2007 2007 2007

2007 NARP

2007 National Aviation Research Plan

Federal Aviation Administration

February 2007
2007 NARP 2007

2007 2007 2007 2007 2007 2007 2007 2007 2007 2007

20072007 2007 2007 2007 2007 2007 2007 2007 2007 2007

20072007 2007 2007 2007 2007 2007 2007 2007 2007 2007

20072007 2007 2007 2007 2007 2007 2007 2007 2007 2007

2007 2007 2007 2007 2007 2007 2007 2007 2007 2007 2007

20072007200720072007200720072007200720072007

National Aviation Research Plan • NARP • National Aviation Research Plan

National Aviation Research Plan • NARP • National Aviation Research Plan

National Aviation Research Plan • NARP • National Aviation Research Plan

NARP•National Aviation Research Plan• NARP• National Aviation Research

NARP•National Aviation Research Plan•NARP•National Aviation Research
2007 NARP

Contents

contents

 i Executive Summary

 iii Preface

 2 Mission

 3 Vision

 4 Long-term goals

 6 Near-term goals

 8 Research and development

24 Fast, fl exible and effi cient

26 Clean and quiet

28 High quality teams and individuals

30 Human-centered design 

32 Human protection

34 Safe aerospace vehicles

36 Self-separation

38 Situational awareness

40 System knowledge

42 World leadership

48 Sponsors

49 Programs

53 Budget

58 Partnerships

61 Evaluation

Appendices

A. Program descriptions

B. Partnership activities

C. Advisory committee

D. Acronyms and abbreviations 

2007 NARP

February 2007

Th e National Aviation Research Plan (NARP) is a report of the Federal 

Aviation Administration to the United States Congress pursuant to 49 

United States Code 44501(c). Th e NARP is available on the Internet at 

http://nasdocs.faa.gov or research.faa.gov.

Photos by Lockett Yee.

Chapter One National Aviation System

Chapter Two Master Schedule

Chapter Three Research & Development
2007 NARP 

“President Bush summed up the challenge we face simply and succinctly 

during my swearing in as Secretary of Transportation: our nation is 

outgrowing its aviation capacity. And I have promised the President that 

we are going to tackle this challenge head-on by applying 21st Century 

solutions to safely meet the fast-growing demands on our aviation 

network.” 

Secretary of Transportation Mary Peters, November 2006

“Our nation’s air transportation system has become 

a victim of its own success. We created the most 

effective, effi cient and safest system in the world. 

But we now face a serious and impending 

problem.... Demand for air services is rising, 

and could as much as triple over the next 

two decades.”

FAA Administrator Marion Blakey, July 2006

i
2007 NARP

Aviation is a vital national resource for the United States. It provides opportunities for business, jobs, economic development, law enforcement, emergency response, and personal travel and leisure. It attracts investment to local communities and opens up new domestic and international markets and supply chains. As a result, 

the United States must have an aviation system that is second to none – a system that can respond quickly to its 

changing and expanding transportation needs. Th is can only be achieved through the introduction of new technologies and procedures, innovative policies, and advanced management practices. 

Th e FAA is committed to reducing congestion in our nation’s air transportation system. One of the major initiatives 

to reduce congestion is the development of the next generation air transportation system (NextGen). NextGen includes three performance targets for the year 2025 that, if achieved, will reduce congestion by providing three-times 

the capacity of our current system with higher effi ciency levels than we have today. Th e FAA is integrating NextGen 

into its planning activities including its fi ve-year strategic Flight Plan.

Research and development (R&D) will help FAA achieve NextGen by identifying challenges, understanding barriers, and developing solutions across the parameters of capacity, safety, environment, controller effi ciency, and pilot 

workload. Th e National Aviation Research Plan (NARP) is an integrated, performance-based plan for the FAA R&D 

program that supports both the day-to-day operations of the national air transportation system and the 

vision for NextGen. Th e NARP uses ten R&D milestones to bridge the near-term goals of the Flight 

Plan with the long-term goals of the NextGen Integrated Plan. Th is approach enables the FAA to 

address the current challenges of operating the safest, most effi cient air transportation system in 

the world while building a foundation for NextGen.

 Th e ten R&D milestones in this plan are aggressive. Th ey target ambitious goals to transform 

the nation’s air transportation system. Th e milestones are meant to challenge and encourage researchers to innovate, take risks, and seek non-traditional solutions. Some results 

will succeed beyond expectations, while others may fall short of the intended target. 

Research will make the unknown, known. It will identify constraints and barriers, 

separate solutions that are eff ective from those that are not, and help transform our 

nation’s air transportation system by the year 2025.

In fi scal year 2008, the FAA plans to invest a total of $259,194,000, in current 

year dollars, in R&D. Th is investment spans multiple appropriations for the 

FAA and includes: $140,000,000 in Research, Engineering and Development; 

$90,354,000 in ATO Capital; $128,000 in Safety and Operations; and 

$28,712,000 in the Airport Improvement Program.

ii
2007 NARP 

iii

Title 49 of the U.S. Code 

section 44501(c) requires the 

Administrator of the Federal 

Aviation Administration 

(FAA) to submit the National 

Aviation Research Plan (NARP) 

to Congress annually with the 

President’s budget. Th e plan 

includes both applied research 

and development as defi ned by 

the Offi ce of Management and 

Budget Circular A-111 and is 

funded in four appropriations 

accounts: Research, Engineering 

and Development; ATO Capital; 

Airport Improvement Program; 

and Safety and Operations. 

Th e NARP is evolving. Th e 

2005 NARP aligned the FAA 

R&D programs with the goals, 

objectives, and performance 

targets in the Flight Plan and 

suggested possible connections 

between the Flight Plan

performance targets and the 

goals and objectives in the Next 

Generation Air Transportation 

System (NextGen) Integrated Plan. 

1

 OMB Circular A-11, Preparation, Submission and 

Execution of the Budget, June 2006, section 84, page 

8 (www. whitehouse.gov/OMB/circulars). 

Th e 2006 NARP strengthened the 

alignment between the near-term 

and long-term goals by proposing 

common performance measures 

to span the next 20 years. It 

proposed notional performance 

targets for 2025, which formed 

ten R&D goals and allowed the 

creation of 2015 milestones as 

mid-term R&D performance 

targets. 

Th e 2007 NARP provides a 

high-level plan for each R&D 

goal to show how the programs 

are working together to achieve 

the 2015 milestones. Each 

2015 milestone involves 

a demonstration. Th e 

demonstrations will prove 

concepts. Th e purpose of these 

demonstrations is to show 

that it is possible to meet the 

notional target by 2025, that 

the limitations and barriers are 

understood, and that there is a 

feasible solution.
2007 NARP

iv

Future editions of the NARP will 

show how the FAA R&D programs 

are progressing toward achieving 

the R&D milestones. Th is will 

enable the FAA to address the 

near-term challenges facing the 

air transportation system and 

build the foundation for NextGen 

to increase safety, provide greater 

capacity, and reduce congestion.

Chapter 1 of the NARP provides 

an overview of the national 

aviation system mission, vision, 

long-term goals, and near-term 

goals that help the FAA defi ne its 

R&D needs. It has been updated 

to refl ect changes in the Flight 

Plan, Operational Evolution 

Partnership (OEP), and NextGen 

planning. 

Chapter 2 provides a master 

schedule and includes a high-level 

plan for each of the ten R&D 

goals. Th e plan integrates the 

supporting programs and focuses 

them on achieving the 2015 

milestone. It explains how the 

2015 milestone will be validated 

and what outputs are required to 

achieve the milestone. 

Chapter 3 provides information 

on the R&D sponsors, 

programs, budget, evaluation, 

and partnerships. It presents 

the programs and the budget 

organized according to the 

President’s budget submission for 

fi scal year 2008.

Th e appendices, included in 

a separate volume, provide 

individual program descriptions, 

recommendations by the research 

advisory committee, recent 

partnership activities, and 

acronyms and abbreviations. 
2007 NARP 
2007 NARP

Chapter One

National Aviation System
2007 NARP 

Th e nation’s aviation system, or air transportation system, 

provides a service: it moves anyone and anything (e.g., 

people, goods, aerospace vehicles) through the atmosphere 

between points on the earth’s surface and between the Earth 

and space. It does this for a wide range of users (e.g., passengers, shippers, general aviation) and purposes (e.g., leisure 

and business travel, law enforcement, defense, emergency 

response, surveillance, research). 

Th e system is global, operates day and night, in peacetime 

and wartime, and in all but the most severe weather conditions. It accommodates many types of aerospace vehicles, 

airport and airfi eld confi gurations, space launch and re-entry 

sites, and a wide variety of military, civil, and commercial 

operations. Th e system consists of three major elements: 

aerospace vehicles (e.g., commercial and military aircraft, 

general aviation, space launch and re-entry vehicles, rotorcraft, gliders, hot air balloons); infrastructure (e.g., airports 

and airfi elds, air traffi c management system, space launch 

and re-entry sites); and people (e.g., aircrews, air traffi c 

controllers, security screeners, ground personnel). Because 

the role and interactions of all of these elements determine 

the nature and performance of the system, it is important to 

consider all elements in designing, developing, and operating 

the system.

Th e air transportation system is designed, developed, maintained, and operated through the eff orts of various federal, 

state, and local government organizations; industry; labor 

unions; academia; and other domestic and international 

organizations. Th e public also plays a key role in paying taxes 

and user fees that are ultimately used by the government to 

regulate the aviation industry, develop, maintain and operate 

the air traffi c management system, and provide airport security and other public aviation services.

The FAA’s mission is to provide the 

safest, most effi cient aerospace system 

in the world.

Aviation is a vital resource for the 

United States because of its strategic, 

economic, and social importance. It 

provides opportunities for business, 

jobs, economic development, law 

enforcement, emergency response, and 

personal travel and leisure. It attracts 

investment to local communities and 

opens new domestic and international 

markets and supply chains. 

To realize these benefi ts, the United 

States must have an aviation system 

that is responsive to rapidly changing 

and expanding transportation needs. 

Increased mobility, higher productivity, 

and greater effi ciency are possible 

through the introduction of new 

technologies and procedures, innovative 

policies, and advanced management 

practices. Collaborative, needs-driven 

research and development is central to 

this process. Research and development 

(R&D) enables the United States to be a 

world leader in its ability to move more 

people and goods by air safely, securely, 

quickly, aff ordably, effi ciently, and in an 

environmentally sound manner.

2

2007 NARP 
2007 NARP

2

 Letter to the President from Secretary of Transportation Norman Y. Mineta, “America at the Forefront of Aviation: Enhancing Economic Growth,” November 25, 2003.

In November 2003, the Secretary of Transportation set 

forth a vision to transform the nation’s air transportation system into a substantially more capable system to 

ensure that America maintains its leadership in global 

aviation. Th at vision, created by the Departments of 

Defense (DOD), Transportation (DOT), Homeland Security (DHS), and Commerce (DOC), the Federal Aviation 

Administration (FAA), the National Aeronautics and 

Space Administration (NASA), and the Offi ce of Science 

and Technology Policy (OSTP), is “A transformed aviation system that allows all communities to participate 

in the global market place, provides services tailored to 

individual customer needs, and accommodates seamless 

civil and military operations.”2

To realize this vision, the air transportation system 

must accommodate an increasing number and variety of 

aerospace vehicles (e.g., unmanned aircraft systems), a 

broader range of air and space operations (e.g., pointto-point, space launch and re-entry), and a variety of 

business models (e.g., air taxis, regional jets). It will do 

this across all airspace, at all airports, space launch sites 

and re-entry sites, and in all weather conditions, while 

simultaneously improving system performance and 

ensuring safety and security.

A transformed aviation system that 

allows all communities to participate 

in the global market place, provides 

services tailored to individual 

customer needs, and accommodates 

seamless civil and military operations

Th e basic challenge posed by this vision is to:

• Increase signifi cantly the capacity of the national aviation system and 

• Decrease the time it takes to move people and goods 

from their origin to destination, 

while simultaneously:

• Decreasing fatalities and injuries due to aerospace 

operations;

• Mitigating the risk of terrorists threats and other 

hostile actions; 

• Reducing the environmental impact of aerospace transportation;

• Decreasing the cost of system operations; and,

• Improving the quality of air travel.

To achieve the vision, the Secretary of Transportation established a set of long-term national goals to transform 

the current aviation system over the next 20 years into 

a next generation air transportation system (NextGen) 

that will contribute substantially to continued economic 

prosperity, national security, and a higher standard of 

living for all Americans in the 21st century. Th ese national goals are:

• Enhancing economic growth and creating jobs; 

• Expanding system fl exibility and delivering capacity to 

accommodate future demand;

• Tailoring services to customer needs; 

• Integrating capabilities to ensure our national defense; 

• Promoting aviation safety and environmental stewardship; and, 

• Retaining U.S. leadership and economic competitiveness in global aviation. 

3

2007 NARP
2007 NARP 

3

Vision 100 – Century of Aviation Reauthorization Act, Public Law 108-176, December 12, 2003. 

4

Joint Planning and Development Offi ce, Next Generation Air Transportation System Integrated Plan, December 12, 2004 (www.jpdo.aero/integrated_plan.html). 

Hereafter cited as NextGen Integrated Plan.

