pervasive problems in the following key areas: personnel security; facility physical security; operational systems security; information systems security management; service continuity; and intrusion detection. It was also noted that until FAA addresses the pervasive weaknesses in its computer security program, its critical information systems will remain at increased risk of intrusion and attack, and its aviation operations will remain at risk. These critical weaknesses need to be addressed. The work for this report was performed from March through September 2000. The report provides recommendation on how to improve FAA security and safety systems. KW - Aviation safety KW - Computer security KW - Information systems KW - Security UR - http://www.gao.gov/new.items/d01171.pdf UR - http://ntl.bts.gov/lib/19000/19000/19004/PB2002104046.pdf UR - https://trid.trb.org/view/707222 ER - TY - RPRT AN - 00813879 AU - Dellmyer, D AU - Federal Aviation Administration TI - AIRPORT MOVEMENT AREA SAFETY SYSTEM (AMASS) OPERATIONAL TEST, FINAL REPORT PY - 2000/12 SP - 145 p. AB - This report documents the tests results on the Airport Movement Area Safety System (AMASS) Air Traffic (AT) Operational Testing conducted at Atlanta, GA and Detroit, MI International Airports. The purpose of the AMASS operational Test was to verify the critical operational issues. The AMASS is a runway collision alert system that provides tower air traffic controllers with automated conflict warnings and alerts to reduce the risk of runway collisions. The system provides the controllers with both aural and visual alerts. The system receives raw video from the Airport Surface Detection Equipment and airborne approach targets from terminal automation interface unit. The interface unit receives target data from the surveillance communications interface processor and aircraft tag data from the automated radar tracking system. It tracks this data and sends appropriate position, vector, and a predicted runway approach runway to AMASS. KW - Air traffic control KW - Air traffic controllers KW - Airport runways KW - Airports KW - Automatic incident detection KW - Crash avoidance systems KW - Detection and identification systems KW - Performance tests KW - Safety management UR - http://ntl.bts.gov/lib/14000/14200/14272/ADA374584.pdf UR - https://trid.trb.org/view/681277 ER - TY - RPRT AN - 00811705 AU - Buerki-Cohen, J AU - Kendra, A J AU - Kanki, B G AU - Lee, A T AU - Volpe National Transportation Systems Center AU - Federal Aviation Administration AU - Ames Research Center TI - REALISTIC RADIO COMMUNICATIONS IN PILOT SIMULATOR TRAINING PY - 2000/12 SP - 82 p. AB - Simulators used for total training and evaluation of airline pilots must satisfy stringent criteria in order to assure their adequacy for training and checking maneuvers. Air traffic control and company radio communications simulation, however, may still be left to role-play by the already relaxed instructor/evaluators in spite of their central importance in every aspect of the flight environment. The underlying premise of this research is that providing a realistic radio communications environment would increase safety by enhancing pilot training and evaluation. This report summarizes the first year efforts of assessing the requirement and feasibility of simulating radio communications automatically. Further research and the need for establishing a proof-of-concept are also discussed. KW - Air traffic control KW - Airline pilots KW - Communication KW - Flight simulators KW - Flight training KW - Radio waves KW - Safety KW - Training simulators UR - http://ntl.bts.gov/lib/17000/17800/17814/PB2001104595.pdf UR - https://trid.trb.org/view/680232 ER - TY - RPRT AN - 00808571 AU - Federal Aviation Administration TI - AIR TRAFFIC SERVICES PERFORMANCE PLAN FY 2001-2003 PY - 2000/12 SP - 65 p. AB - Each year, the Federal Aviation Administration's (FAA's) Office of Air Traffic Services (ATS) assesses the organization's performance and actions taken to improve aviation services during the previous 12 months, and evaluates the current and future challenges facing its customers. The Performance Plan is the result of these analyses and reflects an understanding of the communities' air traffic service needs, and explains how ATS is planning to address those needs over the next 3 years. This year's plan has been written to link explicitly ATS performance goals with the FAA mission goals of safety, security, and system efficiency. This plan affirms ATS commitment to meet the changing needs of its aviation customers by building collaborative relations (Free Flight, Runway Safety Program and Spring/Summer 2000 Plan) to ensure ATS performance measures and initiatives reflect their priorities. The contents are organized as follows: Executive Summary; Introduction; ATS Organization; Strategic Overview; and ATS Performance Management. KW - Air traffic KW - Air traffic services KW - Aviation safety KW - Customer service KW - Performance KW - Security KW - Strategic planning KW - System efficiency KW - U.S. Federal Aviation Administration UR - http://ntl.bts.gov/lib/18000/18200/18237/PB2001107568.pdf UR - https://trid.trb.org/view/673375 ER - TY - RPRT AN - 00808345 AU - Perras, G H AU - Dasey, T J AU - Massachusetts Institute of Technology AU - Federal Aviation Administration TI - STATISTICAL ANALYSIS OF APPROACH WINDS AT CAPACITY-RESTRICTED AIRPORTS PY - 2000/11/30 SP - 50 p. AB - A study was conducted on six major U.S. airports with closely spaced parallel (CSP) runways that become capacity restricted during times of lowered cloud ceilings and visibilities. These airports were SFO, BOS, EWR, PHL, SEA, and STL. Efforts are underway to develop a feasible system for simultaneous CSP approaches, which would increase the capacity at these airports during restrictive weather conditions. When considering any new procedure, the wind conditions on approach are needed to understand the impact of wake turbulence transport. Wind observations from aircraft that are equipped with Meteorological Data Collection and Reporting System (MDCRS) capabilities were used to conduct a statistical analysis on wind characteristics at each airport. Data from January 1997 through December 1999 were used in each analysis. Data analysis techniques and the statistical results are presented in this report. KW - Airport capacity KW - Airport operations KW - Clouds KW - Meteorological instruments KW - Parallel runways KW - Statistical analysis KW - Turbulence KW - Wakes KW - Weather conditions KW - Wind factor (Air navigation) UR - https://trid.trb.org/view/673315 ER - TY - RPRT AN - 01073864 AU - Federal Aviation Administration TI - T.F. Green Airport : environmental impact statement PY - 2000/11//Volumes held: Draft, Final KW - Environmental impact statements KW - Rhode Island UR - https://trid.trb.org/view/833258 ER - TY - RPRT AN - 00929934 AU - Chaturvedi, A K AU - Smith, D R AU - Canfield, D V AU - Federal Aviation Administration TI - A FATALITY CAUSED BY HYDROGEN SULFIDE PRODUCED FROM AN ACCIDENTAL TRANSFER OF SODIUM HYDROGEN SULFIDE INTO A TANK CONTAINING DILUTE SULFURIC ACID PY - 2000/11 SP - 7 p. AB - The Federal Aviation Administration's Civil Aerospace Medical Institute (CAMI) provides toxicological services for selected surface transportation accidents. Postmortem biosamples from a hazardous chemical accident fatality were submitted to CAMI for toxicological evaluation. The victim, a 55-year old truck driver, succumbed from breathing the hydrogen sulfide (H2S) gas produced by an accidental transfer of sodium hydrogen sulfide from a tanker truck to a tank containing 4% sulfuric acid and iron (II) sulfate. Autopsy examination of the decedent's body revealed pulmonary edema and passive congestion in lungs, spleen, kidneys, and adrenal glands. Since a potential exposure to H2S was involved, blood was also analyzed for sulfide. Analysis revealed the presence of sulfide in blood at the level of 1.68 ug/mL. This sulfide concentration is approximately 2 times higher than that reported in the blood of 2 separate fatalities associated with accidental exposures to H2S. The blood sulfide value in the present case was about 34 times higher than the blood sulfide concentration (< 0.05 ug/mL) in normal subjects. The observed pulmonary edema and the passive congestion in various organs were also in agreement with the pathological characteristics of H2S poisoning. Since H2S toxicity manifests rapidly by inhibiting the cytochrome oxidase system, causing histotoxic cellular hypoxia, death occurs quickly. Based on the case history, pathological findings, and blood sulfide concentration, it is concluded that the cause of death was H2S poisoning associated with a hazardous material accident in an industrial situation. KW - Autopsies KW - Blood analysis KW - Crash investigation KW - Fatalities KW - Forensic medicine KW - Hazardous chemicals KW - Hydrogen sulfide KW - Poisonous gases KW - Sodium hydrogen sulfide KW - Sulfuric acid KW - Toxicology KW - Truck drivers KW - U.S. Federal Aviation Administration UR - https://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/00_34.pdf UR - https://trid.trb.org/view/719412 ER - TY - RPRT AN - 00929933 AU - Nicholas, J S AU - Copeland, K AU - Duke, F E AU - Friedberg, W AU - O'Brien, K AU - Federal Aviation Administration AU - Northern Arizona University, Flagstaff AU - Medical University of South Carolina, Charleston TI - GALACTIC COSMIC RADIATION EXPOSURE OF PREGNANT AIRCREW MEMBERS II PY - 2000/10 SP - 8 p. AB - In its 1990 recommendation regarding occupational exposure during pregnancy, the International Commission on Radiological Protection apparently assumed that the equivalent dose to a pregnant woman's abdomen is reduced by half in traversing the body to the fetus. This assumption was tested with respect to galactic cosmic radiation, the principal ionizing radiation to which aircrews are exposed. We calculated the equivalent dose that would be received at depths of 0, 5, 10, and 15 centimeters in a 30-centimeter thick, soft-tissue slab phantom, at several locations in the atmosphere and on two air carrier flights, and found that the dose was almost the same at all the tissue depths studied. Thus, the assumption of considerable shielding of the fetus by the woman's body is not valid with respect to galactic cosmic radiation. The effective dose of galactic radiation to the mother was found to be a good estimate of the equivalent dose to the fetus. KW - Aviation medicine KW - Flight crews KW - International Commission on Radiological Protection KW - Ionizing radiation KW - Occupational safety KW - Pregnant women KW - Radiation doses KW - Recommendations UR - http://ntl.bts.gov/lib/17000/17600/17676/PB2001102921.pdf UR - https://trid.trb.org/view/719411 ER - TY - RPRT AN - 00929931 AU - Williams, K W AU - Federal Aviation Administration TI - IMPACT OF AVIATION HIGHWAY-IN-THE-SKY DISPLAYS ON PILOT SITUATION AWARENESS PY - 2000/10 SP - 13 p. AB - Thirty-six pilots were tested in a flight simulator on their ability to intercept a pathway depicted on a highway-in-the-sky (HITS) display. While intercepting and flying the pathway, pilots were required to watch for traffic outside the cockpit. Additionally, pilots were tested on their awareness of speed, altitude, and heading during the flight. Results indicated strong practice effects for a pilot's ability to intercept the pathway and that the presence of a flight guidance cue significantly improved performance. The ability to spot traffic was more affected by task difficulty than by display appeal. New display concepts are needed for supporting secondary flight information present on the HITS display. Recommendations for training and use of HITS displays are given, along with recommendations for display enhancements to support situation awareness. KW - Air pilots KW - Altitude KW - Awareness KW - Cockpits KW - Flight paths KW - Flight simulators KW - Highway-in-the-sky displays KW - Information display systems KW - Recommendations KW - Speed UR - https://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/00_30.pdf UR - https://trid.trb.org/view/719409 ER - TY - RPRT AN - 00929932 AU - Fiedler, E R AU - Della Rocco, P S AU - Schroeder, D J AU - Nguyen, K AU - Federal Aviation Administration TI - THE RELATIONSHIP BETWEEN AVIATORS' HOME-BASED STRESS TO WORK STRESS AND SELF-PERCEIVED PERFORMANCE PY - 2000/10 SP - 10 p. AB - This paper investigates the relationship between domestic-based stress and pilots' perceptions of their effectiveness in the cockpit and in the office. Despite the importance placed on the family as a source of social support, there have been few systematic studies of the relationships between pilot family life, workplace stress, and performance. As part of a larger study, 19 United States Coast Guard helicopter pilots at two air stations completed a stress questionnaire, rated the importance of various coping strategies, and evaluated their own flying performance The results of this study indicate that the effects of domestic stress carry over to the pilots' work environment, directly influencing work stress and indirectly affecting pilots' perceptions of their flying performance. The positive influence of home life in mediating stress was noted when pilots were asked to rate the importance of various coping strategies. Pilots rated three aspects of home life as the most important factors in helping them cope with problems or stress. Thus, domestic-related issues were very important to this group of pilots, suggesting the need for management to maintain awareness of how the quality of home life may affect the work environment and overall performance. KW - Families KW - Helicopter pilots KW - Personnel performance KW - Psychological aspects KW - Questionnaires KW - Social psychology KW - Stress (Psychology) KW - United States Coast Guard KW - Workplaces UR - https://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/00_32.pdf UR - http://ntl.bts.gov/lib/17000/17700/17756/PB2001103909.pdf UR - https://trid.trb.org/view/719410 ER - TY - RPRT AN - 00921355 AU - Federal Aviation Administration TI - NATIONAL BLUEPRINT FOR RUNWAY SAFETY PY - 2000/10 SP - 42 p. AB - This National Blueprint for Runway Safety report is a guide by which the Runway Safety Program (RSP) will achieve a measurably safer runway environment. Simply stated, a runway incursion occurs when an aircraft, vehicle, or pedestrian transgresses on an active runway while it is being used by an aircraft to land or take off. Incursions are a growing threat to safety, and unless a concerted action is taken across the full spectrum of potential causative factors, they are likely to continue to increase as the result of the 3% predicted annualized growth of air travel. Runway incursions are a high profile problem recognized by the FAA and the aviation community as a primary threat to safety. The FAA has responded by including runway incursions in the Safer Skies initiative and creating a new organization dedicated solely to reducing incursions. The goal of the RSP is to design and execute a coherent corporate action plan that will effectively reduce the number of incursions at our airports. KW - Airport runways KW - Airport surface traffic control KW - Airports KW - Aviation safety KW - Incident management UR - http://ntl.bts.gov/lib/18000/18800/18867/PB2002102432.pdf UR - https://trid.trb.org/view/706641 ER - TY - RPRT AN - 00808341 AU - Newman, J K AU - Freeman, R B AU - U.S. Army Waterways Experiment Station AU - Federal Aviation Administration TI - EVALUATION OF STRATEGIC HIGHWAY RESEARCH PROGRAM (SHRP) PRODUCTS FOR APPLICATION TO AIRPORT PAVEMENTS PY - 2000/10 SP - 250 p. AB - The Strategic Highway Research Program (SHRP) was a $150 million 5-year research program targeted toward four areas: asphalt, concrete, highway operations, and pavement engineering. Many of these products and other aspects of the SHRP research have application to airfield pavements, but these technologies must be evaluated on an individual basis to determine their usefulness. These reviews have been organized into fact sheets that provide a brief description of the product and an evaluation of whether the technology has application of Federal Aviation Administration (FAA) pavements and the technical issues involved in their use. The SHRP asphalt mixture has been evaluated in relation to current FAA asphalt mixture design. KW - Airport runways KW - Asphalt mixtures KW - Asphalt pavements KW - Pavement design KW - Pavement performance UR - https://trid.trb.org/view/673311 ER - TY - RPRT AN - 01496689 AU - Chandra, Divya C AU - Mangold, Susan J AU - Volpe National Transportation Systems Center AU - Battelle Memorial Institute AU - Federal Aviation Administration TI - Human Factors Considerations in the Design and Evaluation of Electronic Flight Bags (EFBs) Version 1: Basic Functions PY - 2000/09/28/Final Revision SP - 95p AB - There is currently great interest in developing electronic information management devices for use by pilots in performing flight management tasks. These devices are sometimes referred to as “Electronic Flight Bags” (EFBs). EFBs typically consists of a screen and controls in a self-contained unit that is relatively small, weighing only a few pounds at most. They were originally seen as a repository for electronic documents such as checklists, operating manuals, and navigation publications. In the future, many airlines envision that EFBs may become multi-function devices supporting an array of applications beyond those of a traditional flight bag, from electronic messaging to display of live weather. The Federal Aviation Administration (FAA) is charged with approval of EFBs for installation and operational use in aircraft. This document contains human factors considerations for the design and evaluation of the Electronic Flight Bag (EFB). Chapter 1 contains background information on existing draft advisory material from the Federal Aviation Administration and an overview of the structure of this document. There are separate chapters for system considerations, which are independent of the function(s) supported by the EFB, and three specific EFB functions. The three functions addressed in this document are, electronic documentation, electronic checklists, and flight performance calculations. These functions were chosen because they are the most mature applications to date. Several airlines are in the process of converting manuals into electronic form, the first step towards placing the documents on a portable flight deck device. Electronic checklists are already available on some newer aircraft models. The algorithms for computing flight performance are well understood, and have been implemented for use on standard personal computers. Other functions will be addressed in Version 2 of this document, due out in 2001. KW - Air pilots KW - Design KW - Electronic documents KW - Electronic equipment KW - Electronic flight bags KW - Evaluation KW - Human factors KW - Information management KW - Manuals UR - https://trid.trb.org/view/1264959 ER - TY - RPRT AN - 01142933 AU - Newman, Richard A AU - Allendoerfer, Kenneth AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Assessment of Current and Proposed Audio Alarms in Terminal Air Traffic Control PY - 2000/09//Technical Note SP - 20p AB - The National Airspace System Human Factors Branch (ACT-530) has been engaged in research on the characteristics and use of audio alerts and alarms in Air Traffic Control. In support of this program, Federal Data Corporation performed a comparative study of current audio alarms used in airport towers and Terminal Radar Approach Controls (TRACONs) with those proposed for use with the Standard Terminal Automation Replacement System. This study involved a review of relevant documents and extensive discussions with personnel at the Detroit Wayne County Metropolitan Airport (DTW) Tower and TRACON. The authors evaluated the current and proposed audio signals relative to studies on discriminability and audio signal use and existing design standards. In addition, they examined several operational issues raised by the DTW personnel. They present recommendations for initial implementation and long-term studies and modifications. KW - Air traffic control KW - Airport control towers KW - Alarm systems KW - Terminal air traffic control KW - Terminal radar approach control (TRACON) UR - http://ntl.bts.gov/lib/30000/30900/30987/TN0021.pdf UR - https://trid.trb.org/view/902759 ER - TY - RPRT AN - 00929930 AU - Mills, S H AU - Federal Aviation Administration TI - THE COMPUTERIZED ANALYSIS OF ATC TRACKING DATA FOR AN OPERATIONAL EVALUATION OF CDTI/ADS-B TECHNOLOGY PY - 2000/09 SP - 12 p. AB - In 1999, the Cargo Airlines Association and the Federal Aviation Administration conducted an operational evaluation of Cockpit Display of Traffic Information (CDTI) and Automatic Dependent Surveillance - Broadcast (ADS-B) technologies. This evaluation was designed to demonstrate the benefits of CDTI, including safety, efficiency, and capacity. The evaluation included 13 aircraft of various types and their flight crews. The aircraft flew multiple flight patterns during the morning and the afternoon of a single day. Each traffic pattern flown by each aircraft was assigned to either the CDTI or baseline (no CDTI) condition. Human factors observers recorded data from the flight decks and the control tower. In addition, air traffic control (ATC) data were recorded by the participating ATC facilities. An important part of the analysis of such a demonstration is the examination of objective flight data. Because of the complexity of the operational evaluation, new computerized analysis techniques were developed and conducted. This paper describes those techniques in detail, as well as the results of the analysis. Methods such as those described here will be increasingly important as new technologies are developed and evaluated operationally. KW - Air traffic control KW - Aircraft KW - Automatic dependent surveillance-broadcast KW - Aviation safety KW - Cargo Airlines Association KW - Cockpit display of information KW - Flight crews KW - Flight paths KW - Human factors KW - Information display systems KW - Operational evaluation KW - Radar tracking KW - Recording KW - Surveillance KW - U.S. Federal Aviation Administration UR - https://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/00_30.pdf UR - http://ntl.bts.gov/lib/19000/19600/19610/PB2002108481.pdf UR - https://trid.trb.org/view/719408 ER - TY - RPRT AN - 00811700 AU - Sims, D AU - Carty, T AU - Fidalgo, C AU - Federal Aviation Administration TI - INTEGRATED ICING DIAGNOSTIC ALGORITHM (IIDA) ASSESSMENT REPORT PY - 2000/09 SP - 65 p. AB - This report describes the Assessment of the Integrated Icing Diagnostic Algorithm (IIDA) conducted by ACT-320 at the Aviation Weather Center (AWC) from March through May 1998. The IIDA, developed by scientists at the National Center for Atmospheric Research (NCAR), combines a number of in-flight detection techniques into an integrated algorithm that makes use of the strengths of each technique. KW - Algorithms KW - Atmospheric phenomena KW - Diagnostic tests KW - Icing KW - Weather conditions UR - https://trid.trb.org/view/680225 ER - TY - RPRT AN - 00808344 AU - Federal Aviation Administration TI - REPORT OF THE 12A WORKING GROUP ON DETERMINATION OF CRITICAL ICE SHAPES FOR THE CERTIFICATION OF AIRCRAFT PY - 2000/09 SP - 236 p. AB - Task 12A of the Federal Aviation Administration (FAA) Aircraft-in-Flight Icing Plan states that the FAA, along with industry and research organizations, shall form a working group to explore problems of ice accretions that represent potential safety problems on aircraft with the goal of developing guidance material on the determination of critical ice accretions shapes and roughness in aircraft certification. Accordingly, the 12A Working Group, on critical ice shapes used in icing certification, was formed under the joint leadership of the FAA and the National Aeronautics and Space Administration (NASA) in November 1997. This report describes the activities and the findings of the working group and its recommended actions for progress to meet the goals stated in the FAA Aircraft-in-Flight Icing Plan. KW - Aircraft KW - Certification KW - Guidelines KW - Ice formations UR - https://trid.trb.org/view/673314 ER - TY - RPRT AN - 01138272 AU - Van Grass, F AU - ohio University, Athens AU - Federal Aviation Administration TI - Development and Applications of Satellite-Based Services PY - 2000/08//Final Report SP - 52p AB - The Global Positioning System (GPS) is augmented with reference receivers, at known locations at an airport, and a data broadcast system to improve the accuracy and integrity of GPS to enable aircraft precision approach, landing, and surface movement guidance. The resulting system is referred to as the Local Area Augmentation System (LAAS) Ground Facility (LGF). In support of the development of the LAAS and other satellite based services, several project were performed under Aviation Research Grant 92-G- 0023. These projects can be divided into four major research areas: Development and flight testing of prototype LAAS ground and airborne equipment, including high-accuracy simulator testing, analyses of integrity, continuity and availability, and characterization and mitigation of multipath error Integration of GPS with a low-cost Inertial Measurement Unit; LAAS augmentation with an on-airport ranging pseudolite; Fault detection and exclusion techniques. KW - Air traffic control KW - Aircraft navigational aids KW - Aircraft operations KW - Aircraft pilotage KW - Flight tests KW - Global Positioning System KW - Satellite navigation systems KW - Satellite terminals (Airports) UR - https://trid.trb.org/view/898288 ER - TY - RPRT AN - 00929929 AU - Bailey, L L AU - Peterson, L M AU - Williams, K W AU - Thompson, R C AU - Federal Aviation Administration TI - CONTROLLED FLIGHT INTO TERRAIN: A STUDY OF PILOT PERSPECTIVES IN ALASKA PY - 2000/08 SP - 49 p. AB - This report presents the results of a survey designed to identify pilot and organizational risk factors of having a controlled flight into terrain (CFIT) accident in Alaska. The population consisted of commercial (passenger and freight) Alaskan pilots. A 103-item questionnaire was developed covering the following domains: (1) organizational influences, (2) unsafe supervision, (3) preconditions for unsafe pilot acts, and (4) unsafe pilot acts. Pilots were pre-coded into one of two groups based on whether their current employer had experienced a CFIT accident within a five-year period (1992-1997). Response rates across both groups were 20%. Survey results revealed that having to fly in marginal weather conditions was a common experience for all respondents. However, pilots who worked for companies who had a CFIT accident rated their company's safety climate and practices significantly lower than pilots who worked for CFIT accident-free companies. Based on the survey results and considering the findings of the Aviation Safety in Alaska report (National Transportation Safety Board, 1995) the following recommendations were developed to reduce the number of CFIT accidents in Alaska: (1) increase pilot awareness of CFIT safety-related issues, (2) improve company safety culture, (3) improve pilot training in the environment in which they commonly fly, (4) improve weather briefings, and (5) eliminate pressure to complete a flight. KW - Air pilots KW - Air transportation crashes KW - Alaska KW - Aviation safety KW - Civil aviation KW - Controlled flight into terrain KW - Organizations KW - Questionnaires KW - Risk assessment KW - Safety management KW - Supervision KW - Training KW - Weather conditions UR - http://ntl.bts.gov/lib/14000/14300/14374/ADA382989.pdf UR - https://trid.trb.org/view/719407 ER - TY - RPRT AN - 00929928 AU - Naff, K C AU - Thompson, R C AU - Federal Aviation Administration TI - THE IMPACT OF TEAMS ON THE CLIMATE FOR DIVERSITY IN GOVERNMENT: THE FAA EXPERIENCE PY - 2000/08 SP - 19 p. AB - This study examines the effect of teamwork on diversity-related perceptions of the FAA workforce. Recent research suggests that one means of improving the diversity climate of an organization is through the implementation of teams. To assess this conjecture in the FAA, three measures of diversity climate perceptions were examined: employee perceptions of the agency's success in elimination of hostile work environment behaviors, success of a model work environment plan, and personal support for the model work environment vision. Teamwork and organization were examined, controlling for minority status, gender, age, supervisory status, agency and job tenure, and work setting. The results suggest that working as a member of an occupational work team is related to improved perceptions of the diversity climate, but organizational differences do exist. Overall, it appears that the size of the relationship between teamwork and diversity climate is influenced by the degree to which the survey measures focused on specific behaviors versus higher-level judgments. Specifically, behaviorally focused measures showed a stronger relationship with teamwork than did measures of support for the agency's diversity climate vision. KW - Behavior KW - Case studies KW - Employee relations KW - Government employees KW - Labor force KW - Organizations KW - Teams KW - Workplaces UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/00_27.pdf UR - https://trid.trb.org/view/719406 ER - TY - RPRT AN - 00805044 AU - Klock, B A AU - Rubinstein, J AU - Federal Aviation Administration TI - REVISED TEST AND EVALUATION PLAN FOR DETERMINING SCREENER TRAINING EFFECTIVENESS PY - 2000/08 SP - 18 p. AB - The efficacy of Computer Based Training (CBT) programs , potentially useful for security checkpoint screener training, will be evaluated at three different airports. Candidates will be trained with one of three CBT programs or the Air Transport Association approved classroom training program. The screener readiness test, designed to assess screening related knowledge, will then be used to evaluate the effectiveness of these programs. KW - Aviation safety KW - Computer aided instruction KW - Personnel development KW - Training UR - http://ntl.bts.gov/lib/17000/17100/17195/PB2001100122.pdf UR - https://trid.trb.org/view/672208 ER - TY - RPRT AN - 01478573 AU - Burki-Cohen, Judith AU - Soja, Nancy N AU - Go, Tiauw H AU - Boothe, Edward M AU - DiSario, Robert AU - Jo, Young Jin AU - Volpe National Transportation Systems Center AU - Federal Aviation Administration TI - Simulator Fidelity: The Effect of Platform Motion PY - 2000/07//Final Report SP - 187p AB - As part of the Federal Aviation Administration's (FAA) initiative towards affordable flight simulators for United States commuter airlines, this study empirically examined the effect of six-degree-of-freedom simulator platform motion on recurrent pilot training and evaluation in the presence of a wide field-of-view visual system. Sound scientific data on the relationship between the motion requirement and its effect on the transfer of pilot performance/behavior to and from the airplane is all the more important given that the FAA may mandate the use of simulators for airline pilot training and evaluation. The study addressed the question of whether the motion provided by an FAA qualified Level C simulator affects 1) pilot performance/behavior and instructor grading criteria during First Look evaluation, 2) the course of Training in the simulator, and 3) the Transfer of skills acquired during Training in the simulator with or without motion to the simulator with motion as a stand-in for the airplane. Every effort was made to avoid deficiencies in the research design identified in a review of prior studies, by measuring pilot stimulation and response, testing both maneuvers and pilots that are diagnostic of a need of motion, avoiding pilot and instructor bias, and ensuring sufficient statistical power to capture operationally relevant effects. KW - Airline pilots KW - Behavior KW - Flight simulators KW - Flight training KW - Motion KW - Training UR - http://ntl.bts.gov/lib/46000/46800/46883/Burki-Coohen_SimFid.pdf UR - https://trid.trb.org/view/1247590 ER - TY - RPRT AN - 01142942 AU - Hadley, Jerry AU - Sollenberger, Randy AU - D'Arcy, Jean-Francois AU - Bassett, Philip AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Interfacility Boundary Adjustment PY - 2000/07//Technical Note SP - 58p AB - The objective of the study was to examine the impact of inter-facility dynamic resectorization on Air Traffic Control Specialists’ (ATCSs’) performance, workload, communication, situational awareness, and control strategies. As a preliminary investigation, the scope of the study was limited to lateral boundary adjustments (in contrast to vertical adjustments) and specific traffic situations that should benefit the most from dynamic resectorization. The researchers selected a heavy traffic situation and shifting weather patterns as scenarios for this investigation. The approach was to pre-define regions of airspace that could be allocated to one Air Route Traffic Control Center (ARTCC) or the other depending upon the traffic situation. This approach represented a simple method of dynamic resectorization that could be implemented using current air traffic control (ATC) equipment. Twelve full performance level controllers participated in the study over a 6-week period. The authors evaluated their performance