• Retain U.S. leadership in global aviation

 –Retain our role as the world leader in aviation

 –Reduce costs for air transportation

 –Enable services tailored to traveler and shipper needs

 – Encourage performance-based, harmonized global standards for U.S. products and services to keep new and existing markets open

• Expand capacity

 – Satisfy future growth in demand (up to 3 times current 

levels) and operational diversity

 – Reduce transit time and increase predictability (domestic 

curb-to-curb transit time cut by 30 percent)

 – Minimize the impact of weather and other disruptions (95 

percent on time)

• Ensure safety

 – Maintain aviation’s record as the safest mode of transportation

 – Improve the level of safety of the U.S. air transportation 

system

 –Increase the safety of worldwide air transportation

• Protect the environment

 –Reduce noise, emissions, and fuel consumption

 – Balance aviation’s environmental impact with other societal objectives

• Ensure our national defense

 – Provide for the common defense, while minimizing civilian 

constraints

 –Coordinate a national response to threats

 –Ensure global access to civilian airspace

• Secure the nation

 –Mitigate new and varied threats

 –Ensure security effi ciently serves demand 

 – Tailor strategies to threats, balancing costs and privacy 

issues

 –Ensure traveler and shipper confi dence in system security

In 2003, Congress 

created a multi-agency 

Joint Planning and 

Development Offi ce 

(JPDO)3 that reports to a 

Senior Policy Committee, 

chaired by the Secretary 

of Transportation, to 

oversee planning related 

to NextGen. The JPDO 

includes representatives 

from the DOD, DOT, 

DHS, DOC, FAA, NASA, 

and OSTP. Working 

together with industry 

and academia, the JPDO 

established a set of longterm system goals and 

objectives for NextGen.4

4

2007 NARP 
2007 NARP

5

5

Joint Planning and Development Offi ce, Next Generation Air Transportation System 2005 Progress Report, March 2006 (www.jpdo.aero/integrated_plan.html).

Th e eight capabilities are: 

Net-enabled information access - Th is capability gives the 

right information to the right people at the right time, and 

meets system information needs of all users in the air and on 

the ground in a secure and useable form and in real time.

Performance-based services - Th is capability provides 

the air transportation system with the ability to transport 

people and goods to the desired destination on time, enables 

multiple service levels to a wide range of users, and tailors 

services to individual needs.

Weather assimilated into decision-making - Th is capability 

provides a “common weather picture” to all pilots, air traffi c 

controllers, and users.

Layered, adaptive security - Th is capability creates “layers of 

defense” to detect threats early, provide appropriate intervention using risk-based screening, and respond quickly if a 

threat materializes.

Broad-area precision navigation - Th is capability provides 

navigation services when and where needed to enable aircraft 

operations in nearly all conditions.

Aircraft trajectory-based operations - Th is capability manages daily operations based on aircraft trajectories, adjusting 

the airspace structure to meet user needs and DOD and DHS 

requirements.

Equivalent visual operations - Th e capability provides critical information needed to navigate without visual reference 

and maintain safe distances from other aircraft during nonvisual conditions.

Super-density operations - Th is capability enables peak 

throughput performance at even the busiest airports.

Th e NextGen goals, objectives, guiding principles, and key 

capabilities will help defi ne the R&D that the government, industry, and academia need to perform to achieve the desired 

operational capability in the 2025 timeframe. In 2006, the 

JPDO developed agency guidance for the 2008 budget to further align agency budgets with NextGen, and also developed 

an operational improvement (OI) roadmap to provide a more 

detailed plan for achieving the desired capabilities of NextGen. Th e roadmap includes specifi c milestones and agency 

responsibilities.

To achieve these system 

goals and objectives, 

the JPDO identifi ed fi ve 

guiding principles and 

eight key capabilities to 

guide the development 

of NextGen.5 These 

capabilities provide 

a systems approach, 

support policy and 

cultural shifts, and 

contain multiple 

dependencies. The fi ve 

guiding principles are:

•It’s about the user

•System-wide transformation

• Proactive approach to safety 

risk management

•Global harmonization

• Integrated environmental 

performance

2007 NARP
2007 NARP 

The FAA is committed 

to supporting the longterm NextGen vision, but 

it also has the day-to-day 

responsibility to promote 

the safe and effi cient 

operation of the current 

aviation system. The nearterm priorities of the FAA 

are driven by the goals 

and objectives in its fi veyear strategic plan Flight

Plan 2007-2011. The 

agency is also developing 

an Enterprise Architecture 

and transition strategy to 

NextGen. See fi gure 1.1.

 6Federal Aviation Administration, Flight Plan 2007-2011, November 1, 2006 (www.faa.gov). 7Federal Aviation Administration, Operational Evolution Plan (OEP), Version 8.0, May 2006 

(www.faa.gov/programs/oep).

The Flight Plan 2007-20116 describes the 

Agency’s near-term performance goals and 

objectives.

Increased Safety 

 Achieve the lowest possible accident rate and constantly improve 

safety. 

- Reduce the commercial airline fatal accident rate

 - Reduce the number of fatal accidents in general aviation

 - Reduce the risk of runway incursions

 - Ensure the safety of commercial space launches

 - Enhance the safety of FAA’s air traffi c systems

Greater Capacity 

 Work with local governments and airspace users to provide increased 

capacity in the United States airspace system that reduces congestion 

and meets projected demand in an environmentally sound manner. 

- Increase capacity to meet projected demand and reduce congestion

 - Increase reliability and on-time performance of scheduled carriers

 - Address environmental issues associated with capacity enhancements

International Leadership 

 Increase the safety and capacity of the global civil aerospace system in 

an environmentally sound manner.

 - Promote improved safety and regulatory oversight in cooperation with 

bilateral, regional, and multilateral aviation partners

 - Promote seamless operations around the globe in cooperation with 

bilateral, regional, and multilateral aviation partners

Organizational Excellence 

 Ensure the success of the FAA’s mission through stronger leadership, 

a better trained and safer workforce, enhanced cost-control measures, 

and improved decision-making based on reliable data.

 - Make the organization more eff ective with stronger leadership, 

increased commitment of individual workers to fulfi ll organization-wide 

goals, and a better prepared, better trained, safer, diverse workforce

 - Improve fi nancial management while delivering quality customer 

service

 - Make decisions based on reliable data to improve our overall 

performance and customer satisfaction

 - Enhance our ability to rapidly and eff ectively respond to crises, 

including security related to threats and natural disasters.

6

2007 NARP 
2007 NARP

7

In the past, the Operational Evolution Plan7 

provided a mid-term strategic plan for 

the FAA that extended ten years into the 

future. Th e new Operational Evolution 

Partnership (OEP) will include strategic 

milestones through the year 2025 to 

support the transition to NextGen. Th e 

new OEP will provide a process for the FAA 

to plan, execute, and implement NextGen. 

Th e FAA will use the process to obtain 

input from stakeholders; evaluate available 

technologies; defi ne and prioritize research 

requirements; identify lead organizations; 

establish milestones and commitments; 

identify resource requirements; assess 

concept maturity; and provide oversight, 

status, and guidance for initiatives related 

to NextGen. Th e new OEP will create a 

single entry point for new initiatives that 

cross all FAA lines of business to focus 

eff orts and achieve NextGen in a fully 

coordinated and transparent manner. 

Figure 1.2 explains the concept for the 

new OEP process. Projects will enter the 

outer rings in various stages of maturity. 

OEP tracking begins here for applied 

research projects, concept development and 

demonstrations, policy determinations, 

safety analysis, performance standards, 

certifi cation requirements, and fi eld 

prototypes. When projects reach suffi cient 

maturity, OEP tracking follows into the core 

as implementation in the NAS begins.

Th e FAA Enterprise Architecture (EA) will represent a mid-term architecture for 

2017 and the transition strategy to achieve that architecture. It will provide 

the operational and technical framework for all capital assets of the FAA and 

will guide the agency’s capital investment plan. It will support the NextGen 

architecture, currently under development by the JPDO. Th e FAA is working to 

ensure that the transition roadmaps and resulting architectures of the FAA and 

NextGen are aligned.

Figure 1.1- FAA Integrated Planning

Figure 1.2 

Operational

Evolution 

Partnership 

Process

2007 NARP
2007 NARP 

Provide the best air transportation system 

through the conduct of world-class, 

cutting edge research, engineering and 

development.

Th e FAA has defi ned fi ve R&D organizational values that will 

enable it to better manage its programs and achieve its longterm vision, “To provide the best air transportation system 

through the conduct of world-class, cutting edge research, 

engineering and development.”

Th e Agency R&D program adopted the following values:

• Goal driven – Achieve the mission. Th e FAA will use R&D 

as a primary enabler to accomplish its goals and objectives.

• World class – Be the best. Th e FAA will deliver world-class 

R&D results that are high quality and relevant, and improve 

the performance of the aviation system.

• Collaborative – Work together. Th e FAA will partner with 

other federal departments and agencies, industry, and academia to capitalize on national R&D capabilities to transform the air transportation system. 

• Innovative – Turn ideas into reality. Th e FAA will empower, inspire, and encourage its people to invent new aviation 

capabilities. It will create new ways of doing business to 

accelerate the introduction of R&D results into new and 

better aviation products and services. 

• Customer focused – Deliver results. Th e FAA R&D will deliver quality products and services to the customer quickly 

and aff ordably. 

By aggressively pursuing these values, the FAA will capitalize 

on scarce R&D resources to help achieve the national vision 

of a transformed aviation system

Th e FAA uses R&D to achieve its nearand long-term goals and objectives. In 

the past, the R&D program was driven 

by the near-term operational needs of 

the aviation system and a large share 

of the agency’s R&D was focused on 

specifi c near-term safety and capacity 

issues. Today, the R&D program is 

becoming more fl exible, balanced, and 

dynamic to respond simultaneously 

to the critical near-term needs of the 

system while providing a foundation 

for the next generation system being 

defi ned by the JPDO. 

Conduct, coordinate, and 

support domestic and 

international R&D of 

aviation-related products 

and services that will 

ensure a safe, effi cient, and 

environmentally sound global 

air transportation system.

Th e R&D mission of the FAA is to, “Conduct, coordinate, and support domestic 

and international R&D of aviation-related products and services that will ensure a safe, effi cient, and environmentally sound global air transportation 

system.” It supports a range of research 

activities from materials and human 

factors to the development of new products, services, and procedures. 

8

2007 NARP 
2007 NARP

Th e FAA R&D program supports both the dayto-day operations of the national aerospace system and the development of NextGen. Hence, 

a long-term focus will have to be balanced with 

the research needed to address the day-today safety and capacity issues of the national 

aerospace system. To achieve a better balance 

between the near- and long-term, the FAA 

defi ned ten crosscutting R&D goals to focus and 

integrate its program. As shown in Table 1.1, 

the R&D goals are aligned with the near-term 

Flight Plan goals and the goals, guiding principles, and key capabilities identifi ed by the JPDO 

for NextGen. 

It will not be easy for the FAA to achieve these 

goals. Th ey are meant to challenge the R&D 

community to think long-term and achieve 

breakthroughs in the future. Th e R&D program 

can help transform the system by aiming for 

ideal performance rather than by focusing on 

incremental improvements to current capabilities that may not achieve NextGen. Th e FAA 

R&D goals include:

9

• Fast, fl exible and effi cient – a system that safely and 

quickly moves anyone and anything, anywhere, anytime on schedules that meet customer needs

• Clean and quiet – a signifi cant reduction of aerospace 

environmental impact in absolute terms

• High quality teams and individuals – the best qualifi ed and trained workforce in the world

• Human-centered design – aerospace systems that 

adapt to, compensate for, and augment the performance of the human

• Human protection – no fatalities, injuries, or adverse 

health impacts due to aerospace operations

• Safe aerospace vehicles – no accidents and incidents 

due to aerospace vehicle design, structure, and subsystems

• Self-separation – no accidents and incidents due to 

aerospace vehicle operations in the air and on the 

ground

• Situational awareness – common, accurate, and realtime information on aerospace operations, events, 

crises, obstacles, and weather

• System knowledge – a thorough understanding of how 

the aerospace system operates, the impact of change 

on system performance and risk, and how the system 

impacts the nation

• World leadership – a globally recognized leader in 

aerospace technology, systems, and operations

2007 NARP
2007 NARP 

Table 1.1 - 

Alignment of Goals, 

shows the primary 

relationship among 

the Flight Plan

goals, the FAA R&D8

goals, the NextGen 

guiding principles 

and key capabilities, 

and the NextGen 

Integrated Plan

goals.

 8Each FAA R&D goal is aligned with its primary Flight Plan goal recognizing that there may be crossover relationships. For example, high quality 

teams and individuals is aligned with organizational excellence; however, it will also increase safety and support greater capacity.

10
2007 NARP

11

Chapter Two

Master Schedule
2007 NARP 

• Fast, fl exible, and effi cient

• Clean and quiet

• High quality teams and 

individuals

• Human-centered design

• Human protection

• Safe aerospace vehicles

• Self-separation

• Situational awareness

• System knowledge

• World leadership 

14

Th is chapter presents a master schedule to 

help align, plan, and evaluate the Federal 

Aviation Administration’s research and 

development (R&D) activities to support 

both the near-term needs of the Flight 

Plan and the long-term needs of the next 

generation air transportation system 

(NextGen).

Th e 2005 National Aviation Research Plan 

(NARP) aligned the R&D programs with 

the goals, objectives, and performance 

targets in the Flight Plan and suggested 

possible connections between the Flight 

Plan performance targets and the goals 

and objectives in the NextGen Integrated 

Plan.

Th e 2006 NARP strengthened the 

alignment between the near-term 

and long-term by proposing common 

performance measures to span the next 

20 years. Th e notional performance 

targets for 2025 formed ten R&D goals 

and allowed the creation of mid-term 

2015 milestones for R&D. Th e ten R&D 

goals are as follows:

2007 NARP 
2007 NARP

15

Th is year, the master schedule provides a highlevel plan for each R&D goal that shows how the 

R&D programs are working together to achieve 

the 2015 milestone. Each 2015 milestone 

involves a demonstration. Th e demonstrations 

will prove concepts. Th e purpose of the demonstration is to show that it is possible to meet the 

notional target by 2025. By 2015, we will know 

where the problems are and how to solve them. 

Th e method of validation describes what will be 

done in terms of modeling, simulation, physical 

demonstration, or initial standards to demonstrate completion of the 2015 milestone. Th e 

method of validation is followed by an outline of 

activities that include the major outputs required 

between 2008 and 2015 to achieve the 2015 

milestone. Th e activities are organized to provide insight into what outputs need to be accomplished when, and how each output contributes 

to the plan. Th e outputs will be used to measure 

progress toward achieving the 2015 milestone.

Th e plan identifi es contributing programs and 

provides assignments for delivery responsibilities for each program. Multiple programs work 

together to achieve the fi nal demonstration. 

Some programs contribute more to near-term 

results while others focus on long-term objectives. Some programs refl ect existing eff orts, 

while others identify new requirements. Th e 

approach will help the FAA balance its R&D program to address near-term needs while making 

progress toward achieving long-term goals.

2007 NARP
2007 NARP 

16

Figure 2.1 - Notional Targets 

for 2025, explains the 

derivation of the notional 

targets. The NextGen 

Integrated Plan objectives 

are applied to the Flight

Plan performance targets. 

The capacity targets 

provide the connection 

and drive the targets for 

safety and organizational 

excellence. The intent is 

to maintain an acceptable 

level of safety given an 

increase in capacity to three 

times current levels. For 

organizational excellence, 

the intent is to provide three 

times capacity without a 

commensurate increase in 

cost.
2007 NARP

17
2007 NARP 

18

Figure 2.2 - R&D Goals 

and Milestones, shows 

how the notional targets 

for 2025 drive the R&D 

goals and R&D milestones 

for 2015. Achieving the 

R&D milestone by 2015 

will demonstrate that it 

is possible to meet the 

notional target by 2025. 

The R&D milestones focus 

on the year 2015 to allow 

10 years between 2015 and 

2025 for implementation of 

new regulations, standards, 

technologies, systems, and 

procedures.
2007 NARP

19
2007 NARP 

20

Figure 2.3 - Concept for 

Master Schedule, shows 

how the master schedule 

integrates and focuses the 

FAA R&D programs through 

the 2015 milestones to 

achieve the notional targets 

for 2025 while bridging 

the goals of the Flight Plan

and the NextGen Integrated 

Plan.

R&D

Programs

Activities & Outputs 

Develop

Implement Segment 1

Develop

Implement Segment 2

Develop

Implement

Develop

Current Flight Plan 2007-2011 

Future Flight Plan 2008-2012

Future Flight Plan 2009-2013

Future Flight Plan 2010-2014

Future Flight Plan 2011-2015
2007 NARP

21

FAA R&D Outputs 

NextGen Segments

2015

Milestones

Notional

Targets

2025

Desired

Capabilities

Segment 3

Implement Segment 4

Develop

Segment 5

Develop

Implement Segment 6

Develop

Implement Segment 7

Future Flight Plan 2021-2025

Future Flight Plan 2016-2020

R&D Outputs

Implement
2007 NARP 

22

Table 2.1 -

Map of R&D 

Programs to 

R&D Goals and 

Milestones, 

shows how the 

R&D programs 

support the 

R&D goals and 

2015 R&D 

milestones. 

The intent is to 

identify clear 

responsibilities

so that each 

program 

focuses on 

a specifi c or 

limited number 

of R&D goals.
2007 NARP

23
2007 NARP 2007 NARP 

9

Joint Planning and Development Offi ce, Next Generation Air Transportation System Integrated Plan, December 2004, www.jpdo.aero. Three times increase in 

demand is based on the JPDO objective for 2025 to “Satisfy future growth in demand (up to 3 times current levels) and operational diversity.” 10Joint Planning and Development Offi ce, Next Generation Air Transportation System Integrated Plan, December 2004, www.jpdo.aero. Thirty percent is based on 

the JPDO objective for 2025 to “Reduce transit time and increase predictability (domestic curb-to-curb transit time cut by 30%).”

FUNDING REQUIREMENTS

The funding levels listed for years 2009 to 2012 are estimates and subject to change. Programs marked with ATO-Cap* form the R&D component of line item 

1A14X

24

F Fl ibl

&

A system that safely and quickly moves anyone and anything, anywhere, 

anytime on schedules that meet customer needs

R&D MILESTONES/TARGETS

By 2015, demonstrate that the system can handle growth in demand up to three times current 

levels9

 and demonstrate that gate-to-gate transit time can be reduced by thirty percent.10

METHOD OF VALIDATION

Th e approach includes developing and demonstrating NextGen according to the FAA 

responsibilities in the JPDO plan and continuing ongoing eff orts related to increasing airport 

capacity and reducing costs. Validation of the 2015 milestone will include a combination of 

modeling, analysis, full scale testing, and initial standards. Th e capacity evaluation under 

the system knowledge goal supports the interim assessment of progress and the validation 

of this milestone.
2007 NARP

R&D ACTIVITIES

NextGen demonstrations

Develop and demonstrate NextGen technologies and 

concepts.

 Demonstrate super-density operations. 

(NextGen Demonstration, JPDO, CAASD)

2008: Demonstrate Traffi c Management Advisor (TMA) and 

Area Navigation / Required Navigation Performance 

(RNAV/RNP) routing to increase throughput and effi -

ciency for large, super density airports.

2010: Demonstrate greater throughput in congested, domestic, en route airspace using point-in-space metering 

linked to RNAV/RNP routes.

Demonstrate trajectory-based operations. 

 (NextGen Demonstration, JPDO, CAASD)

2008: Demonstrate improved trajectory-based operations in 

mixed-equipage, oceanic airspace with actual aircraft 

and procedures.

2008: Demonstrate standard separation in a full-equipage, 

fully automated environment with no voice communication.

2011: Demonstrate trajectory-based operations in transitional airspace, between oceanic and domestic en route, 

using oceanic data link and Advanced Technologies and 

Oceanic Procedures (ATOP) automation.

2013: Demonstrate trajectory-based operations in mixed-equipage, high altitude airspace with actual aircraft and 

procedures.

2015: Demonstrate auto-negotiations between fl ight automation and ground automation without human intervention.

Airport Capacity

Increase airport capacity while reducing costs.

2008: Increase airport capacity. (Airport Cooperative Research)

2008: Demonstrate Category II/III precision approaches 

(Local Area Augmentation System, GPS Civil Requirements)

2012: Develop new standards and guidelines for runway pavement design. (Airport Technology Research-Capacity)

Wake turbulence

Reduce separation with procedures only.

2008: Modify procedures to allow use of closely spaced parallel runways for arrival operations during non-visual 

conditions. (Wake Turbulence)

Demonstrate wake turbulence prediction and detection technologies.

2012: Demonstrate wake turbulence separation changes in 

en-route airspace. (Wake Turbulence)

2012: Develop safe wake-encounter, wake-avoidance zone and 

wake-free zone concepts. (Wake Turbulence)

2012: Determine characteristics of arriving and departing aircraft wakes. (Wake Turbulence)

2012: Develop new separation standards and procedures for 

wake-independent departures from parallel runways. 

(Wake Turbulence)

2015: Demonstrate reduced longitudinal separations for arrival and departure operations. [/1] (Wake Turbulence)

25
2007 NARP 2007 NARP 

FUNDING REQUIREMENTS

The funding levels listed for years 2009 to 2012 are estimates and subject to change. Programs marked with ATO-Cap* form the R&D component of line item 

1A14X

A signifi cant reduction of aerospace environmental impact in 

absolute terms

R&D MILESTONES/TARGETS

By 2015, demonstrate that aviation noise and emissions can be signifi cantly reduced in 

absolute terms (to enable three times capacity) in a cost-eff ective way and reduce uncertainties 

in particulate matter and climate impacts to levels that enable appropriate action.

METHOD OF VALIDATION

Th e approach has four parts: measure current levels in the system; determine the target levels 

of noise and emissions; build models to assess and predict the impact of change; and develop 

reduction techniques and assess their cost-benefi t. Validation of the 2015 milestone will 

include modeling, physical demonstrations, prototypes, full-scale tests, and software beta 

tests. Th e environmental evaluation under the system knowledge goal supports the interim 

assessment of progress and validation of this milestone.

26

Clean

&
2007 NARP

R&D ACTIVITIES

Baseline measurement

 

Measure current levels of aviation related noise and 

emissions.

2009: Develop methodologies to quantify and assess the impact of Particulate Matter and Hazardous Air Pollutants 

(HAP). (Environment and Energy, Airport Cooperative 

Research)

2010: Establish the relationship between aviation engine 

exhaust and the gases and particulate matter that are 

deposited in the atmosphere. [/2] (Environment and Energy)

2011: Expand noise data collection to very light jets, and supersonic aircraft. [/2] (Environment and Energy, Airport 

Cooperative Research)

2013: Obtain direct measurements of hazardous air pollutants and particulate matter data to update modeling 

tools. (Environment and Energy, Airport Cooperative 

Research)

Threshold levels

 

Determine acceptable levels of noise and emissions.

2009: Develop new standards and methodologies to quantify 

and assess the impact of aircraft noise and aviation 

emissions. (Environment and Energy, Airport Cooperative Research)

2009: Develop a new metric to assess the acceptability of sonic boom from supersonic aircraft. (Environment and 

Energy)

2010: Complete tests and data collection to determine if the 

right metrics are being used to assess the impact of aircraft noise. [/2] (Environment and Energy)

2010: Determine how aviation generated particulate matter 

and hazardous air pollutants impact local health, visibility, and global climate. [/2] (Environment and Energy, 

Airport Cooperative Research) 

Prediction

 

Develop models to predict the impact and benefi ts 

of changes.

2008: Develop and distribute a fi rst generation of integrated 

noise and emission prediction and modeling tools including an environmental cost module. (Environment 

and Energy)

2010: Develop a preliminary planning version of Aviation 

Environmental Design Tool that will allow integrated 

assessment of noise and emissions impact at the local 

and global levels. (Environment and Energy)

2010: Assess the impacts of aviation on regional air quality 

including the eff ects of oxides of nitrogen (NOx) emissions from aircraft climb and cruise. (Environment and 

Energy)

2010: Complete development of fi rst generation ground 

plume model for aircraft engine exhaust. [/2] (Environment and Energy)

2011: Assess the level of certainty of aviation’s impact on climate change, with special emphasis on the eff ects of 

contrails. (Environment and Energy)

2013: Complete development and fi eld a fully validated suite 

of tools, including the Aviation Environmental Design 

and Aviation Environmental Portfolio Management 

tools, which will allow cost benefi t analyses. (CAASD, 

Environment and Energy, Airport Cooperative Research) 

2013: Update environmental assessments models to incorporate new noise metrics. [/2] (Environment and Energy)

Reduction techniques

 

Develop noise and emission reduction methods.

2008: Enable implementation of a new continuous-descent 

approach (CDA) noise abatement and fuel burn (emissions) reduction procedure at low-traffi c airports during nighttime operations and optimize aircraft routing 

to reduce fuel usage. (Environment and Energy, JPDO, 

CAASD)

2010: Develop algorithms to optimize ground and airspace 

operations by leveraging communication, navigation 

and surveillance technology in the short- to mediumterm to optimize aircraft sequencing and timing on the 

surface and in the terminal area. [/2] (Environment and 

Energy, CAASD)

2010: Complete detailed feasibility study, including economic 

feasibility, measure environmental impacts, and demonstrate “drop in” potential for alternative fuels. [/2]

(Environment and Energy, Airport Cooperative Research)

2010: Identify and pursue the development of engine and 

airframe technologies that will be the most eff ective at 

producing environmental benefi ts. [/2] (Environment 

and Energy)

2011 Demonstrate optimized airport and terminal area operations that reduce or mitigate aviation impacts on 

noise, air quality or water quality in the vicinity of the 

airport. [/2] (Environment and Energy, Airport Cooperative Research, JPDO) 

2012 Demonstrate optimized enroute operations that enhance fuel effi ciency and reduce emissions. [/2] (Environment and Energy, JPDO)

2012: Establish engine design sensitivities by measuring particles emitted from combustor engine systems. [/2] (Environment and Energy)

2013: Demonstrate airframe and engine technologies to reduce noise and emissions. [/2] (Environment and Energy)

27
2007 NARP 2007 NARP 

28

FUNDING REQUIREMENTS

11Joint Planning and Development Offi ce, Next Generation Air Transportation System Integrated Plan, December 2004, www.jpdo.aero. Three times increase in air 

traffi c controller effi ciency and effectiveness is based on the JPDO objective for 2025 to “Satisfy future growth in demand (up to 3 times current levels) and operational diversity.” It assumes that there will be no increase in the number of controllers.