using objective and subjective measures. They assessed controller workload using the National Aeronautics and Space Administration Task Load Index and the Air Traffic Workload Input Technique. They measured ATCSs’ situation awareness using self-ratings on a numeric scale. In addition, controllers completed questionnaires after each scenario and at the end of the study. The results indicated that dynamic resectorization did not interfere with ATCS performance. Overall, there were very few separation losses in the study. However, the results indicated slightly fewer separation losses for dynamic resectorization in the heavy traffic scenarios, although this trend was not statistically reliable. Finally, the results indicated slightly lower NASA-TLX workload ratings in dynamic resectorization scenarios. However, dynamic resectorization did not reduce controller situation awareness. In fact, controller ratings of situation awareness were higher when operating dynamic resectorization scenarios in both high density traffic and shifting weather situations. KW - Air traffic control KW - Air traffic controllers KW - Airspace (Aeronautics) KW - Performance KW - Resectorization KW - Workload UR - http://ntl.bts.gov/lib/30000/30900/30984/TN0006.pdf UR - https://trid.trb.org/view/902755 ER - TY - RPRT AN - 01109051 AU - Brill, David R AU - Galaxy Scientific Corporation AU - Federal Aviation Administration TI - Field Verification of a 3D Finite Element Rigid Airport Pavement Model PY - 2000/07//Final Report SP - 78p AB - Field data from the Federal Aviation Administration (FAA) runway instrumentation project at Denver International Airport, Colorado, were analyzed and compared to three-dimensional finite element model predictions. Data collected at the Denver test site included strains and deflections of the rigid pavement structure under typical in-service aircraft gear loads. A statistical analysis of the sensor data yielded mean values of key responses such as peak strain, peak deflection, and load transfer efficiency at transverse joints, which were then compared to results of the finite element analysis. The comparisons reported herein indicate overall good agreement between measured and predicted responses. KW - Airport runways KW - Deflection KW - Finite element method KW - Instrumentation KW - Load transfer KW - Mathematical models KW - Mathematical prediction KW - Pavement performance KW - Rigid pavements KW - Strain (Mechanics) KW - Three dimensional computations KW - Transverse joints UR - http://ntl.bts.gov/lib/17000/17300/17377/PB2001101160.pdf UR - https://trid.trb.org/view/868423 ER - TY - RPRT AN - 00929927 AU - Schvaneveldt, R AU - Beringer, D B AU - Lamonica, J AU - Tucker, R AU - Nance, C AU - Federal Aviation Administration AU - New Mexico State University, Las Cruces AU - Lamonica Aviation AU - United States Air Force TI - PRIORITIES, ORGANIZATION, AND SOURCES OF INFORMATION ACCESSED BY PILOTS IN VARIOUS PHASES OF FLIGHT PY - 2000/07 SP - 43 p. AB - In the first project of the study, 27 pilots rated the priority of information required for flight. These pilots were divided by flight experience into novices (65 to 820 hours' flight time) and experienced pilots (1600 to 17,000 hours' flight time). Participants rated 29 information elements across seven phases of flight. These data show the shifting priorities of information across phases of flight, and some clear differences in priority assignments appeared between the novices and the experienced pilots. In the second project, 34 pilots, some from Project 1, participated in the collection of relatedness data for 231 pairs of information elements. A Pathfinder analysis and hierarchical clustering were conducted showing connections among these elements and grouping of the elements. Pilot experience had little influence on the form of the network of associations. The discussion explores the potential of these data for instrumentation layout and integration of cockpit information systems, datalink design, and development of flight instruction curricula. KW - Air pilots KW - Cluster analysis KW - Flight KW - Information display systems KW - Information organization KW - Instrument displays UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/00_26.pdf UR - https://trid.trb.org/view/719405 ER - TY - RPRT AN - 00929926 AU - Pfleiderer, E M AU - Federal Aviation Administration TI - MULTIDIMENSIONAL SCALING ANALYSIS OF CONTROLLERS' PERCEPTIONS OF AIRCRAFT PERFORMANCE CHARACTERISTICS PY - 2000/07 SP - 34 p. AB - Thirty full performance level (FPL) en route air traffic control specialists participated in an investigation of the salient features of aircraft mix, a proposed sector complexity factor. Controllers rated the "familiarity" (i.e., frequency of encounter) of 30 selected aircraft. They also provided weight class, engine number, engine type, cruising speed, climb, and descent rate estimates for each aircraft. A matrix of squared Euclidean distances derived from summary estimates (i.e., means of speed, climb, and descent) was used to construct a multidimensional scaling model of the aircraft. Multiple regression interpretation revealed that Dimension 1 was related to engine type, whereas Dimension 2 was associated with weight class. The position of elements in the derived stimulus space indicated that controllers may develop performance-related prototypes through the use of multiple cues derived from a number of sources. Results are presented as justification for further investigation into potential advantages of providing enhanced prediction cues (e.g., engine type and weight class) from a single source, which may increase the efficiency of controller decision making and decrease perceived workload. KW - Air traffic controllers KW - Aircraft KW - Decision making KW - Engines KW - Enroute traffic control KW - Multiple regression analysis KW - Perception KW - Performance KW - Weight KW - Workload UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/00_24.pdf UR - https://trid.trb.org/view/719404 ER - TY - RPRT AN - 00929925 AU - Nakagawara, V B AU - Montgomery, R W AU - Federal Aviation Administration TI - GENDER DIFFERENCES IN A REFRACTIVE SURGERY POPULATION OF CIVILIAN AVIATORS PY - 2000/07 SP - 11 p. AB - Postoperative side effects from refractive surgical procedures can affect vision quality and may be unacceptable in a cockpit environment. The literature suggests certain females (pregnant, menopausal, elderly) are more likely to experience complications and have less than optimal visual performance after refractive surgery. This study reviews the civil aeromedical experience with refractive surgery by gender. A list of aviators with Federal Aviation Administration (FAA)-specific pathology codes 130 (radial keratotomy) and 5179 (general eye pathology with surgical prefix), during the period January 1994 through December 1996, was generated from FAA medical databases. The records of airmen with pathology code 5179 were reviewed and those identified as having refractive surgery were collated into a database with those who had pathology code 130. The records were then stratified by class of medical certification and gender, and analyzed using demographic data. Results showed that 3,761 aviators were identified as having had refractive surgical procedures during the study period. The prevalence rate for refractive surgery was found to be significantly higher for female (8.74/1,000) than for male (6.06/1,000) aviators. Prevalence rates for all classes of FAA medical certification were also found to be significantly higher for female aviators. These higher prevalence rates suggest that these females view refractive surgery to be a more viable alternative for correcting refractive error than do their male counterparts. With the more frequent post-surgical complications for some females, further research is recommended to investigate the potential for operational problems in the aviation environment. KW - Air pilots KW - Aviation medicine KW - Certification KW - Civil aviation KW - Databases KW - Demographics KW - Females KW - Gender KW - Pathological data KW - Refractive surgery KW - Surgery KW - U.S. Federal Aviation Administration KW - Vision disorders UR - http://ntl.bts.gov/lib/17000/17600/17673/PB2001102918.pdf UR - https://trid.trb.org/view/719403 ER - TY - RPRT AN - 00805049 AU - Federal Aviation Administration TI - GENERAL AVIATION AND AIR TAXI ACTIVITY SURVEY. CALENDAR YEAR 1998 PY - 2000/07 SP - 122 p. AB - This report presents the results of the annual General Aviation and Air Taxi Activity Survey. The survey is conducted by the FAA to obtain information on the activity of the United States registered general aviation and air taxi aircraft fleet. The report contains tabulations of active aircraft, annual flight hours, average flight hours, and other statistics by aircraft type, state and region of based aircraft, and use. Also included are the fuel consumption, lifetime airframe hours, estimates of the number of landings, and IFR hours flown. KW - Air taxi service KW - Aircraft operations KW - Annual reports KW - General aviation KW - Statistics KW - Surveys KW - United States UR - https://trid.trb.org/view/672212 ER - TY - RPRT AN - 01073829 AU - Federal Aviation Administration TI - Cleveland Hopkins International Airport, section 303c evaluation : environmental impact statement PY - 2000/06//Volumes held: Draft(2v), Final(3v) KW - Environmental impact statements KW - Ohio UR - https://trid.trb.org/view/833223 ER - TY - RPRT AN - 00811690 AU - Bagot, K AU - Federal Aviation Administration TI - EVALUATION OF WIND-LOADING ON AIRPORT SIGNS PY - 2000/06 SP - 28 p. AB - Airport signs at certain critical locations at O'Hare International Airport and other major U.S. airports are being sheared of their mounting legs at the frangible coupling from aircraft jet engine blast and/or wake turbulence forces. This damage to the sign increases the chance of foreign object damage (FOD) as well as the loss of visual guidance for other aircraft. There is a need to better understand and more precisely determine the forces on the signs at these locations. The results of this testing indicated that the current frangibility design criteria is not adequate for airport signs installed on airports that service large transport aircraft. A modification to the frangibility requirements or a maximum setback distance would appear to be a satisfactory solution to mitigate sign breakage. The former is recommended. KW - Airport surface traffic control KW - Design KW - Jet engines KW - Sign supports KW - Signs KW - Visual aids UR - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=b02d9aa5-555f-4983-ba9e-162fd135c30b&f=TN00-32.pdf UR - http://ntl.bts.gov/lib/17000/17100/17120/PB2000108245.pdf UR - https://trid.trb.org/view/680210 ER - TY - RPRT AN - 00808318 AU - White, V L AU - Veronneau, SJH AU - Canfield, D V AU - Chatuverdi, A K AU - Boren, H K AU - Civil Aeromedical Institute AU - Federal Aviation Administration TI - ABNORMAL GLUCOSE LEVELS FOUND IN TRANSPORTATION ACCIDENTS PY - 2000/06 SP - 20 p. AB - The Federal Aviation Administration's Office of Aviation Medicine (OAM) is responsible for the certification of pilots with diabetic conditions. Therefore, it is essential for OAM to monitor pilots involved in fatal accidents for abnormal glucose levels, which might have caused performance impairment or incapacitation. The present study evaluated the use of postmortem vitreous humor and urine glucose levels in transportation accident fatalities as indicators of potentially incapacitating medical conditions or performance impairment. KW - Airline pilots KW - Diabetics KW - General aviation KW - Medical treatment KW - Performance evaluations UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/00_22.pdf UR - http://ntl.bts.gov/lib/17000/17600/17672/PB2001102917.pdf UR - https://trid.trb.org/view/673298 ER - TY - RPRT AN - 00805043 AU - Klock, B A AU - Siegel, S AU - Maguire, W AU - Federal Aviation Administration TI - OPERATIONAL TEST AND EVALUATION PLAN: BOTTLE CONTENTS TESTER USABILITY ASSESSMENT. TEST AND EVALUATION PLAN PY - 2000/06 SP - 34 p. AB - Explosives and flammable materials may be concealed in bottles at carry-on or checked luggage. Given the volume of passenger baggage and the fact that bottles are often elaborately packaged or sealed, manual inspection of a bottle's contents is a difficult challenge. To improve the screening of liquid containers, devices are currently in development to screen bottles. This document describes a plan for collecting critical information about the interface and usability of a bottle contents tester. The assessment will proceed in two stages: a laboratory assessment at the Aviation Security Laboratory at the Atlantic City International Airport in New Jersey and a field assessment. Usability of a bottle test in the optional environment as well as screener and passenger acceptance of bottle contents screening will be assessed. KW - Aviation safety KW - Baggage handling KW - Explosives KW - Flammable materials KW - Passenger security KW - Safety UR - http://ntl.bts.gov/lib/17000/17200/17200/PB2001100151.pdf UR - https://trid.trb.org/view/672207 ER - TY - RPRT AN - 01138328 AU - Katz, A AU - Graham, K S AU - Palmer, K AU - University of Alabama, Tuscaloosa AU - Federal Aviation Administration TI - Helicopter Rotor Safety Issues. Stage 1 Report. Revision B PY - 2000/05 SP - 56p AB - The University of Alabama has an ongoing effort in modeling of helicopter rotors and the study of rotor dynamics. The starting point of the present project was is the original true blade model, Bladehelo, previously developed at the University of Alabama Flight Dynamics Laboratory (UAFDL) and implemented in its real time simulator. Bladehelo employs rigorous equations of motion. It uses no prescribed motions and no small angle approximations. The project plan was to use Bladehelo, following certain upgrades, to assess the dynamic performance and the functional equivalence of composite blades to metal blades they replace, with a view to establishing certification requirements. The project is structured in three stages: Stage 1 consists of upgrades to Bladehelo. Stage 2 is concerned with validation of the upgraded model, and Stage 3 addresses the structural issues. The present report covers Stage 1 as carried out between 16 May 1998 and 15 May 2000.Two major modeling upgrades were implemented: flexible blades and a high fidelity wake. Flexible blades are modeled as articulated with adjacent segments joined by spring loaded hinges. Rather than model the segments and hinges specifically, a technique called structured modeling (SM) was invoked, which employs generic, model independent code, and allows the details of the model to be defined as input. SM, in turn, is based on the method of Global Recursive Dynamics (GRD). Both SM and GRD were developed at the UA FDL prior to the current project. In Stage 1, the pre-existing Bladehelo and SM codes were merged to create an upgraded Bladehelo, which was verified against the previous version and then applied to the modeling of flexible blades. The wake upgrade replaces the uniform inflow assumed in the pre-existing Bladehelo with a dynamic wake generated by a lattice of vortices created by the rotor blades. A trailing vortex is appropriate wherever the circulation about the blade changes, in our computational scheme, this occurs at both ends of each blade element. A shed vortex is appropriate whenever the circulation about the element changes, i.e. every integration step. The wake model creates and propagates the vortices in real time based on the flow field they generate. Limitations of computational throughput dictated that only tip and hub vortices be kept and that vortices be shed at a rate lower than the computational frame rate. Both upgrades required additional computational resources, especially the wake model. For thispurpose, the simulation host at the UA FDL was enhanced with four units of four processors each. The units are designated Monster0 through Monster3. The Monsters are interconnected bySCRAMNet. Multiprocessing proceeds in two stages, spreading to the four processors within each Monster and across the four monsters. Both stages were successfully implemented. Use ofthe 16 processors yielded a throughput improvement by a factor of 13.4. This allowed each ofthe upgrades mentioned above, as well as both of them together, to run in real time. KW - Aerodynamic lift KW - Aerodynamics KW - Aircraft by type of lift KW - Aviation safety KW - Equations of motion KW - Fluid dynamics KW - Helicopters KW - Rotary wing aircraft KW - Rotors KW - Wakes UR - https://trid.trb.org/view/898313 ER - TY - RPRT AN - 01073818 AU - Federal Aviation Administration TI - Tweed-New Haven Airport runway safety area and taxiway improvements project, environmental impact evaluation : environmental impact statement PY - 2000/05//Volumes held: Draft, Final KW - Connecticut KW - Environmental impact statements UR - https://trid.trb.org/view/833212 ER - TY - RPRT AN - 00929922 AU - Russell, C J AU - Dean, M AU - Broach, D AU - Federal Aviation Administration AU - University of Oklahoma, Norman TI - GUIDELINES FOR BOOTSTRAPPING VALIDITY COEFFICIENTS IN ATCS SELECTION RESEARCH PY - 2000/05 SP - 38 p. AB - This technical report 1) reviews the literature on bootstrapping estimation procedures and potential applications to the selection of air traffic control specialists (ATCSs); 2) describes an empirical demonstration of procedures for estimating the sample size required to demonstrate criterion-related validity in ATCS selection; and 3) provides summary guidelines and recommendations for estimating sample size requirements in ATCS selection test validation using bootstrapping procedures under conditions of direct and indirect range restriction. Bootstrapping estimates the sampling distribution of a statistic by iteratively resampling cases from a set of observed data. Confidence intervals are constructed for the statistic, providing an empirical basis for inferential statements about the likely magnitude of the statistic. Correlations between scores on the written ATCS aptitude test battery and subsequent performance in initial qualification training for a large sample of 10,869 controllers hired between 1986 and 1992 were bootstrapped in an empirical demonstration of the methodology. Finally, a three-step sequence of procedures is described for use in future bootstrap estimates of confidence intervals. Recommendations for sample size requirements in future ATC criterion validity studies are given. Overall, the results suggest that bootstrapping of validity coefficients in controller selection research may be technically feasible. However, legal considerations may limit practical use of the methodology until accepted professional guidelines, standards, and principles are revised to accommodate innovative methodologies. KW - Air traffic controllers KW - Aptitude tests KW - Bootstrapping KW - Coefficients KW - Confidence intervals KW - Guidelines KW - Literature reviews KW - Methodology KW - Representative samples (Statistics) KW - Selection and appointment KW - Statistical sampling KW - Training KW - Validity UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/00_15.pdf UR - https://trid.trb.org/view/719400 ER - TY - RPRT AN - 00929924 AU - Lewis, R L AU - Johnson, R D AU - Blank, C L AU - Federal Aviation Administration AU - University of Oklahoma, Norman TI - A NOVEL METHOD FOR THE DETERMINATION OF SILDENAFIL (VIAGRA) AND ITS METABOLITE (UK-103,320) IN POSTMORTEM SPECIMENS USING LC/MS/MS AND LC/MS/MS/MS PY - 2000/05 SP - 15 p. AB - During the investigation of aviation accidents, postmortem samples from victims are submitted to the Federal Aviation Administration's Civil Aerospace Medical Institute (CAMI) for drug analysis. Because new drugs are continually being released, CAMI must develop methods to identify these new drugs. This paper presents a rapid and reliable method for the identification and quantitation of sildenafil (Viagra) and its metabolite, UK-103,320. Sildenafil, when used properly, is relatively safe but it does have certain side effects that could create potential hazards. The procedure described herein incorporates solid-phase extraction and liquid chromatograph (LC)/mass spectrometer (MS)/MS and MS/MS/MS utilizing an atmospheric pressure chemical ionization ion trap mass spectrometer in the positive ionization mode. Solid-phase extraction provided an efficient sample extraction yielding recoveries of approximately 80%. This method is highly selective and sensitive, having a limit of detection of 1 ng/mL for both compounds. Sildenafil and UK-103,320 were found to have a linear dynamic range of 2-800 ng/mL and 4-800 ng/mL, respectively. This procedure showed intra-day (within day) relative error of equal to or less than 6% and relative standard deviation (RSD) within 4% for both the 50 ng/mL and 200 ng/mL controls. The inter-day (between day) relative errors were equal to or less than 4%, while the RSD was within 12% for both control concentrations. Sildenafil and UK-103,320 were found to be stable in blood for at least one week at 4C. This method was also used for the determination of sildenafil and UK-103,320 in postmortem fluid and tissue specimens collected from fatal aviation accident victims. KW - Aircraft crash victims KW - Aviation medicine KW - Civil Aeromedical Institute KW - Crash investigation KW - Forensic medicine KW - Laboratory tests KW - Liquid chromatography KW - Mass spectrometry KW - Medication KW - Sildenafil KW - Specimens KW - Test procedures KW - U.S. Federal Aviation Administration UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/00_20.pdf UR - https://trid.trb.org/view/719402 ER - TY - RPRT AN - 00929921 AU - Thompson, R C AU - Joseph, K M AU - Bailey, L L AU - Worley, J A AU - Williams, C A AU - Federal Aviation Administration TI - ORGANIZATIONAL CHANGE: AN ASSESSMENT OF TRUST AND CYNICISM PY - 2000/05 SP - 12 p. AB - In the organizational science literature, organizational cynicism is generally considered to be conceptually distinct from organizational trust. This proposition, however, has not been adequately assessed. The present study attempts to distinguish these two constructs by utilizing organizational-level focused measures. Two surveys were administered about six months apart to members of a division that was undergoing change in a large federal agency. Data could be matched for 70 of the respondents on the two surveys. The results show that a measure of cynicism about change does not predict trust in coworkers or trust in work area managers, but does predict trust in division managers. These results do not conclusively demonstrate a distinction between the two constructs, however, they suggest that the constructs are related in a predictable manner. Finally, from the data obtained in this study of an organizational group undergoing change, it appears that trust of management is related to increased workgroup cohesion, and that trust is not due only to workforce cynicism. Instead, trust and cynicism may need to be addressed separately by management in order to most successfully implement change. KW - Cynicism KW - Employee relations KW - Government employees KW - Managerial personnel KW - Organizational change KW - Organizations KW - Surveys KW - Trust (Psychology) KW - Workplaces UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/00_14.pdf UR - http://ntl.bts.gov/lib/17000/17600/17669/PB2001102914.pdf UR - https://trid.trb.org/view/719399 ER - TY - RPRT AN - 00929923 AU - Vu, N T AU - Chaturvedi, A K AU - Canfield, D V AU - Soper, J W AU - Kupfer, D M AU - Roe, B A AU - Federal Aviation Administration AU - University of Oklahoma, Norman TI - DNA-BASED DETECTION OF ETHANOL-PRODUCING MICROORGANISMS IN POSTMORTEM BLOOD AND TISSUES BY POLYMERASE CHAIN REACTION PY - 2000/05 SP - 13 p. AB - Forensic investigation of fatal aircraft accidents usually includes the analysis of biological samples for ethanol to establish if alcohol intoxication is a factor in the accidents. The quantitative aspects of ethanol are often complicated by postmortem putrefactive changes, leading to microbial fermentation-mediated production of alcohol and its subsequent redistribution. Without establishing the ethanol origin (antemortem consumption or postmortem production), a precise interpretation of the alcohol analytical results remains a challenge. Therefore, a deoxyribonucleic acid (DNA)-based assay was developed using the polymerase chain reaction and microbial DNA primers designed for identifying 3 commonly encountered ethanol-producing microorganisms--Candida albicans, Proteus vulgaris, and Escherichia coli. The present study focused on examining the applicability of the microbial DNA primers in establishing the existence of postmortem alcohol in samples. The results suggested that species-specific primers could be employed to identify ethanol-producing microorganisms in forensic samples without requiring bacterial cultivation. Continued studies are warranted to define additional primer sequences that are distinctive for ethanol-producing microorganisms. KW - Air transportation crashes KW - Aircraft crash victims KW - Alcohol chemical tests KW - Alcohol use KW - Autopsies KW - Aviation medicine KW - Biochemistry KW - Crash causes KW - Crash investigation KW - Deoxyribonucleic acid KW - Ethanol KW - Fatalities KW - Fermentation KW - Forensic medicine KW - Microorganisms KW - Samples UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/00_16.pdf UR - https://trid.trb.org/view/719401 ER - TY - RPRT AN - 00929920 AU - DeJohn, C A AU - Veronneau, SJH AU - Wolbrink, A M AU - Larcher, J G AU - Smith, D W AU - Garrett, J AU - Federal Aviation Administration AU - University of Oklahoma, Norman AU - MedAire, Incorporated TI - THE EVALUATION OF IN-FLIGHT MEDICAL CARE ABOARD SELECTED U.S. AIR CARRIERS: 1996 TO 1997 PY - 2000/05 SP - 26 p. AB - Medical care in-flight and the Federal Aviation Administration (FAA)-mandated medical kit have been studied for many years. This study includes a detailed correlation between in-flight medical care, patient response in-flight, and post-flight follow-up, in an effort to evaluate in-flight medical care delivery on U.S. airlines and re-evaluate the FAA-mandated in-flight medical kit. A survey of five U.S. domestic air carriers from October 1, 1996 to September 30, 1997, showed 1,132 in-flight medical incidents. These airlines accounted for approximately 22% of scheduled US domestic enplanements during the period. There was good overall agreement between in-flight and post-flight diagnoses (70% of cases), and passenger condition improved in a majority of cases (60%), suggesting that in-flight diagnoses were generally accurate and treatment was appropriate. Results indicated that bronchodilator inhalers, oral antihistamines, and non-narcotic analgesics, all of which were obtained from other passengers, were used frequently enough to support a suggestion to include them in the medical kit. KW - Airlines KW - Antihistamines KW - Aviation medicine KW - Diseases and medical conditions KW - Injuries KW - Medical equipment KW - Medical kits KW - Medical treatment KW - Medication KW - Patients KW - U.S. Federal Aviation Administration UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/00_13.pdf UR - http://ntl.bts.gov/lib/14000/14300/14315/ADA377878.pdf UR - https://trid.trb.org/view/719398 ER - TY - RPRT AN - 00808316 AU - Nakagawara, V B AU - Wood, K J AU - Montgomery, R W AU - Civil Aeromedical Institute AU - Federal Aviation Administration TI - REFRACTIVE SURGERY IN AIRCREW MEMBERS WHO FLY FOR SCHEDULED AND NONSCHEDULED CIVILIAN AIRLINES PY - 2000/05 SP - 16 p. AB - Civil airmen with refractive surgery are present in all classes of aeromedical certificate holders. Refractive surgical procedures have been associated with numerous side effects, including glare, reduced contrast sensitivity, and fluctuating visual acuity. These side effects may render the quality of vision unacceptable in the cockpit environment. This study reviews the aeromedical certification experience with refractive surgery in aircrew members who fly for civilian airlines. The preponderance of aircrew members who have had refractive surgery and fly for scheduled or nonscheduled airlines have incisional refractive procedures, which reportedly have the most critical side effects. A considerable number of airmen have had laser procedures, of which the long term effects are still unknown. Although some serious complications have resulted from refractive surgery, the study indicates these complications have not affected an applicant's ability to receive an airman medical certificate. KW - Certification KW - Civil aviation KW - Personnel KW - Refraction KW - Surgery KW - Vision KW - Visually impaired persons UR - http://ntl.bts.gov/lib/17000/17600/17670/PB2001102915.pdf UR - https://trid.trb.org/view/673296 ER - TY - RPRT AN - 00801834 AU - Monichetti, S B AU - Snyder, M D AU - Rubinstein, J AU - Federal Aviation Administration TI - TEST AND EVALUATION PLAN FOR THE LABORATORY VALIDATION OF X-RAY THREAT IMAGE PROJECTION PY - 2000/05 SP - 18 p. AB - The Threat Image Projection (TIP) system is an X-ray machine upgrade that projects fictional threats onto or in between the images of passenger baggage. TIP should increase screener vigilance and motivation, provide exposure to a wide range of threat images, and track screener performance. The paper reports on a project with an effort to test the validity of TIP by comparing screener performance with TIP images to their performance with real world threats. The test will determine if there are any screener performance differences between real threats, projected fictional threat images, and projected combined threat images. KW - Air transportation KW - Airport operations KW - Baggage KW - Image processing KW - Passenger security KW - Threats KW - X ray analysis UR - http://ntl.bts.gov/lib/17000/17000/17099/PB2000108068.pdf UR - https://trid.trb.org/view/666922 ER - TY - RPRT AN - 00800988 AU - Stevens, A J AU - Federal Aviation Administration TI - EVALUATION OF THE AIRPORT TARGET IDENTIFICATION SYSTEM (ATIDS) BEACON MULTILATERATION SYSTEM (93-CRDA-0052) PY - 2000/05 SP - 62 p. AB - The Airport Target Identification System (ATIDS) is a new surveillance and identification system for locating Mode Select Beacon System (Mode S) equipped aircraft and vehicles. Its primary use is as a surface Beacon surveillance system to provide Flight Number Identification (ID) to the existing Airport Surface Detection Equipment Model 3 (ASDE-3) radar and Airport Movement Area Safety System (AMASS). The system is also capable of locating and identifying aircraft in flight or on the ground, which permits the use of the ATIDS system for Parallel Runway Monitor (ORM) and other airborne and surface surveillance applications. The system operates by receiving and time stamping the Mode S squitter from a target at three or more R/Ts; transmitting the squitter ID and time stamp to a central computer; measuring the Time Distance of Arrival (TDOA) of the squitter from each time stamp; and calculating the target's position by hyperbolic stamp; and calculating the target's position by hyperbolic multilateration. KW - Air traffic control KW - Airport operations KW - Detection and identification systems KW - Hyperbolic functions KW - Identification systems KW - Surveillance UR - https://trid.trb.org/view/666642 ER - TY - RPRT AN - 01126479 AU - Guo, Edward AU - Galaxy Scientific Corporation AU - Federal Aviation Administration TI - Effects of Slab Size on Airport Pavement Performance PY - 2000/04//Final Report SP - 96p AB - The objective of this research is to evaluate the influence of slab size on the performance of rigid pavements by analysis of airport survey data in conjunction with theoretical analysis. The analytical results indicate that when the large Portland cement concrete (PCC) slabs are used, the maximum total stresses caused by aircraft loading in combination with temperature gradient are significantly greater than those in the smaller slabs. About 288 million square feet (msf) Pavement Condition Index (PCI) data of PCC pavement from 174 airports have been collected from existing pavement databases and survey reports. The PCI has been used to represent the pavement performance. The relationship between slab size and PCI has been investigated by different procedures, including the general effect of the slab size on the measured PCI, the effect of slab size influenced by pavement type and age, PCI distribution curves, and special case studies for 14 airports using different slab sizes in the same area. KW - Airport runways KW - Concrete pavements KW - Pavement condition index KW - Pavement performance KW - Portland cement concrete KW - Rigid pavements KW - Size KW - Slabs UR - http://ntl.bts.gov/lib/16000/16800/16891/PB2000105934.pdf UR - https://trid.trb.org/view/887498 ER - TY - RPRT AN - 00929919 AU - Heil, M C AU - Agnew, B O AU - Federal Aviation Administration TI - THE EFFECTS OF PREVIOUS COMPUTER EXPERIENCE ON AIR TRAFFIC-SELECTION AND TRAINING (AT-SAT) TEST PERFORMANCE PY - 2000/04 SP - 14 p. AB - Many tests, including selection tests, that have traditionally been administered in paper-and-pencil format are now administered on a computer workstation. One disadvantage of computerized tests is the inadvertent measurement of extraneous abilities related to prior experience with a computer keyboard or mouse. This