The funding levels listed for years 2009 to 2012 are estimates and subject to change. Programs marked with ATO-Cap* form the R&D component of line item 

1A14X

High Quality 

T

The best qualifi ed and trained workforce in the world

R&D MILESTONES/TARGETS

By 2015, demonstrate three times11 improvement in air traffi c controller effi ciency (e.g., greater 

number of aircraft) and eff ectiveness (e.g., fewer operational errors) through automation and 

standardization of operations, procedures, and information.

METHOD OF VALIDATION

Th e approach includes continued pursuit of effi ciency gains in en route and pursuit of new 

knowledge and results that produce effi ciency gains in terminal and tower. Th e baseline for 

all demonstrations will be 2004 traffi c levels. Validation of the interim and 2015 milestones 

rely on simulation and prototyping. Validation will involve fi eld trials only to the extent that 

resources and funding are available. Th is goal contributes to the integrated demonstration 

under the human-centered design goal.
2007 NARP

29

R&D ACTIVITIES

Increase to 130 percent

Demonstrate 130 percent controller effi ciency. 

(Air Traffi c Control/ Technical Operations Human Factors)

2007: Demonstrate how to reduce verbal communication 

workload between the pilot and controller for en route 

operations.

2007: Identify the performance limitations of the controller 

in the terminal and tower environments. 

2008: Demonstrate effi ciency improvements when controllers 

receive information on aircraft equipage, performance 

capabilities, and applicable procedures (in a mixed equipage environment).

2008: Conduct initial simulation to determine what weather 

information is required by en route and tower controllers to improve effi ciency.

Increase to 166 percent [/3]

Demonstrate 166 percent controller effi ciency. 

(Air Traffi c Control/ Technical Operations Human Factors)

2009: Measure effi ciency improvements during limited selfseparation, where aircraft are grouped and en route 

controllers communicate to the group as a whole.

2009: Explore the use of digital data link to reduce controller workload in the terminal area including data entry 

requirements and workload benefi ts.

2009: Identify benefi ts in the terminal domain of variable 

separation criteria, including enhanced visual fl ight 

rules where some responsibility for separation is transferred to the pilot.

2009: Defi ne requirements and characteristics for merging 

and spacing tools to support continuous descent approach to reduce controller workload in the terminal 

area.

Increase to 230 percent[/3]

 

Demonstrate 230 percent controller effi ciency. 

(Air Traffi c Control/ Technical Operations Human Factors)

2012: Defi ne the new role for the controller that is more strategic in nature in the en route and terminal domains. 

2012: Demonstrate shared situational awareness between pilot and controller.

2012: Defi ne procedural requirements for controllers to manage and introduce change into the four dimensional 

(position plus time) dynamic environment

Increase to 300 percent[/3]

Demonstrate 300 percent controller effi ciency. 

(Air Traffi c Control/ Technical Operations Human Factors, 

JPDO)

2015: Increase effi ciency given the need to manage multiple 

airport streams for the terminal phases of fl ight in 

large metropolitan areas given a mixed-equipage environment.

2015: Redefi ne the controllers’ role in terms of the services 

they provide during a given phase of fl ight as the diff erences between en route and terminal begin to blur. 

Selection criteria

Select air traffi c service providers with the aptitude 

and capability required to manage air traffi c in the 

future system. 

(Air Traffi c Control/ Technical Operations Human Factors)

2012: Complete a strategic job analysis of the new roles of 

air traffi c service providers using a highly automated 

system, sharing separation responsibilities with pilots, 

and moving toward performance-based services.

2015: Develop the selection procedures to transform the 

workforce into a new generation of service providers 

that can manage traffi c fl ows in a highly automated 

system
2007 NARP 2007 NARP 

Aerospace systems that adapt to, compensate for, and augment the 

performance of the human

R&D MILESTONES/TARGETS

By 2015, demonstrate that operations (e.g., day and night, all weather), procedures, and 

information can be standard and predictable for users (e.g., pilots, controllers, airlines, 

passengers) at all types of airports and for all aircraft.

METHOD OF VALIDATION

Th e approach includes identifying roles and responsibilities, defi ning human and system 

performance requirements, applying error management strategies, and conducting an 

integrated demonstration across multiple goal areas. Validation of the 2015 milestone will 

include simulations and demonstrations to confi rm the requirements and methodologies 

for human performance and error management. Th e fi nal demonstration will integrate 

weather-in-the-cockpit technologies, self-separation procedures, air traffi c controller 

productivity tools, and network-enabled collaborative decision-making to increase capacity, 

reduce delays, and promote safety.

30

FUNDING REQUIREMENTS

The funding levels listed for years 2009 to 2012 are estimates and subject to change. Programs marked with ATO-Cap* form the R&D component of line item 

1A14X
2007 NARP

31

R&D ACTIVITIES

Roles and responsibilities[/4/5]

 

Defi ne the changes in roles and responsibilities, between pilots and controllers and between humans 

and automation, required to implement NextGen

2012: Develop a transition plan to implement pilot separation 

responsibility integrated with change in controller role. 

(Flightdeck/Maintenance/System Integration Human 

Factors, Air Traffi c Control/ Technical Operations Human Factors)

Human system integration

 

Defi ne human and system performance requirements for design and operation of aircraft and air 

traffi c management systems. 

(Flightdeck/Maintenance/System Integration Human Factors, Air Traffi c Control/ Technical Operations Human Factors)

2010: Defi ne procedural requirements for separation assisted 

by Cockpit Display of Traffi c Information (CDTI). 

2011: Identify requirements for use of probabilistic weather information by pilots and controllers.

 Error management

 

Develop and apply error management strategies, 

mitigate risk factors, and reduce automation-related 

errors. 

(Flightdeck/Maintenance/System Integration Human Factors, Air Traffi c Control/ Technical Operations Human Factors)

2012: Provide design guidance for computer-human interfaces to reduce information overload and resulting errors. 

2012: Develop training and procedural requirements for corrective mechanisms to compensate for pilot skills degradation or automation failure. 

2012: Develop guidance on cognitive and contextual factors 

that improve human performance and reduce errors.

 Integrated demonstrations[/4/5]

 

Conduct incremental and full mission demonstrations to increase the likelihood of successful implementation of research results.

2011: Demonstrate the transition of self-separation responsibility to pilots. (Flightdeck/Maintenance/System Integration Human Factors, Air Traffi c Control/ Technical Operations Human Factors, CAASD)

2012: Demonstrate procedures for weather and wake separation on the fl ight deck. (Flightdeck/Maintenance/System Integration Human Factors, Wake Turbulence, Air 

Traffi c Control/ Technical Operations Human Factors)

2013: Functional demonstration – demonstrate integrated 

pilot and controller functional capabilities. (Flightdeck/Maintenance/System Integration Human Factors, William J. Hughes Technical Center Laboratory 

Facility)

2013: Field trial – demonstrate the core capabilities of pilot 

separation responsibility. (Safe Flight 21 – Alaska Capstone)

2015: Full mission demonstration – demonstrate integrated 

NextGen air and ground capabilities for pilot separation responsibility and controller effi ciency. (Flightdeck/Maintenance/System Integration Human Factors, Air Traffi c Control/ Technical Operations Human 

Factors, Safe Flight 21 -- Alaska Capstone, Weather 

Program, Wake Turbulence, William J. Hughes Technical Center Laboratory Facility, JPDO, Aviation Safety 

Risk Analysis, CAASD)
2007 NARP 2007 NARP 

32

FUNDING REQUIREMENTS

12Joint Planning and Development Offi ce, Next Generation Air Transportation System Integrated Plan, December 2004, www.jpdo.aero. The two thirds reduction in 

the rate of aviation fatalities and injuries is based on the JPDO objective for 2025 to, “Satisfy future growth in demand (up to 3 times current levels) and operational 

diversity.” Two-thirds assumes that the number of fatalities or injuries will be the same as today’s.

The funding levels listed for years 2009 to 2012 are estimates and subject to change.

No fatalities, injuries, or adverse health impacts due to aerospace 

operations

R&D MILESTONES/TARGETS

By 2015, demonstrate a two-thirds reduction in the rate of aerospace-related fatalities and 

signifi cant injuries.12 

METHOD OF VALIDATION

Th e approach includes preventing injuries during regular operations and protecting people 

in the event of a crash. Validation of the supporting milestones will include demonstrations, 

modeling, simulations, full scale testing, and initial standards. Validation of the 2015 

milestone will include analysis of U.S. accident data. In 2010, progress will be measured based 

on accident data from 2003 to 2008; in 2012 based on data from 2003 to 2010; and in 2015 

based on data from 2003 to 2012. Results from the safe aerospace vehicle goal will contribute 

to the interim and fi nal measurements of the reduction. Th e safety evaluation under the 

system knowledge goal will support the interim assessment of progress and validation of 

the 2015 milestone. Th e 2015 demonstration will show that the R&D is complete, and it is 

possible to meet the targeted operational improvement by 2025.
2007 NARP

33

R&D ACTIVITIES

 Safe evacuation 

Prevent injuries or fatalities during evacuations.

2012: Defi ne composite fuselage and very large transport 

safety design criteria for safe evacuation of aircraft 

(Fire Research and Safety)

2012: Develop aircraft rescue and fi re fi ghting procedures and 

equipment standards to address double-decked large 

aircraft (Airport Technology Research - Safety)

2012: Validate mathematical models to evaluate whether 

aircraft designs meet requirements for evacuation 

and emergency response capability. (Aeromedical Research)

 Turbulence

Prevent injuries and fatalities due to turbulence.

2011: Approve turbulence forecast at all altitudes for operational readiness. (Weather Program)

Hazardous weather 

Prevent injuries and fatalities due to hazardous 

weather

2012: Provide guidance for certifi cation of aircraft to operate in super cooled large droplet environments. (Atmospheric Hazards/Digital System Safety)

Occupant restraint

Improve occupant restraint systems to reduce injuries and fatalities.

2010: Establish design criteria for restraint systems that protect occupants at the highest impact levels that the aircraft structure can sustain. (Aeromedical Research)

Airports

 Prevent injuries and fatalities due to aircraft overrun.

2011: Evaluate new formulations for soft ground arrestor 

systems. (Airport Technology Research – Safety; Airport Cooperative Research)

2011: Complete development of airport design methods 

to improve runway friction. (Airport Technology Research – Safety)

Cabin air quality

 Reduce health risk to aircrew and passenger due to 

cabin environmental threats.

2010: Develop and analyze methods to detect and analyze 

aircraft cabin contamination including chemical-biological hazards and other airborne irritants. (Aeromedical Research)

Commercial space

Identify the requirements for safe commercial space 

transportation operations.

2007: Evaluate a sample of human space fl ight training providers to determine appropriate recommendations 

for formulating human space fl ight training requirements. (Commercial Space Transportation)

2007: Determine an appropriate duty and rest periods for 

space fl ight crew, fl ight controllers, maintenance personnel, and other safety critical personnel. (Commercial Space Transportation)
2007 NARP 2007 NARP 

34

FUNDING REQUIREMENTS

The funding levels listed for years 2009 to 2012 are estimates and subject to change.

No accidents and incidents due to aerospace vehicle design, structure, 

and subsystems

R&D MILESTONES/TARGETS

By 2015, demonstrate damage and fault tolerant vehicle and systems.

METHOD OF VALIDATION

Th e approach includes: preventing accidents due to engine failures, structural failures and 

system failures; developing a fi reproof cabin; integrating unmanned aircraft into the system; 

and addressing safety problems specifi c to general aviation. Validation of the 2015 milestone 

will include modeling, fl ight simulation, physical demonstration, prototypes, and initial 

standards. Th e results from this goal will contribute to the 2015 milestone to demonstrate a 

two-thirds reduction in fatalities and signifi cant injuries under the human protection goal.
2007 NARP

35

R&D ACTIVITIES

Engines

Prevent engine failures.

In-fl ight icing

2012: Develop methods to validate engines to operate in environments with high ice water content. (Atmospheric 

Hazards/Digital System Safety)

Engine and component structures

2012: Complete a certifi cation tool13 that will predict cracks, 

establish rotor life, and defi ne inspection requirements. (Propulsion and Fuel Systems)

2012: Complete development of damage tolerant design 

methods for aircraft propellers. (Aging Aircraft)

Uncontained engine failures

2011: Complete requirements for a system that identifi es 

propulsion malfunctions to the fl ight crew. (Aircraft 

Catastrophic Failure Prevention Research)

2012: Develop revised guidance for fuselage protection from 

uncontained engine failure fragments that includes 

multiple fragments analysis. (Aircraft Catastrophic 

Failure Prevention Research)

Structures

Prevent accidents due to structural failure.

2010: Develop certifi cation methods for damage tolerance 

and fatigue of composite airframes. (Advanced Materials/Structural Safety)

2011: Apply damage detection technologies for inspecting remote and inaccessible areas of in-service aircraft with 

metal structures. (Aging Aircraft)

2012: Defi ne criteria for use of imbedded sensors in fault 

tolerant structures. (Advanced Materials/Structural 

Safety)

Systems

Prevent accidents due to system failures.

Avionics

2012: Improve guidelines to expedite the certifi cation of multiple (20 to 30) software packages into a single avionics 

system. (Atmospheric Hazards/Digital System Safety)

Electrical

2010: Develop guidelines for adequate clearance to prevent 

arcing in aircraft electrical wiring systems. (Aging Aircraft)

Flight controls

2010: Evaluate the ease of operation and certifi cation of fl ight 

control designs. (Aging Aircraft)

Fire

Develop a fi re proof cabin.

2011: Evaluate ultra-fi re resistant materials during full-scale 

fi re tests. (Fire Research and Safety)

2015: Develop initial standards for fi reproof cabin.[/6] (Fire Research and Safety)

Unmanned aircraft

 Integrate Unmanned Aircraft System (UAS) into the 

civil airspace.

2012: Conduct fi eld evaluation of detect, sense, and avoid 

technology; command, control, and communications 

technologies; and fl ight termination procedures. (Unmanned Aircraft Systems Research, CAASD)

General aviation

Reduce general aviation accidents.

2012: Complete validation of certifi cation process for health 

and usage monitoring systems (HUMS) for operational implementation. (Aging Aircraft)

2012: Develop rotorcraft damage tolerance methods and 

standards to establish guidance for certifi cation. (Aging Aircraft)

Commercial space

Identify the requirements for safe commercial space 

transportation vehicles.

2007: Develop and maintain a database of failures and reliability of rocket-powered vehicles to identify the 

source and cause of failures. (Commercial Space Transportation)

13Design Assessment Reliability and Inspection (DARWIN)
2007 NARP 2007 NARP 

36

FUNDING REQUIREMENTS

The funding levels listed for years 2009 to 2012 are estimates and subject to change.

14Research will be performed by Flightdeck/Maintenance/System Integration Human Factors to support the development of standards, procedures, and training by 

Flight Standards to implement the JPDO plan for separation. The Air Traffi c Control/Technical Operations Human Factors, Wake Turbulence, and CAASD programs 

support the effort through work conducted under the other goals, but coordinated with this effort.

No accidents and incidents due to aerospace vehicle operations in the 

air and on the ground

R&D MILESTONES/TARGETS

By 2015, develop initial standards and procedures for self-separation. 

METHOD OF VALIDATION

Th e approach includes conducting research and development to support the standards, 

procedures, training, and policy required to implement the NextGen operational 

improvements leading to self-separation. Th is goal does not develop technology, but it works 

with the designated technology developer to prepare for the operational use of the technology 

according to the JPDO schedule identifi ed below. Validation of the 2015 milestone will 

include demonstrating that the research and development is suffi cient for the initial policy 

and standards that are required to certify technology, procedures, and training needed to 

implement the JPDO plan for self-separation.14
2007 NARP

37

R&D ACTIVITIES[/7]

Level 1 

 Surface/runway operations awareness 

2010: Model collision risk for surface movement. (JPDO OI# 

179)15

2011: Display aircraft and ground vehicles in the cockpit to 

guide surface movement during low visibility conditions. (JPDO IO# 153)

2015: Enable surface movement in zero visibility conditions 

guided by cockpit display. (JPDO OI#156)

Level 2 

Reduced separation

2011: Reduce visual approach minima through avionics-aided 

separation. (JPDO OI# 152)

2011: Reduce oceanic spacing to 15x15 nm. (JPDO OI# 185)

2011: Reduce longitudinal arrival and departure spacing requirements for dual use runways. (JPDO OI#167)

2012: Reduce lateral separation requirements for converging 

and parallel runway operations. (JPDO OI #161)

2012: Enable variable touchdown point markings to avoid 

wake impact. (JPDO OI#168)

2012: Reduce in-trail separation to near VFR levels for single 

runway departure operations. (JPDO OI# 162)

2012: Reduce in-trail separation to near VFR levels for converging and closely spaced parallel runways. (JPDO 

OI# 163)

2014: Reduce oceanic spacing to 3 miles. (JPDO OI# 186)

2014: Enable multiple aircraft occupancy for single runway 

arrivals and single runway departures. (JPDO OI# 174, 

175)

2014: Enable dynamic adjustment of longitudinal arrival and 

departure spacing. (JPDO OI #171)

2015: Further reduce longitudinal arrival and departure spacing. (JPDO OI# 173)

2015: Enable shared separation at non-towered airports. 

(JPDO OI# 149)

2015: Reduce arrival spacing, with altitude off set, for very 

closely spaced parallel runways. (JPDO OI# 176)

2015: Reduce arrival spacing, at co-altitude, for very closely 

spaced parallel runways. (JPDO OI# 177)

Level 3 

Shared separation

2010: Enable oceanic pair-wise separation. (JPDO OI# 165)

2011: Enable en route pair-wise separation. (JPDO OI# 160)

Level 4 

Self-separation

2015: Enable self-separation in oceanic airspace. (JPDO OI# 

166)

2015: Enable self-separation in high density en route corridors. (JPDO OI#164)

15Operational Improvement numbers are from the draft JPDO release in June 2006.
2007 NARP 2007 NARP 

38

FUNDING REQUIREMENTS

The funding levels listed for years 2009 to 2012 are estimates and subject to change.

Common, accurate, and real-time information of aerospace 

operations, events, crises, obstacles, and weather

R&D MILESTONES/TARGETS

By 2015, demonstrate common real-time awareness of ongoing air operations, events, crisis, 

and weather at all types of airports by pilots and controllers.

METHOD OF VALIDATION

Th e approach includes supporting development of standards and procedures for weatherin-the-cockpit to provide the fl ight crew awareness of weather conditions and forecasts; 

demonstrating wake turbulence technologies to support self-separation; and improving 

situational awareness at airports. Validation of the 2015 milestone will include pilot-inthe-loop simulations, modeling, tests, physical demonstrations, and initial standards and 

procedures. 
2007 NARP

39

R&D ACTIVITIES

Weather

Demonstrate weather-in-the-cockpit.16

Weather products

2010: Approve for operational readiness the national ceiling and visibility CONUS forecast. (Weather Program, 

Flightdeck/Maintenance/System Integration Human 

Factors)

2013: Approve for operational readiness the in-fl ight icing 

oceanic nowcast. (Weather Program, Flightdeck/Maintenance/System Integration Human Factors)

2013: Approve for operational readiness the volcanic ash 

forecast. (Weather Program, Flightdeck/Maintenance/

System Integration Human Factors)

2015: Approve for operational readiness the convective 

weather (thunderstorm) 2 to 6-hour forecast. (Weather Program, Flightdeck/Maintenance/System Integration Human Factors)

Policy and guidance[/8/9] 

2010: Develop design approval guidance for hardware and 

software standards. (Flightdeck/Maintenance/System 

Integration Human Factors, Weather Program) 

2010: Develop design approval guidance for archiving data. 

(Flightdeck/Maintenance/System Integration Human 

Factors, Weather Program)

2010: Develop guidance for airman training and evaluation 

criteria. (Flightdeck/Maintenance/System Integration 

Human Factors, Weather Program)

2010: Develop guidance for operational approval of new 

products and products from non-government vendors. 

(Flightdeck/Maintenance/System Integration Human 

Factors, Weather Program)

Requirements and demonstrations

2010: Identify air traffi c weather requirements. (NAS Weather Requirements, CAASD)

2012: Conduct physical demonstration of weather-in-thecockpit. (Safe Flight 21 – Alaska Capstone)

2012: Demonstrate weather displays for air traffi c controllers. (Air Traffi c Control/ Technical Operations Human 

Factors)

Airports

Ensure safe airport operations.

2008: Implement Juneau area wind system. (Wind Profi ling 

and Weather Research – Juneau)

2010: Develop system enhancements for runway status 

lights. (Runway Incursion Reduction)

2010: Develop advisory material to install new visual guidance systems (Airport Technology Research- Safety, 

Airport Cooperative Research)

2011: Develop a radar-based national bird strike advisory 

system for airports and their vicinity. (Airport Technology Research- Safety)

2012: Develop guidance material for airport planning to ensure consistency from the operator’s perspective from 

airport to airport. (Airport Technology Research- Safety, Airport Cooperative Research)

Separation Standards

Develop new separation standards.

Performance-based

2008: Develop separation standards that vary according to 

aircraft capability and pilot training. (NextGen Demonstration)

Wake vortices

2010: Recommend new separation standards and procedures 

based on aircraft performance. (Wake Turbulence)

2012: Evaluate system-wide safety risk for new separation 

standards. (Wake Turbulence)

2012: Verify new separation standards maintain or reduce 

safety risk. (Wake Turbulence)

16Weather-in-the-cockpit enables pilots and aircrews to engage in shared situational awareness and shared responsibilities with controllers, dispatchers, Flight Service 

Station (FSS) specialists, and others, pertaining to safe and effi cient prefl ight, en route, and post fl ight aviation safety decisions involving weather.
2007 NARP 2007 NARP 

40

FUNDING REQUIREMENTS

The funding levels listed for years 2009 to 2012 are estimates and subject to change. Programs marked with ATO-Cap* form the R&D component of line item 1A14X

 

A thorough understanding of how the aerospace system operates, the 

impact of change on system performance and risk, and how the system 

impacts the nation

R&D MILESTONES/TARGETS

By 2015, understand economic (including implementation) and operational impact of system 

alternatives.

METHOD OF VALIDATION

Th e approach includes developing the information analysis and sharing system to support the 

FAA and NextGen safety initiatives; generating guidelines to help stakeholders develop their 

own safety management systems; and modeling activities to help measure progress toward 

achieving safety, capacity, and environmental goals. Validation of the 2015 milestone will 

include analysis, modeling, prototypes, and demonstrations. Th e evaluation eff orts under 

this goal support the interim assessment of progress and validation of the 2015 milestones 

under the human protection, clean and quiet, and fast, fl exible and effi cient goals.
2007 NARP

41

R&D ACTIVITIES

Information Analysis and Sharing

Develop an information management system to serve 

as the foundation for the analysis of data trends and 

the identifi cation of potential safety hazards before 

accidents occur.

2009: Evaluate current protection and assurance models and 

potential confl icts with privacy and consumer advocacy 

groups. (JPDO OI #69)17 / (JPDO, Aviation Safety Risk 

Analysis)[/10] 

2012: Validate the Net Enabled Operations (NEO) Architecture proof-of-concept for the sharing of aviation safety 

information among JPDO member agencies. (JPDO OI 

#69) / (Aviation Safety Risk Analysis)[/10] 

2013: Complete the NGATS Aviation Safety Information 

Analysis and Sharing (ASIAS) Phase 1 pre-implementation activities, including concept defi nition. (JPDO OI 

#69) / (JPDO, Aviation Safety Risk Analysis)[/10] 

Develop a system to increase safety of commercial 

operations.

 2011: Develop automated tools to monitor databases for potential safety issues. (Aviation Safety Risk Analysis)

 2012: Demonstrate a working prototype of network based 

integration of information extracted from diverse, distributed sources. (Aviation Safety Risk Analysis)

Safety Management System

Produce guidelines for developing processes and 

technologies to implement a safety management 

system.

2011: Develop proof of concept for NextGen including a 

prototype to implement on a trial basis with selected 

participants that involve a cross-section of air service 

providers. (JPDO OI #71, 72, 73) / (Aviation Safety 

Risk Analysis)[/10]

2011: Complete study of risk-based fl eet management for 

small-airplane continued operational safety. (JPDO OI 

#68) (Aging Aircraft)

2012: Develop risk management concepts, models, and tools 

for unmanned aircraft systems. (JPDO OI #68) (Unmanned Aircraft Systems Research)

2012: Develop risk management concepts, models, and tools 

for transport category airplanes. (JPDO OI #68) (Aviation Safety Risk Analysis)

2014: Demonstrate a National Level System Safety Assessment capability that will proactively identify emerging risk across the NextGen. (JPDO OI #71, 72, 73)/ 

(JPDO, Aviation Safety Risk Analysis)[/10]

Safety evaluation 

 Develop method and metrics to measure progress in 

reducing the rate of fatalities and signifi cant injuries 

by two-thirds.18

(Aviation Safety Risk Analysis)

2010: Demonstrate a one-third reduction in the rate of fatalities and injuries. 

2012: Demonstrate a one-half reduction in the rate of fatalities and injuries.

2015: Demonstrate a two-thirds reduction in the rate of fatalities and injuries. 

Capacity evaluation

Develop method, metrics, and models to demonstrate that the system can handle growth in demand 

up to three times current levels.19

(JPDO, CAASD, Operations Concept Validation,[/12] System 

Capacity Planning and Improvement, Airspace Management 

Laboratory, Airspace Redesign)

2008: Demonstrate capacity increase to 130% current levels. 

2010: Demonstrate capacity increase to 166% current levels.

2012: Demonstrate capacity increase to 230% current levels.

2015: Demonstrate capacity increase to 300% current levels.

Environmental evaluation

Develop method, metrics, and models to demonstrate that aviation noise and emissions can be signifi cantly reduced in absolute terms to enable the 

air traffi c system to handle growth in demand up to 

three times current levels.20

(Environment and Energy,[/11] JPDO, CAASD, Operations Concept Validation)

2008: Demonstrate no environmental restrictions at 130% 

capacity.