study examines the relationship between computer experience and test performance using a computerized selection test. Specifically, some computerized tests present items that have been adapted to the computer and require the examinee to use the keyboard to select a response to the questions. Another type of test takes the form of dynamic virtual scenarios or simulations. These may resemble a computer game and often require extensive use of both a mouse and a keyboard. The two main objectives of this study are: to determine if examinees with more computer experience perform better than examinees with less computer experience, and to determine if the relationship between computer experience and computerized test performance remains consistent, regardless of the type of test being presented in the computerized format. A total of 96 people participated in the study. Computer experience was measured using the Computer Use and Experience Questionnaire. The personnel selection test used was the Air Traffic-Selection and Training (AT-SAT) test. The relationship between computer experience and performance on the computerized selection test was investigated using Pearson's product-moment correlations and hierarchical multiple regression. MANOVA and t-tests were also used to identify group differences on the dependent variables. Education was most predictive of AT-SAT performance, and people with more computer experience received higher composite AT-SAT scores. KW - Air traffic controllers KW - Computer experience KW - Computers KW - Education KW - Keyboards KW - Multiple regression analysis KW - Selection and appointment KW - Simulation KW - Testing KW - Training UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/00_12.pdf UR - https://trid.trb.org/view/719397 ER - TY - RPRT AN - 00808342 AU - Federal Aviation Administration TI - FAA FUTURE TELECOMMUNICATIONS PLAN (FUSHIA BOOK) PY - 2000/04 SP - 944 p. AB - The TSP is FAA's highest level telecommunications planning document. It specifies the vision for FAA telecommunications to which newly planned programs and systems should conform. It defines future agency and Air Traffic Control requirements, security considerations, integrated communications architecture, and a concept for operations, administration, and maintenance of FAA telecommunications. In addition to establishing the strategic planning vision for FAA telecommunications, the TSP recommends transition strategies that should guide future programs. KW - Air traffic control KW - Communications KW - Security KW - Strategic planning KW - Telecommunications UR - https://trid.trb.org/view/673312 ER - TY - RPRT AN - 00796245 AU - Bragg, M B AU - Loth, E AU - University of Illinois, Urbana-Champaign AU - Federal Aviation Administration TI - EFFECTS OF LARGE-DROPLET ICE ACCRETION ON AIRFOIL AND WING AERODYNAMICS AND CONTROL PY - 2000/04 SP - 202 p. AB - An integrated experimental and computational investigation was conducted to determine the effect of simulated ridge ice shapes on airfoil aerodynamics. These upper surface shapes are representative of those which may form aft of protected surfaces in super cooled large droplet conditions. The simulated ice shapes were experimentally tested on a modified National Advisory Committee for Aeronautics (NACA) 23012 airfoil and Natural Laminar Flow (NLF) 0414 airfoil at Reynolds numbers of 1.8 million for a range of protuberance locations, sizes and shapes. The computational study investigated the cases encompassed by the experimental study but in addition included higher Reynolds numbers and other airfoils from the NASA Commuter Airfoil Program. KW - Aerodynamics KW - Aeronautics KW - Airfoils KW - Aviation KW - Aviation safety KW - Ice formations UR - http://ntl.bts.gov/lib/16000/16800/16893/PB2000105936.pdf UR - https://trid.trb.org/view/654356 ER - TY - RPRT AN - 01142938 AU - Truitt, Todd R AU - Ahlstrom, Vicki AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Situation Awareness in Airway Facilities: Replacement of Maintenance Control Centers with Operations Control Centers PY - 2000/03//Technical Note SP - 33p AB - The Federal Aviation Administration plans to consolidate the present Maintenance Control Centers (MCCs) into three Operations Control Centers (OCCs). This consolidation should increase efficiency and service by centralizing operations and by standardizing procedures. This document examines the likely effects of this consolidation on specialists’ situation awareness (SA). Research psychologists from the National Airspace System Human Factors Branch (ACT-530) of the William J. Hughes Technical Center examined specialists’ SA in the context of two basic plans. First, the Area-Specialist Plan maintains OCC specialists’ responsibility for the same geographical areas they had in the MCC while continuing to monitor and control multiple technical systems. Second, the Technical-Specialist Plan would divide the responsibility of operations for one-third of the country between specialists in different technical areas. These two plans present very different and complex views of how best to implement OCCs. Each plan has advantages and disadvantages regarding SA. We discuss tradeoffs and examine a primary concern regarding SA and the transition from MCCs to OCCs. KW - Air transportation facilities KW - Maintenance KW - Operations KW - Personnel UR - http://ntl.bts.gov/lib/30000/30900/30985/TN0009.pdf UR - https://trid.trb.org/view/902757 ER - TY - RPRT AN - 01138292 AU - Mafera, P AU - Smith, K AU - Kansas State University, Manhattan AU - Federal Aviation Administration TI - Traffic Flow Management: ATC Coordinator's Information Requirements for the NAS PY - 2000/03 SP - 60p AB - This report discusses human factors research conducted by the Kansas State University Human Factors Research Laboratory (KSU HFRL) at six of the Federal Aviation Administrations (FAA) Air Route Traffic Control Centers (ARTCC) and at the Operations Control Centers (OCC) of several commercial airlines. The goal of the research has been to provide the FAA and the airlines with a detailed account of the opportunities and requirements for, and the constraints upon, collaborative decision making (CDM) about the filing of flight plans and rerouting of aircraft. In this context, CDM refers to any and all types of supportive interaction by decision makers pursuing a mutual goal. This report reviews the structure of communication within the National Airspace System (NAS) and identifies an information gap in the system for disseminating ATCSCC (Air Traffic Control System Command Center) Advisories. The first objective of this report is to examine the communication structure and information requirements of personnel directly involved in managing the flow of air traffic within the NAS. These individuals work at ATC facilities and at the OCC of commercial airlines. The report explores the information that is made available about ongoing air traffic management operations and how this information is disseminated throughout the NAS. KW - Air traffic control KW - Air traffic controllers KW - Aircraft pilotage KW - Airport operations KW - Airspace (Aeronautics) KW - Cooperation KW - Decision making KW - Dispatchers KW - Flight plans KW - Human factors engineering KW - Rerouting KW - U.S. Federal Aviation Administration UR - http://www.tc.faa.gov/logistics/grants/pdf/1999/99-g-020b.pdf UR - https://trid.trb.org/view/898407 ER - TY - RPRT AN - 00929918 AU - Hynes, M K AU - Federal Aviation Administration AU - Hynes and Associates, Incorporated TI - EVACUEE INJURIES AND DEMOGRAPHICS IN TRANSPORT AIRPLANE PRECAUTIONARY EMERGENCY EVACUATIONS PY - 2000/03 SP - 17 p. AB - During a nine-year period from 1988 through 1996, there were more than 500 transport airplane precautionary emergency evacuations (PEEvacs), occurring on average about once a week. Each year as many as 6,000 persons participated in these events and in many cases, passenger and crewmember injuries resulted from the PEEvacs. This study was undertaken to sample available evacuee and injury data related to a subset of those PEEvacs, including information on types and causes of evacuee injuries, and evacuee age and gender. Unique, direct contacts with airport management were used to supplement publicly available information on certain of the PEEvacs, including activation of emergency escape slides during PEEvacs, injuries caused by the PEEvacs, and outcomes. Of the 136 airports identified as experiencing PEEvacs, 24 were selected to provide detailed data on injured evacuees for a 34-month interval lasting from December 1994 through November 1996. During this time frame, there were 109 precautionary evacuations at the 24 airports selected, i.e., approximately 70% of all reported evacuation events that occurred during the study period. Specific information on 193 persons injured during 19 of these evacuations was obtained and analyzed. The results of this study confirm the need for improved incident reporting and continued research into preventing injuries associated with the use of emergency egress systems and precautionary emergency evacuations of transport airplanes. The results should be additionally useful when considering proposed changes to applicable regulations and to airline training programs and aircraft emergency operations. KW - Age KW - Airports KW - Aviation medicine KW - Demographics KW - Evacuation KW - Flight crews KW - Gender KW - Hazards and emergency operations KW - Injury causes KW - Injury types KW - Passengers KW - Precautionary emergency evacuations KW - Regulations KW - Training KW - Transport aircraft UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/00_11.pdf UR - https://trid.trb.org/view/719396 ER - TY - RPRT AN - 00801836 AU - Federal Aviation Administration TI - AVIATION INDUSTRY OVERVIEW, FISCAL YEAR 1999 PY - 2000/03 SP - 30 p. AB - Contents: Industry overview; U.S. economic outlook; Passenger enplanements and aircraft departures; Traffic and seat capacity; Financial results; Air carrier aircraft orders and deliveries; General aviation aircraft shipments; FAA workload measures; Commercial operations at selected U.S. hubs; Traffic demand, seat capacity and load factors; System passenger yields; Air carrier jet fuel prices. KW - Airport operations KW - Aviation KW - Capacity restraint KW - Commercial transportation KW - Demand responsive transportation KW - Financial analysis KW - Hubs KW - Industry structure KW - Passenger handling UR - http://ntl.bts.gov/lib/11000/11500/11576/fy98net.pdf UR - http://ntl.bts.gov/lib/17000/17100/17131/PB2000108306.pdf UR - https://trid.trb.org/view/666924 ER - TY - JOUR AN - 00796248 JO - National Oceanic and Atmospheric Administration PB - Department of Commerce AU - Mahoney, J L AU - Brown, B G AU - HART, J AU - Department of Commerce AU - Federal Aviation Administration TI - STATISTICAL VERIFICATION RESULTS FOR THE COLLABORATIVE CONVECTIVE FORECAST PRODUCT PY - 2000/03 SP - 42 p. AB - This report summarizes the verification results of the Convective Forecast Product (CCFP) that were collected during the 1999 summer Convection Intercomparison Exercise. The forecasts included in the study were those used in the collaborative process as well as the operational products produced by the Aviation Weather Center (AWC). The forecasts were verified using individual lighting and radar observations, as well as a convective field in which both lightning and radar observations were combined. The forecasts were evaluated as Yes/No forecasts of convection. KW - Aviation KW - Convection (Fluid mechanics) KW - Forecasting KW - Lightning KW - Radar detectors KW - Statistical analysis KW - Weather forecasting KW - Weather stations UR - https://trid.trb.org/view/658073 ER - TY - RPRT AN - 00796204 AU - Snyder, M D AU - Barrientos, J M AU - Federal Aviation Administration TI - TEST AND EVALUATION PLAN FOR THE RAPISCAN DUAL VIEW X-RAY MACHINE PY - 2000/03 SP - 24 p. AB - This Test and Evaluation Plan describes the evaluation process of dual-view x-ray technology. While a conventional Rapiscan X-ray machine presents only a top-down view of passenger baggage, their Dual View system presents both a top-down and a side view. Screener performance with this additional view will be compared to performance with only the conventional top-down view. Measures of detection performance will be recorded, analyzed, and evaluated, in addition to usability issues. To acquire usability data, human factors engineers will assess the Dual View system from a technical perspective and screeners will answer questionnaires so the system can be assessed from a user's perspective. The results will be published in a test and evaluation report. KW - Air transportation KW - Aviation safety KW - Baggage KW - Detectors KW - Screenings KW - Technology assessment KW - X ray analysis UR - http://ntl.bts.gov/lib/16000/16700/16796/PB2000105035.pdf UR - https://trid.trb.org/view/654348 ER - TY - RPRT AN - 00794297 AU - Federal Aviation Administration TI - FAA AEROSPACE FORECASTS FISCAL YEARS 2000-2011 PY - 2000/03 SP - 304 p. AB - This report contains the FY 2000-2011 Federal Aviation Administration (FAA) forecasts of aviation activity at FAA facilities. These include airports with FAA and contract control towers, and flight service stations. Detailed forecasts were developed for the major users of the National Aviation System--air carriers, air taxi/commuters, general aviation, and military. The forecasts have been prepared to meet the budget and planning needs of the constituent units of the FAA and to provide information that can be used by State and local authorities, the aviation industry, and the general public. KW - Air taxi service KW - Air traffic control KW - Commuter aircraft KW - Flight service stations KW - Forecasting KW - General aviation KW - Military aviation KW - Route guidance UR - https://trid.trb.org/view/653825 ER - TY - RPRT AN - 00792504 AU - DONG, M AU - Hayhoe, Gordon F AU - Galaxy Scientific Corporation AU - Federal Aviation Administration TI - DENVER INTERNATIONAL AIRPORT SENSOR PROCESSING AND DATABASE PY - 2000/03 SP - 62 p. AB - Data processing and database design is described for an instrumentation system installed on runway 34R at Denver International Airport (DIA). Static (low speed) and dynamic (high speed) sensors are installed in the pavement. The static sensors include thermistors, resistivity probes, time domain reflectometer (TDR) moisture gages, strain gages, and joint gages sampled at a rate of one per hour. Dynamic sensors include infrared (IR) position sensors, multidepth deflectometers, strain gages, and geophones sampled at approximately 160 Hz. Peak values in the dynamic sensor records are automatically computed. The data structure for storing data from the dynamic sensors is based on single aircraft events consisting of all data collected during the passage of a single aircraft over the section of instrumented pavement. KW - Airport runways KW - Databases KW - Deflectometers KW - Denver (Colorado) KW - Information processing KW - Infrared detectors KW - Instrumentation KW - Moisture meters KW - Sensors KW - Strain gages KW - Thermistors KW - Time domain analysis UR - http://ntl.bts.gov/lib/16000/16400/16485/PB2000104060.pdf UR - https://trid.trb.org/view/648861 ER - TY - RPRT AN - 01070836 AU - Federal Aviation Administration TI - Provincetown Municipal Airport Safety and Operational Enhancement Project : environmental impact statement PY - 2000/02//Volumes held: Draft, Final KW - Environmental impact statements KW - Massachusetts UR - https://trid.trb.org/view/830221 ER - TY - RPRT AN - 00929917 AU - Williams, K W AU - Federal Aviation Administration TI - COMPARING TEXT AND GRAPHICS IN NAVIGATION DISPLAY DESIGN PY - 2000/02 SP - 16 p. AB - Thirty-six pilots were tested in a flight simulator on their ability to decide which of two airports was farther from a storm front, based on the manner in which information was presented on a navigational display. The results support the superiority of graphical over textual information display of nearest airport information. Pilots were significantly faster using the map display than using either the text-only display or the enhanced-text display. In addition, in contrast to an earlier study, pilots performed better using a north-up map than when using a track-up map. Discussion of the results focuses on recommendations for moving-map displays and the display requirements for support of the nearest-airport function within a navigational display. KW - Air pilots KW - Aircraft navigational aids KW - Airports KW - Flight simulators KW - Graphical user interfaces KW - Information display systems KW - Maps KW - Textual information display KW - User interfaces (Computer science) UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/00_08.pdf UR - https://trid.trb.org/view/719395 ER - TY - RPRT AN - 00929915 AU - Hilton, T F AU - Hart, I S AU - Farmer, W L AU - Thompson, J J AU - Behn, L D AU - Federal Aviation Administration AU - Oklahoma State University, Oklahoma City AU - Environmental Protection Agency TI - THE FAA HEALTH AWARENESS PROGRAM: RESULTS OF THE 1998 CUSTOMER SERVICE ASSESSMENT SURVEY PY - 2000/02 SP - 41 p. AB - This report presents the results of an agency-wide survey of employee health and wellness to determine workforce involvement in and satisfaction with the Federal Aviatministration's Health Awareness Program (HAP). Surveys were received from 3,262 employees, representing a 45% response rate. Results indicated that about half the workforce had heard about HAP and that about half the workforce had participated in one or more HAP events (even if they did not realize that the event was HAP-sponsored). In terms of attendance, the most popular HAP information programs were health fairs, health awareness lectures, and stress management awareness programs. Likewise, annual flu shots, cholesterol screening, blood chemistry screening, and blood pressure screening were the most popular HAP service programs. Analyses found a consistent relationship between HAP participation and employee exercise rates, involvement in healthy lifestyle behaviors, and overall wellness. These findings may have been influenced to some extent by respondent characteristics, which were somewhat disproportionately over age 45, female, and managerial. However, the respondents' backgrounds matched previous study results, indicating that Federal Aviation Administration respondents accurately represent the HAP customer base -- that segment of the workforce most interested in health and wellness. KW - Age groups KW - Customer service KW - Employee assistance programs KW - Employee relations KW - Gender KW - Government employees KW - Health KW - Health care services KW - Life styles KW - Managerial personnel KW - Medical examinations and tests KW - Stress (Psychology) KW - Surveys KW - U.S. Federal Aviation Administration UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/00_03.pdf UR - https://trid.trb.org/view/719393 ER - TY - RPRT AN - 00929916 AU - Garner, R P AU - Murphy, R E AU - Donnelley, S S AU - Thompson, K E AU - Geiwitz, K L AU - Federal Aviation Administration AU - U.S. Army TI - TESTING THE STRUCTURAL INTEGRITY OF THE AIR FORCE'S EMERGENCY PASSENGER OXYGEN SYSTEM AT ALTITUDE PY - 2000/02 SP - 11 p. AB - The chemical bond attaching the elastic neck seal to the body of the protective breathing equipment (PBE) procured by the U.S. Air Force as an emergency passenger oxygen system (EPOS) was alleged to be inadequate to allow the PBE to perform as intended at altitude. To test this possibility, EPOS units were collected from Air Force bases and systematically tested at altitude. Eighty-four of the EPOS units collected were divided into four groups of 21. Since the PBE in question were of relatively recent manufacture, three of the four groups were artificially aged. Altitude testing was conducted in a hypobaric chamber at a simulated altitude of 40,000 feet above sea level. An EPOS unit from each of the "aged" groups was placed on one of four mannequin heads that were instrumented for monitoring pressure, temperature, and atmospheric gas concentrations. The EPOS units were activated at altitude with the primary data collection continuing for a minimum of five minutes after activation. The neck seal/hood interface did not fail on any of the 84 devices during altitude exposure. A destructive test series conducted on an additional 16 EPOS units indicated that an internal pressure approximately six times that observed at altitude was required to result in structural failure of the EPOS units. Based on the data collected in the performance of these tests, the neck seal/hood body interface bond utilized in the construction of these devices is sufficient to allow the PBE to perform as intended at altitude. KW - Altitude KW - Atmospheric pressure KW - Bond strength (Chemistry) KW - Breathing apparatus KW - Emergency equipment KW - Oxygen equipment KW - Passengers KW - Structural tests KW - Temperature KW - United States Air Force UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/00_06.pdf UR - http://ntl.bts.gov/lib/17000/17600/17664/PB2001102909.pdf UR - https://trid.trb.org/view/719394 ER - TY - SER AN - 00926481 JO - FAA Office of Aviation Medicine Reports PB - Federal Aviation Administration AU - Truitt, T R AU - Durso, F T AU - Crutchfield, J M AU - Moertl, P AU - Manning, C A AU - Federal Aviation Administration TI - REDUCED POSTING AND MARKING OF FLIGHT PROGRESS STRIPS FOR EN ROUTE AIR TRAFFIC CONTROL PY - 2000/02 SP - v.p. AB - Flight progress strips (FPSs) are used by air traffic controllers to obtain information about a flight and to record changes in flight parameters such as route, speed and altitude. A new display system is being implemented in air traffic control centers that will allow controllers less room to post FPSs. This study examines the performance and workload effects of removing some of the redundant behaviors, such as posting and marking, associated with the FPS that are required for en route air traffic control by testing a new marking and posting procedure designed to reduce the controller's need for the FPS. Individual controllers and controller teams operating in either high- or low-altitude sectors participated in the study. Results showed that controllers posted fewer FPSs and marked them less often in the experimental procedure. No detrimental effects on performance, workload, position relief briefings, or team communications were observed. Most controllers reported that they preferred the experimental procedure and online measures of workload using the experimental procedure were comparable to the existing procedure. KW - Air route traffic control centers KW - Air traffic controllers KW - Airspeed KW - Altitude KW - Enroute traffic control KW - Experiments KW - Flight characteristics KW - Flight information services KW - Flight paths KW - Flight progress strips KW - Information display systems KW - Personnel performance KW - Procedures KW - Workload UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/00_05.pdf UR - http://ntl.bts.gov/lib/17000/17600/17663/PB2001102908.pdf UR - https://trid.trb.org/view/719720 ER - TY - SER AN - 00926480 JO - FAA Office of Aviation Medicine Reports PB - Federal Aviation Administration AU - Della-Rocco, P S AU - Comperatore, C AU - Caldwell, L AU - Cruz, C AU - Federal Aviation Administration TI - THE EFFECTS OF NAPPING ON NIGHT SHIFT PERFORMANCE PY - 2000/02 SP - 33 AB - This study examines how napping affects the performance of night shift air traffic controllers. The performance, mood, sleep quality and sleepiness as a function of napping and time on task during a midnight shift were studied. Sixty air traffic controllers were randomly assigned to a midnight shift napping condition: a long nap of 2 hours, a short nap of 45 minutes or no nap. The subjects worked 3 early morning shifts and rapidly rotated to the midnight shift. During the midnight shift, three test sessions (1 before, 2 after the nap) involving two computer-based tasks were completed. The tasks were the air traffic scenarios test (ATST) and the Bakan vigilance test. In the Bakan test, the long nap was found to be superior, but both nap conditions resulted in better performance. The ATST was found to be less sensitive to differences in napping and to the natural circadian trough. Implications are discussed. KW - Air traffic controllers KW - Circadian rhythms KW - Emotions KW - Human subject testing KW - Napping KW - Night shifts KW - Personnel performance KW - Sleep KW - Vigilance UR - http://ntl.bts.gov/lib/17000/17600/17667/PB2001102912.pdf UR - https://trid.trb.org/view/720509 ER - TY - RPRT AN - 00808317 AU - Joseph, K M AU - Jahns, D W AU - Civil Aeromedical Institute AU - Federal Aviation Administration TI - ENHANCING GPS RECEIVER CERTIFICATION FOR EXAMINING RELEVANT PILOT-PERFORMANCE DATABASES PY - 2000/02 SP - 18 p. AB - The rapid introduction of Global Positioning System (GPS) receivers for airborne navigation has outpaced the capacity of international aviation authorities to resolve human factors issues that concern safe and efficient use of such devices. Current certification technical standards appear to have had little impact on promoting the design of standardized receiver architectures, interfaces and operating manuals, despite evidence from a variety of sources that lack of standardization may undermine safety. This paper explores the relationship between existing human factors data relevant to GPS-interface design and incident/accident databases, which are a rich source of information and serve to highlight the safety-critical nature of GPS receiver interface issues. KW - Airborne navigational aids KW - Crash data KW - Global Positioning System KW - Human factors KW - Incident management KW - Safety KW - Standardization UR - http://ntl.bts.gov/lib/17000/17600/17662/PB2001102907.pdf UR - https://trid.trb.org/view/673297 ER - TY - RPRT AN - 00808319 AU - Shappell, S A AU - Wiegmann, D A AU - Civil Aeromedical Institute AU - Federal Aviation Administration TI - HUMAN FACTORS ANALYSIS AND CLASSIFICATION SYSTEM-HFACS PY - 2000/02 SP - 24 p. AB - Human error has been implicated in 70 to 80% of all civil and military aviation accidents. Yet, most accident reporting systems are not designed around any theoretical framework of human error. As a result, most accident reporting systems are not conducive to a traditional human error analysis, making the identification of intervention strategies onerous. What is required is a general human error framework around which new investigative methods can be designed and existing accident databases restructured. This paper describes the development and theoretical underpinnings of a comprehensive human factors analysis and classification system in the hope that it will help safety professionals reduce the aviation accident rate through systematic, data driven investment strategies and objective evaluation of intervention programs. KW - Airline pilots KW - Crash causes KW - Factor analysis KW - Human error KW - Human factors in crashes UR - http://ntl.bts.gov/lib/17000/17600/17665/PB2001102910.pdf UR - https://trid.trb.org/view/673299 ER - TY - RPRT AN - 00805105 AU - Federal Aviation Administration TI - FEDERAL AVIATION ADMINISTRATION NATIONAL AVIATION RESEARCH PLAN PY - 2000/02 SP - 221 p. AB - Research and the implementation of effective new solutions by the Federal Aviation Administration (FAA) increasingly hold the key to meeting the rising expectations of the American people and their Government. The significance of the FAA's research and development will grow in proportion with the demands placed upon it. The FAA's research and development program finds and prepares to field technologies, systems, designs, and procedures that directly support the agency's principal operational and regulatory responsibilities: air traffic services, certification of airports, civil aviation security, and environmental standards for civil aviation. Safety remains the agency's top priority. While many new procedures and technologies have been introduced over the past 20 years and the accident rate has dropped dramatically, as a result expectations are constantly being raised. KW - Air traffic KW - Airport operations KW - Airports KW - Aviation safety KW - Civil aviation KW - Design KW - Environmental control KW - Procedures KW - Research KW - Security KW - Technology assessment UR - https://trid.trb.org/view/672229 ER - TY - RPRT AN - 00794343 AU - Gerhardt-Falk, C M AU - Elasyed, E A AU - Livingston, D AU - Colamosca, B AU - Federal Aviation Administration TI - SIMULATION OF THE NORTH ATLANTIC AIR TRAFFIC AND SEPARATION SCENARIOS PY - 2000/02 SP - 180 p. AB - This report presents a comprehensive study of the air traffic over the North Atlantic (NAT) Ocean. The main purpose of the study is to assess the fuel savings benefit of proposed changes to the separation standards in the NAT Minimum Navigation Performance Specification (MNPS) airspace. The report describes in detail the purpose of the study, literature survey of relevant work, requirements for the air traffic simulation, various separation standards scenarios, validation of the simulation model, analysis of the results, and conclusions. KW - Air traffic KW - Airspace utilization KW - Model atmosphere KW - Navigation KW - North Atlantic Ocean KW - Performance based specifications KW - Simulation UR - https://trid.trb.org/view/653837 ER - TY - CONF AN - 00794756 JO - Transportation Research Circular PB - Transportation Research Board AU - Aastad, A AU - Transportation Research Board TI - DISCUSSION PANEL REPORT: VERTICAL FLIGHT PY - 2000/02 IS - 496 SP - p. 74-75 AB - This report discusses the impact of the following on the growth of helicopters: the oil and gas industry; air medical industry; law enforcement; scheduled commercial airlines; fractional ownership operations; utility operations; and the corporate/private fleet. Also discussed are the manufacturer's perspective on the vertical flight industry, the outlook for piston helicopter demand, and helicopter regulation/legislation. Forecasts are given for turbine helicopters and piston helicopters. No information was available at the meeting on the number of helicopter pilots, but the panel is looking into this and expects to provide an estimate in the near future. U1 - Eleventh International Workshop on Future Aviation ActivitiesFederal Aviation Administration; TRB Committee on Aviation Economics and Forecasting; and TRB Committee on Light Commercial and General Aviation.Washington, D.C. StartDate:19990915 EndDate:19990917 Sponsors:Federal Aviation Administration; TRB Committee on Aviation Economics and Forecasting; and TRB Committee on Light Commercial and General Aviation. KW - Demand KW - Forecasting KW - Helicopter pilots KW - Helicopters KW - Piston engines KW - Regulations KW - Turbine engines UR - https://trid.trb.org/view/656870 ER - TY - CONF AN - 00794759 JO - Transportation Research Circular PB - Transportation Research Board AU - Maple, D J AU - Murray, S AU - Transportation Research Board TI - DISCUSSION PANEL REPORT: FLEETS AND MANUFACTURERS PY - 2000/02 IS - 496 SP - p. 84-86 AB - The Fleets and Manufacturers Panel forecasts are discussed. The forecasts cover the following: worldwide revenue passenger kilometers; Class I aircraft fleet size; Class II/III/IV aircraft cumulative deliveries, 1999 to 2018; Class II/III/IV aircraft cumulative retirements, 1999 to 2018; and Class II/III/IV aircraft fleet size. In addition, qualitative issues of importance to forecasting in the short and medium term are discussed and comments are made on the Federal Aviation Administration forecasts. U1 - Eleventh International Workshop on Future Aviation ActivitiesFederal Aviation Administration; TRB Committee on Aviation Economics and Forecasting; and TRB Committee on Light Commercial and General Aviation.Washington, D.C. StartDate:19990915 EndDate:19990917 Sponsors:Federal Aviation Administration; TRB Committee on Aviation Economics and Forecasting; and TRB Committee on Light Commercial and General Aviation. KW - Aircraft KW - Aircraft deliveries (New) KW - Aircraft retirements KW - Aviation KW - Fleet size KW - Forecasting KW - Passenger miles UR - https://trid.trb.org/view/656873 ER - TY - CONF AN - 00794746 JO - Transportation Research Circular PB - Transportation Research Board AU - Transportation Research Board TI - FUTURE AVIATION ACTIVITIES: 11TH INTERNATIONAL WORKSHOP PY - 2000/02 IS - 496 SP - 136 p. AB - The purpose of this workshop, the most recent in a biennial series that was initiated in 1979, was to assist public- and private-sector managers and decision makers in forecasting long-term trends and developments in commercial, business, and personal air transport. Topics discussed include the domestic and international macroeconomic outlook; the structure and operating patterns of major and regional U.S. air carriers; expected developments in international aviation and aircraft and engine manufacture; trends in business aviation, including fractional ownership, civil helicopter transport services, and the improving future for personally owned and operated light aircraft; and air cargo. More than 100 participants, drawn from government, industry, academic institutions, and private consulting firms both here and abroad, took part in this 3-day meeting. Most came from the United States, but there was substantial representation from Europe, Asia, and foreign firms with offices in the United States. The program consisted of three major parts: an opening plenary session with presentations on the broad outlook and strategic issues, nine concurrent discussion panels on sectoral trends and problems, and a concluding plenary session in which the findings and forecasts of the discussion panels were presented. U1 - Eleventh International Workshop on Future Aviation ActivitiesFederal Aviation Administration; TRB Committee on Aviation Economics and Forecasting; and TRB Committee on Light Commercial and General Aviation.Washington, D.C. StartDate:19990915 EndDate:19990917 Sponsors:Federal Aviation Administration; TRB Committee on Aviation Economics and Forecasting; and TRB Committee on Light Commercial and General Aviation. KW - Air cargo KW - Aircraft industry KW - Airlines KW - Aviation KW - Business aviation KW - Civil aviation KW - Engines KW - Forecasting KW - Future KW - Industry structure KW - International aviation KW - Macroeconomics KW - Manufacturing KW - Operating patterns KW - Personal air transport KW - Strategic planning KW - Trend (Statistics) KW - Workshops UR - https://trid.trb.org/view/656860 ER - TY - CONF AN - 00794748 JO - Transportation Research Circular PB - Transportation Research Board AU - Malin, R AU - Transportation Research Board TI - COMPETITIVE PRACTICES: TRENDS TO WATCH PY - 2000/02 IS - 496 SP - p. 7-10 AB - Developments and trends affecting the future of air transportation are reviewed. The comments focus on four subjects: airplanes, pricing, alliances, and government policy. U1 - Eleventh International Workshop on Future Aviation ActivitiesFederal Aviation Administration; TRB Committee on Aviation Economics and Forecasting; and TRB Committee on Light Commercial and General Aviation.Washington, D.C. StartDate:19990915 EndDate:19990917 Sponsors:Federal Aviation Administration; TRB Committee on Aviation Economics and Forecasting; and TRB Committee on Light Commercial and General Aviation. KW - Air transportation KW - Airplanes KW - Federal government KW - Future KW - Policy KW - Pricing KW - Strategic alliances KW - Trend (Statistics) UR - https://trid.trb.org/view/656862 ER - TY - CONF AN - 00794750 JO - Transportation Research Circular PB - Transportation Research Board AU - Hammers, W D AU - Transportation Research Board TI - WEB-BASED FORECASTING: SMALL AIRCRAFT TRANSPORTATION SYSTEM PY - 2000/02 IS - 496 SP - p. 39-48 AB - This workshop presentation addresses the Small Aircraft Transportation System (SATS) program. The discussion presents forecasts of customer demand and customer acceptance from responses of SATS customers to survey questions. The survey used the World Wide Web (the Internet) to collect data from both the existing and latent general aviation markets. U1 - Eleventh International Workshop on Future Aviation ActivitiesFederal Aviation Administration; TRB Committee on Aviation Economics and Forecasting; and TRB Committee on Light Commercial and General Aviation.Washington, D.C. StartDate:19990915 EndDate:19990917 Sponsors:Federal Aviation Administration; TRB Committee on Aviation Economics and Forecasting; and TRB Committee on Light Commercial and General Aviation. KW - Acceptance KW - Customers KW - Data collection KW - Demand KW - Forecasting KW - Internet KW - Small aircraft KW - Small Aircraft Transportation System KW - Surveys UR - https://trid.trb.org/view/656864 ER - TY - CONF AN - 00794752 JO - Transportation Research Circular PB - Transportation Research Board AU - Larsen, T AU - Transportation Research Board TI - DISCUSSION PANEL REPORT: REGIONAL AIRLINES PY - 2000/02 IS - 496 SP - p. 58-59 AB - The regional airline industry is expected to continue to grow at rates exceeding those of the major airlines. The growth will primarily be from new and larger markets made possible by the introduction of regional jets. However, there are several key issues that will affect the regional airline industry. These include labor relations, consolidation, slots, and small community air service. U1 - Eleventh International Workshop on Future Aviation ActivitiesFederal Aviation Administration; TRB Committee on Aviation Economics and Forecasting; and TRB Committee on Light Commercial and General Aviation.Washington, D.C. StartDate:19990915 EndDate:19990917 Sponsors:Federal Aviation Administration; TRB Committee on Aviation Economics and Forecasting; and TRB Committee on Light Commercial and General Aviation. KW - Consolidations KW - Forecasting KW - Labor relations KW - Regional airlines KW - Regional jets KW - Slot allocation KW - Small cities UR - https://trid.trb.org/view/656866 ER - TY - CONF AN - 00794753 JO - Transportation Research Circular PB - Transportation Research Board AU - Bernstein, G W AU - Transportation Research Board TI - DISCUSSION PANEL REPORT: INTERNATIONAL AIRLINES PY - 2000/02 IS - 496 SP - p. 60-63 AB - The International Airlines panel identified and discussed 15 issues that are expected to influence the growth of international air travel to and from the U.S. during the next five to ten years. These issues were grouped into the following five major categories (in descending order of importance): Demand influences; Industry structure; Regulatory environment; Physical infrastructure; and Technology. U1 - Eleventh International Workshop on Future Aviation ActivitiesFederal Aviation Administration; TRB Committee on Aviation Economics and Forecasting; and TRB Committee on Light Commercial and General Aviation.Washington, D.C. StartDate:19990915 EndDate:19990917 Sponsors:Federal Aviation Administration; TRB Committee on Aviation Economics and Forecasting; and TRB Committee on Light Commercial and General Aviation. KW - Airlines KW - Demand KW - Forecasting KW - Industry structure KW - Infrastructure KW - International KW - Regulations KW - Technology UR - https://trid.trb.org/view/656867 ER - TY - CONF AN - 00794755 JO - Transportation Research Circular PB - Transportation Research Board AU - Swanda, R L AU - Goodnight, A AU - Transportation Research Board TI - DISCUSSION PANEL REPORT: LIGHT AND PERSONAL GENERAL AVIATION PY - 2000/02 IS - 496 SP - p. 70-73 AB - Forecasts are provided for the following: (1) Single engine piston (SEP) fleet; (2) SEP aircraft hours flown; (3) Multi-engine piston (MEP) fleet; (4) MEP aircraft hours flown; (5) Student pilots; (6) Private pilots; (7) Commercial pilots; and (8) Instrument rated pilots. Explanations include reasons for changes and factors to consider. U1 - Eleventh International Workshop on Future Aviation ActivitiesFederal Aviation Administration; TRB Committee on Aviation Economics and Forecasting; and TRB Committee on Light Commercial and General Aviation.Washington, D.C. StartDate:19990915 EndDate:19990917 Sponsors:Federal Aviation Administration; TRB Committee on Aviation Economics and Forecasting; and TRB Committee on Light Commercial and General Aviation. KW - Commercial pilots KW - Forecasting KW - General aviation KW - General aviation aircraft KW - General aviation pilots KW - Hours KW - Instrument rated pilots KW - Piston engines KW - Private pilots KW - Student pilots UR - https://trid.trb.org/view/656869 ER - TY - CONF AN - 00794749 JO - Transportation Research Circular PB - Transportation Research Board AU - Swelbar, W AU - Transportation Research Board TI - PROPOSITION RJ PY - 2000/02 IS - 496 SP - p. 11-38 AB - The author discusses a report published by GKMG Consulting Services, Inc., in May 1999 as "Proposition RJ: An Alliance to Enhance Airline Competition" and what has happened since the release of that report. The issue concerns regional jets and competition and the networks that have access to them, and the networks that don't have access to them. Since 1992, the number of city pairs and the numbers of cities receiving regional jet service have grown at a tremendous pace, a trend expected to continue into the future. Despite this fact, however, the regional jet accounts for less than 6% of all airline departures and about 3% of the seats that operate in the domestic system today. U1 - Eleventh International Workshop on Future Aviation ActivitiesFederal Aviation Administration; TRB Committee on Aviation Economics and Forecasting; and TRB Committee on Light Commercial and General Aviation.Washington, D.C. StartDate:19990915 EndDate:19990917 Sponsors:Federal Aviation Administration; TRB Committee on Aviation Economics and Forecasting; and TRB Committee on Light Commercial and General Aviation. KW - Airlines KW - Competition KW - Future KW - Regional jets KW - Trend (Statistics) UR - https://trid.trb.org/view/656863 ER - TY - CONF AN - 00794751 JO - Transportation Research Circular PB - Transportation Research Board AU - Schwieterman, J P AU - Transportation Research Board TI - DISCUSSION PANEL REPORT: DOMESTIC AIR CARRIERS PY - 2000/02 IS - 496 SP - p. 54-57 AB - A panel of academics, consultants, industry managers, and government officials evaluated the many economic, technological, and policy issues poised to affect the expansion and performance of domestic air travel over the next five years. The groups also considered the implicit and explicit assumptions behind Federal Aviation Administration (FAA) forecasts and offered an analytical assessment of these projections. On the whole, the panel found the FAA's forecasts to be consistent with prevailing opinions in the aviation field as well as with widely circulated research on air transportation. Although the panel was somewhat more bullish about the probable growth in passenger enplanements and rises in load factors than the FAA, these differences to a large extent reflected contrasting assumptions about the probable state of the macroeconomy rather than diverging views about the character of the air travel marketplace. The discussion is presented under the following headings: Introduction; Market Structure Considerations; Passenger Yield; Load Factors; Average Aircraft Size; and Passenger Enplanements. U1 - Eleventh International Workshop on Future Aviation ActivitiesFederal Aviation Administration; TRB Committee on Aviation Economics and Forecasting; and TRB Committee on Light Commercial and General Aviation.Washington, D.C. StartDate:19990915 EndDate:19990917 Sponsors:Federal Aviation Administration; TRB Committee on Aviation Economics and Forecasting; and TRB Committee on Light Commercial and General Aviation. KW - Air travel KW - Aircraft KW - Airlines KW - Domestic KW - Enplanements KW - Forecasting KW - Load factor KW - Macroeconomics KW - Market structure KW - Passenger yield KW - Size UR - https://trid.trb.org/view/656865 ER - TY - CONF AN - 00794757 JO - Transportation Research Circular PB - Transportation Research Board AU - Chambers, C R AU - Transportation Research Board TI - DISCUSSION PANEL REPORT: AIR CARGO PY - 2000/02 IS - 496 SP - p. 76-79 AB - The panel review of the Federal Aviation Administration's (FAA's) draft air cargo forecast was mixed. Specifically, the panel determined the following: the FAA forecast was too low for international freight/express revenue ton-miles (RTMs) and the widebody fleet; the FAA forecast was too high for domestic freight/express RTMs and international mail RTMs; and the FAA forecast was on target for domestic mail RTMs and the narrowbody fleet. U1 - Eleventh International Workshop on Future Aviation ActivitiesFederal Aviation Administration; TRB Committee on Aviation Economics and Forecasting; and TRB Committee on Light Commercial and General Aviation.Washington, D.C. StartDate:19990915 EndDate:19990917 Sponsors:Federal Aviation Administration; TRB Committee on Aviation Economics and Forecasting; and TRB Committee on Light Commercial and General Aviation. KW - Air cargo KW - Air express service KW - Air mail service KW - Domestic KW - Forecasting KW - International KW - Narrow body aircraft KW - Ton miles KW - Wide body aircraft UR - https://trid.trb.org/view/656871 ER - TY - CONF AN - 00794758 JO - Transportation Research Circular PB - Transportation Research Board AU - Yatzeck, R W AU - Transportation Research Board TI - DISCUSSION PANEL REPORT: AIRPORTS AND INFRASTRUCTURE PY - 2000/02 IS - 496 SP - p. 80-83 AB - The Airports and Infrastructure Panel was charged with examining trends that will drive aviation demand over the next several years and providing an estimate of the direction and effects of these trends. The panel analyzed the Federal Aviation Administration (FAA) forecast methodology, discussed possible changes or improvements to the way the forecast is presented, and reviewed a wide range of factors that will influence the growth of aviation in the U.S. over the next several years. The review covered system capacity, regional jets, international aviation, general aviation, air cargo, environmental concerns, and new technology. U1 - Eleventh International Workshop on Future Aviation ActivitiesFederal Aviation Administration; TRB Committee on Aviation Economics and Forecasting; and TRB Committee on Light Commercial and General Aviation.Washington, D.C. StartDate:19990915 EndDate:19990917 Sponsors:Federal Aviation Administration; TRB Committee on Aviation Economics and Forecasting; and TRB Committee on Light Commercial and General Aviation. KW - Air cargo KW - Airports KW - Aviation KW - Demand KW - Environmental impacts KW - Forecasting KW - General aviation KW - Infrastructure KW - International aviation KW - Methodology KW - Regional jets KW - System capacity KW - Technological innovations KW - Trend (Statistics) UR - https://trid.trb.org/view/656872 ER - TY - CONF AN - 00794747 JO - Transportation Research Circular PB - Transportation Research Board AU - Rodgers, J M AU - Transportation Research Board TI - FUTURE AVIATION ACTIVITIES: 11TH INTERNATIONAL WORKSHOP. WELCOME PY - 2000/02 IS - 496 SP - p. 5-6 AB - The workshop participants are welcomed to the Eleventh International Workshop on Future Aviation Activities, the dramatic changes in the aviation industry over the past decade are reviewed, and questions concerning aviation forecasts are posed to provide focus for the workshop sessions. U1 - Eleventh International Workshop on Future Aviation ActivitiesFederal Aviation Administration; TRB Committee on Aviation Economics and Forecasting; and TRB Committee on Light Commercial and General Aviation.Washington, D.C. StartDate:19990915 EndDate:19990917 Sponsors:Federal Aviation Administration; TRB Committee on Aviation Economics and Forecasting; and TRB Committee on Light Commercial and General Aviation. KW - Aviation KW - Forecasting KW - Future KW - Workshops UR - https://trid.trb.org/view/656861 ER - TY - CONF AN - 00794754 JO - Transportation Research Circular PB - Transportation Research Board AU - McDougall, G S AU - Transportation Research Board TI - DISCUSSION PANEL REPORT: BUSINESS AVIATION PY - 2000/02 IS - 496 SP - p. 64-69 AB - The 1999-2004 outlook for business aviation (here business aviation refers to turbine-powered, fixed-wing, general aviation aircraft) is strong if certain key conditions remain unchanged. First and foremost, it is important that the U.S. economy avoid a recession. Second, the panel assumes that the regulatory environment affecting business aviation will not change dramatically over the next five years. Third, the panel recognizes the influence of new product development on business aviation activity. Fourth, the panel assumes that fractional ownership will continue to grow and bring new operators into business aviation while providing current operators with efficient and effective ways to manage fleet resources. In addition to these key assumptions, the panel assumes that 75% of new turbine production will enter the U.S. fleet. U1 - Eleventh International Workshop on Future Aviation ActivitiesFederal Aviation Administration; TRB Committee on Aviation Economics and Forecasting; and TRB Committee on Light Commercial and General Aviation.Washington, D.C. StartDate:19990915 EndDate:19990917 Sponsors:Federal Aviation Administration; TRB Committee on Aviation Economics and Forecasting; and TRB Committee on Light Commercial and General Aviation. KW - Aircraft KW - Business aviation KW - Economic conditions KW - Fleet management KW - Fleet size KW - Forecasting KW - Fractional ownership KW - New products KW - Regulations UR - https://trid.trb.org/view/656868 ER - TY - RPRT AN - 00794296 AU - Katz, E S AU - Federal Aviation Administration AU - Federal Aviation Administration TI - EVALUATION OF A PROTOTYPE ADVANCED TAXIWAY GUIDANCE SYSTEM (ATGS) PY - 2000/02 SP - 26 p. AB - The Federal Aviation Administration (FAA), Office of Aviation Research, Airport Technology Research and Development Branch, AAR-410 has designed, installed, and elevated a prototype Advanced Taxiway Guidance System (ATGS) at the Atlantic City International Airport (ACY). The principal feature of this prototype is automatically controlled taxiway lighting, which is used to provide improved surface route guidance to taxiing aircraft. The system automatically illuminates a specific taxiway route for each arrival and departure thus reducing the chances of an aircraft making a wrong turn. The system is also designed to detect and provide Air Traffic Control (ATC) alarms for potential runway incursions, pilot route deviations and route conflicts between aircraft. KW - Air traffic control KW - Air traffic control facilities KW - Automatic control KW - Detection and identification systems KW - Guidance systems (Aircraft) KW - Lighting systems KW - Taxiways UR - http://www.airtech.tc.faa.gov/Safety/Downloads/tn00-9.pdf UR - http://ntl.bts.gov/lib/16000/16400/16401/PB2000103678.pdf UR - https://trid.trb.org/view/653824 ER - TY - JOUR AN - 00924382 JO - FAA Office of Aviation Medicine Reports PB - Federal Aviation Administration AU - Bruskiewicz, K AU - Hedge, J W AU - MANNING, C AU - Mogilka, H AU - Federal Aviation Administration TI - MEASURING THE PERFORMANCE OF AIR TRAFFIC CONTROLLERS USING A HIGH-FIDELITY WORK SAMPLE APPROACH PY - 2000/01 SP - p. 1-17 AB - This study evaluated the ability of a high fidelity work sample approach to measure the performance of air traffic controllers. The work sample approach used an air traffic selection and training computerized simulation procedure. Subjects were 107 en route air traffic controllers who responded to air traffic scenarios and 14 expert controllers served as raters. Performance was measured by an over-the-shoulder (OTS) rating scale with eight dimensions and a behavior and event checklist (BEC). OTS dimensions were highly intercorrelated, and most BEC variables also had statistically significant intercorrelations. Interrater reliabilities were high for OTS rating. Relevant variables for the OTS and BEC measures were combined and subjected to an overall principal components analysis to represent a final high fidelity performance criterion space. Results yielded two factors interpreted as overall technical proficiency and poor sector management. Findings indicate that a comprehensive and psychometrically sound depiction of air traffic controller criterion space is possible using the work sample/simulation procedures, individual performance measures and the two-component model. KW - Air traffic controllers KW - Behavior KW - Correlation analysis KW - Empirical methods KW - Performance evaluations KW - Personnel performance KW - Psychometrics KW - Ratings KW - Simulation KW - Variables KW - Work sample approach UR - https://trid.trb.org/view/711442 ER - TY - JOUR AN - 00924381 JO - FAA Office of Aviation Medicine Reports PB - Federal Aviation Administration AU - Manning, C A AU - Mills, S H AU - Mogilka, H J AU - Hedge, J W AU - Bruskiewicz, K AU - Pfleiderer, E M AU - Federal Aviation Administration TI - PREDICTION OF SUBJECTIVE RATINGS OF AIR TRAFFIC CONTROLLER PERFORMANCE BY COMPUTER-DERIVED MEASURES AND BEHAVIORAL OBSERVATIONS PY - 2000/01 SP - 19 p. AB - Over-the-shoulder (OTS) ratings by expert air traffic controllers are often used to evaluate the performance of air traffic control specialists (ATCS), however, these OTS ratings are subjective and time-consuming. This study examines whether alternative methods could be as effective as OTS ratings in measuring ATCS performance. OTS ratings were replaced by computer-derived measures and two types of behavior checklists (Behavioral and Event Checklist (BEC) and the Remaining Actions Form (RAF)). The effectiveness of computer-derived measures alone as well as the need for supplementation with behavior checklists was examined. The study also considered the possible redundancy of the two types of checklists. Subjects were 107 air traffic controllers, with 14 expert controllers serving as raters. A model including counts of mistakes and computer-derived performance measures predicted the OTS rating; a model containing only the computer-derived measures did not. Results showed that the RAF was not effective in predicting performance, but the BEC measure alone produced a model equivalent to the full model containing all the predictor variables. KW - Air traffic controllers KW - Behavior KW - Computer-assisted testing KW - Empirical methods KW - Human error KW - Performance evaluations KW - Personnel performance KW - Ratings UR - https://trid.trb.org/view/711441 ER - TY - RPRT AN - 00794345 AU - Endsley, M AU - Sollenberger, R AU - Nakata, A AU - Stein, E S AU - Federal Aviation Administration TI - SITUATION AWARENESS IN AIR TRAFFIC CONTROL: ENHANCED DISPLAYS FOR ADVANCED OPERATIONS PY - 2000/01 SP - 55 p. AB - Future changes in the National Airspace System indicate a self-separation operational concept. This study examined the Air Traffic Control Specialist's ability to maintain situation awareness and provide needed monitoring and separation functions under this concept. The study also provides an empirical evaluation of the effects of an enhanced display concept as a window on the existing air traffic control radar display. This window furnished the targeted altitude or heading of aircraft in a transitionary state. This information simulated that provided by a data link from the aircraft flight management system in a future air traffic operation. KW - Air traffic control KW - Altitude KW - Flight simulators KW - Monitoring KW - Radar displays KW - Transit traffic UR - http://ntl.bts.gov/lib/30000/30900/30983/TN0001.pdf UR - https://trid.trb.org/view/653839 ER - TY - RPRT AN - 00792505 AU - Manning, C A AU - Civil Aeromedical Institute AU - Federal Aviation Administration TI - MEASURING AIR TRAFFIC CONTROLLER PERFORMANCE IN A HIGH FIDELITY SIMULATION PY - 2000/01 SP - 37 p. AB - In the summer of 1997, the Air Traffic Selection and Training (AT-SAT) High Fidelity Simulation Study was conducted at the FAA Academy in Oklahoma City, OK. The purpose was to test the performance of 107 operational en route controllers during 2 1/2 days of simulations. The performance of these controllers during the high fidelity simulations was compared with their performance on two medium fidelity performance measures to assess the construct validity of the latter measures to serve as criteria against which to validate a set of selection tests. The reports included in this document describe the high fidelity simulation exercise, the development of performance measures utilized during the exercise, and the interrelationships between the performance measures. The first report describes the development of a work sample approach to capturing air traffic controller performance, and establishes that high fidelity performance measures can adequately reflect the performance of the controller. The work sample was developed in an environment that simulated as nearly as possible the actual conditions existing in the controller's job, but was conducted in a 'generic' airspace. The second report used measures collected during the high fidelity simulation study to predict the overall performance rating. KW - Air traffic controllers KW - Performance evaluations KW - Simulation KW - Training simulators KW - Work environment UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/2000/0002/index.cfm UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/00_02.pdf UR - https://trid.trb.org/view/648862 ER - TY - RPRT AN - 01138284 AU - Smith, K AU - Kansas State University, Manhattan AU - Federal Aviation Administration TI - Information Requirements for Traffic Flow Management PY - 2000 SP - 37p AB - This report discusses the information requirements in the traffic management units (TMUs) of an air route traffic control center (ARTCC). The decision makers in the TMU are traffic management coordinators (TMCs). There are typically three or more TMCs on duty in the TMU around the clock. The TMC does not fit the laypersons image of an air traffic controller. That image -a controller monitoring aircraft on radar displays and actively controlling those aircraft by issuing cryptic instructions over two-way radios - is a simplified but not incorrect depiction of the sector controller. The sector controllers responsibility is to keep aircraft separated as they traverse a given volume of airspace. In contrast ,the TMC does not communicate with or actively control aircraft. The TMC is responsible for ensuring that the flow of air traffic is such that the sector controllers have a fighting chance of keeping aircraft separated. This study had four objectives: (1) to ascertain the nature of TMC positions and responsibilities, (2) to develop an explanatory account of TMC decision making and action, (3) to specify the information requirements for TMC decision making ,and (4) to identify opportunities for FAA action to support TMC decision making with special emphasis on human factors research and technology development. KW - Air routes KW - Air traffic KW - Air traffic control KW - Aircraft separation KW - Airspace utilization KW - Feedback control KW - Flow control (Air traffic control) KW - Human factors engineering UR - http://www.tc.faa.gov/logistics/grants/pdf/1999/99-g-020d.pdf UR - https://trid.trb.org/view/898322 ER - TY - RPRT AN - 01138276 AU - Murphy, L AU - Smiyh, K AU - Knecht, B AU - Kansas State University, Manhattan AU - Federal Aviation Administration TI - Four Studies of the Monitor Alert Function of the TSD PY - 2000 SP - 32p AB - This document contains four reports pertaining to the Monitor AlertFunction (MAF) of the Traffic Situation Display (TSD) and to the job called the Monitor Alert Position (MAP). Most Traffic Management Units(TMUs) at Air Route Traffic Control Centers (ARTCCs) have at least one MAP. MAPs are staffed by Traffic Management Coordinators (TMCs).Taken together, the reports document the status and uses of one of the more critical but maligned sources of information in the TMU as of the period of observation, the 1999 convective weather season. The reports are Initial Cognitive Task Analysis of the Monitor Alert Position (MAP) Three Critical Incident Analyses of MAF Use Human Factors Issues with the MAF and the TSD Towards the Next-Generation Monitor Alert Function. The task analysis describes the MAF and what TMCs who use the MAF must do to perform the job of the Monitor Alert Position (MAP). The critical incident analyses illustrate how the MAF is (or is not) actually used by TMCs at three different ARTCCs. The third report identifies and makes recommendations on 11 areas where there is room for improvement in the design of the MAF and the TSD. The final report suggests directions for the wholesale redesign of a next generation MAF. KW - Air traffic KW - Air traffic control KW - Air transportation KW - Alertness KW - Case studies KW - Human factors engineering KW - Incident detection KW - Monitoring UR - http://www.tc.faa.gov/logistics/grants/pdf/1999/99-g-020c.pdf UR - https://trid.trb.org/view/898312 ER - TY - RPRT AN - 01138257 AU - Smith, K AU - Murphy, L AU - Kansas State University, Manhattan AU - Federal Aviation Administration TI - TMU Structure, Positions, and Uses of the TSD PY - 2000 SP - 36p AB - This report presents descriptive and explanatory analyses of (a) the sources and uses of information and of (b) the organizational structure at the Traffic Management Units (TMUs) of several AirRoute Traffic Control Centers (ARTCCs) as they existed during the summer of 1999.The descriptive analysis addresses the nature of TMU tasks,the allocation of those tasks across Traffic Management Coordinators (TMCs), and the sources and uses of information for performing those tasks. The discussion of the sources and uses of information focuses on the interaction between the TMCs and the Traffic Situation Display (TSD). It pays particular attention to TMC interaction with the Monitor Alert Function (MAF) of the TSD. The discussion of TMU tasks focuses on TSD utilization in support of collaborative decision-making (CDM). The analysis is intended to serve as a baseline for future analyses of the impact of CDM on TMC decision making and of the technology that will support it.The explanatory analysis builds upon the theoretic framework for ARTCC decision making and action proposed by Smith (1999).That framework described the tasks performed at the TMU as cycles of feedforward control that anticipate and regulate traffic flow forthe purpose of managing sector controller workload. The analysis presented here elaborates the account of feedforward control by examining the differential allocation of tasks across TMUs in the light of the disparate constraints on the air spaces they manage. When integrated with the framework for feedforward control, the analysis forms the first comprehensive account of a truly collaborative, distributed decision-making system. KW - Air route traffic control centers KW - Air traffic control KW - Air traffic controllers KW - Airport control towers KW - Airport control towers KW - Airport operations KW - Cooperation KW - Decision making KW - Information systems KW - Personnel UR - http://www.tc.faa.gov/logistics/grants/pdf/1999/99-g-020e.pdf UR - https://trid.trb.org/view/898402 ER - TY - RPRT AN - 01138254 AU - Gronlund, S D AU - Canning, J M AU - Moerti, P M AU - Johansson, J AU - MRP, Dougherty AU - University of Oklahoma, Norman AU - Civil Aerospace Medical Institute AU - Federal Aviation Administration TI - Benefits of an Information Organization Tool in Strategic Air Traffic Control PY - 2000///Final Report SP - 18p AB - No summary provided. KW - Air traffic control KW - Airport operations KW - Cognition KW - Decision making KW - Flight crews KW - Simulation KW - Situational triggers KW - Strategic planning UR - http://www.tc.faa.gov/logistics/grants/pdf/1997/97-g-037.pdf UR - https://trid.trb.org/view/898266 ER - TY - RPRT AN - 01138218 AU - Goldsmith, T E AU - Johnson, P J AU - University of New Mexico, Albuquerque AU - Federal Aviation Administration TI - Analysis of Training of Cognitive Skills in a Line-Oriented Flight Training Environment PY - 2000 SP - 68p AB - This paper will discuss the application of basic psychometric principles to the problem of assessing aircrew performance. In particular, we are concerned with evaluating aircrews under the Advanced Qualification Program (AQP) in high fidelity, full-flight simulators. A major goal of AQP is to provide the carrier with a quality assurance program which ensures that aircrew members have the highest possible level of proficiency on all technical and management skills relevant to the safe and efficient operation of the aircraft. The implementation of a quality assurance program requires a database system that begins with an explicit set of qualification standards that are based on job task listings. These qualification standards drive the content of the curriculum, which in turn drive an assessment process that explicitly evaluates pilots on these qualification standards. The data from the assessment process provides feedback regarding the content and delivery of the curriculum. This feedback in turn allows for continuous improvements in curriculum design, as well as better directing the allocation of training efforts to those knowledge and skills that are weakest. When functioning properly this system will ensure that all aircrew members attain and maintain a pre-specified standard of proficiency. Thus, it can be seen that quality assurance requires quality assessment. A quality assurance program can only be as good as its weakest link. The qualification standards must be based on a careful analysis of job task listings. The curriculum and instruction must be designed to train to the qualification standards. And finally, the focus of this chapter, the assessment tools must provide a reliable and valid evaluation of performance. It is of the utmost importance to realize that under AQP the authors are not simply assessing individuals, they are assessing the viability of the curriculum, the instructors, and the evaluators. From this perspective, the primary function of assessment is to improve training and thereby provide highly qualified aircrews. KW - Advanced quality systems KW - Air traffic KW - Air traffic control KW - Air transportation KW - Flight crews KW - Flight simulators KW - Flight training KW - Management KW - Performance evaluations UR - http://www.tc.faa.gov/logistics/grants/pdf/1994/94-g-013.pdf UR - https://trid.trb.org/view/897756 ER - TY - RPRT AN - 01138215 AU - Warburton, J AU - Dickinson, M AU - English, D W AU - Liu, J AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Integration and Testing of a Wide-Band Airport Pseudolite PY - 2000 SP - 10p AB - The paper provides initial results of a series of flight tests conducted using the LAAS Test Prototype/Airport Pseudolite system. KW - Air transportation KW - Airport operations KW - Approach control KW - Aviation safety