2010: Demonstrate no environmental restrictions at 166% 

capacity.

2012: Demonstrate no environmental restrictions at 230% 

capacity.

2015: Demonstrate no environmental restrictions at 300% 

capacity.

17Operational Improvement numbers are from the draft JPDO release on June 2006.

18This supports demonstration of the 2015 milestone under the human protection goal.

19This supports demonstration of the 2015 milestone under the fast, fl exible, and effi cient goal. 20This supports demonstration of the 2015 milestone under the clean and quiet goal as it applies to the 2015 milestone under the fast, fl exible, and effi cient goal.
2007 NARP 2007 NARP 

42

FUNDING REQUIREMENTS

The funding levels listed for years 2009 to 2012 are estimates and subject to change. Programs marked with ATO-Cap* form the R&D component of line item 

1A14X

A globally recognized leader in aerospace technology, systems, and 

operations

R&D MILESTONES/TARGETS

By 2015, demonstrate the value of working with international partners to leverage 

research programs and studies in order to improve safety and promote seamless operations 

worldwide.

METHOD OF VALIDATION

Th e approach includes managing research collaborations to increase value, and leveraging 

research under the existing R&D program to increase value. Th is goal applies to the R&D 

program only. Validation of the 2015 milestone will include developing agreements and 

conducting analysis. Th e research results listed under activity 2 are generated by the other 

nine goals in this plan. Th e purpose of this goal is to help plan the use of these products in 

international partnering activities to produce the highest value. Th e method of validation for 

the individual research results is provided under the respective goal for each result.
2007 NARP

43

R&D ACTIVITIES

Management

Manage ongoing research.

2008: Manage R&D portfolio, conduct advisory committee reviews of R&D, and publish the NARP. (System Planning 

and Resource Management)

Manage research collaborations. [/13]

2009: Determine measures for the exchange of research information. (System Planning and Resource Management)

2010: Develop a strategic mapping for international collaboration. (System Planning and Resource Management)

2010: Identify a process to measure quality, timeliness, and 

value of collaboration. (System Planning and Resource 

Management)

2015: Determine fi nal value of collaboration. (System Planning and Resource Management).

Products

Leverage research results.

2008: Modify procedures to allow use of closely spaced parallel runways for arrival operations during non-visual 

conditions. (Wake Turbulence)

2010: Deploy an Aviation Environmental Design Tool that 

quantifi es and assesses interrelationships among noise 

and emissions at the local and global levels. (Environment and Energy)

2010: Develop certifi cation methods for damage tolerance 

and fatigue of composite airframes. (Advanced Materials/Structural Safety)

2012: Apply gene expression technology to defi ne human response to aerospace stressors. (Aeromedical Research)

2012: Demonstrate weather-in-the-cockpit. (Weather Program/ Flight Deck Human Factors)

2013: Deploy the Aviation Environmental Portfolio Management Tool that will provide the cost/benefi t methodology needed to harmonize national aviation policy and 

environmental policy. (Environment and Energy)

2014: Develop initial standards for a fi reproof cabin. (Fire Research and Safety) 

2014: Validate the Information Analysis and Sharing System. 

(JPDO, Aviation Safety and Risk Analysis) 

2015: Demonstrate reduced longitudinal separations for arrival and departure operations. (Wake Turbulence)

2015: Demonstrate three times improvement in air traffi c controller effi ciency (e.g., greater number of aircraft) and 

eff ectiveness (e.g., fewer operational errors) through 

automation and standardization of operation, procedures, and information. (Air Traffi c Control/ Technical 

Operations Human Factors)
2007 NARP 

44

Table 2.2 – Highlights of Funding Levels in the R&D Goals21

21The total R&D program is summarized in Tables 3.1 through 3.4 of Chapter 3 in this report. The funding levels listed for years 2009 to 2012 are estimates and 

subject to change. Programs marked with ATO-Cap* form the components of line item 1A14X NextGen System Development.

Key:

Goal

 1. Fast, fl exible and effi cient

 2. Clean & quiet

 3. Hiqh quality teams and individuals

 4. Human-centered design

 5. Human protection

 6. Safe aerospace vehicle

 7. Self-separation

 8. Situational awareness

 9. System knowledge

 10. World leadership
2007 NARP

45
2007 NARP 
2007 NARP

Chapter Three

Research & Development
2007 NARP 

Th is chapter summarizes the research and 

development (R&D) program according to the 

FAA’s budget submission. Th e chapter explains 

what the FAA is doing (programs), how much 

it is spending (budget), how it performs its 

programs (partnerships), and how well it 

executes its programs (evaluation).

Th e FAA R&D program supports regulation, 

certifi cation, and standards development; modernization of the national airspace system; and 

policy and planning. To support the FAA goals, 

R&D addresses the specifi c needs of sponsoring organizations. Sponsors include Aviation 

Safety, the Air Traffi c Organization, Airports, 

Commercial Space Transportation, and Aviation 

Policy, Planning and Environment. Th e Offi ce of 

Aviation R&D under Operations Planning in the 

Air Traffi c Organization manages the program 

for the Agency.

The R&D programs are funded in four 

appropriation accounts: Research, 

Engineering and Development 

(R,E&D); Air Traffi c Organization 

(ATO) Capital; Airport Improvement 

Program (AIP); and Safety and Operations (S&O). 

In general, the R,E&D account funds R&D programs 

that improve the national airspace system (NAS) by 

increasing its safety, security, productivity, capacity, 

and environmental compatibility to meet the expected 

air traffi c demands of the future.22 Th e AIP account 

generally funds airport improvement grants, including 

those emphasizing capacity development, and safety 

and security needs; and funds grants for aircraft noise 

compatibility planning and programs and low emissions airport equipment.

23 It also funds administrative and technical support costs to support airport 

programs. Th e ATO Capital account and the Safety and 

Operations account are new account designations in 

the fi scal year (FY) 2008 budget request. Th ey replace 

the former Facilities and Equipment (F&E) and Operations accounts.

Th e programs summarized below are in the fi scal year 

FY 2008 R&D budget request. Appendix A provides 

detailed information for each program, including 

intended outcomes, outputs, programmatic structure, 

partnerships, and a long-range outlook for the program.

48

22FAA Order 2500.8A, Funding Criteria for Operations, Facilities and Equipment (F&E), and Research, Engineering and Development (R,E&D) Accounts, dated 

April 9, 1993.

23FAA Budget Estimates FY 2007 submitted for use by The Committees on Appropriations, Section 3D. – Grants-In-Aid for Airports, page 3; and Vision 100 – Century of Aviation Reauthorization Act, Public Law 108-176, December 12, 2003.

2007 NARP 
2007 NARP

49

Research, Engineering and 

Development (R,E&D) 

Fire Research and Safety (A11.a.): Th e 

program develops technologies, procedures, 

test methods, and criteria, to reduce the risk of 

commercial airline accidents caused by hidden 

in-fl ight fi res and fuel tank explosions; and it 

improves survivability during post-crash fi res. 

Propulsion and Fuel Systems (A11.b.): Th e 

program develops and validates technologies, 

tools, methodologies, and materials to enhance 

the airworthiness, reliability, and performance 

of civil turbine and piston engines, propellers, 

fuels, and fuel management systems.

Advanced Materials/Structural Safety

 (A11.c.): Th e program ensures the safety of 

civil aircraft constructed of advanced materials 

by developing analytical and testing methods to 

understand how design, load, and damage can 

aff ect composite structures and by developing 

maintenance and repair methods. Th e program 

also increases the ability of passengers to 

survive aviation accidents by improving the 

crash characteristics of aircraft structures and 

by modeling crash events. 

Atmospheric Hazards/Digital System Safety 

(A11.d.): Th e program develops technologies 

to detect frozen contamination, and ensure 

safe operations during and after fl ight in 

atmospheric icing conditions. It improves 

aircraft safety by ensuring the safe operation 

of advanced fl ight-critical digital (softwarebased and programmable logic-based) airborne 

systems technology. It also assesses how this 

technology may be safely employed in fl ightessential and fl ight-critical systems such as 

fl y-by-wire, augmented manual fl ight controls, 

navigation and communication equipment, and 

autopilots.

Aging Aircraft (A11.e.): Th e program 

develops technologies, technical information, 

procedures, and practices to help ensure the 

continued airworthiness of aircraft structures, 

engines, and systems. It assesses the causes 

and consequences of fatigue damage of aging 

aircraft; ensures the continued safe operation of 

aircraft electrical, mechanical, and fl ight control 

systems; detects and quantifi es damage, such 

as cracking, corrosion, disbanding, and material 

processing defects through nondestructive 

inspection techniques; updates and validates 

airworthiness standards; establishes damagetolerant design and maintenance criteria for 

rotorcraft, commuter airplanes, and propeller 

systems; and develops technologies and 

guidance to ensure safe operation in hazards 

resulting from electromagnetic interference, 

high-intensity radiated fi elds, and lightning.

Aircraft Catastrophic Failure Prevention 

Research (A11.f.): Th e program develops 

technologies and methods to assess risk 

and prevent the occurrence of potentially 

catastrophic defects, failures, and malfunctions 

in aircraft, aircraft components, and aircraft 

systems. It also uses historic accident data to 

investigate turbine engine un-containment 

events and propulsion malfunctions.

Flightdeck/Maintenance/System Integration 

Human Factors (A11.g.): Th e program 

provides the human factors research for 

guidelines, handbooks, advisory circulars, 

rules, and regulations that ensure safe and 

effi cient aircraft operations. It improves task 

performance and training for aircrew, inspectors, 

and maintenance technicians; develops and 

applies error management strategies to fl ight 

and maintenance operations; and ensures that 

human factors are considered in certifying 

new aircraft and in designing and modifying 

equipment.

Aviation Safety Risk Analysis (A11.h.): Th e 

program monitors and analyzes aviation system 

operations and safety risks; and develops risk 

management methodologies, prototype tools, 

technical information, procedures, and practices 

to improve aviation safety. It develops an 

2007 NARP
2007 NARP 

50

infrastructure that enables the free sharing of 

de-identifi ed, aggregate safety information from 

various government and industry sources in a 

protected, aggregated manner; and conducts 

research to evaluate proposed new technologies 

and procedures, which will improve safety by 

making relevant information available to the 

pilot during terminal operations.

Air Traffi c Control/Technical Operations 

Human Factors (A11.i.): Th e program identifi es 

and analyzes trends in air traffi c operational 

errors and technical operations incidents, and 

develops and implements strategies to mitigate 

errors and incidents. It manages human error 

hazards, their consequences, and recovery 

methods in early stages of system design or 

procedural development; and assesses concepts 

and technology to modernize workstations, 

improve controller performance, and reduce 

staffi ng requirements. 

Aeromedical Research (A11.j.): Th e program 

identifi es pilot, fl ight attendant, and passenger 

medical conditions that indicate an inability to 

meet fl ight demands, both in the absence and 

in the presence of emergency fl ight conditions; 

and defi nes cabin air quality and analyzes 

requirements for occupant protection and 

aircraft decontamination.

 Weather Program (A11.k.): Th e program 

develops new technologies to provide weather 

observations, warnings, and forecasts that are 

accurate, accessible, and effi cient. It works 

to enable fl ight deck weather information 

technologies that allow pilots and aircrews 

to engage in shared situational awareness 

and shared responsibilities with controllers, 

dispatchers, Flight Service Station (FSS) 

specialists, and others, pertaining to safe and 

effi cient prefl ight, en route, and post fl ight 

aviation safety decisions involving weather.

Unmanned Aircraft Systems Research 

(A11.l): Th e program ensures safe integration 

of unmanned aircraft system (UAS) into 

the nation’s aviation system; and provides 

information to support certifi cation procedures, 

airworthiness standards, operational 

requirements, maintenance procedures, 

and safety oversight activities for UAS civil 

applications and operations.

Joint Planning and Development Offi ce 

(JPDO) (A12.a.): Th e program plans and 

designs the next generation air transportation 

system by coordinating goals, priorities, and 

implementation requirements within the 

federal government and with the U.S. aviation 

community.

Wake Turbulence (A12.b.): Th e program 

provides a better understanding of the swirling 

air masses, or wakes, trailing downstream from 

aircraft wingtips; safely reduces separation 

distances between aircraft; supports the safe 

use of parallel runways; and allows airports to 

operate closer to their design capacity.

GPS Civil Requirements (A12.c): Th e program 

provides a user fee to DOD for GPS services. Th e 

fee supports DOD assessment, development, 

acquisition, implementation, and operation 

of upgrades to civil GPS capabilities beyond 

the second and third civil signals; supports 

development of the L1C civil signal, which will 

be compatible with the EU Galileo open service 

on the GPS III satellites; and supports hardware 

and software upgrades for global monitoring of 

all GPS civil signals.

Environment and Energy (A13.a.): Th e 

program develops and validates methodologies, 

models, metrics, and tools to assess and 

mitigate the eff ect of aircraft noise and 

aviation emissions; analyzes and balances the 

interrelationships between noise and emissions, 

considers local and global impacts, and 

determines economic consequences; and reduces 

scientifi c uncertainties related to aviation 

2007 NARP 
2007 NARP

51

environmental issues to support decisionmaking. 