KW - Flight tests KW - Global Positioning System KW - Instrument landing systems KW - Precision UR - http://www.tc.faa.gov/logistics/grants/pdf/1997/97-G-007.pdf UR - https://trid.trb.org/view/898326 ER - TY - RPRT AN - 01073750 AU - Federal Aviation Administration TI - George Bush Intercontinental Airport, Houston, runway 8L-2R and associated near-term master plan projects : environmental impact statement PY - 2000///Volumes held: Draft(2v), Final(3v) KW - Environmental impact statements KW - Texas UR - https://trid.trb.org/view/833142 ER - TY - RPRT AN - 00948880 AU - ALLENDOERFER, KENNETH R AU - GALUSHKA, JOSEPH AU - MOGFORD, RICHARD H AU - FEDERAL AVIATION ADMINISTRATION, HUMAN FACTORS DIVISION TI - DISPLAY SYSTEM REPLACEMENT BASELINE REEARCH REPORT. PY - 2000 IS - ADA388039 AB - No abstract provided. KW - Air traffic control KW - Information display systems UR - https://trid.trb.org/view/601864 ER - TY - RPRT AN - 00917870 AU - CERINO, ANTHONY T AU - Federal Aviation Administration TI - PHASE IID OPERATIONAL TEST OF COMMERCIALLY AVAILABLE RADIO FREQUENCY IDENTIFICATION (RFID) SYSTEMS FOR BAGGAGE IDENTIFICATION, TRACKING AND SECURITY APPLICATIONS. T2 - ALASKA AIRLINES SINGAPORE AIRLINES TRIAL PY - 2000 IS - PB2002-100252 AB - No abstract provided. KW - Airports KW - Baggage handling KW - Security UR - https://trid.trb.org/view/590698 ER - TY - RPRT AN - 00917868 AU - CERINO, ANTHONY T AU - Federal Aviation Administration TI - PHASE IID QUALIFICATION TEST REPORT OF COMMERCIALLY AVAILABLE RADIO FREQUENCY IDENTIFICATION (RFID) SYSTEMS FOR BAGGAGE IDENTIFICATION, TRACKING AND SECURITY APPLICATIONS CONTINENTAL AIRLINES TRIAL. T2 - CONTINENTAL AIRLINES TRIAL PY - 2000 IS - PB2002-100254 AB - No abstract provided. KW - Airports KW - Baggage handling KW - Houston (Texas) KW - San Antonio (Texas) KW - Security KW - Texas UR - https://trid.trb.org/view/590696 ER - TY - RPRT AN - 00912477 AU - U.S. General Accounting Office AU - Federal Aviation Administration TI - AVIATION INFRASTRUCTURE FEASIBILITY OF USING ALTERNATE MEANS TO SATISFY REQUIREMENTS OF ALASKA NATIONAL AIRSPACE SYSTEM INTERFACILITY COMMUNICATIONS SYSTEM (ANICS) PHASE II. T2 - FEASIBILITY OF USING ALTERNATE MEANS TO SATISFY REQUIREMENTS OF ALASKA NATIONAL AIRSPACE SYSTEM INTERFACILITY COMMUNICATIONS SYSTEM (ANICS) PHASE II PY - 2000 IS - ADA383116 AB - No abstract provided. KW - Air traffic control KW - Alaska KW - Aviation KW - Communications satellites KW - Earth stations (Satellite telecommunication) KW - Equipment KW - Navigational satellites UR - https://trid.trb.org/view/585736 ER - TY - RPRT AN - 00904491 AU - U.S. General Accounting Office AU - Federal Aviation Administration TI - FAA COMPUTER SECURITY: RECOMMENDATIONS TO ADDRESS CONTINUING WEAKNESSES: REPORT TO THE SECRETARY OF TRANSPORTATION. FEDERAL AVIATION ADMINISTRATION COMPUTER SECURITY: RECOMMENDATIONS TO ADDRESS CONTINUING WEAKNESSES: REPORT TO THE SECRETARY OF TRANSPORTATION PY - 2000 AB - No abstract provided. KW - Air traffic control KW - Computer security KW - Evaluation KW - United States UR - http://ntl.bts.gov/lib/11000/11300/11365/01171.pdf UR - https://trid.trb.org/view/618484 ER - TY - RPRT AN - 00909320 AU - Ahlstrom, Vicki AU - Koros, Anton AU - Heiney, Michele AU - Federal Aviation Administration TI - TEAM PROCESSES IN AIRWAY FACILITIES OPERATIONS CONTROL CENTERS. PY - 2000 IS - ADA385540 AB - No abstract provided. KW - Aeronautics KW - Air traffic controllers KW - Teams KW - Workplaces UR - http://ntl.bts.gov/lib/30000/30900/30986/TN0014.pdf UR - https://trid.trb.org/view/585024 ER - TY - RPRT AN - 00907158 AU - KLOCK, BRENDA A AU - Federal Aviation Administration TI - OPERATIONAL TEST AND EVALUATION PLAN BOTTLE CONTENTS TESTER USABILITY ASSESSMENT. T2 - BOTTLE CONTENTS TESTER USABILITY ASSESSMENT PY - 2000 IS - PB2001-100151 AB - No abstract provided. KW - Airports KW - Hazardous materials KW - Prevention KW - Security KW - Terrorism KW - Training KW - Transportation UR - https://trid.trb.org/view/618698 ER - TY - RPRT AN - 00806922 AU - Army Corps of Engineers AU - Federal Aviation Administration TI - HOT-MIX ASPHALT PAVING HANDBOOK 2000 SN - 0309071577 PY - 2000 SP - 227 p. AB - This handbook covers the state of the art of hot-mix asphalt paving, including plant operations, transportation of materials, surface preparation, laydown, compaction, and quality control processes. It is aimed at the field personnel who are responsible for these operations--both contractor personnel who do the work and agency personnel who oversee and inspect the work. The preparation of this handbook was financed by the American Association of State Highway and Transportation Officials, Federal Aviation Administration, Federal Highway Administration, National Asphalt Pavement Association, U.S. Army Corps of Engineers, American Public Works Association, and National Association of County Engineers. The handbook is organized in the following three parts: (I) Project Organization, Mix Design, and Quality Control; (II) Hot-Mix Asphalt Plant Operations; and (III) Hot-Mix Laydown and Compaction. KW - Asphalt pavements KW - Asphalt plants KW - Compaction KW - Handbooks KW - Hot mix asphalt KW - Materials management KW - Mix design KW - Operations KW - Paving KW - Quality control KW - Road construction KW - State of the art KW - Surface preparation UR - https://trid.trb.org/view/672866 ER - TY - RPRT AN - 00903656 AU - Federal Aviation Administration AU - NATIONAL AIRSPACE SYSTEM (U.S.) TI - FEDERAL AVIATION ADMINISTRATION FUTURE TELECOMMUNICATIONS PLAN: "FUSCHIA BOOK". T2 - FAA FUTURE TELECOMMUNICATIONS PLAN: "FUSCHIA BOOK" PY - 2000 AB - No abstract provided. KW - Aeronautics KW - Air traffic control KW - Communication systems KW - Telecommunications KW - United States UR - https://trid.trb.org/view/618419 ER - TY - RPRT AN - 00903512 AU - National Technical Information Service AU - Federal Aviation Administration TI - REPORT OF THE 12A WORKING GROUP ON DETERMINATION OF CRITICAL ICE SHAPES FOR THE CERTIFICATION OF AIRCRAFT.. PY - 2000 AB - No abstract provided. KW - Airplanes KW - Certification KW - Ice prevention KW - United States UR - https://trid.trb.org/view/618395 ER - TY - RPRT AN - 00823185 AU - Federal Aviation Administration TI - FAA AIRPORT BENEFIT-COST ANALYSIS GUIDANCE PY - 1999/12/15 SP - 128 p. AB - The purpose of this document is to provide clear and thorough guidance to airport sponsors on the conduct of project-level benefit-cost analysis (BCA) for capacity-related airport projects. It will facilitate the production of consistent, thorough, and comparable analyses that can be used by the Federal Aviation Administration (FAA) in its consideration of airport projects for discretionary funding under the Airport Improvement Program (AIP). Airport sponsors should conform to the general requirements of this guidance for all BCAs submitted to FAA. However, airport sponsors are encouraged to make use of innovative methods for quantifying benefits and costs where these methods can be shown to yield superior measures of project merit. KW - Airport Improvement Program KW - Airports KW - Benefit cost analysis KW - Financing KW - Guidelines KW - U.S. Federal Aviation Administration UR - http://www.faa.gov/arp/pdf/faabca.pdf UR - https://trid.trb.org/view/713329 ER - TY - RPRT AN - 00791228 AU - Soper, J W AU - Chaturvedi, A K AU - Canfield, D V AU - Civil Aeromedical Institute AU - Federal Aviation Administration TI - PREVALENCE OF CHLORPHENIRAMINE IN AVIATION ACCIDENT PILOT FATALITIES, 1991-1996 PY - 1999/12 SP - 8 p. AB - Chlorpheniramine, a popular nonprescription antihistaminic, is known to cause drowsiness. This side effect has a potential to impair performance and to be a factor in accidents. This study was conducted to establish the prevalence of this drug in pilot fatalities in aviation accidents. During fatal aircraft accident investigations, postmortem samples collected from the pilots are submitted to the Civil Aeromedical Institute for toxicolgical evaluation, and the findings are maintained in a database. Those data were examined for the presence of chlorpheniramine in the fatalities which occurred during a 6-year (1991-1996) period. The report provides information on the results. KW - Airline pilots KW - Antihistamines KW - Autopsies KW - Aviation safety KW - Drug tests KW - Drug use KW - Fatalities UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/1990s/media/AM99-29.pdf UR - https://trid.trb.org/view/648386 ER - TY - RPRT AN - 00791229 AU - Morrow-Magyrits, S AU - Ozmore, R AU - Federal Aviation Administration AU - Federal Aviation Administration TI - TERMINAL AIR TRAFFIC CONTROL RADAR AND DISPLAY SYSTEM RECOMMENDATIONS FOR MONITORING SIMULTANEOUS INSTRUMENT APPROACHES PY - 1999/12 SP - 30 p. AB - The Multiple Parallel Approach Program (MPAP), under the auspices of the FAA Secondary Surveillance Integrated Product Team, AND-450, was developed to evaluate the feasibility of conducting simultaneous parallel approaches using both current and advanced radar and display system technology. The program focused primarily on the capacity enhancing benefits of a Precision Runway Monitor system with various airport configurations. MPAP conducted over 20 real time, human-in-the-loop and fast time modeling simulations since 1988. The purpose of these simulations was to develop procedures for independent approaches to quadruple, triple, and closely spaced dual parallel runways in instrumented meteorological conditions. This report provides a history of all MPAP simulations conducted to date, including a description of the test criteria used to evaluate each test, the findings, and subsequent procedural and equipment recommendations. KW - Air traffic control KW - Airport operations KW - Instrument landing systems KW - Meteorological instruments KW - Parallel processing KW - Parallel runways KW - Radar air traffic control KW - Test procedures UR - http://ntl.bts.gov/lib/14000/14200/14235/ADA372400.pdf UR - https://trid.trb.org/view/648387 ER - TY - CONF AN - 00941164 AU - Transport Canada TI - PROCEEDINGS OF THE 2ND INTERNATIONAL MEETING ON AIRCRAFT PERFORMANCE ON CONTAMINATED RUNWAYS PY - 1999/11 SP - 398p AB - The second International Meeting on Aircraft Performance on Contaminated Runways took place in Montreal, Quebec, on November 2-4, 1999. One hundred and forty delegates from nine countries attended the meeting. They included representatives from government, industry, national and international organizations, researchers interested in aircraft operations in severe winter conditions, aircraft certification and operating authorities, aircraft and equipment manufacturers, airport authorities, airlines, pilots' professional associations, and the military. The meeting's overall objective was to review current and future initiatives for improving our understanding and application of measured runway friction values and related aircraft performance. This record of proceedings reviews the agenda and the meeting's objectives and summarizes the presentations, the panel discussion, and the resulting action plan. Presentations and papers are also included. U1 - Second International Meeting on Aircraft Performance on Contaminated RunwaysTransport Canada Transportation Development Centre, U.S. National Aeronautics and Space Administration, U.S. Federal Aviation Administration, Transport Canada Aerodrome Safety Branch, National Research Council CanadaMontreal, Quebec, Canada StartDate:19991102 EndDate:19991104 Sponsors:Transport Canada Transportation Development Centre, U.S. National Aeronautics and Space Administration, U.S. Federal Aviation Administration, Transport Canada Aerodrome Safety Branch, National Research Council Canada KW - Aircraft operations KW - Airport runways KW - Cold weather KW - Deicing chemicals KW - Friction KW - Ice KW - Landing KW - Meetings KW - Snow UR - http://donnees.tc.gc.ca/archive/eng/innovation/tdc-summary-13500-13579-1001.htm UR - https://trid.trb.org/view/644402 ER - TY - RPRT AN - 00931214 AU - Sirevaag, E J AU - Rohrbaugh, J W AU - Stern, J A AU - Vedeniapin, A B AU - Packingham, K D AU - LaJonchere, C M AU - Federal Aviation Administration AU - Washington University, St Louis TI - MULTI-DIMENSIONAL CHARACTERIZATIONS OF OPERATOR STATE: A VALIDATION OF OCULOMOTOR METRICS PY - 1999/11 SP - 33 p. AB - Relationships between overt behavioral measures (such as reaction time (RT) and response accuracy) and psychophysiological indices of oculomotor, electroencephalographic (EEG), and cardiovascular activity were delineated within the context of a continuous performance task. Subjects maintained comparable mean performance levels across all task segments. However, variability in response speed and accuracy increased with time-on-task. The increased variability was associated with longer blink durations, decreased post-stimulus blink latencies, decreased anticipatory and reactive saccade velocities and amplitudes, and fewer and later reactive saccades. While blinks were inhibited prior to all stimuli, the post-stimulus period of inhibition was longest following imperative stimuli. Target stimuli were also associated with more efficient anticipatory eye-movements. In the absence of a blink, RTs were substantially delayed. When blinks were present, very short latency blinks were associated with more variable RTs and increased errors. If blink latencies were late, RTs were late as well. Trials containing especially long duration blinks were associated with decreases in performance accuracy. Target stimuli followed by reactive saccades were responded to more slowly and with less accuracy than when effective anticipatory eye-movements preceded stimulus onset. Furthermore, the larger the amplitude of the reactive saccade, the greater the increase in RT. Abstracting peripheral information (recheck saccades) also incurred a cost in terms of increased RT. These electrooculographic effects were accompanied by systematic changes in EEG and cardiovascular responses and exploratory multi-variate modeling indicated the degree to which both within, as well as between-subject performance variability, could be accounted for by various combinations of the psychophysiological measures. KW - Accuracy KW - Alertness KW - Blinks KW - Cardiovascular system KW - Electrocardiography KW - Electroencephalography KW - Eye movements KW - Human subject testing KW - Operators (Persons) KW - Personnel performance KW - Reaction time UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/1990s/media/AM99-28.pdf UR - https://trid.trb.org/view/724022 ER - TY - RPRT AN - 00931212 AU - Williams, K W AU - Federal Aviation Administration TI - GPS USER-INTERFACE DESIGN PROBLEMS: II PY - 1999/11 SP - 11 p. AB - This paper is the second of two of a review of human factors problems associated with the user-interface design of a set of Global Positioning System (GPS) receivers, certified for use in aircraft for instrument non-precision approaches. Both papers focus on design problems associated with the interfaces and specific inconsistencies across the set of interfaces that could cause confusion or errors during operation. Some specific problems addressed involve the placement of units in the cockpit; the use and design of moving-map displays; and problems associated with changes in course direction indicator sensitivity. Recommendations for solving some of the problems are provided, as well as suggestions to the Federal Aviation Administration, GPS manufacturers, and pilots regarding the future development and use of these products. KW - Air pilots KW - Cockpits KW - Design KW - Global Positioning System KW - Human factors KW - Indicating instruments KW - Instrument displays KW - Instrument landing systems KW - Maps KW - Navigation devices KW - Recommendations KW - User interfaces (Computer science) UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/1990s/media/AM99-26.pdf UR - https://trid.trb.org/view/724020 ER - TY - RPRT AN - 00931213 AU - Thompson, R C AU - Bailey, L L AU - Joseph, K M AU - Worley, J A AU - Williams, C A AU - Federal Aviation Administration TI - ORGANIZATIONAL CHANGE: EFFECTS OF FAIRNESS PERCEPTIONS ON CYNICISM PY - 1999/11 SP - 12 p. AB - Organizational activities perceived by a workforce as being unfair are believed by organizational researchers to contribute to workforce cynicism. The present study examines this previously untested proposition. The results from this study suggest that fairness perceptions predict cynicism, but the strongest predictor of cynicism is organizational trust. These conclusions were derived by examining the relationship between five measures of fairness (fairness of awards, award system, work distribution, work level, and supervisors), four workplace characteristic variables (episodic stress, role overload, organizational trust, and job satisfaction), and two measures of cynicism (cynicism about change and coworker cynicism). The results show that the strongest predictor of both measures of cynicism is organizational trust. In addition, the fairness perceptions play a limited role in predicting perceptions of cynicism. Future research should better define the conceptual and empirical distinctions between workforce cynicism, organizational trust, and workplace fairness. KW - Awards KW - Cynicism KW - Employee relations KW - Equity (Justice) KW - Job satisfaction KW - Organizational change KW - Organizational effectiveness KW - Stress (Psychology) KW - Supervisors KW - Trust (Psychology) UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/1990s/media/AM99-27.pdf UR - https://trid.trb.org/view/724021 ER - TY - RPRT AN - 00791231 AU - Federal Aviation Administration TI - ENGINE DEBRIS PENETRATION TESTING PY - 1999/11 SP - 154 p. AB - The damaging effects from an uncontained aircraft turbine engine failure can be catastrophic. As a result, the Federal Aviation Administration (FAA) has commissioned a program to mitigate the damaging effects of such an event. The uncontained engine debris mitigation program will involve both industry and government to determine possible engineering solutions to this problem. As part of this program, the Naval Air Warfare Center Weapons Division (NAWCWPNS) has been tasked to evaluate ballistic damage analysis tools and techniques that are currently in use by the defense community. The intent is to determine their applicability in predicting the damaging effects from an uncontained engine failure. This report documents testing that was conducted and the evaluation of several empirical penetration equations under the circumstances present during engine failure events. KW - Air transportation crashes KW - Debris flows KW - Failure analysis KW - Turbine engines UR - https://trid.trb.org/view/648389 ER - TY - RPRT AN - 00789369 AU - Smith, R D AU - Federal Aviation Administration TI - FAA HELIPORT/VENTIPORT LIGHTING CONFERENCE: PROCEEDINGS PY - 1999/11 SP - 276 p. AB - As the Vertical Flight Industry moves into the instrument flight rules (IFR) operations at heliports, it has become apparent to both FAA and the users that there is research and development to be done on helicopter lighting. With the civil tiltrotor now in production at Bell Helicopter, there is also work to be done on vertiport lighting. In looking at the heliport lighting research done by the FAA over the last decade and the resulting advisory circular guidance, it is clear that there are many more questions than answers. To answer these questions would require much more in the way of resources than what is likely to be available in the near future. With this in mind, the FAA sought the advice of the aviation community on how best to proceed with the limited available resources. KW - Aviation KW - Helicopters KW - Heliports KW - Light transmission KW - Lighting KW - Tiltrotor aircraft UR - https://trid.trb.org/view/647810 ER - TY - RPRT AN - 00789535 AU - Burnham, D C AU - Hallock, J N AU - Research and Special Programs Administration AU - Federal Aviation Administration TI - WIND EFFECTS ON THE LATERAL MOTION OF WAKE VORTICES PY - 1999/11 SP - 70 p. AB - This report examines the influence of crosswind and other factors on the behavior of wake vortices. Data from acoustic remote sensors and in situ sensors were used to track the possible transport of wake vortices between parallel runways. The measurements used ion the analysis came from landing (1976-77) and takeoff (1980) operations at O'Hare International Airport. As expected, wake vortices are observed to transport with the ambient wind; therefore, dangerous wake vortex encounters can be avoided on parallel runaways with suitable assignment of aircraft on the two runways. The analyses of the report were carried out in the mid 1980s and serve to document the O'Hare landing and takeoff database and how they can be used. The status of the acoustic and in situ wake vortex sensors is updated to the later 1990s. KW - Acoustic detectors KW - Aircraft KW - Chicago (Illinois) KW - Crosswinds KW - Lateral acceleration KW - Motion KW - Parallel runways KW - Remote sensing KW - Sensors KW - Takeoff KW - Vortices KW - Wakes KW - Wind factor (Air navigation) UR - http://ntl.bts.gov/lib/15000/15800/15810/PB2000101057.pdf UR - https://trid.trb.org/view/647868 ER - TY - RPRT AN - 01111111 AU - Forbes, J L AU - Snyder, Michael D AU - Klock, Brenda A AU - Federal Aviation Administration TI - Checkpoint Effectiveness and Efficiency Evaluation PY - 1999/10//Final Report SP - 48p AB - This document describes a method to measure the operational effectiveness and efficiency of airport security checkpoints. Evaluating these two factors begins with determining their Critical Operational Issues and Criteria as well as the accompanying Measures of Performance. Checklists are included for acquiring the basic information through observation of the checkpoint (directly or with video cameras) and Threat Image Projection data. KW - Airport security KW - Aviation safety KW - Data collection KW - Image processing KW - Measurement KW - National security KW - Security checkpoints KW - Threats UR - http://ntl.bts.gov/lib/16000/16700/16783/PB2000104817.pdf UR - https://trid.trb.org/view/870933 ER - TY - RPRT AN - 01099669 AU - Federal Aviation Administration TI - Air Traffic Services Performance Plan Fiscal Years 2000-2002 PY - 1999/10 SP - 46p AB - Each year, Air Traffic Services (ATS) executives and staff assess the organization's performance and actions taken to improve aviation services during the previous 12 months, and evaluate the current and future challenges facing its customers. The Performance Plan is the result of these analyses. It reflects the strategic blueprint for ATS to meet the challenges facing the aviation community as we move into the 21st Century. This year's plan has been written to explicitly link ATS performance goals with the Federal Aviation Administration (FAA) mission goals of safety, security, and efficiency. The performance targets, strategies, and initiatives are largely focused on the challenge of simultaneously maintaining existing equipment while continuing to evolve to a modernized National Airspace System (NAS). KW - Air traffic KW - Air traffic control KW - Air traffic services KW - Aviation safety KW - Performance KW - Security KW - Strategic planning UR - http://ntl.bts.gov/lib/19000/19000/19008/PB2002104053.pdf UR - https://trid.trb.org/view/851901 ER - TY - RPRT AN - 01073696 AU - Federal Aviation Administration TI - San Jose International Airport, master plan update improvements : environmental impact statement PY - 1999/10//Volumes held: Draft(3v), Final(4v) KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/833088 ER - TY - RPRT AN - 00931211 AU - Worley, J A AU - Bailey, L L AU - Thompson, R C AU - Joseph, K M AU - Williams, C A AU - Federal Aviation Administration TI - ORGANIZATIONAL COMMUNICATION AND TRUST IN THE CONTEXT OF TECHNOLOGY CHANGE PY - 1999/10 SP - 12 p. AB - Open communication and organizational trust are important factors in the context of organizational technology change. Although previous research has addressed the relationship between technology change and open communication, and issues concerning organizational trust and open communication, few investigations adequately address the interplay between all factors simultaneously. The relationship between perceptions of organizational trust and communication, as well as other organizational variables, were examined within the context of significant technology change in a division of a large federal agency. Perceptions of open communication during technology change were predicted from the organizational variables. The results show that organizational trust, supervisory leadership style, workgroup cohesion, and acceptance of change were significant predictors for open communication. Results support the contention that, if issues and concerns related to open communication and organizational trust are neglected, particularly in times of change, they may undermine efforts that would otherwise facilitate a smooth transition. Identifying the importance of these relationships for the division allows management to concentrate on areas most likely to enhance the transition process as the organization undergoes technology change. KW - Communication KW - Employee relations KW - Federal government agencies KW - Leadership KW - Organizational effectiveness KW - Social change KW - Supervisors KW - Technology KW - Trust (Psychology) UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/1990s/media/AM99-25.pdf UR - https://trid.trb.org/view/724019 ER - TY - RPRT AN - 00801835 AU - Federal Aviation Administration TI - AIRPORT BUSINESS PRACTICES AND THEIR IMPACT ON AIRLINE COMPETITION PY - 1999/10 SP - 118 p. AB - Contents: Overview of the airport system; Airport's legal obligation to provide reasonable air carrier access in support of competition; Airport access and its effects on airline competition; Using passenger facility charges to enhance competition; Airport management practices and successful airline entry. KW - Airport access KW - Airport operations KW - Business administration KW - Competition KW - Management and organization KW - Market development KW - Passenger terminals KW - Regulatory constraints UR - http://ntl.bts.gov/lib/17000/17100/17129/PB2000108301.pdf UR - https://trid.trb.org/view/666923 ER - TY - RPRT AN - 00789368 AU - Broach, D M AU - Bailey, L L AU - Thompson, R C AU - Enos, R J AU - Civil Aeromedical Institute AU - Federal Aviation Administration TI - CONTROLLER TEAMWORK EVALUATION AND ASSESSMENT METHODOLOGY: A SCENARIO CALIBRATION STUDY PY - 1999/10 SP - 21 p. AB - A low cost air traffic control (ATC) multi-sector platform was developed to simulate radar-based air traffic control tasks. The purpose of the training device was to provide a vehicle for delivering ATC training on teamwork. However, before training could be delivered it was first necessary to develop training scenarios that would place participants under the specific amount of work. The results of the scenario calibration study reported in this paper suggest that the three scenarios can be viewed as representing low, medium, and high workload conditions based on the performance of 31 four-person teams. KW - Air traffic control KW - Performance evaluations KW - Teams KW - Training KW - Training simulators KW - Workload UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/1990s/media/AM99-24.pdf UR - https://trid.trb.org/view/647809 ER - TY - RPRT AN - 00796247 AU - Federal Aviation Administration TI - SPECIFICATION: PERFORMANCE TYPE ONE LOCAL AREA AUGMENTATION SYSTEM GROUND FACILITY PY - 1999/09/21 AB - This specification establishes the performance requirements for the Federal Aviation Administration (FAA) Performance Type (PT) Local Area Augmentation System (LAAS) Ground Facility. Requirements contained within this specification are the basis to augment the Global Positioning System (GPS) to provide precision approach capability down to Category 1 minimums. The performance requirements are consistent with those requirements defined in the Requirements Document for the GPS LAAS, the Minimum Aviation System Performance Standards (MASPS) for the LAAS. and the Minimum Operational Performance Standards (MOPS) for the LAAS. KW - Airport operations KW - Aviation KW - Performance based specifications KW - Precision KW - Specifications UR - http://ntl.bts.gov/lib/16000/16800/16880/PB2000105837.pdf UR - https://trid.trb.org/view/655463 ER - TY - RPRT AN - 01138249 AU - Frair, L AU - Batson, R AU - Desphande, Akash AU - University of Alabama, Tuscaloosa AU - Federal Aviation Administration TI - Planning Resource Allocations to Research and Development Projects (Taks C/D of Coop Agreement No. 98-G-018) PY - 1999/09//Final Report SP - 91p AB - A detailed statement of work of-how the Federal Aviation Administration (FAA) should allocate resources for research and development projects is presented. First the FAA R&D investment problem is defined. Secondly various candidate solution techniques and methodologies are reviewed for application to the problem of interest. Thirdly a methodological approach for the application of solution methodology to problem is identified. Combining these detailed investigations with information obtained from the problem definition task, such as division's primary goal(s), sub-goals or objectives and operational requirements led to the conclusion that the Analytic Hierarchy Process (AHP) would be the most effective solution methodology. Evidence is presented that the application of AHP would result In a more effective allocation of operational requirements to technology strategies. KW - Air transportation KW - Airport operations KW - Analytical hierarchy process KW - Decision making KW - Research and development KW - Resource allocation KW - Transportation planning KW - U.S. Federal Aviation Administration UR - https://trid.trb.org/view/898358 ER - TY - RPRT AN - 01103777 AU - Federal Aviation Administration TI - Mass Loading Effects on Fuel Vapor Concentrations in an Aircraft Fuel Tank Ullage PY - 1999/09//Technical Note SP - 16p AB - This report discusses experiments performed within a simulated fuel tank approximately 1/20 the size of a typical B-747 center wing fuel tank (CWT). The vapors generated within the ullage of this tank were analyzed under different mass loadings in an effort to determine the effects of the mass loading and fuel distribution. It was determined from these tests that in order to have a substantial effect on the flammability of the vapor within the CWT, the mass loading would have to be somewhere between 0.08 and 0.15 kg/cu m. A substantial effect was defined as a minimum 20% decrease in the maximum hydrocarbon count when compared to the average of all tests conducted with larger mass loadings. In addition, it was found that while the distribution of the fuel has no effect on the peak flammability (vapor composition) that is reached, it does have a significant effect on how long it takes to reach the final state. The less dispersed the liquid fuel is, the longer it will take the vapor to reach its maximum flammability point. KW - Air transportation facilities KW - Aircraft KW - Aircraft operations KW - Aviation KW - Boeing 747 aircraft KW - Condensation KW - Evaporation KW - Flammability KW - Fuel tanks KW - Vapors UR - http://ntl.bts.gov/lib/16000/16000/16070/PB2000102404.pdf UR - https://trid.trb.org/view/863459 ER - TY - RPRT AN - 00961611 AU - Federal Aviation Administration TI - LAND AND HOLD SHORT OPERATIONS RISK ASSESSMENT, FINAL PY - 1999/09 SP - 172 p. AB - More than 30 years ago the FAA began allowing sumltaneous operations on intersecting runways (SOIR) at certain U.S> airports under certain conditions. SOIR required a landing aircraft to stop before reaching an intersecting runway. In 1997, the concept was expanded to include hold short oints before intersecting taxiways and at other points on the landing runway, under the desingation of land and hold short operations (LAHSO). SOIR/LAHSO evolved from the observation that some landings did not require the full runway length and thet thid fact could be exploited to increase airport acceptance rates. Airports have been able to increase capacity without the need to physically expand the airport operating area. The objective of the analusis reported here is to answer some fundamental safety questiond regarding land and hold short operations: Ehat are the hazards associated with this operation; What are the existing controld for thid procedure; Given the hazards and controls, what are the residual risks associated with this procedure; How can residual risks be reduced. It is also important to emphasize what this risk assessment does not do:This assessment does not judge the acceptability of LAHSO risks, nor does it reconcile differences in risp perception among participants. KW - Acceptance KW - Airport access KW - Airport runways KW - Aviation safety KW - Hazard evaluation KW - Intersecting runways KW - Landing KW - Risk assessment KW - Taxiways UR - https://trid.trb.org/view/660375 ER - TY - RPRT AN - 00789374 AU - Riley, J T AU - Lindholm, T AU - Politovich, M AU - Brown, B AU - Strapp, W AU - Federal Aviation Administration TI - PROSPECTS FOR THE ACQUISITION OF ICING DATA FROM OPERATIONAL AIRCRAFT PY - 1999/09 SP - 13 p. AB - Task 131 of the FAA In-Flight Aircraft Icing Plan addresses the possibility of acquiring icing data from operational aircraft. Two possible approaches for the task have been investigated: the 'icing sensor/downlink approach', which would downlink icing data from existing or enhanced icing sensor on operational aircraft; and the 'compact integrated icing instrumentation package approach'. KW - Aircraft operations KW - Icing KW - Instrumentation KW - Meteorological phenomena KW - Weather forecasting KW - Winter maintenance UR - https://trid.trb.org/view/647815 ER - TY - RPRT AN - 00789371 AU - Rollings, R S AU - GROGAN, W P AU - Weiss, C A AU - U.S. Army Waterways Experiment Station AU - Federal Aviation Administration TI - STABILIZED BASE COURSES FOR ADVANCED PAVEMENT DESIGN REPORT 1: LITERATURE REVIEW AND FIELD PERFORMANCE DATA PY - 1999/09 SP - 55 p. AB - The Federal Aviation Administration (FAA) requires the use if stabilized bases for all pavements that will be required to support aircraft weighing 45,350 kg (100,000 lbs) or more. A literature review was performed to determine the current state of the art in terms of understanding stabilization mechanisms, design procedures, and considerations. Field data were collected to provide a review of the performance of many pavements at high volume airports that support heavy aircraft loads. KW - Airport runways KW - Base course (Pavements) KW - Field tests KW - Pavement design KW - Performance evaluations KW - Stabilized materials UR - https://trid.trb.org/view/647812 ER - TY - RPRT AN - 00789164 AU - Gilbo, E AU - McCabe, L AU - Volpe National Transportation Systems Center AU - Federal Aviation Administration TI - RELATIVE ACCURACY OF CDM AND ETMS IN PREDICTING AIRPORT ARRIVAL DEMAND PY - 1999/09 SP - 26 p. AB - Safety and efficiency in national airspace usage are the fundamental goals of the Federal Aviation Administration (FAA). In order to achieve these objectives, a number of complex systems have been developed. One of these systems, the Enhanced Traffic Management System (ETMS) is used to predict and manage the efficient flow of aircraft through controlled airspace. Of particular interest to this study, ETMS predicts the flow of aircraft to airports many hours into the future. Under ETMS, flight plans received from the airlines are typically provided less than 2 hours prior to departure. Until flight plan data is received, ETMS relies on Official Airline Guide (0AG) schedule data that is updated weekly. This leaves a significant period of time during which the airlines may have updated flight information not available to the FAA. The collaborative Decision Making (CDM) program was formally initiated in 1995 in order to improve air traffic flow management through increased sharing of information and decision making among the FAA and the airlines. Under CDM, as the airlines change their flight schedules, they send flight creation (FC), modification (FM), and cancellation (FX) messages to the CDM system, starting 15 hours prior to departure. These messages provide the CDM system with updates to the OAG data prior to the issuance of flight plans. This study has two primary objectives: 1. quantify the difference in the accuracy of airport arrival demand predictions performed by ETMS and CDM; and 2. identify and explain the differences between ETMS and CDM predictions. KW - Accuracy KW - Air traffic KW - Airport arrivals KW - Airport operations KW - Airport surface traffic control KW - Airport traffic KW - Arrivals and departures KW - Decision making KW - Demand KW - Flight plans KW - Forecasting KW - Information dissemination KW - Management KW - Schedules KW - Traffic flow UR - https://trid.trb.org/view/647695 ER - TY - RPRT AN - 00778647 AU - Johnson, C W AU - Isaacson, D R AU - Lee, K K AU - Massachusetts Institute of Technology AU - Federal Aviation Administration TI - EXPEDITE DEPARTURE PATH (EDP) OPERATIONAL CONCEPT PY - 1999/08/19 SP - 56 p. AB - This document describes the operational concept for the Expedite Departure Path (EDP) tool. EDP is part of the Center-TRAXON Automation System (CTAS). CTAS provides computer intelligence for planning and controlling arrival and departure traffic within several hundred nautical miles of the adapted airport. It consists of a set of integrated tools. EDP is the tool used by departure controllers in the terminal area. The concept of operation described in this document identifies the specific uses of EDP through operational scenarios. These scenarios are taken from real operational challenges found in the air traffic system. The scenarios illustrate how EDP can safely and optimally expedite the climb of departure aircraft, and merge departures into the en-route stream through the use of speede, vector, and altitude advisories. These advisories allow aircraft to be safely climbed and efficiently spaced, while minimizing aircraft maneuvers and controller clearances. KW - Air traffic control KW - Arrivals and departures KW - Terminal air traffic control KW - Terminal operations UR - https://trid.trb.org/view/508636 ER - TY - RPRT AN - 00784273 AU - Weber, M E AU - Lincoln Laboratory AU - Federal Aviation Administration TI - WIND SHEAR DETECTION USING THE NEXT GENERATION AIRPORT SURVEILLANCE RADAR (ASR-11) PY - 1999/07/12 SP - 58 p. AB - The Federal Aviation Administration (FAA) has deployed a Weather Systems Processor (WSP) for the current-generation Airport Surveillance Radar ASR-9. The WSP performs Doppler wind measurements, then automatically detects low altitude wind shear phenomena, tracks thunderstorm motion, and displays appropriate graphical and alphanumeric alerts to air traffic control (ATC) personnel. KW - Air traffic control radar beacon system KW - Doppler radar KW - Radar air traffic control KW - Thunderstorms KW - Wind shear UR - https://trid.trb.org/view/636876 ER - TY - RPRT AN - 00931210 AU - Gilliland, K AU - Schlegel, R E AU - Nesthus, T E AU - Federal Aviation Administration AU - University of Oklahoma, Norman TI - EFFECTS OF ANTIHISTAMINE, AGE, AND GENDER ON TASK PERFORMANCE PY - 1999/07 SP - 72 p. AB - This investigation studies the effects of the antihistamine, chlorpheniramine maleate, as well as the influence of age and gender, singly and in combination with chlorpheniramine maleate, on selected types of performance tasks. A total of 96 individuals representing two groups of women (25-30 years and 40-45 years of age) and three groups of men (25-30 years, 40-45 years, and 50-55 years of age) served as participants in the study. Participants were trained extensively and then performed a battery of performance tasks and provided self-report measures both prior to and following randomly presented, double-blind placebo and drug (4 mg chlorpheniramine maleate) conditions conducted on two consecutive days. The results of this study yielded no significant drug main effects for the administration of chlorpheniramine maleate on any dependent measure for any performance task. However, several interactions of age and gender with chlorpheniramine maleate provided strong evidence that chlorpheniramine maleate may well have negative effects on a wide variety of performance tasks, but these effects may be complex interactive ones, at least at the dosage level used in this study. There was very strong evidence from self-report measures that participants were subjectively aware of the effects of the antihistamine. Highly selected and well-motivated participants in this study may have recruited effort to overcome the antihistamine effects on performance. KW - Age KW - Antihistamines KW - Cognition KW - Gender KW - Human subject testing KW - Medication KW - Personnel performance KW - Placebos KW - Tasks UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/1990s/media/AM99-20.pdf UR - https://trid.trb.org/view/724018 ER - TY - RPRT AN - 00986332 AU - Klock, B A AU - Fobes, J L AU - Federal Aviation Administration TI - TEST AND EVALUATION PLAN FOR MEASURING CHECKPOINT EFFECTIVENESS AND EFFICIENCY PY - 1999/06 SP - 32 p. AB - This test and evaluation plan describes the method to obtain baseline measurements of the operational effectiveness and efficiency of checkpoints at Detroit Wayne Metropolitan Airport. The project will consist of carefully structured observations of checkpoint tasks under operational conditions. Data collection will be accomplished by live observation of the checkpoint, use of video recordings from the airport's closed-circuit security monitoring system, and automated data collection instruments already in place, including threat detection as measured by the Threat Image Projection system. KW - Automatic data collection systems KW - Aviation KW - Closed circuit television KW - Data collection KW - Detectors KW - Detroit (Michigan) KW - Evaluation KW - Measurement KW - Planning KW - Security KW - Security checkpoints KW - Testing KW - Threat Image Projection system KW - Threats KW - Video cameras KW - Wayne Metropolitan Airport UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar99-51.pdf UR - http://ntl.bts.gov/lib/22000/22100/22120/PB99163677.pdf UR - https://trid.trb.org/view/748055 ER - TY - RPRT AN - 00931209 AU - Behn, L D AU - Thompson, R C AU - Hilton, T F AU - Federal Aviation Administration TI - FOLLOW-UP ASSESSMENT OF THE FEDERAL AVIATION ADMINISTRATION'S LOGISTICS CENTER SAFETY CLIMATE PY - 1999/06 SP - 25 p. AB - This report details the Federal Aviation Administration Logistics Center employee safety perceptions following the implementation of a safety awareness program. Safety perceptions were baselined in 1992 and a follow-up assessment was conducted in 1995. The purpose of the follow-up survey was to (1) assess differences in perceptions of safety that may have resulted from changes made in the safety program since the 1992 assessment; and (2) determine the managerial and organizational factors that may have impacted those safety perceptions. The present survey was administered to 329 employees (supervisors and non-supervisors) during a mandatory monthly safety meeting. The results show that specific actions intended to demonstrate the importance of safety can lead to higher levels of perceived management and supervisory support for safety. Such practices can also lead to higher levels of perceived safety in the workplace. These practices, however, do not appear to influence perceptions of organizational politics, supervisory fairness, or coworker support for safety. KW - Employee relations KW - Evaluation and assessment KW - Follow up investigation KW - Logistics KW - Occupational safety KW - Organizational effectiveness KW - Personnel management KW - Safety education KW - Safety programs KW - Supervision KW - Supervisors KW - U.S. Federal Aviation Administration KW - Workplaces UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/1990s/media/AM99-19.pdf UR - https://trid.trb.org/view/724017 ER - TY - RPRT AN - 00931207 AU - Joseph, K M AU - Thompson, R C AU - Bailey, L L AU - Williams, C A AU - Worley, J A AU - Schroeder, D J AU - Federal Aviation Administration TI - THE INFLUENCE OF ERGONOMIC INTERVENTIONS ON EMPLOYEE STRESS AND PHYSICAL SYMPTOMS PY - 1999/06 SP - 9 p. AB - While the etiologic mechanisms are poorly understood, there is increasing evidence that psychosocial risk factors related to the job and work environment play a role in the development of work-related musculoskeletal disorders. A longitudinal study was completed to determine the influence of six psychosocial factors and two cost-effective ergonomics interventions on physical discomfort and stress scores reported by employees within a Federal Aviation Administration organization. The results of the study revealed that stress scores decreased significantly across time. However, physical symptom scores did not change across time, nor were they affected by the ergonomic interventions. Two psychosocial factors provided significant and reliable adjustments to stress and physical discomfort scores. KW - Employees KW - Ergonomics KW - Longitudinal studies KW - Musculoskeletal system KW - Occupational diseases KW - Psychological aspects KW - Stress (Psychology) KW - U.S. Federal Aviation Administration UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/1990s/media/AM99-17.pdf UR - https://trid.trb.org/view/724015 ER - TY - RPRT AN - 00931208 AU - Heil, M C AU - Federal Aviation Administration TI - AN INVESTIGATION OF THE RELATIONSHIP BETWEEN CHRONOLOGICAL AGE AND INDICATORS OF JOB PERFORMANCE FOR INCUMBENT AIR TRAFFIC CONTROL SPECIALISTS PY - 1999/06 SP - 17 p. AB - Over the last few decades, researchers have consistently found a negative relationship between the age of air traffic control specialists (ATCSs) and both training success and ratings of job performance. As more ATCSs reach retirement age and the Federal Aviation Administration prepares for renewed hiring efforts, there is a need to once again explore this issue. According to Schroeder, Broach, and Farmer (1997), the potential effects of aging on cognitive functioning, and the consequences of these changes on job performance and future training requirements, are important considerations associated with the aging of the ATCS workforce. The present study revisited the issue of ATCS age and performance using incumbent controllers and newly developed measures of job performance. A recent Air Traffic-Selection and Training concurrent validation study afforded an opportunity to investigate the relationship between age and performance using criterion measures that did not exist for previous studies. One of these measures, a computer based performance measure, served as a measure of the technical skills necessary to effectively and efficiently separate traffic on the job. Assessment ratings of job performance by peers and supervisors also served as a criterion measure for the current study. Results of ANOVA and regression analysis revealed that, on average, older ATCSs received lower scores on measures of job performance. KW - Age KW - Air traffic controllers KW - Cognition KW - Computers KW - Performance evaluations KW - Personnel performance KW - Quality of work KW - Selection and appointment KW - Testing KW - Training KW - U.S. Federal Aviation Administration UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/1990s/media/AM99-18.pdf UR - http://ntl.bts.gov/lib/33000/33600/33665/33665.pdf UR - https://trid.trb.org/view/724016 ER - TY - RPRT AN - 00807001 AU - Fleming, G G AU - Roof, C J AU - Read, D R AU - Burstein, J AU - Senzig, D AU - Rapoza, A S AU - Gerbi, P AU - Lee, CSY AU - Osovski, L AU - Polcak, K D AU - Plante, J A AU - Gulding, J M AU - Pickard, L S AU - Thomson, R AU - Volpe National Transportation Systems Center AU - Federal Aviation Administration TI - AMBIENT SOUND LEVELS AT FOUR DEPARTMENT OF INTERIOR CONSERVATION UNITS IN SUPPORT OF HOMESTEAD AIR BASE REUSE SUPPLEMENTAL ENVIRONMENTAL IMPACT STATEMENT PY - 1999/06 SP - 356 p. AB - The Federal Aviation Administration (FAA), in cooperation with the United States Air Force (USAF), is developing a Supplemental Environmental Impact Statement (SEIS) in support of the planned commercialization of Homestead Air Base in Southern Florida. As part of this SEIS it is important to analyze potential noise impacts in the areas surrounding the airport. An integral part of this undertaking is the comprehensive definition of the associated sound level environment. The FAA and USAF, with the assistance of the Acoustics Facility at the United States Department of Transportation's John A. Volpe National Transportation Systems Center, conducted ambient sound level measurements during the period August 10 through 20, 1998. In total, over 160 hours of acoustical and meteorological data were measured at 29 sites throughout Biscayne National Park, Everglades National Park, Crocodile Lake National Wildlife Refuge, and the southern portion of Big Cypress National Preserve. This document summarizes this comprehensive noise measurement study. Also included is a description of the enhancements made to the FAA's Integrated Noise Model in support of the Homestead SEIS. KW - Air base commercialization KW - Air bases KW - Environmental impact statements KW - Homestead Air Base KW - Measurement KW - National parks KW - Noise KW - Sound level KW - Southern Florida UR - http://ntl.bts.gov/lib/34000/34300/34356/DOT-VNTSC-FAA-99-03.pdf UR - https://trid.trb.org/view/672937 ER - TY - RPRT AN - 00789367 AU - Lazarick, R T AU - Abacus Technology Corporation AU - Federal Aviation Administration TI - APPLICATION OF THE FAATC RISK MANAGEMENT PROCESS TO THE AIRPORT VULNERABILITY ASSESSMENT AND ANALYSIS PROJECT (AVAP) PY - 1999/06 SP - 26 p. AB - This report summarizes Abacus Technology Corporation's experience in conducting risk/vulnerability assessments of airports in support of the Federal Aviation Administration (FAA) Airport Vulnerability Assessment and Analysis Project (AVAP). The report describes Abacus Technology's findings regarding application and effectiveness of the Risk Management Process developed for the FAATC and of the selected automated tool methodologies. KW - Airport operations KW - Aviation safety KW - Risk management KW - Technology assessment UR - http://ntl.bts.gov/lib/15000/15900/15935/PB2000101748.pdf UR - https://trid.trb.org/view/647808 ER - TY - RPRT AN - 00789539 AU - Research and Special Programs Administration AU - Federal Aviation Administration AU - Volpe National Transportation Systems Center TI - PERFORMANCE OF RASS VORTEX DETECTION/MEASUREMENT SYSTEM PY - 1999/06 SP - 39 p. AB - Preliminary tests conducted by WLR Research in the Fall of 1993 showed considerable promise that a Radio Acoustic Sounding System (RASS) was capable of detecting and tracking wake vortices located in the approach glide slope. Initial testing of the RASS created interest in the possibility of a relatively low cost RASS monitoring the entire approach glide slope out to the middle market. As a result of the optimistic results of the initial tests, the Federal Aviation Administration (FAA) Wake Vortex Program Office decided to fund additional testing of the RASS to resolve some remaining questions and to evaluate its performance in detecting wake vortices in both the longitudinal (along the approach path) and transverse (perpendicular to the approach path) modes. The purpose of this test program was to validate the longitudinal and transverse mode RASS capabilities to: (1) indicate vortex presence in the flight path during a variety of meteorological conditions and (2) track a vortex or pair of vortices during a variety of meteorological conditions. KW - Acoustics KW - Aircraft KW - Airport runways KW - Aviation safety KW - Glide slope facilities KW - Longitudinal waves KW - Magnitude KW - Radar KW - Radio KW - Signal devices KW - Sounding KW - Vortex shedding KW - Wakes UR - http://ntl.bts.gov/lib/22000/22000/22047/PB99157315.pdf UR - https://trid.trb.org/view/647872 ER - TY - RPRT AN - 00789532 AU - Cardosi, K AU - Hannon, D AU - Research and Special Programs Administration AU - Federal Aviation Administration TI - GUIDELINES FOR THE USE OF COLOR IN ATC DISPLAYS PY - 1999/06 SP - 64 p. AB - Color is probably the most effective, compelling, and attractive method available for coding visual information on a display. However, caution must be used in the application of color to displays for air traffic control (ATC), because it is easy to do more harm than good. The only thing that is truly obvious about the use of color on displays is that its benefits and drawbacks depend upon the task. This paper offers general guidelines on how color should, and should not, be used, but does not define a specific color-coding scheme. These guidelines are based in what is known about human vision, display capabilities, the knowledge gained from the lessons learned from the uses of color in the cockpit and ATC environments, and human factors best practices. KW - Air traffic control KW - Cockpits KW - Coding systems KW - Color KW - Human factors KW - Visual display units (Computers) UR - http://ntl.bts.gov/lib/22000/22100/22174/PB99166571.pdf UR - http://ntl.bts.gov/lib/33000/33600/33668/33668.pdf UR - https://trid.trb.org/view/647865 ER - TY - RPRT AN - 00770793 AU - Hadley, G A AU - Guttman, J A AU - Stringer, P G AU - Federal Aviation Administration AU - Federal Aviation Administration TI - AIR TRAFFIC CONTROL SPECIALISTS: PERFORMANCE MEASUREMENT DATABASE PY - 1999/06 SP - 57 p. AB - The Air Traffic Control Specialist (ATCS) Performance Measurement Database is a compilation of performance measures and measurement techniques that researchers have used. It may be applicable to other human factor research related to Air Traffic Control (ATC). This database is a tool that can be used in conjunction with ATC simulators, generic sector configurations and scenarios, and other procedures used in assessing ATC system safety and effectiveness. Having a set of measured with standardized parameters will increase the reliability of results across evaluations. At this time, it is unlikely that the database includes all of the measures that are applicable to ATC assessments. KW - Air traffic control KW - Air traffic controllers KW - Aviation safety KW - Human factors KW - Performance evaluations KW - Simulation KW - Standards KW - Training programs UR - https://trid.trb.org/view/488281 ER - TY - RPRT AN - 00770642 AU - McGuire, R AU - Macy, T AU - Federal Aviation Administration AU - Federal Aviation Administration TI - LONGITUDINAL ACCELERATION TESTS OF OVERHEAD LUGGAGE BINS AND AUXILIARY FUEL TANK IN A TRANSPORT AIRPLANE AIRFRAME SECTION PY - 1999/06 SP - 356 p. AB - This report contains the description and test results of overhead stowage bin calibrations and longitudinal impact testing of a 10-foot (3 m) transport airframe section conducted at the Transportation Research Center Inc. (TRC). The purpose of the tests was to measure the structural responses and interaction between the fuselage, overhead stowage bins, and auxiliary fuel tank under simulated, potentially survivable, crash conditions. Two types of overhead storage bins were installed in the transport airframe and pulled in a longitudinal direction at various known loads to monitor and record the strain gage outputs. The transportation was longitudinally impact tested using TRC's 24-inch (610 mm) shock tester. The transport airframe section was configured with a 120-inch (3000 mm) overhead stowage bin attached to the left/pilot side, a 60-inch (1500 mm) overhead stowage bin attached to the right/copilot side, and a 500-gallon (1890 l) auxiliary fuel tank attached underneath the airframe's passenger floor section. The test articles were equipped with accelerometers, strain gages, and potentiometers totaling approximately 90 channels of data per simulated crash test. KW - Accelerated tests KW - Aircraft KW - Airframes KW - Crashworthiness KW - Design KW - Stowage UR - https://trid.trb.org/view/488235 ER - TY - RPRT AN - 00769698 AU - Marker, T R AU - Diaz, R AU - Federal Aviation Administration TI - EVALUATION OF OXYGEN CYLINDER OVERPACKS EXPOSED TO ELEVATED TEMPERATURE PY - 1999/06 SP - 26 p. AB - Tests were conducted inside a large industrial convection furnace to determine the temperature and time required to cause pressure relief activation of three different size oxygen cylinders commonly used in commercial transportation aircraft. The cylinders were first emptied of gaseous oxygen for safety reasons and refilled with nitrogen to the original pressure. Tests were conducted using a 76.5 cubic foot oxygen cylinder placed inside several types of cylinder cases, commonly referred to as overpacks. The tests were run to determine the level of thermal protection, if any, that the overpacks might provide when the cylinders are subjected to elevated temperatures. Two custom-made overpacks were also tested that contained insulated materials aimed specifically at providing thermal protection. KW - Aircraft carriers KW - Cargo compartments KW - Commercial transportation KW - Cylindrical bodies KW - High temperature KW - Nitrogen KW - Oxygen equipment KW - Pressure fields KW - Temperature sensors KW - Thermal conductivity UR - http://ntl.bts.gov/lib/22000/22000/22038/PB99156853.pdf UR - https://trid.trb.org/view/503458 ER - TY - RPRT AN - 00769699 AU - Barnes, T AU - DeFiore, T AU - Micklos, R AU - Federal Aviation Administration AU - Federal Aviation Administration TI - VIDEO LANDING PARAMETER SURVEY: WASHINGTON NATIONAL AIRPORT PY - 1999/06 SP - 50 p. AB - The FAA is conducting a series of video landing parameter surveys at high capacity commercial airports to acquire a better understanding of typical contact conditions for a wide variety of aircraft and airports as they relate to current aircraft design criteria and practices. This was the second in an ongoing series of parameter landing surveys and was conducted at Washington National Airport in June 1995. Four video cameras were temporarily installed along the east side of runway 36. Video images of 532 transportation jets were captured, analyzed, and the results are presented in this paper. Landing parameters presented include sink rate; approach speed; touchdown pitch, roll, and yaw angles; off-center distance; and the touchdown distance from the runway threshold measured along the runway center line. Wind and weather conditions were also recorded and landing weights were available for most landings. KW - Aircraft navigational aids KW - Aircraft operations KW - Approach KW - Landing aids KW - Wind factor (Air navigation) UR - http://ntl.bts.gov/lib/22000/22000/22037/PB99156846.pdf UR - https://trid.trb.org/view/503459 ER - TY - RPRT AN - 01070837 AU - Federal Aviation Administration TI - Sikorsky Memorial Airport, Proposed Runway 6-24 Improvements : environmental impact statement PY - 1999/05//Volumes held: Draft(2v), Final(2v) KW - Connecticut KW - Environmental impact statements UR - https://trid.trb.org/view/830222 ER - TY - RPRT AN - 00963017 AU - Market, T R AU - Diaz, R AU - Federal Aviation Administration TI - OXYGEN ENHANCED FIRES IN LD-3 CARGO CONTAINERS PY - 1999/05 SP - 20 p. AB - Four tests were conducted inside a 169-cubic foot LD-3 cargo container to demonstrate the hazards associated with the release of gaseous oxygen during suppression of a smoldering fire with Halon 1301. The cargo fires were allowed to burn for a short duration before Halon 1301 was discharged into the container. After the suppressant concentration stabilized to about 3%, the minimum design concentration for inerting, a quantity of oxygen was discharged to simulate the relief of oxygen from an overpressurized cylinder. During the first three tests, 11 cubic feet of oxygen was bled into the container from a remote cylinder. A fourth test was conducted in which 22 cubic feet of oxygen was introduced which produced a severe fire that destroyed the container. Temperature, toxic gases, and halon concentration were measured continuously inside the container and video cameras recorded the tests from three locations external to the container. KW - Aviation safety KW - Cargo aircraft KW - Container handling KW - Fire extinguishers KW - Oxygen content KW - Toxicity UR - https://trid.trb.org/view/660988 ER - TY - RPRT AN - 00931206 AU - Lewis, R J AU - Huffine, E F AU - Chaturvedi, A K AU - Canfield, D V AU - Mattson, J AU - Federal Aviation Administration TI - FORMATION OF AN INTERFERING SUBSTANCE, 3,4-DIMETHYL-5-PHENYL-1, 3-OXAZOLIDINE, DURING A PSEUDOEPHEDRINE URINALYSIS PY - 1999/05 SP - 10 p. AB - During fatal aviation accident investigations, biosamples from the victims are analyzed for drugs. In the process of one such analysis, an unknown substance was found in a urine sample. Its initial analyses by thin layer chromatography and by liquid-liquid extraction/gas chromatography (GC) disclosed the presence of pseudoephedrine. Subsequent analyses of the reaccessioned sample by solid phase separation/GC Fourier transform infrared/GC mass spectrometry indicated that the retention times of the unknown substance matched with those of pseudoephedrine. However, its infrared and mass spectra were different. A subsequent literature search suggested that ephedrine-like amines react with aldehydes to form oxazolidines. Therefore, the 12-amu increase could be accounted for by condensation of pseudoephedrine with formaldehyde. Since this aldehyde is present in various grades of methanol, and methanol was used during the solid phase separation, 3,4-dimethyl-5-phenyl-1,3-oxazolidine was synthesized by using (+)-pseudoephedrine.HCl and formaldehyde. The analytical and spectral findings of the synthesized compound were consistent with those of the unknown interfering substance, confirming that it was the oxazolidine. Aldehyde contaminants can transform the drug of interest and may result in misidentification of a compound not originally present in specimens. Therefore, chemicals used in analyses should be of the highest available purity, and a multi-analytical approach should be adopted to maintain a high degree of quality assurance. KW - Aircraft crash victims KW - Chemical substances KW - Chromatography KW - Contaminants KW - Crash investigation KW - Drugs KW - Forensic medicine KW - Formaldehyde KW - Mass spectrometry KW - Oxazolidine KW - Pseudoephedrine KW - Quality assurance KW - Toxicology KW - Urinalysis UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/1990s/media/AM99-15.pdf UR - https://trid.trb.org/view/724014 ER - TY - RPRT AN - 01173159 AU - Research and Special Programs Administration AU - Federal Aviation Administration TI - Cockpit Human Factors Research Requirements PY - 1999/04 SP - 70p AB - The safety, reliability, and efficiency of the National Airspace System (NAS) depend upon the men and women who operate and use it. Aviation human factors research is the study of how people function in the performance of their jobs as pilots, controllers, maintenance, and ground support personnel. Increasing automation and system complexity are placing new and different demands on the staff of the nation's air transportation system. Concern over human performance in safety has been raised in Congress, industry and the academic community. Recently, special attention has been placed on both the air traffic control (ATC) system and flight deck operations. In the past, with a few notable exceptions, such as Traffic Alert and Collision Avoidance System (TCAS) and Ground Proximity Warning System (GPWS), the development and application of new aviation system technology both in the ATC and flight systems has been directed toward increasing the traffic capacity of the NAS, rather than being directed primarily toward the improvement of flight safety. The present program is intended to develop and apply advanced behavioral analysis and technology specifically toward the advancement of flight safety. Pilot error has been identified as a causal factor in 66 percent of air carrier fatal accidents, 79 percent of commuter fatal accidents, and 88 percent of the general aviation fatal accidents. FAA is concerned with the causal factors these statistics represent and the trends that they reflect. FAA recognizes the importance of a better understanding and greater consideration of the human factors aspect of aviation. The research requirements presented in this document update those presented in the 1985 Cockpit Human Factors Research Plan. The requirements presented in the 1985 plan were identified primarily through a series of six FAA-sponsored workshops held specifically for that purpose. These workshops revealed 137 cockpit-related human performance problem areas that could be addressed through human factors research. A subset of these 137 items were selected by the FAA as being particularly important to aviation safety. The members of the Society of Automotive Engineers' Committee on Aerospace Behavioral Engineering Technology reviewed this subset of issues and concurred on their importance. This document represents a formal programmatic commitment of the Federal Aviation Administration to address human performance-related aviation safety issues. It provides a single source of the requirements for the cockpit-related human factors research that should be conducted or sponsored by the FAA and the FAA offices that have a special interest in the work. These requirements will be considered in the research and development process and budget, and will become the nucleus of a FAA human factors research plan that will include areas outside the cockpit (such as air traffic control and maintenance). The development and identification of research priorities will continue and will actively involve a broad aviation constituency including government officials, manufacturers, airline operators, labor and trade organizations, researchers, and public interest groups. The schedules and details of active research projects identified in this document may be found in the Federal Aviation Administration Plan for Research, Engineering and Development. KW - Air traffic control KW - Air transportation crashes KW - Airspace (Aeronautics) KW - Aviation safety KW - Cockpits KW - Fatalities KW - General aviation KW - Ground proximity warning system (Gpws) KW - Human factors in crashes KW - Warning systems UR - http://ntl.bts.gov/lib/33000/33700/33783/33783.pdf UR - https://trid.trb.org/view/933264 ER - TY - RPRT AN - 01104240 AU - Neiderman, Eric C AU - Fobes, J L AU - Federal Aviation Administration TI - Screener Readiness Test-Validation Pilot Testing PY - 1999/04 SP - 16p AB - The Screener Readiness Test is a computer-based assessment instrument being developed to test new checkpoint screener candidates after they have been given their initial training. The instrument's computer interface was evaluated as part of the validation process and found to be relatively easy to use. Several revisions