System Planning and Resource Management 

(A14.a.): Th e program manages the R&D 

programs to meet customer needs, to increase 

program effi ciency, and to reduce management 

and operating costs. It works to increase 

customer and stakeholder involvement in the 

FAA programs, and foster greater proliferation 

of U.S. standards and technology to meet global 

aviation needs.

William J. Hughes Technical Center 

Laboratory Facility (WJHTC) (A14.b.): Th e 

program provides well-equipped, routinely 

available facilities to emulate and evaluate 

fi eld conditions; performs human-in-the-loop 

simulations; measures human performance; 

evaluates human factors issues; and provides 

research aircraft that are specially instrumented 

and re-confi gurable.

Air Traffi c Organization (ATO) Capital 

Runway Incursion Reduction (1A01A): Th e 

program minimizes the chance of injury, 

death, damage, or loss of property caused by 

runway accidents or incidents. It selects and 

evaluates technologies; validates technical 

performance and operational suitability; and 

develops a business case to support program 

implementation. It improves pilot situational 

awareness with airport visual aids such as 

runway status lights, fi nal approach runway 

occupancy signals and other enhanced airport 

lighting technologies.

System Capacity Planning and Improvement 

(1A01B): Th e program delivers products and 

services to alleviate traffi c congestion, system 

delays, and operational ineffi ciencies in the 

aviation system through the development of 

new runways, new technologies, and modifi ed 

operational procedures. It also develops 

performance metrics; implements performance 

measurement tools; and collects, processes, 

and analyzes data to measure and report 

performance on a routine basis.

Operations Concept Validation (1A01C): Th e 

program conducts modeling and simulation 

to validate new operational concepts for the 

next generation of decision support systems 

for pilots and air traffi c controllers. It validates 

performance requirements and identifi es 

research criteria at the system and subsystem 

level; and assesses safety and environmental 

impact, identifi es risk, and takes actions 

necessary to reduce risk.

NAS Requirements (1A01D): Th e program 

analyzes mission needs and establishes weather 

requirements for the ATO to increase operational 

predictability during weather events. It 

aligns requirements, priorities, programs, and 

resources and develops metrics to measure and 

understand the impact of weather on the system; 

and evaluates weather-related services and 

technologies for the ATO.

Airspace Management Laboratory (1A01E): 

Th e program provides a better understanding of 

the impact of changes to airspace design (sectors 

and routes) in high-density traffi c areas, such as 

the New York metropolitan airspace, to improve 

airspace operations, reduce delays, and mitigate 

environmental impacts. It studies alternatives 

for airspace redesign that, when combined with 

new decision support tools and procedures, will 

optimize the nation’s airspace.

Airspace Redesign (1A01F): Th e program 

investigates and demonstrates new airspace 

concepts and procedures to increase national 

aviation system capacity. It focuses on the 

nation’s major metropolitan areas to shorten 

fl ight distances, to provide more fuel-effi cient 

routes, and to reduce arrival and departure 

delays.

2007 NARP
2007 NARP 

Wind Profi ling and Weather Research - 

Juneau (1A01I): Th e program funds operations 

and maintenance of the Juneau Area Wind 

System operational prototype. It implements 

an end-state system that consists of operational 

prototype software algorithms and a hardware 

infrastructure that is acceptable for use in the 

NAS.

Wake Turbulence (1A01J): Th e program 

evaluates technology prototypes for decision 

support tools that may reduce wake turbulence 

departure spacing and increase airport capacity. 

It develops requirements for validating the tools 

and displaying the separation information to 

controllers.

Local Area Augmentation System (LAAS) 

for GPS (1A01L): Th e program augments the 

accuracy, integrity, availability, and continuity 

of the current Global Positioning System (GPS) 

services to be used for terminal, non-precision, 

and Category I/II/III precision approaches. Th e 

research and development activity focuses on 

achieving Category II/III performance.

Safe Flight 21 – Alaska Capstone (1A02A): 

Th e program demonstrates technologies to 

improve safety and pilot situational awareness 

by displaying the location of nearby aircraft in 

an airborne cockpit display; provides critical 

weather observations to pilots in mountainous 

passes; and provides radar-like services in nonradar areas.

NextGen Technology Demonstrations (1A13): 

Th e program demonstrates and tests concepts 

related to NextGen including trajectory-based 

operations and super density operations to 

mature technologies, support investment 

decisions, and deploy new capabilities. It 

identifi es early implementation opportunities, 

refi nes longer-term objectives, and if results 

dictate, eliminates certain concepts from 

further consideration.

Center for Advanced Aviation System 

Development (CAASD) (4A09): Th e program 

identifi es and tests new technologies for 

52 application to air traffi c management, 

navigation, communication, separation 

assurance, surveillance, and system safety; 

and conducts R&D and high-level system 

engineering to meet the FAA’s long-term 

requirements.

Airport Improvement Program (AIP) 

Airport Cooperative Research – Capacity: Th e 

program addresses airport design, including 

perimeter taxiways and modeling; mitigation 

of environmental impacts, including noise 

and emissions and run-off from deicing and 

anti-icing operations; introduction of new 

large aircraft; and improvements in pavement 

maintenance and materials.

Airport Cooperative Research – Safety: Th e 

program addresses all aspects of improving 

airport safety, including improvements in 

lighting and marking, mitigation of wildlife 

hazards, airport design and geometry, reduction 

of runway incursions, and improvement of 

aircraft rescue and fi refi ghting.

Requested as AIP in FY 2008:

Airports Technology Research – Capacity: Th e 

program provides better airport planning and 

designs and improves runway pavement design, 

construction, and maintenance. It ensures new 

pavement standards will be ready to support 

safe international operation of next-generation 

heavy aircraft, and makes pavement design 

standards available to users worldwide.

Airports Technology Research – Safety: Th e 

program increases airport safety by conducting 

research to improve airport lighting and 

marking, reduce wildlife hazards near airport 

runways, improve airport fi re and rescue 

capability, and reduce surface accidents.

Safety and Operations (S&O)

Commercial Space Transportation Safety: 

Th e program examines safety considerations 

for commercial space transportation, including 

those that involve crew and spacefl ight 

participants’ health and safety, spacecraft 

vehicle safety, launch and re-entry risks, public 

safety, and personal property risk.

2007 NARP 
2007 NARP

53

This section provides four tables that explain 

the FAA R&D budget by appropriation, 

program sponsor, R&D category, and 

performance goal. It presents the FAA R&D 

request for the President’s budget for FY 

2008. The funding levels listed for years 

2009 to 2012 are estimates and subject to 

change.

Budget Budget Budget

Appropriation account -- Table 3.1 shows the FAA R&D budget 

planned for FY 2008, including the fi ve-year plan through 

2012, grouped by appropriation account. Th e previous section 

on programs defi ned the four appropriation types. Th e ATO 

Capital budget in Table 3.1 includes four line items: Advanced 

Technology Development and Prototyping (ATD&P) line item 

number 1A01, Safe Flight 21 (SF-21) line item number 1A02, 

NextGen Demonstrations (NextGen) line item number 1A13, and 

the CAASD line item number 4A09. Not all programs in these 

ATO Capital line items are R&D. Only R&D programs are shown. 

Sponsoring organization -- Table 3.2 shows the FAA R&D 

budget planned for FY 2008, including the fi ve-year plan 

through 2012, grouped by sponsoring organization. Sponsoring 

organizations are Aviation Safety, Air Traffi c Organization, 

Airports, Commercial Space Transportation, and Aviation Policy, 

Planning and Environment.

R&D category -- Th e FAA research includes both applied research 

and development as defi ned by the Offi ce of Management and 

Budget Circular A-1161. Table 3.3 shows the FAA R&D program 

according to these categories with the percent of applied research 

and development for FY 2008 through 2012. 

Performance goal -- Table 3.4 shows the FAA R&D budget 

by performance goal as defi ned in Exhibit IVof the FAA 

budget request for FY 2008. Th e R&D programs apply to 

three performance goals – safety, mobility, and environment. 

Programs may support more than one goal; however, each 

program is listed only once under its primary goal for budget 

purposes. Th e table provides information on contract costs, 

personnel costs, and other in-house costs planned for FY 2008.

24OMB Circular A-11, Preparation, Submission and Execution of the Budget, June 2006, section 84, page 8 (www.whitehouse.gov/OMB/circulars).

2007 NARP
2007 NARP 

54
2007 NARP

55
2007 NARP 

56
2007 NARP

57
2007 NARP 

58

The FAA enhances and expands its R&D 

capabilities by partnering with other 

government, academic, or industry 

organizations. Such partnerships help 

leverage critical national capabilities to 

ensure the FAA attains its R&D goals

Federal Government 

Other federal departments and agencies conduct aviationrelated R&D that directly or indirectly supports the FAA 

goals and objectives. To leverage this R&D, the FAA uses 

formal agreements, such as memoranda of understanding/

agreement (MOU/MOA), cooperative eff orts, such as 

interagency integrated product teams, and technical 

coordination, such as on-site personnel at fi eld offi ces 

at other federal research laboratories and centers. Th e 

establishment of the multi-agency JPDO shows how 

government can leverage the R&D capabilities of multiple 

agencies to transform the nation’s air transportation system 

over the long-term. 

Memoranda of Understanding/Agreement 

Joint research activities are performed via MOUs/MOAs 

that set forth areas for cooperative endeavor. An MOU is a 

high-level agreement describing a broad area of research that 

fosters cooperation between departments or agencies and 

develops a basis for establishing joint research activities. An 

MOA is an agreement describing a specifi c area of research 

and is used to implement a broader MOU. Appendix 

B provides the FAA MOUs/MOAs with the National 

Aeronautics and Space Administration (NASA) and the 

Department of Defense.

Field Offi ces 

Th e FAA has fi eld offi ces at two NASA research 

centers to foster and provide technical 

coordination of research that contributes to 

modernization eff orts and safety enhancements 

of the air transportation system. Th e fi rst fi eld 

offi ce opened in 1971 at NASA Ames Research 

Center located in Moff ett Field, California, 

and the second offi ce opened in 1978 at 

NASA Langley Research Center in Hampton, 

Virginia. Both offi ces report directly to the FAA 

headquarters. For more information, see http://

faa-www.larc.nasa.gov (government only).

Joint Planning and Development Offi ce 

 Th e JPDO provides government-wide planning 

and coordination for aviation R&D. Th e 

JPDO is working with the Departments of 

Defense, Transportation, Homeland Security, 

and Commerce, FAA, NASA, and the Offi ce of 

Science and Technology Policy to plan federal 

aviation R&D and focus it on the long-term 

needs of the nation’s air transportation 

system. To help defi ne the next generation air 

transportation system, the JPDO has created 

eight Integrated Product Teams (IPTs). For 

more information, see http://www.jpdo.aero..

Th e Climate Change Science Program

 Th irteen federal departments and agencies 

participate in the U.S. Climate Change Science 

Program to coordinate scientifi c research across 

a wide range of related climate and global 

change issues. Th e research addresses the 

Earth’s environmental and human systems, 

which are undergoing changes caused by a 

variety of natural and human-induced causes. 

Th e Climate Change Science Program Strategic 

Plan25 provides the research areas and questions 

that the program addresses. Th e FAA helps 

by identifying the impact of aviation on the 

environment, particularly the troposphere. 

For more information, see http://www.

climatescience.gov. 25Strategic Plan for the Climate Change Science Program, report by the Climate 

Change Science Program and the Subcommittee on Climate Change Research, July 2003 

(http://www.climatescience.gov).

2007 NARP 
2007 NARP

59

Global Earth Observation System of Systems

 Th e Global Earth Observation System of 

Systems (GEOSS) provides an umbrella for 15 

federal departments and agencies and several 

White House offi ces to work collaboratively 

to address a wide range of environmental 

issues including those pertaining to aviation. Th ese include enhanced weather observation, 

modeling and forecasting, air and water quality 

monitoring, and emissions. Under GEOSS, the 

FAA works with the Environmental Protection 

Agency to address air quality and emissions 

issues facing aviation. For more information, 

see http://www.epa.gov/geoss.

Government and Industry Th e FAA technology transfer activities meet the 

objectives of the Stevenson-Wydler Technology 

Innovation Act of 1980, the Bayh-Dole Act of 

1980, the Federal Technology Transfer Act of 

1986, the National Cooperative Research and 

Production Act of 1993, and Executive Orders 

12591 and 12618: Facilitating Access to Science 

and Technology. Th e purpose is to transfer 

knowledge, intellectual property, facilities, 

equipment, or other capabilities developed by 

federal laboratories or agencies to the private 

sector. Th e FAA does this through the following 

mechanisms.

 Cooperative Research and Development 

Agreements

 Th e CRDA is collaborative in nature and allows 

the FAA to share facilities, equipment, services, 

intellectual property, personnel resources, and 

other resources with private industry, academia, 

or state and local government agencies. For 

more information on using CRDAs, see http://

www.tc.faa.gov/technologytransfer/. 

Contracts

 Th e FAA awards contracts to conduct applied 

research studies, and to develop, prototype, 

demonstrate, and test new hardware and 

software. Th e FAA also awards contracts to 

small businesses in compliance with the terms 

of the Small Business Innovation Research 

(SBIR) Program. Appendix B provides 

additional detail on the use of SBIR. For more 

information, see http://www.asu.faa.gov/faaco/

kenproj.htm.