needed for the interface are described before the full-scale validation is undertaken. KW - Airport operations KW - Airports KW - Aviation safety KW - Detectors KW - Human factors KW - Passenger screening KW - Safety and security KW - Security checkpoints KW - User interfaces (Computer science) UR - http://ntl.bts.gov/lib/21000/21800/21879/PB99146425.pdf UR - https://trid.trb.org/view/864223 ER - TY - RPRT AN - 00986331 AU - Monichetti, S B AU - Fobes, J L AU - Neiderman, E C AU - Federal Aviation Administration TI - AVIATION SCREENER ON-THE-JOB TRAINING ASSESSMENT - CONTENT OUTLINES PY - 1999/04 SP - 32 p. AB - Airport observations of screener on-the-job training indicated the need for a standardized set of performance evaluation objectives for each checkpoint task (X-ray, magnetometer, wanding/physical search, bag check, and exit lane). These objectives were based on the critical skills and abilities identified in the first phase of this effort. These outlines will form the basis for developing the formal on-the-job training (OJT) Mastery Test and provide a framework from which a comprehensive and standardized training program can be based. KW - Abilities KW - Aviation safety KW - Baggage screening KW - Evaluation KW - On the job training KW - Performance KW - Screeners (Aviation security) KW - Security KW - Security checkpoints KW - Standardization KW - Training UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar99-36.pdf UR - https://trid.trb.org/view/748054 ER - TY - RPRT AN - 00931203 AU - Pounds, J AU - Bailey, L L AU - Federal Aviation Administration TI - COGNITIVE STYLE AND LEARNING: PERFORMANCE OF ADAPTORS AND INNOVATORS IN A NOVEL DYNAMIC TASK PY - 1999/04 SP - 12 p. AB - This research investigated whether cognitive style influenced performance in a novel dynamic task modeled on the task of controlling air traffic. It was hypothesized that participants who preferred a more adaptive style of processing would show better performance than those who preferred a more innovative style. Problems were presented to participants using computer-based scenarios in screening, practice, and experimental trials. Based on earlier research, better performance was more likely when the participant adhered to the rules of the scenario. Performance was measured by the number of times the participant violated two types of scenario rules. Screening, practice, and experimental performance were analyzed separately. Cognitive style had a significant effect on performance only during experimental trials. Performance of Adaptors improved across trials while that of Innovators did not. Results suggest that Innovators, although perhaps having some initial advantage, may not be able to sustain performance in this type of task. KW - Ability tests KW - Adaptation (Psychology) KW - Air traffic controllers KW - Cognition KW - Controlled trials KW - Human subject testing KW - Innovation KW - Learning KW - Personnel performance UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/1990s/media/AM99-12.pdf UR - https://trid.trb.org/view/724011 ER - TY - RPRT AN - 00931202 AU - Chaturvedi, A K AU - Federal Aviation Administration TI - THE FIRST SEVEN YEARS (1991-1998) OF THE FAA'S POSTMORTEM FORENSIC TOXICOLOGY PROFICIENCY-TESTING PROGRAM PY - 1999/04 SP - 15 p. AB - This paper summarizes the activities of the Federal Aviation Administration's postmortem forensic toxicology proficiency-testing (PT) program. PT is an integral part of quality assurance/quality control of laboratories. However, there was previously no suitable PT program that could address the complexity of forensic toxicology on postmortem biosamples from victims of aviation accidents. Existing PT programs did not include decomposed samples and solid tissues, and the majority of aviation case samples are putrid and of multiple types. Therefore, the FAA's Civil Aeromedical Institute started such a PT program in 1991. This program is used to (1) professionally develop and maintain technical currency on a voluntary, interlaboratory, and self-evaluation basis; and (2) quantifiably assess methods in the absence and presence of interfering substances. There are currently about 30 laboratories in the program, functioning under governmental and non-governmental agencies as well as academic institutions. Although participation in the PT program is currently free of charge, it has a potential for commercialization through the private sector. PT samples are distributed quarterly, and result summaries are sent to the participants, while maintaining their anonymity. Since the inception of the program, 28 PT samples encompassing whole blood, plasma, urine, kidney, or liver, and with (or without) drugs and common chemicals have been evaluated by the participants. Analytical findings were generally consistent with the anticipated values, but they were dependent on the nature and conditions of the specimens and types of the added analytes. Some incidences of false positives of concern were noted. KW - Air transportation crashes KW - Aircraft crash victims KW - Biosamples KW - Blood analysis KW - Crash investigation KW - Decomposition KW - Drugs KW - Federal government agencies KW - Forensic medicine KW - Laboratories KW - Liver KW - Postcrash phase KW - Private enterprise KW - Proficiency testing KW - Quality assurance KW - Quality control KW - Specimens KW - Toxicology KW - U.S. Federal Aviation Administration KW - Urinalysis UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/1990s/media/AM99-11.pdf UR - https://trid.trb.org/view/724010 ER - TY - RPRT AN - 00931204 AU - Williams, K W AU - Federal Aviation Administration TI - GPS USER-INTERFACE DESIGN PROBLEMS PY - 1999/04 SP - 11 p. AB - This paper is a review of human factors problems associated with the user-interface design of a set of Global Positioning System (GPS) receivers, certified for use in aircraft for instrument non-precision approaches. The paper focuses on design problems associated with the interfaces and specific inconsistencies across the set of interfaces that could cause confusion or errors during operation. Some specific problems addressed involve the layout and design of knobs and buttons; control labeling inconsistencies across units; the placement and use of warnings; feedback, or the lack thereof; and the integration of specific flying tasks while using the receivers. Recommendations for solving some of the problems are provided, as well as suggestions to the Federal Aviation Administration, GPS manufacturers, and pilots regarding the future development and use of these products. KW - Air pilots KW - Design KW - Global Positioning System KW - Human factors KW - Instrument displays KW - Instrument landing systems KW - Labeling KW - Layout KW - Navigation devices KW - Recommendations KW - User interfaces (Computer science) KW - Warning systems UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/1990s/media/AM99-13.pdf UR - http://ntl.bts.gov/lib/33000/33600/33667/33667.pdf UR - https://trid.trb.org/view/724012 ER - TY - RPRT AN - 00931201 AU - McLean, G A AU - George, M H AU - Funkhouser, G E AU - Chittum, C B AU - Federal Aviation Administration TI - AIRCRAFT EVACUATIONS ONTO ESCAPE SLIDES AND PLATFORMS II: EFFECTS OF EXIT SIZE PY - 1999/04 SP - 11 p. AB - Experiments were conducted to examine the effects of exit height on subject flow rates during simulated emergency evacuations from an aircraft fuselage. Egress was through modified Type-I exits, using inflatable escape slides and doorsill-height platforms configured with ramps for descent to the ground. An aircraft simulator was equipped with 30-inch wide rectangular floor-level exits variously configured to achieve overall exit heights of 48, 60, and 72 inches. Human research subjects evacuated through the exits to the ground via both platform and slide egress routes. Analysis of variance revealed overall main effects of egress route and exit height, and a nearly significant interaction of egress route with exit height. The main effects occurred because the egress onto the platform was much faster than the slide, and egress slowed monotonically as the exit height was reduced. The trend toward an interaction effect of egress route and exit size occurred because reducing the exit height to 48" significantly slowed egress onto the inflatable escape slide but not the platform. This discriminative effect resulted from the subjects' hesitation when using the slide, relative to the platform, especially at the shortest exit size. The increased egress time onto the escape slide appeared to result from a more difficult entry onto the slide, as the lower door heights required subjects to bend over more to enter the slide. This made the typical "jump-and-slide" maneuver harder to perform. Egress ratings for exits that conform to the dimensions used in this study should reflect these findings, especially when escape slides are the likely egress route. KW - Aircraft KW - Behavior KW - Emergency exits KW - Escape slides KW - Evacuation KW - Height KW - Human factors KW - Human subject testing KW - Ramps KW - Simulation KW - Time studies UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/1990s/media/AM99-10.pdf UR - https://trid.trb.org/view/724009 ER - TY - RPRT AN - 00931205 AU - Vu, N T AU - Chaturvedi, A K AU - Canfield, D V AU - Federal Aviation Administration TI - URINARY GENOTYPING FOR DQA1 AND PM LOCI USING PCR-BASED AMPLIFICATION: EFFECTS OF SAMPLE VOLUME, STORAGE TEMPERATURE, PRESERVATIVES, AND AGING ON DNA EXTRACTION AND TYPING PY - 1999/04 SP - 13 p. AB - Urine samples are used for drug screening in forensic toxicology and in workplace drug testing. In some instances, the origin of the submitted samples may be challenged. Methods for individualization of biosamples have reached a new boundary with the application of the polymerase chain reaction (PCR) in DNA profiling, but a successful characterization of the urine specimens depends on the quantity and quality of DNA present in the samples. This study investigates the influence of storage conditions, sample volumes, concentration modes, extraction procedures, and chemical preservations on the quantity of DNA recovered, as well as the success rate of PCR-based urinary genotyping for DQA1 and PM loci. Urine specimens from volunteers were stored at various temperatures for up to 30 days. Results suggest that sample purification by dialfiltration did not enhance DNA recovery and typing rate compared with simple centrifugation procedures. Extraction of urinary DNA by the organic and resin methods gave comparable typing results. Larger sample volume yielded higher amount of DNA, but the typing rates were not affected for sample volumes between 1 to 5 ml. The quantifiable amounts of DNA present were found to be greater in female than in male samples and decreased with the elapsed time under both room temperature and frozen storage. Successful assignment of DQA1+PM genotype was achieved for all sampling of fresh urine, independent of gender, starting sample volume, or concentration method. Preservation by 0.25% sodium azide was acceptable for sample storage at 4C for 30 days. For longer storage duration, freezing at -70C may be more appropriate. KW - Aging (Materials) KW - Centrifuges KW - Concentration (Chemistry) KW - Deoxyribose nucleic acid KW - Drug tests KW - Forensic medicine KW - Freezing KW - Gender KW - Genetics KW - Polymerase chain reaction KW - Preservation KW - Specimens KW - Temperature KW - Toxicology KW - Urinalysis KW - Volume UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/1990s/media/AM99-14.pdf UR - https://trid.trb.org/view/724013 ER - TY - RPRT AN - 00766495 AU - McLean, G A AU - George, M H AU - Funkhouser, G E AU - Chittum, C B AU - Civil Aeromedical Institute AU - Federal Aviation Administration TI - AIRCRAFT EVALUATIONS ONTO ESCAPE SLIDES AND PLATFORMS II: EFFECTS OF EXIT SIZE PY - 1999/04 SP - 11 p. AB - Experiments were conducted to examine the effects of exit height on subject flow rates during simulated emergency evacuations from an aircraft fuselage. Egress was through Type-I exits, using inflatable escape slides and doorsill-height platforms configured with ramps for descent to the ground. A single-aisle aircraft simulator was equipped with 30-inch wide rectangular floor-level exits variously configured to achieve overall exit heights of 48, 60. and 72 inches. Human research subjects, ranging in age from 18 to 40 years, evacuated through the exits to the ground via both platform and slide egress routes. KW - Aircraft KW - Emergencies KW - Escape slides KW - Evacuation KW - Fuselages KW - Slide egress UR - https://trid.trb.org/view/502646 ER - TY - RPRT AN - 00766490 AU - Rustenburg, J W AU - SKINN, D AU - Tipps, D O AU - Dayton University AU - Federal Aviation Administration TI - EVALUATION OF METHODS TO SEPARATE MANEUVER AND GUST LOAD FACTORS FROM MEASURED ACCELERATION TIME HISTORIES PY - 1999/04 SP - 44 p. AB - The primary objective of this research is to support the FAA Airborne Data Monitoring Systems program by developing new and improved methods and criteria for processing and presenting large commercial transport airplane flight and ground loads usage data. The accelerations recorded in flight result from maneuver inputs initiated by the pilot and atmospheric turbulence. To determine the gust and maneuver load factor spectra from the recorded flight loads data, it is necessary to separate the gust and maneuver load factors. Various means to separate the accelerations due to pilot maneuvers and turbulence from measured acceleration time histories have been used. This report presents the results of a study to evaluate the validity and operational processing efficiency of three different methods for the separation of maneuvers and gusts from measured acceleration data obtained from Optical Quick Access Recorder (OQAR)-equipped commercial aircraft. Conclusions and recommendations for use of a maneuver-gust separation method are also provided. KW - Acceleration (Mechanics) KW - Aircraft operations KW - Atmospheric turbulence KW - Commercial transportation KW - Gusts KW - Information processing KW - Load shifting KW - Maneuvering KW - Monitoring KW - Structural analysis UR - http://ntl.bts.gov/lib/21000/21900/21947/PB99150070.pdf UR - https://trid.trb.org/view/502642 ER - TY - RPRT AN - 01111533 AU - Rahman, Anisur AU - Bakuckas, John AU - Bigelow, Catherine AU - Tan, Paul AU - Drexel University AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Boundary Correction Factors for Elliptic Surface Cracks Emanating from Countersunk Rivet Holes under Tension, Bending, and Wedge Loading Conditions PY - 1999/03//Final Report SP - 82p AB - To predict crack growth and residual strengths of riveted joints subjected to widespread fatigue damage (WFD), accurate stress and fracture analyses of corner and surface cracks at a rivet hole are needed. The results present in this report focus on the calculation of stress-intensity factor (SIF) solutions for cracks at countersunk rivet holes for tension, bending, and wedge load conditions. A wide range of configuration parameters were varied including the crack size, crack shape, and crack location as well as the length of the straight-shank hole. A finite element based global-intermediate-local (GIL) hierarchical approach was used in this study. The results are expressed as boundary correction factors (BCF), which is a nondimensional representation of the SIF. The boundary correction factors were determined along the crack front in terms of the physical angle, which was measured from the inner surface of the plate to a point on the hole boundary or the outer surface of the plate. In general, the values of boundary correction factors increased as one move along the crack front from the inner surface of the plate. The values of the boundary correction factor were highest for the crack fronts closest to the hole boundary. The trends in the solutions were the same for the three loading conditions. KW - Aging (Materials) KW - Aircraft KW - Bending KW - Boundary correction factors KW - Cracking KW - Fatigue (Mechanics) KW - Finite element method KW - Fracture mechanics KW - Fuselages KW - Holes KW - Loads KW - Rivets KW - Tension KW - Wedges UR - http://ntl.bts.gov/lib/21000/21800/21836/PB99143984.pdf UR - https://trid.trb.org/view/870958 ER - TY - RPRT AN - 00931200 AU - Rakovan, L AU - Wiggins, M W AU - Jensen, R S AU - Hunter, D R AU - Federal Aviation Administration AU - Ohio State University, Columbus AU - University of Western Sydney TI - A SURVEY OF PILOTS ON THE DISSEMINATION OF SAFETY INFORMATION PY - 1999/03 SP - 70 p. AB - A survey was conducted to obtain information from the pilot population on perceptions of safety-related training currently being offered, its usefulness, and the process through which it might be better disseminated to the general aviation population. The questionnaire assessed use of safety information, safety awareness, computer/video use, pilot self-assessment of proficiency, demographic information, and stressful experiences. In addition, four open-ended questions were included to allow pilots to freely express themselves on a variety of safety issues. The questionnaire was sent to 6,000 pilots (approximately 2,000 each to private, commercial, and airline transport) selected randomly from the pilot population. Responses were received from 1,822 (30.4% of the sample). Of the respondents, 31.3% were private pilots, 34.2% were commercial pilots, and 34.5% were airline transport pilots. The frequency of response to all questionnaire items for the three certificate categories are provided, plus analyses of the responses of pilots in a target group consisting of all private pilots and those commercial pilots who had not flown for hire. Analyses also compared the responses of (1) seminar attendees versus non-attendees, and (2) pilots who had been in accidents versus those who had not. Recommendations to improve the attendance of pilots at FAA-sponsored safety seminars are given. KW - Air pilots KW - Airline pilots KW - Aviation safety KW - Certification KW - Crash exposure KW - Demographics KW - General aviation KW - Questionnaires KW - Safety education KW - Safety programs KW - Surveys UR - http://ntl.bts.gov/lib/13000/13900/13967/ADA361233.pdf UR - https://trid.trb.org/view/724008 ER - TY - RPRT AN - 00766494 AU - Joseph, K M AU - Jahns, D W AU - Nendick, M D AU - George, R S AU - Civil Aeromedical Institute AU - Federal Aviation Administration TI - USABILITY SURVEY OF GPS AVIONICS EQUIPMENT: SOME PRELIMINARY FINDINGS PY - 1999/03 SP - 10 p. AB - The rapid introduction of Global Positioning System (GPS) receivers for airborne navigation has outpaced the capacity of international aviation authorities to resolve human factors issues that concern safe and efficient use of such devices. Current certification technical standards appear to have had little influence on standardizing receiver architectures, interfaces, and operating manuals despite evidence from research simulation and flight tests that lack of standardization may undermine safety. The present research used factor-analytic techniques to reduce 308 pilots' ratings from a 163-item survey to 24 factors. These factors are suitable for identifying human factors issues related to GPS receiver displays and controls, operating procedures, navigation performance, training, and other topical areas. Multivariate analysis of variance revealed that GPS experience and receiver type influenced pilot ratings for several of these factors. The results of this limited survey are consistent with previous research, and their application to certification procedures and standards is discussed. KW - Certification KW - Factor analysis KW - General aviation KW - Global Positioning System KW - Human factors KW - Navigation KW - Standards UR - https://trid.trb.org/view/502645 ER - TY - RPRT AN - 01091716 AU - Presley, Kenneth I AU - Advanced Structures Technology Incorporated AU - Federal Aviation Administration TI - Assessment of an Advanced Containment System PY - 1999/02//Final Report SP - 26p AB - An advanced turbine engine fan blade containment system using ceramic tiles on a polymer fiber backing ring is proposed. The proposed ceramic/polymer-fiber system has proven more weight effective than monolithic metallic or polymer materials for stopping penetration of ballistic munitions projectiles. It was expected that this technology, originally developed for aircraft armor systems, could decrease containment system weights while still providing the same degree of protection as existing systems. This technology would allow for the design of higher thrust-to-weight engines and be used either for new designs or for retrofit application for existing engines. This program concluded that ceramic liners do not improve the performance of metal or composite containment structures for turbine engine uncontainment when evaluated in terms of contained energy per unit weight. KW - Composite materials KW - Containment KW - Lightweight materials KW - Propulsion KW - Turbine engines UR - http://ntl.bts.gov/lib/21000/21800/21834/PB99143968.pdf UR - https://trid.trb.org/view/851330 ER - TY - RPRT AN - 00929985 AU - Garner, R P AU - Federal Aviation Administration TI - CONCEPTS PROVIDING FOR PHYSIOLOGICAL PROTECTION AFTER AIRCRAFT CABIN DECOMPRESSION IN THE ALTITUDE RANGE OF 60,000 TO 80,000 FEET ABOVE SEA LEVEL PY - 1999/02 SP - 16 p. AB - In recent years, changes in technology, world political structures, and economics have stimulated interest in the development of a fleet of supersonic transports for use in civilian aviation. The future aircraft has been designated the High Speed Civil Transport. As part of the development process, all potential challenges associated with design characteristics of the aircraft must be addressed. This report reviews the physiological issues related to cabin decompression during high-altitude flight. A number of strategies for protecting passengers and crewmembers after high-altitude cabin decompression are discussed. Due to the physiological consequences associated with high-altitude decompression, a combination of protective systems may be necessary. At a minimum, it would appear that increased structural integrity of the cabin, a repressurization system, and an optimally designed supplemental oxygen system for crew and passengers are required. KW - Aircraft cabins KW - Altitude KW - Aviation medicine KW - Aviation safety KW - Civil aircraft KW - Decompression KW - Oxygen KW - Physiological aspects KW - Pressurization KW - Protection KW - Structural design KW - Supersonic aircraft KW - Vehicle design UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/1990s/media/AM99-04.pdf UR - https://trid.trb.org/view/719427 ER - TY - RPRT AN - 00929986 AU - Gowdy, V AU - George, M AU - McLean, G A AU - Federal Aviation Administration TI - COMPARISON OF BUCKLE RELEASE TIMING FOR PUSH-BUTTON AND LIFT-LATCH BELT BUCKLES PY - 1999/02 SP - 11 p. AB - Passenger restraint systems on small aircraft usually use lift-latch type buckle release mechanisms. Push-button buckle release mechanisms, similar to those used in contemporary automobiles, have rarely been used on passenger restraints. Although push-button buckles are not explicitly prohibited by Federal Aviation Administration regulations, the human factors aspects of introducing push-button buckles in an aircraft environment are important considerations from the standpoint of safety. A test program was conducted with volunteers to measure and compare the times it takes a passenger to release a push-button buckle on a 3-point restraint, a common lift-latch buckle on a 3-point restraint, and a lift-latch buckle on a common lap belt. Sixty subjects were tested in a repeated-measures counterbalanced test protocol, which included instrumentation to measure the response times to release the buckle. Response time for the subjects to exit the seat and press a remote button was also acquired. Based on the data acquired in this project, there was no major difference in the response times of the subjects to release or egress from a 3-point restraint with a push-button buckle, compared with a lift-latch buckle on a 3-point or a common lap belt restraint. This study was intended to address factors associated with the use of push-button buckles restraint systems in small airplanes. Any consideration of the use of push-button buckles on commercial transport aircraft passenger seats should include data on a broader range of human factors. KW - Aviation safety KW - Buckles (Fasteners) KW - Human factors KW - Human subject testing KW - Passengers KW - Reaction time KW - Restraint systems KW - Seat belts KW - Small aircraft KW - Three point restraint systems UR - https://trid.trb.org/view/719428 ER - TY - RPRT AN - 00929987 AU - Nakagawara, V B AU - Wood, K J AU - Montgomery, R W AU - Federal Aviation Administration TI - REFRACTIVE SURGERY IN THE CIVIL AIRMAN POPULATION BY CLASS OF MEDICAL CERTIFICATE AND BY AVIATION OCCUPATION PY - 1999/02 SP - 12 p. AB - Refractive surgical procedures have been associated with numerous side-effects, including glare, reduced contrast sensitivity, and fluctuating visual acuity. The quality of vision after refractive surgery therefore may be unacceptable in a cockpit environment. This report reviews the aeromedical certification experience with the refractive surgery population. Active airmen with Federal Aviation Administration-specific pathology codes 130 (radial keratotomy) and 5179 (general eye pathology with surgical prefix) from 1994 - 1996 were identified in the Consolidated Airman Information System medical database. Airmen identified by records review as having had refractive surgery, were collated into a database and analyzed against demographic data extracted from FAA publications. Airmen with refractive surgery were further stratified by aviation occupation (pilot, copilot, first and second officer, and flight engineer). There were 3,761 airmen identified as having had some type of refractive surgical procedure during the study period. The prevalence rate of refractive surgery in the total civil airman population was 6.21/1,000 airmen. Airmen who have had refractive surgery are present in all classes of civil aeromedical certificate holders, including a substantial number of crewmembers who fly for commercial airlines. The substantial presence and the anticipated increased incidence of such procedures in the airman population warrant special monitoring and evaluation of operational problems involving these pilots. KW - Air pilots KW - Aviation medicine KW - Certification KW - Civil aviation KW - Demographics KW - Flight crews KW - Medical records KW - Occupations KW - Pathological data KW - Refractive surgery KW - Surgery KW - Vision disorders UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/1990s/media/AM99-06.pdf UR - https://trid.trb.org/view/719429 ER - TY - RPRT AN - 00765983 AU - Volpe National Transportation Systems Center AU - Federal Aviation Administration TI - DAMAGE TOLERANCE ASSESSMENT HANDBOOK. VOLUME II: AIRFRAME DAMAGE TOLERANCE EVALUATION PY - 1999/02 SP - 200 p. AB - The handbook is presented in two volumes. Volume I introduces the damage tolerance concept with an historical perspective followed by the fundamentals of fracture mechanics and fatigue crack propagation. Various fracture criteria and crack growth rules are studied. This volume, Volume II, treats exclusively the subject of damage tolerance evaluation of airframes. KW - Aircraft KW - Airframes KW - Crack propagation KW - Cracking KW - Damage tolerance KW - Fatigue (Mechanics) KW - Fracture mechanics KW - Handbooks UR - https://trid.trb.org/view/502444 ER - TY - RPRT AN - 00765982 AU - Volpe National Transportation Systems Center AU - Federal Aviation Administration TI - DAMAGE TOLERANCE ASSESSMENT HANDBOOK. VOLUME I: INTRODUCTION, FRACTURE MECHANICS, FATIGUE CRACK PROPAGATION. REPRINT PY - 1999/02 SP - 168 p. AB - The handbook is presented in two volumes. This volume, Volume I, introduces the damage tolerance concept with an historical perspective followed by the fundamentals of fracture mechanics and fatigue crack propagation. Various fracture criteria and crack growth rules are studied. Volume II treats exclusively the subject of damage tolerance evaluation of airframes. KW - Aircraft KW - Airframes KW - Crack propagation KW - Cracking KW - Damage tolerance KW - Fatigue (Mechanics) KW - Fracture mechanics KW - Handbooks UR - https://trid.trb.org/view/502443 ER - TY - RPRT AN - 01100709 AU - Marker, T R AU - Federal Aviation Administration TI - Full-Scale Test Evaluation of Aircraft Fuel Fire Burnthrough Resistance Improvements PY - 1999/01//Final Report SP - 48p AB - This report summarizes the research and full-scale tests undertaken by the Federal Aviation Administration (FAA) to evaluate the fuselage burnthrough resistance of transport category aircraft that are exposed to large postcrash fuel fires. Twenty-eight full-scale tests were conducted in a reusable fuselage test rig to determine the effectiveness of thermal-acoustical insulation improvements in preventing or delaying the fuselage burnthrough. The testing showed that the method of attaching the insulation to the fuselage structure had a critical effect on the effectiveness of the insulation material. In addition, the composition of the insulation bagging material, normally a thermoplastic film, was also shown to be an important factor. A number of fiberglass insulation modifications and new insulation materials were shown to be effective in varying degrees. For example, a heat-treated, oxidized polyacrylonitrile fiber (OPF) encased in a polyimide bagging material prevented burnthrough for over 8 minutes. When contrasted with current insulation materials, which were shown to fail in as little as 2 minutes, effective fire barriers such as the OPF insulation offer the potential of saving lives during a postcrash fire accident in which the fuselage remains intact. KW - Aircraft design KW - Aircraft safety KW - Burning rate KW - Fire resistance KW - Flammability tests KW - Fuselages KW - Thermoplastic materials UR - http://ntl.bts.gov/lib/21000/21600/21640/PB99130072.pdf UR - https://trid.trb.org/view/860071 ER - TY - RPRT AN - 00929984 AU - Federal Aviation Administration TI - THE ROLE OF SHIFT WORK AND FATIGUE IN AIR TRAFFIC CONTROL OPERATIONAL ERRORS AND INCIDENTS PY - 1999/01 SP - 28 p. AB - This report examines two databases to assess the extent to which shift work and fatigue might be factors associated with incidents and errors in air traffic control (ATC) operations. The Aviation Safety Reporting System (ASRS), a voluntary reporting system maintained by the National Aeronautics and Space Administration was searched for reports concerning ATC incidents. A total of 153 reports referencing controller-related fatigue were identified. These reports were categorized by year of occurrence, aircraft type, fatigue category, incident type, time of day, day of the week, and lighting condition. Controller fatigue was the most commonly identified category in the fatigue-related reports, followed by workload and duty or scheduling factors. Fatigue was reported as a performance-impairing factor affecting personnel at all times of the day, in all types of operations, and manifested itself in a variety of anomalies in ATC operations. The Operational Error/Deviation System (OEDS), a mandatory reporting system managed by the Federal Aviation Administration, was also examined. The analyses for this database included descriptive statistics for shift work-related variables; correlations between shift work variables and severity of OEDs; and Chi-square analyses of causal factors and shift type. Frequency counts revealed that most OEDs occurred between 0800 and 1900 and nearly 50% of errors occurred within the first 30 minutes on position. None of the shift work variables was a strong predictor of the severity of operational errors. Many of the variables related to shift schedules and fatigue were unable to support much analysis because of data quality problems and air traffic volume variations. To adequately assess the changes in OED rates as they relate to time of day, an estimate of exposure is needed. KW - Air traffic control KW - Air traffic controllers KW - Aircraft KW - Alertness KW - Aviation safety KW - Chi square distributions KW - Cognitive impairment KW - Crash causes KW - Crash exposure KW - Databases KW - Days KW - Fatigue (Physiological condition) KW - Human error KW - Light KW - Operational errors KW - Periods of the day KW - Personnel performance KW - Reports KW - Schedules KW - Shifts KW - Statistics KW - U.S. Federal Aviation Administration KW - U.S. National Aeronautics and Space Administration KW - Workload UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/1990s/media/AM99-02.pdf UR - https://trid.trb.org/view/719426 ER - TY - RPRT AN - 00762186 AU - Rasmussen, R M AU - Knight, C AU - Hills, A AU - National Center for Atmospheric Research AU - Federal Aviation Administration TI - DEVELOPMENT OF A METHOD TO TEST HOLDOVER TIMES OF DEICING AND ANTI-ICING FLUIDS IN A COLD ROOM USING ARTIFICIALLY GENERATED SNOW PY - 1999/01 SP - 28 p. AB - A new method to test deicing fluids under laboratory conditions has been successfully demonstrated. This method generates artificial snow by grinding an ice core fed into a horizontally oriented rotating drill bit. The system is capable of producing snowfall rates from 5 to 50 gm/sq dm/hr over the area of a 30x50-cm frosticator plate. Since the