Intellectual Property/Patents

 As part of its commitment to assist industry 

through technology transfer, the FAA 

encourages the commercialization of its R&D 

products or results, known as intellectual 

property. Among the most transferred 

intellectual property are inventions, which may 

be protected by patents. Appendix B provides a 

current list of the FAA’s patents

Government and Academia Th e FAA has an aggressive program to foster 

research and innovative aviation solutions 

through the nation’s colleges and universities. 

By doing so, it not only leverages the nation’s 

signifi cant investment in basic and applied 

research but also helps to build the next 

generation of aerospace engineers, managers, 

and operators. Th e FAA does this through the 

following mechanisms. 

 Joint University Program 

 Th e FAA/NASA Joint University Program for 

Air Transportation Research is a long-term 

cooperative research partnership among three 

universities: Ohio University, the Massachusetts 

Institute of Technology, and Princeton 

University. Th e universities conduct aviationrelated scientifi c and engineering research. Th e 

FAA and NASA benefi t directly from the results 

of specifi c research projects and the valuable 

feedback from university researchers regarding 

the goals and eff ectiveness of government 

programs. For more information, see http://

research.faa.gov/research_links.

Aviation Research Grants 

 All colleges, universities, and legally 

incorporated non-profi t research institutions 

qualify for research grants. Research grants 

may use any scientifi c methodology deemed 

appropriate by the grantee. At the FAA, the 

evaluation criteria for grant proposals include 

the potential application of research results 

to the FAA’s long-term goals for civil aviation 

technology. Appendix B provides a summary of

grants issued in 2006. For more information, 

see http://www.tc.faa.gov/logistics/grants. 

2007 NARP
2007 NARP 

60

Air Transportation Centers of Excellence

 Th e FAA currently has seven Centers of 

Excellence (COEs) through cooperative 

agreements with academic institutions to assist 

in mission-critical research and technology. 

Th rough these long-term collaborative, costsharing eff orts, the government and university/

industry teams leverage each other’s resources 

to advance the technological future of the 

nation’s aviation community. Appendix B 

provides a summary of the COEs. For more 

information, see http://www.coe.faa.gov.

Aerospace Vehicle Systems Institute

 Th e Aerospace Vehicle Systems Institute is 

a cooperative industry, government, and 

academia venture for investigation and 

standardization of aerospace vehicle systems 

to reduce life-cycle cost and accelerate 

development of systems, architectures, tools, 

and processes. For more information, see 

http://avsi-tees.tamu.edu.

International

Th e FAA uses cooperative agreements with 

European and North American aviation 

organizations to participate in air traffi c 

management modernization programs and 

to leverage research activities that harmonize 

operations and promote a seamless air 

transportation system worldwide.

EUROCONTROL

 Th e European Organization for the Safety of 

Air Navigation (EUROCONTROL) is a civil and 

military organization with the goal to develop a 

seamless, pan-European air traffi c management 

(ATM) system. In 1986, EUROCONTROL and 

the FAA established the fi rst memorandum of 

cooperation (MoC), which they updated in 1992 

and again in 2004. Th e aim of the MoC and its 

governance structure is to broaden the scope of 

the cooperation between the two organizations 

and their respective partners in the areas of 

ATM research, strategic ATM analysis, technical 

harmonization, operational harmonization, and 

harmonizing safety and environment factors.

Transport Canada

 In the spring of 2004, Transport Canada 

joined the FAA and NASA as a sponsor of the 

PARTNER (Partnership for AiR Transportation 

Noise and Emissions Reduction) Center of 

Excellence. Transport Canada has studied and 

will continue to study air quality at Canadian 

airports to develop and implement practices 

that reduce air pollution from airports. Canada, 

as a member state of the International Civil 

Aviation Organization, is working to reduce 

smog-forming pollutants from the aviation 

sector and participates in the COE partnership 

to advance the state of knowledge in many key 

areas. 

2007 NARP 
2007 NARP

61

Since R&D tends to be longterm in nature, it does not lend 

itself to traditional return-oninvestment analysis, such as 

net present value. Instead, 

evaluation of R&D requires 

consideration of quality, 

relevance, and performance. 

Today, the FAA accomplishes 

evaluation through both formal 

and informal reviews performed 

by internal and external groups. 

Internal Program Reviews

Th e FAA R&D program receives continuous 

internal review to ensure that it meets customer 

needs, is high quality, and is well managed. 

Integrated Capability Maturity Model (iCMM®)

 Th e FAA uses the iCMM® to evaluate and 

improve the quality of its processes. Th e 

iCMM® provides a single model of best practice 

for enterprise-wide improvement. As a result of 

an internal review, the FAA created processes to 

improve its management of the R&D program. 

Th ese processes received maturity ratings of 

level 2 and 3.

 Program Planning Teams

 To ensure eff ective engagement with research 

stakeholders, the FAA Offi ce of Aviation R&D 

uses program planning teams comprised of 

internal sponsors and researchers to review 

program outcomes and outputs, prioritize and 

plan research eff orts, and recommend research 

priorities and programs. 

R&D Executive Board

 When R&D program formulation is complete, 

the FAA R&D Executive Board (REB) provides 

program approval. Th e REB is made up of 

senior executives representing the major R&D 

sponsors of the FAA. Th is process helps the FAA 

establish research priorities to meet its strategic 

goals and objectives. 

Joint Resources Council

 Th e Joint Resources Council (JRC) is the FAA’s 

corporate-level, acquisition decision-making 

body that provides strategic guidance to the 

R&D portfolio process and ensures that the 

research requirements support the FAA national 

airspace system program. Th e JRC reviews and 

approves the proposed R&D portfolios.

External Program Reviews

Th e FAA R&D program receives continuous 

external review from advisory committees to 

ensure that it meets customer needs and is 

technically sound. Th e FAA also seeks feedback 

from the National Academies and through user 

surveys and discussion groups. Researchers 

present progress reports at public forums and 

science reviews, publish and present technical 

paper, obtain formal peer validation of science, 

train specifi c users on product usage, and 

maintain and share lessons learned. 

2007 NARP
2007 NARP 

62

26Aviation Safety Research Act of 1988, Public Law Number 100-591, November 3, 1988, and the FAA Research, Engineering and Development Authorization Act of 1990, Public Law Number 101-508, November 5, 1990. 

27http://www.nationalacademies.org/aseb

of 25 members serve on the committee. Each 

member is recommended by the Administrator 

and appointed by the Secretary of 

Transportation for a two-year term. Members 

represent the commercial space transportation 

industry, academia, state and local government, 

and space advocacy groups. Th e COMSTAC 

provides annual recommendations for 

commercial space transportation R&D 

projects and periodically reviews the FAA R&D 

reports and activities. For more information, 

see http://www.faa.gov/about/offi ce_org/ 

headquarters_offi ces/ast/industry/advisory_

committee/

 During 2006, the COMSTAC held two 

committee meetings and seven working group 

meetings and produced one report, Th e 2006 

Commercial Space Transportation Forecasts, dated 

May 2006.

 National Academy Aeronautics and Space 

Engineering Board 

 Th e National Academy of Science established 

the Aeronautics and Space Engineering Board 

(ASEB) in 1967 to focus talents and energies 

of the engineering community on signifi cant 

aerospace policies and programs. Th e board 

recommends priorities and procedures for 

achieving aerospace engineering objectives and 

off ers a way to bring engineering and other 

related expertise to bear on aerospace issues 

of national importance. Th e board’s primary 

sponsor is NASA, but it also performs studies 

for other agencies. 

 During 2006, the ASEB conducted a Decadal 

Survey of Civil Aeronautics to identify a tenyear strategy for the federal government’s 

involvement in civil aeronautics, with particular 

emphasis of NASA’s research portfolio.27

Th e report identifi es research challenges 

Research, Engineering and Development Advisory 

Committee 

 Established in 1989, the Research, Engineering 

and Development Advisory Committee (REDAC) 

advises the Administrator on R&D issues and 

coordinates the FAA’s research activities with 

other government agencies and industry. 

Th e committee considers aviation research 

needs in the six areas of air traffi c services, 

airport technology, aircraft safety, aviation 

security, human factors, and environment and 

energy.26 A maximum of 30 members serve 

on the committee and represent corporations, 

universities, associations, consumers and 

government agencies. For more information, 

see http://research.faa.gov/redac. 

During 2006, the REDAC held two committee 

meetings and 11 subcommittee meetings and 

produced six reports: Guidance for FAA Fiscal 

Year 2008 R&D, November 8, 2005; Transitioning 

Air Traffi c Management Research into Operational 

Capabilities, November 8, 2005 (fi nal report); 

Review of Skills Training and Needs of the Next 

Generation Controller Workforce, November 

8, 2005; Financing the Next Generation Air 

Transportation System, June 8, 2006; Review of 

FAA Fiscal Year 2008 R&D Program Plans, June 

20, 2006; and Separations Standards Working 

Group Final Report, September 20, 2006. 

Appendix C provides the recommendations 

from these reports and Agency responses.

 Commercial Space Transportation Advisory 

Committee

 Established in 1984, the Commercial 

Space Transportation Advisory Committee 

(COMSTAC) provides information, advice, and 

recommendations to the Administrator on 

matters relating to the U.S. commercial space 

transportation industry, including research and 

development (R&D) activities. A maximum 

2007 NARP 
2007 NARP

63

and prioritizes these challenges relative 

to their ability to improve the nation’s air 

transportation system. For more information, 

see: http://www.nationalacademies.org/aseb.

 Transportation Research Board

 Th e National Research Council established the 

Transportation Research Board (TRB) in 1920 

as an advisory board for highway research. In 

1974 it was renamed TRB to refl ect its expanded 

services to all modes of transportation. Th e 

TRB mission is to promote innovation and 

progress in transportation through research. 

It fulfi lls this mission through the work of 

its standing committees and task forces. Th e TRB manages the Airport Cooperative 

Research Program (ACRP) for the FAA with 

program oversight and governance provided by 

representatives of airport operating agencies.

 During 2006, the ACRP offi cially started when 

a Memorandum of Agreement was executed by 

the cooperating parties, in October 2005, and 

the FAA provided funds to begin the program 

and to carry out research projects. Th e ACRP 

Governing Board was appointed by Secretary 

of Transportation Norman Mineta and held 

its fi rst meeting in January 2006 to establish 

operating procedures and to prioritize research 

needs. For more information, see: http://www.

trb.org/crp/acrp/acrp.asp

2007 NARP
2007 NARP 

64

AEP [FAA – Staff Offi ce] Aviation Policy, Planning and Environment

AIP [FAA Budget Appropriation] Airport Improvement Program

ARP [FAA – Line of Business] Airports

ASEB National Academy Aeronautics and Space Engineering Board 

AST [FAA – Line of Business] Commercial Space Transportation

ATD&P Advanced Technology Development and Prototyping

ATM Air Traffi c Management

ATO [FAA – Line of Business] Air Traffi c Organization

ATO Capital [FAA-Budget Appropriation]

ATOP Advanced Technologies and Oceanic Procedures

AVS [FAA – Line of Business] Aviation Safety

CAASD [MITRE] Center for Advanced Aviation System Development

CDA Continuous-descent Approach

CDTI Cockpit Display of Traffi c Information

COE Center of Excellence

COMSTAC Commercial Space Transportation Advisory Committee

CRDA Cooperative Research and Development Agreement

DARWINTM Design Assessment Reliability and Inspection

DHS Department of Homeland Security

DOC Department of Commerce

DOD Department of Defense

DOT Department of Transportation

EA Enterprise Architecture

EUROCONTROL European Organization for the Safety of Air Navigation

FAA Federal Aviation Administration

FY Fiscal Year

GA General Aviation 

GEOSS Global Earth Observation System of Systems

GPS Global Positioning System

HAP Hazardous Air Pollutants

HUMS Health and Usage Monitoring Systems

iCMM® Integrated Capability Maturity Model

IPT Integrated Product Team

JPDO Joint Planning and Development Offi ce

JRC [FAA] Joint Resources Council

LAAS Local-Area Augmentation System

MOA Memorandum of Agreement 

MoC Memorandum of Cooperation

MOU Memorandum of Understanding

NARP National Aviation Research Plan

2007 NARP 
2007 NARP

65

NAS National Airspace System

NASA National Aeronautics and Space Administration

NextGen Next Generation Air Transportation System

NOx Oxides of nitrogen

OEP Operational Evolution Partnership

OI Operational Improvement

OMB Offi ce of Management and Budget

OSTP [Executive Offi ce of the President] Offi ce of Science and Technology Policy

PARTNER Partnership for AiR Transportation Noise and Emissions Reduction

PM Particulate Matter

R&D Research and Development

REB [FAA] Research and Development Executive Board

R,E&D [FAA Budget Appropriation] Research, Engineering and Development

REDAC [FAA] Research, Engineering and Development Advisory Committee

RNAV Area Navigation

RNP Required Navigation Performance

SBIR Small Business Innovation Research

SF Safe Flight

S&O [FAA Budget Appropriation] Safety and Operations

TCAS Traffi c Collision Avoidance System

TMA Traffi c Management Advisor

UAS Unmanned Aircraft Systems

VFR Visual Flight Rules

WJHTC William J. Hughes Technical Center

2007 NARP
2007 NARP 
2007 NARP
2007 NARP