snowfall rate can be accurately controlled, other variables such as temperature and fluid type can be varied independently in order to determine the dependence of failure time on each of the variables separately. The current version of the system produces failure times shorter than outdoor and indoor test results of the same fluid type under similar conditions. Preliminary analysis suggests that this may be due to the continuous nature of the snow generation method used in the current system compared to the intermittent snow application techniques used in previous tests. KW - Deicers (Equipment) KW - Deicing KW - Failure analysis KW - Ice formations KW - Laboratory tests KW - Snow and ice control KW - Snowfall KW - Winter maintenance UR - http://ntl.bts.gov/lib/21000/21600/21639/PB99129967.pdf UR - https://trid.trb.org/view/496874 ER - TY - RPRT AN - 01138281 AU - Misra, P AU - Pratt, M AU - Burke, B AU - Massachusetts Institute of Technology AU - Federal Aviation Administration TI - Augmentation of GPS/LAAS with GLONASS: Performance Assessment PY - 1999 SP - 7p AB - GLONASS has been proposed as an augmentation to GPS/LAAS. This paper will examine the incremental benefits of the additional signals from GLONASS to the availability of service for precision approaches. The methodology used for the modeling of availability is the same as that adopted previously for the analysis of GPS/LAAS. The inclusion of GLONASS signals requires provision for adapting the models of measurement errors to account for the differences between GPS and GLONASS. The main difference of significance to LAAS is due to the frequency division multiple access scheme used by GLONASS, and the resultant inter-frequency biases in the measurements. The errors introduced by such biases at the reference and user receivers are uncorrelated, and have to be accounted for in the error models. As expected, the availability of service improves considerably with the additional ranging sources. The combined GPS and GLONASS signals provide consistent and robust performance with high levels of availability of service for the most demanding precision approaches. KW - Air traffic KW - Air transportation KW - Airport operations KW - Airport runways KW - Airport terminals KW - Approach control KW - Global Positioning System KW - GLONASS (Satellite navigation system) KW - Transportation planning UR - http://www.tc.faa.gov/logistics/grants/pdf/1997/97-g-010.pdf UR - https://trid.trb.org/view/898265 ER - TY - RPRT AN - 01138240 AU - Pratt, M AU - Burke, B AU - Misra, P AU - Massachusetts Institute of Technology AU - Federal Aviation Administration TI - Single-Epoch Integer Ambiguity Resolution with GPS-GLONASS L1-L2 Data PY - 1999 SP - 10p AB - The effectiveness of single-epoch integer ambiguity resolution, which provides centimeter-level relative positioning in real-time, is a function of the number, quality and type of carrier phase measurements available. The authors apply the Local-Minima Search (LMS) method epoch-by-epoch to GPS-GLONASS dual frequency carrier phase measurements taken over 2, 9 and 18 km baselines. While the application of LMS to GPS dual frequency measurements alone works quite well over these baselines, the addition of GLONASS improves the search success rate and greatly enhances the ability to validate the resulting solutions. At both 9 km and 18 km the LMS success rate was nearly 100%, when using the combined set of carrier phases. The addition of GLONASS reduced the average search ratio by more than 1/3 over the ratio obtained using only GPS phases. A fuller GLONASS constellation will certainly improve on these results. KW - Air transportation KW - Aircraft pilotage KW - Approach control KW - Bias (Statistics) KW - Global Positioning System KW - GLONASS (Satellite navigation system) KW - Precision KW - Radar receivers KW - Wide Area Augmentation System UR - http://www.tc.faa.gov/logistics/grants/pdf/1997/97-g-010a.pdf UR - https://trid.trb.org/view/898384 ER - TY - RPRT AN - 01070840 AU - Federal Aviation Administration TI - Potomac Consolidated Terminal (PCT) Radar Approach Control Facility (TRACON) : environmental impact statement PY - 1999///Volumes held: Draft KW - Environmental impact statements UR - https://trid.trb.org/view/830225 ER - TY - RPRT AN - 01070839 AU - Federal Aviation Administration TI - Charlotte/Douglas International Airport : environmental impact statement PY - 1999///Volumes held: Draft, Draft AppendixA/E, Draft AppendixF/J, Final(3v.) KW - Environmental impact statements KW - North Carolina UR - https://trid.trb.org/view/830224 ER - TY - RPRT AN - 01070829 AU - Federal Aviation Administration TI - Terminal doppler weather radar, JFK International Airport and LaGuardia Airport : environmental impact statement PY - 1999///Volumes held: Draft, Dapp, Final(2v) KW - Environmental impact statements KW - New York (State) UR - https://trid.trb.org/view/830214 ER - TY - RPRT AN - 00903103 AU - LAZARICK, RICHARD T AU - Federal Aviation Administration AU - ABACUS TECHNOLOGY CORPORATION UNDER CONTRACT NO. TI - GUIDE TO THE FEDERAL AVIATION ADMINISTRATION TECHNICAL CENTER RISK MANAGEMENT PROCESS PY - 1999 IS - PB2000-101747 AB - No abstract provided. KW - Airports KW - Evaluation KW - Planning KW - Risk assessment KW - United States UR - http://ntl.bts.gov/lib/15000/15900/15934/PB2000101747.pdf UR - https://trid.trb.org/view/618292 ER - TY - RPRT AN - 00917869 AU - CERINO, ANTHONY T AU - Federal Aviation Administration TI - PHASE IID QUALIFICATION TEST PLAN AND PROCEDURE OF COMMERCIALLY AVAILABLE RADIO FREQUENCY IDENTIFICATION (RFID) SYSTEMS FOR BAGGAGE IDENTIFICATION, TRACKING AND SECURITY APPLICATIONS CONTINENTAL AIRLINES TRIAL, SAN ANTONIO AND HOUSTON, TEXAS. T2 - CONTINENTAL AIRLINES TRIAL, SAN ANTONIO AND HOUSTON, TEXAS PY - 1999 IS - PB2002-100253 AB - No abstract provided. KW - Airports KW - Baggage handling KW - Houston (Texas) KW - San Antonio (Texas) KW - Security KW - Texas UR - http://ntl.bts.gov/lib/18000/18500/18502/PB2002100253.pdf UR - https://trid.trb.org/view/590697 ER - TY - RPRT AN - 00917867 AU - CERINO, ANTHONY T AU - Federal Aviation Administration TI - PHASE IID OPERATION TEST PLAN AND PROCEDURES OF COMMERCIALLY AVAILABLE RADIO FREQUENCY IDENTIFICATION (RFID) SYSTEMS FOR BAGGAGE IDENTIFICATION, TRACKING AND SECURITY APPLICATIONS CONTINENTAL AIRLINES TRIAL. T2 - CONTINENTAL AIRLINES TRIAL PY - 1999 IS - PB2002-100255 AB - No abstract provided. KW - Airports KW - Baggage handling KW - Houston (Texas) KW - San Antonio (Texas) KW - Security KW - Texas UR - http://ntl.bts.gov/lib/18000/18100/18145/PB2001106927.pdf UR - http://ntl.bts.gov/lib/18000/18500/18504/PB2002100255.pdf UR - https://trid.trb.org/view/590695 ER - TY - RPRT AN - 00908930 AU - RASMUSSEN, ROY MARTIN AU - Federal Aviation Administration TI - RESULTS OF HOLDOVER TIME TESTING OF TYPE IV ANTI-ICING FLUIDS WITH THE IMPROVED NCAR ARTIFICIAL SNOW GENERATION SYSTEM. PY - 1999 IS - PB2000-102380 AB - No abstract provided. KW - Airplanes KW - Deicing chemicals KW - Ice prevention KW - Snow KW - Testing UR - http://ntl.bts.gov/lib/16000/16000/16062/PB2000102380.pdf UR - https://trid.trb.org/view/584936 ER - TY - RPRT AN - 00908926 AU - Shockey, D A AU - Federal Aviation Administration TI - FULL-SCALE TESTS OF LIGHTWEIGHT FRAGMENT BARRIERS ON COMMERCIAL AIRCRAFT. PY - 1999 IS - PB2000-102379 AB - No abstract provided. KW - Airplanes KW - Design KW - Safety KW - Testing UR - http://ntl.bts.gov/lib/16000/16000/16061/PB2000102379.pdf UR - https://trid.trb.org/view/584933 ER - TY - RPRT AN - 00907263 AU - BARRIENTOS, J MICHAEL AU - SNYDER, MICHAEL D AU - Federal Aviation Administration TI - TEST AND EVALUATION PLAN FOR IMAGE SCAN HOLDING'S AXIS 3D X-RAY MACHINE. PY - 1999 IS - PB2000-105036 AB - No abstract provided. KW - Airports KW - Equipment KW - Image processing KW - Imagery UR - http://ntl.bts.gov/lib/16000/16700/16797/PB2000105036.pdf UR - https://trid.trb.org/view/584915 ER - TY - RPRT AN - 00903491 AU - BENNER, WILLIAM E AU - CARTY, THOMAS AU - Federal Aviation Administration TI - AVIATION WEATHER RESEARCH PRODUCTS (AWRP) EVALUATION REPORT. PY - 1999 IS - ADA368141 AB - No abstract provided. KW - Aeronautics KW - Aids to air navigation KW - Air traffic controllers KW - Meteorology UR - https://trid.trb.org/view/618380 ER - TY - RPRT AN - 00899867 AU - BLAKE, DAVID AU - Federal Aviation Administration TI - EFFECTIVENESS OF FLIGHT ATTENDANTS ATTEMPTING TO EXTINGUISH FIRES IN AN ACCESSIBLE CARGO COMPARTMENT. PY - 1999 IS - PB99-150096 AB - No abstract provided. KW - Airplanes KW - Fires KW - Flight attendants UR - http://ntl.bts.gov/lib/21000/21900/21949/PB99150096.pdf UR - https://trid.trb.org/view/613071 ER - TY - RPRT AN - 00899868 AU - O'CONNOR, THOMAS R AU - HAGEN, ERIC L AU - Federal Aviation Administration TI - ACTIVATION OF OXYGEN GENERATORS IN PROXIMITY TO COMBUSTIBLE MATERIALS. PY - 1999 IS - PB99-147324 AB - No abstract provided. KW - Airplanes KW - Fires KW - Oxygen equipment UR - http://ntl.bts.gov/lib/21000/21900/21905/PB99147324.pdf UR - https://trid.trb.org/view/613072 ER - TY - RPRT AN - 00899440 AU - DILLINGHAM, GERALD LEE AU - U.S. General Accounting Office AU - Federal Aviation Administration AU - TESTIMONY TI - AIR TRAFFIC CONTROL OBSERVATIONS ON FAA'S AIR TRAFFIC CONTROL MODERNIZATION PROGRAM: STATEMENT FOR THE RECORD BY GERALD L. DILLINGHAM, ASSOCIATE DIRECTOR, TRANSPORTATION ISSUES, RESOURCES, COMMUNITY AND ECONOMIC DEVELOPMENT DIVISION, BEFORE THE SUBCOMMITTEE ON AVIATION, COMMITTEE ON COMMERCE, SCIENCE AND TRANSPORTATION, U.S. SENATE. T2 - OBSERVATIONS ON FAA'S AIR TRAFFIC CONTROL MODERNIZATION PROGRAM PY - 1999 IS - GAO/T-RCED/AIMD-99-1 AB - No abstract provided. KW - Air traffic control KW - Technological innovations KW - United States KW - Year 2000 date conversion KW - Year 2000 date conversion (Computer systems) UR - https://trid.trb.org/view/612929 ER - TY - RPRT AN - 00899681 AU - ELLIOTT, JAMES R AU - PERALA, RODNEY A AU - Federal Aviation Administration AU - Seattle-Tacoma International Airport AU - Denver International Airport AU - ELECTRO MAGNETIC APPLICATIONS, INC. TI - STATISTICAL STUDY OF THE CLOSEST APPROACH OF AIRCRAFT TO GROUND-BASED EMITTERS RESULTS FOR SEATTLE AND COMPARISON WITH DENVER. PY - 1999 IS - PB99-150112 AB - No abstract provided. KW - Air traffic control radar beacon system KW - Distance measuring equipment KW - Radar KW - Radar air traffic control KW - Surveillance UR - http://ntl.bts.gov/lib/21000/21900/21951/PB99150112.pdf UR - https://trid.trb.org/view/612993 ER - TY - RPRT AN - 00899356 AU - MCGUIRE, ROBERT J AU - VU, TONG AU - Federal Aviation Administration TI - BEECHCRAFT 1900C VERTICAL IMPACT TEST. PY - 1999 IS - PB99-149726 AB - No abstract provided. KW - Airplanes KW - Beech aircraft KW - Commuter aircraft KW - Testing UR - http://ntl.bts.gov/lib/21000/21900/21939/PB99149726.pdf UR - https://trid.trb.org/view/612914 ER - TY - RPRT AN - 00899443 AU - NEIDERMAN, ERIC C AU - Fobes, J L AU - Federal Aviation Administration TI - EVALUATION OF THE SCREENER APTITUDE TEST BATTERY ITEMS. PY - 1999 IS - PB99-145054 AB - No abstract provided. KW - Airports KW - Evaluation KW - In-house training UR - http://ntl.bts.gov/lib/21000/21800/21849/PB99145054.pdf UR - https://trid.trb.org/view/612932 ER - TY - RPRT AN - 00899358 AU - KLOCK, BRENDA A AU - Fobes, J L AU - Federal Aviation Administration TI - PROJECT PLAN FOR THE BASELINE MEASUREMENT OF CHECKPOINT EFFECTIVENESS AND EFFICIENCY. PY - 1999 IS - PB99-149684 AB - No abstract provided. KW - Airports KW - Detroit (Michigan) KW - Prevention KW - Security KW - Terrorism UR - http://ntl.bts.gov/lib/21000/21900/21937/PB99149684.pdf UR - https://trid.trb.org/view/612916 ER - TY - RPRT AN - 00899688 AU - Rudis, R P AU - BURNHAM, DAVID C AU - Federal Aviation Administration TI - ANEMOMETER ARRAY AND METEOROLOGICAL DATA MAY 1998 SOCRATES TEST. PY - 1999 IS - PB99-150914 AB - No abstract provided. KW - Airport runways KW - Anemometers KW - Wakes KW - Wind UR - http://ntl.bts.gov/lib/21000/21900/21964/PB99150914.pdf UR - https://trid.trb.org/view/612996 ER - TY - RPRT AN - 00899359 AU - Fobes, J L AU - NEIDERMAN, ERIC C AU - Federal Aviation Administration TI - VALIDATING THE COMPUTER-BASED TRAINING PROCESS FOR AVIATION SECURITY SCREENERS. PY - 1999 IS - PB99-149585 AB - No abstract provided. KW - Airports KW - Evaluation KW - In-house training UR - http://ntl.bts.gov/lib/21000/21900/21934/PB99149585.pdf UR - https://trid.trb.org/view/612917 ER - TY - RPRT AN - 00899680 AU - ELLIOTT, JAMES R AU - PERALA, RODNEY A AU - Federal Aviation Administration AU - ELECTRO MAGNETIC APPLICATIONS, INC. AU - Denver International Airport TI - STATISTICAL STUDY OF THE DISTANCE OF CLOSEST APPROACH OF AIRCRAFT TO GROUND-BASED EMITTERS. PY - 1999 IS - PB99-150104 AB - No abstract provided. KW - Air traffic control radar beacon system KW - Distance measuring equipment KW - Radar KW - Radar air traffic control KW - Surveillance UR - http://ntl.bts.gov/lib/21000/21900/21950/PB99150104.pdf UR - https://trid.trb.org/view/612992 ER - TY - RPRT AN - 00897874 AU - Cardosi, Kim M AU - Stein, Earl S AU - National Technical Information Service AU - Volpe National Transportation Systems Center AU - Federal Aviation Administration TI - HUMAN FACTORS FOR AIR TRAFFIC CONTROL SPECIALISTS: A USER'S MANUAL FOR YOUR BRAIN. PY - 1999 AB - No abstract provided. KW - Air traffic control KW - Air traffic controllers KW - Psychological aspects KW - Psychology UR - http://ntl.bts.gov/lib/16000/16300/16320/PB2000103404.pdf UR - http://ntl.bts.gov/lib/33000/33600/33669/33669.pdf UR - https://trid.trb.org/view/612864 ER - TY - RPRT AN - 00896824 AU - Federal Aviation Administration TI - AVIATION INSTRUCTOR'S HANDBOOK.. PY - 1999 AB - No abstract provided. KW - Flight training KW - United States UR - https://trid.trb.org/view/612793 ER - TY - RPRT AN - 00896519 AU - Federal Aviation Administration TI - PARACHUTE RIGGER KNOWLEDGE TEST GUIDE 1999.. PY - 1999 AB - No abstract provided. KW - Air transportation crashes KW - Aircraft KW - Emergency equipment KW - Hoists KW - Parachutes KW - Survival UR - https://trid.trb.org/view/612724 ER - TY - RPRT AN - 00782944 AU - California Department of Transportation AU - Federal Aviation Administration TI - CALIFORNIA AVIATION SYSTEM PLAN : 1999 STATEWIDE FORECASTS PY - 1999 SP - vi, 194 p. AB - This document contains California statewide aviation data that is a combination of forecasts from the Federal Aviation Administration, the Regional Transportation Planning Agencies (RTPAs) in four major metropolitan areas, and Caltrans forecasts for areas outside the major metropolitan areas. The document is presented in three sections. Section one discusses the background, methodology, caveats and assumptions used in developing the forecasts. It also discusses and summarizes results of the forecasts. Section two contains tables showing forecast data for each individual airport. Section three discusses the limitations of the forecasts, forecasting issues and emerging aviation trends. KW - Aeronautics KW - Aircraft KW - Airports KW - Aviation UR - https://trid.trb.org/view/636504 ER - TY - JOUR AN - 00893571 JO - FAA Aviation News PB - Federal Aviation Administration AU - DUNCAN, PHYLLIS ANNE TI - SURFING THE AVIATION WEB (II). PY - 1999 AB - No abstract provided. KW - Air transportation KW - Information services KW - Websites (Information retrieval) UR - https://trid.trb.org/view/598781 ER - TY - JOUR AN - 00893572 JO - FAA Aviation News PB - Federal Aviation Administration TI - SAFETY OF AGING AIRCRAFT.. PY - 1999 AB - FAA'S AGING TRANSPORT NON-STRUCTURAL SYSTEMS PLAN, TO STUDY RELIABILITY AND SAFETY OF SYSTEMS ON AGING COMMERCIAL AIRPLANES. KW - Airplanes KW - Maintenance KW - Safety UR - https://trid.trb.org/view/598782 ER - TY - JOUR AN - 00893573 JO - FAA Aviation News PB - Federal Aviation Administration AU - DUNCAN, PHYLLIS ANNE TI - SURFING THE AVIATION WEB (III) PY - 1999 AB - USEFUL FAA LINKS FOR AIRMEN; OTHER INTERNET SITES. KW - Air transportation KW - Information services KW - Websites (Information retrieval) UR - https://trid.trb.org/view/598783 ER - TY - JOUR AN - 00893570 JO - FAA Aviation News PB - Federal Aviation Administration AU - BORRILLO, DONATO J TI - DANGERS OF VIAGRA USE IN PILOTS PY - 1999 AB - SUBTITLE: AME'S SHOULD BECOME FAMILIAR WITH THE DETRIMENTAL SIDE-EFFECTS OF SILDENAFIL. KW - Air pilots KW - Drug use UR - https://trid.trb.org/view/598780 ER - TY - RPRT AN - 00889774 AU - CALBOM, LINDA M AU - U.S. General Accounting Office AU - Federal Aviation Administration AU - TESTIMONY TI - FEDERAL AVIATION ADMINISTRATION: FINANCIAL MANAGEMENT ISSUES: STATEMENT OF LINDA M. CALBOM, DIRECTOR, RESOURCES, COMMUNITY, AND ECONOMIC DEVELOPMENT ACCOUNTING AND FINANCIAL MANAGEMENT ISSUES, ACCOUNTING AND INFORMATION MANAGEMENT DIVISION, BEFORE THE SUBCOMMITTEE ON GOVERNMENT MANAGEMENT, INFORMATION AND TECHNOLOGY, COMMITTEE ON GOVERNMENT REFORM, HOUSE OF REPRESENTATIVES. T2 - FINANCIAL MANAGEMENT ISSUES PY - 1999 IS - GAO/T-AIMD-99-122 AB - No abstract provided. KW - Air transportation policy KW - United States UR - https://trid.trb.org/view/579784 ER - TY - RPRT AN - 01138261 AU - Lyall, B AU - Vint, R AU - Niemczyk, M AU - Wilson, J AU - Research Integrations, Incorporated AU - Federal Aviation Administration TI - Training Approaches and Considerations For Automated Aircraft: A Summary of Training Development Experiences PY - 1998/12 SP - 57p AB - This report is the result of a project that was initiated to gather information about the current state of airline training for automated aircraft. Prior to the initiation of this project many training developers and researchers had identified challenges associated with creating training programs for automated aircraft. Though the challenges inherent in developing effective training for the automated aircraft were recognized, it was also recognized that despite the challenges the airlines and other training organizations were developing and implementing these types of training programs every day based on their own experiences and needs. In other words, training departments and personnel address the challenges of training development in their jobs daily, as well as face new challenges that have not previously been recognized. Therefore, the objective of this project was to gather information about current knowledge related to developing these programs from those who are creating them at the airlines and aircraft manufacturers. The project was not meant to be an exhaustive review of all training methods and, therefore, this report does not address all of the methods available. This report summarizes the training methods currently being used to develop and deliver training for automated aircraft at the major US airlines and aircraft manufacturers. Information is presented about the training methods and approaches that have been found effective by organizations developing training programs for automated aircraft along with descriptions of methods that were abandoned or modified because they did not prove to be effective. The intent of this project was to gather information that would be valuable to organizations modifying their training programs or developing new programs for automated aircraft. Therefore, this report is not meant to be a scientific research paper, but instead it is meant to be a reference document for developers and managers of training programs for automated aircraft KW - Aircraft pilotage KW - Approach control KW - Automatic pilot KW - Aviation safety KW - Flight control systems KW - Flight simulators KW - Guidance systems (Aircraft) KW - Instructors KW - Instrument landing systems KW - Training UR - http://www.tc.faa.gov/logistics/grants/pdf/1993/93-g-039a.pdf UR - https://trid.trb.org/view/898412 ER - TY - RPRT AN - 01104853 AU - Katz, Eric S AU - Federal Aviation Administration TI - Simulator Evaluation of Land and Hold-Short Operation (LAHSO) Lighting Configurations PY - 1998/12//Technical Note SP - 54p AB - The Federal Aviation Administration (FAA) evaluated several proposed Land and Hold-Short Operation (LASHO) lighting configurations using a flight simulator. The configurations are assigned to indicated to the pilot of a land aircraft the location of hold-short point. Subject pilots flew approaches and takeoffs to each LASHO configuration under simulated visual flight rules (VFR) weather conditions and completed evaluation questionnaires. In addition to subjective questionnaire responses, pilot and aircraft performance data, such as speed at touchdown, length of rollout, etc., were recorded. KW - Aircraft operations KW - Aircraft pilotage KW - Airport runways KW - Airstrips KW - Flight simulators KW - Landing KW - Landing fields KW - Lighting KW - Training simulators UR - http://ntl.bts.gov/lib/21000/21500/21579/PB99126906.pdf UR - https://trid.trb.org/view/864527 ER - TY - RPRT AN - 01103254 AU - Heather, Fredrick W AU - Naval Air Warfare Center Aircraft Division AU - Federal Aviation Administration TI - High Intensity Radiated Field External Environments for Civil Aircraft Operating in the United States of America PY - 1998/12//Final Report SP - 140p AB - The Naval Air Warfare Center Aircraft Division (NAWCAD) Patuxent River, Maryland, was tasked by the FAA to determine the High Intensity Radiated Field (HIRF) levels for civil aircraft operating in the U.S. The electromagnetic field survey will apply to civil aircraft seeking FAA certification under Federal Aviation Regulations (FAR's) Parts 23, 25, 27, and 29. KW - Aircraft operations KW - Airplanes KW - Civil aviation KW - Electromagnetic interference KW - Environment KW - High intensity discharge KW - Maryland KW - Rotorcraft KW - United States UR - http://ntl.bts.gov/lib/21000/21500/21576/PB99126872.pdf UR - https://trid.trb.org/view/860302 ER - TY - RPRT AN - 00763455 AU - Mead, J B AU - Pazmany, A AU - Goodberlet, M AU - Federal Aviation Administration AU - Quadrant Engineering, Incorporated TI - EVALUATION OF TECHNOLOGIES FOR THE DESIGN OF A PROTOTYPE IN-FLIGHT REMOTE AIRCRAFT ICING POTENTIAL DETECTION SYSTEM PY - 1998/12 SP - 90 p. AB - This document presents the results of an investigation of remote sensing technologies applicable to the problem of remote aircraft icing potential detection The long term goal is to develop an aircraft mounted sensor capable of detecting dangerous levels of supercooled liquid water tens of kilometers ahead of the aircraft. Instruments capable of mapping range profiles of cloud liquid water content and mean particle size were investigated, specifically multifrequency radar and lidar (light detection and ranging). Multifrequency radar proved to be the most promising method for detecting liquid water content and parameters related to particle size. Backscattered power measurements at one, two, and three frequencies were input to a neural network trained to estimate liquid water content and two sizing parameters. This investigation showed that both two and three frequency radar were able to extract liquid water content and particle size parameters for various trial distributions of clouds and precipitation. Accuracy was highest for the three frequency algorithm, especially in the estimation of liquid water content. Instruments capable of providing horizontal profiles of air temperature were also investigated because they potentially provide a means of detecting regions of warmer air, free of supercooled drops. KW - Aircraft KW - Backscattering KW - Clouds KW - Detection and identification technologies KW - Icing KW - Incident detection KW - Precipitation (Meteorology) KW - Radar detectors KW - Remote sensing UR - http://ntl.bts.gov/lib/21000/21600/21643/PB99130262.pdf UR - https://trid.trb.org/view/497329 ER - TY - CONF AN - 00760860 AU - Riley, J T AU - Federal Aviation Administration TI - MIXED-PHASE ICING CONDITIONS: A REVIEW PY - 1998/12 SP - 54p AB - This report reviews publicly available evidence bearing upon possible safety hazards due to flight in mixed-phase conditions. Recent investigations with modern instrumentation suggest that these conditions are more frequent and widespread than had been realized. However, information characterizing these conditions which is suitable for addressing questions of aviation safety is very limited. U1 - Institute of Nuclear Materials Management (INMM) annual meeting (39th) StartDate:00000 EndDate:00000 KW - Air transportation KW - Aviation safety KW - Hazards KW - Icing KW - Safety UR - http://ntl.bts.gov/lib/21000/21500/21577/PB99126880.pdf UR - https://trid.trb.org/view/498921 ER - TY - RPRT AN - 00931290 AU - Garner, R P AU - Murphy, R E AU - Hudgins, C B AU - Mandella, J G AU - Federal Aviation Administration TI - PERFORMANCE OF A PORTABLE OXYGEN BREATHING SYSTEM AT 25,000 FEET ALTITUDE PY - 1998/11 SP - 11 p. AB - A portable oxygen system utilizing open port dilution rebreathing mask technology was tested for its ability to deliver an adequate supply of oxygen at an altitude of 25,000 feet above sea level. Twenty-two subjects, 11 females and 11 males, participated in the study. Blood oxygen saturation (SaO2) baseline levels for hypoxic exposure were established for each subject. Altitude testing consisted of the subject being placed in a hypobaric chamber and it being decompressed to an altitude of 25,000 feet. Immediately after the start of the decompression, the subject was instructed to don the oxygen mask and start the flow of oxygen from the portable cylinder. Oxygen flow to the mask was continuous at 4 liters per minute. Once at altitude, the subjects pedaled a cycle ergometer at a resistance of 15 watts for five minutes. SaO2 and other physiological variables were monitored throughout the altitude exposure. SaO2 levels were maintained at ground level values for all subjects throughout the altitude exposures. At no point during the testing did oxygenation levels approach baseline levels for hypoxic exposure. The portable oxygen system tested provided protection from hypobaric hypoxia at an altitude of 25,000 feet. KW - Altitude KW - Aviation medicine KW - Blood oxygen saturation KW - Decompression KW - Human subject testing KW - Hypoxia KW - Oxygen equipment KW - Physiological aspects UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/1990s/media/AM98-27.pdf UR - https://trid.trb.org/view/724055 ER - TY - RPRT AN - 00931291 AU - Wickens, C D AU - Ververs, P M AU - Federal Aviation Administration AU - University of Illinois, Savoy TI - ALLOCATION OF ATTENTION WITH HEAD-UP DISPLAYS PY - 1998/11 SP - 19 p. AB - Two experiments examined the effects of display location (head up vs. head down) and image intensity/clutter on flight path performance and mid-air target detection in a general aviation cruise flight environment. In Experiment 1, a low-fidelity simulation, both near-domain and far-domain instrumentation were presented at the same optical distance. Detection of commanded flight changes and maintenance of desired flight path flight were generally better in the head-down condition, an advantage attributed to the superior image contrast ratios in that condition. Target detection was superior with the head-up display, reflecting an attentional tradeoff. Experiment 2 was performed with pilots viewing far-domain imagery (and airborne targets) on a display positioned near optical infinity, head-up display (HUD) imagery at the same optical distance, and head-down imagery at a near distance typical of the instrument panel. The degree of clutter was also varied and image contrast ratios were equated between head-up and head-down viewing conditions. Flight performance was equivalent between the HUD and head-down locations. However, detection of both near-domain events (commanded changes) and far-domain targets was better in the HUD condition, revealing the HUD benefit of reduced scanning. Adding extra information (clutter) to the HUD inhibited detection of both events in both head-up and head-down locations. However, this clutter cost was diminished for far-domain target detection if the added information was "low-lighted." Flight performance was superior in clear weather, when the true horizon was available for viewing. The data provided little evidence that attention was modulated in depth (near vs. far domains), but rather suggested that attention was modulated between tasks (flight control and detection). KW - Airborne navigational aids KW - Attention KW - Contrast KW - Flight paths KW - Flight simulators KW - General aviation KW - Head up displays KW - Human factors KW - Imagery KW - Indicating instruments KW - Instrument displays KW - Luminous intensity KW - Moving target indicators KW - Optical properties KW - Radar clutter UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/1990s/media/AM98-28.pdf UR - https://trid.trb.org/view/724056 ER - TY - RPRT AN - 00759637 AU - Lyon, R E AU - Federal Aviation Administration TI - FIRE RESISTANT MATERIAL: PROGRESS REPORT PY - 1998/11 SP - 306 p. AB - This report details the research being conducted by the Federal Aviation Administration (FAA) to develop fire-safe cabin materials for commercial aircraft. The objective of the Fire-Resistant Materials program is to eliminate burning cabin materials as a cause of death in aircraft accidents. Long-term activities include the synthesis of new, thermally stable, low fuel value organic and inorganic polymer systems. The synthesis effort is supported by fundamental research to understand polymer combustion and fire resistance mechanisms using numerical and analytic modeling and the development of new characterization techniques. Aircraft materials which are targeted for upgraded fire resistance are: (1) thermoset resins for interior decorative panels, secondary composites, and adhesives; (2) thermoplastics for decorative facings, telecommunication equipment, passenger service units, molded seat parts, transparencies, and electrical wiring; (3) textile fibers for upholstery, carpets, decorative murals, tapestries; and, 4) elastomers/rubber for seat cushions, pillows, and sealants. KW - Aircraft materials KW - Aviation safety KW - Elastomers KW - Fire resistant materials KW - Rubber KW - Textile fabrics KW - Thermoplastic materials KW - Thermosetting materials KW - Thermosetting resins UR - https://trid.trb.org/view/495987 ER - TY - RPRT AN - 01518886 AU - Wright, Melanie C AU - Monterey Technologies, Incorporated AU - Battelle Memorial Institute AU - Volpe National Transportation Systems Center AU - Federal Aviation Administration TI - Human Factors Evaluation of TSO-C129A GPS Receivers PY - 1998/10/22 SP - 49p AB - This report documents an evaluation of the usability of TSO-C129a-certified Global Positioning System (GPS) receivers. Bench and flight tests were conducted on six GPS receivers. The evaluations covered 23 flight tasks. Both subjective and objective measures were recorded to assess the usability of the receivers and to identify potential human factors problems. Reports of the results of each individual evaluation were written previously and presented to the Federal Aviation Administration (FAA) and to the GPS manufacturers. This report provides an integrated summary of those six evaluations. KW - Aircraft pilotage KW - Evaluation KW - Flight tests KW - Global Positioning System KW - Human factors UR - http://ntl.bts.gov/lib/48000/48500/48577/Human_Factors_Evaluation_of_TSO-C129A_GPS_Receivers.pdf UR - https://trid.trb.org/view/1290284 ER - TY - RPRT AN - 00784272 AU - Evans, J E AU - Dasey, T J AU - Rhoda, D A AU - Williams, E R AU - Cole, R E AU - Wilson, F W AU - Federal Aviation Administration AU - Lincoln Laboratory TI - WEATHER SENSING AND DATA FUSION TO IMPROVE SAFETY AND REDUCE DELAYS AT MAJOR WEST COAST AIRPORTS PY - 1998/10 SP - 82 p. AB - The objective of this study was to analyze the weather sensing and data fusion required to improve safety and reduce delays at a number of west coast airports that are not currently scheduled to receive Integrated Terminal Weather Systems (ITWS). This report considers the Los Angeles (LAX), San Francisco (SFO), Seattle (SEA) and Portland, OR (PDX) international airports. A number of visits were made to the various ATC facilities to better understand their weather decision support operational needs. KW - Air traffic control facilities KW - Aviation safety KW - Data fusion KW - Schedule maintenance KW - Weather forecasting UR - https://trid.trb.org/view/636875 ER - TY - RPRT AN - 00784271 AU - Durso, F T AU - Truitt, T R AU - Hackworth, C A AU - Albright, C A AU - Bleckely, M K AU - Federal Aviation Administration TI - REDUCED FLIGHT PROGRESS STRIPS IN EN ROUTE ATC MIXED ENVIRONMENTS PY - 1998/10 SP - 19 p. AB - Currently, en route control of high altitude flights between airports uses computer-augmented radar information available on the Plan View Display (PVD), Computer Readout Device (CRD), and flight information printed on Flight Progress Strips (FPSs). The FPS contains 31 fields that supplement data available on the PVD. While an aircraft is in a controller's sector, control instructions, changes to the flight plan, and other contacts with the aircraft are written on the corresponding strip. This report describes an experiment that compared the effects of using standard sized FPS and an FPS reduced both in size and information on the performance and work load of the controller teams. KW - Air traffic control KW - Flight control systems KW - Flight paths KW - Performance evaluations KW - Radar air traffic control UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/1990s/media/AM98-26.pdf UR - https://trid.trb.org/view/636874 ER -