Federal Aviation

Administration

2016

National Aviation Research Plan

(NARP)

Final

April 2016

Report of the Federal Aviation Administration to

the United States Congress pursuant to Section 

44501(c) of Title 49 of the United States Code
2016 NARP-Final

April 2016

The National Aviation Research Plan (NARP) is a report of the Federal Aviation Administration 

to the United States Congress pursuant to Section 44501(c) of Title 49 of the United States Code. 

The NARP is available on the Internet at (http://www.faa.gov/go/narp)
2016 NARP Table of Contents

Table of Contents

Executive Summary....................................................................................................................... iv

Preface............................................................................................................................................. v

Introduction..................................................................................................................................... 1

Mission...................................................................................................................................... 1

Vision........................................................................................................................................ 1

National Goals and Strategic Plans........................................................................................... 2

1.0 R&D Principle 1 - Improve Aviation Safety ............................................................................ 7

1.2 Aviation Safety R&D Goal 2............................................................................................ 25

1.3 Aviation Safety R&D Goal 3............................................................................................ 32

1.4 Aviation Safety R&D Goal 4............................................................................................ 39

1.5 Aviation Safety R&D Goals 5 and 6................................................................................. 43

1.6 Aviation Safety R&D Goals 7 - 9..................................................................................... 49

1.7 Aviation Safety R&D Goal 10.......................................................................................... 54

2.0 R&D Principle 2 - Improve Efficiency................................................................................... 61

2.1 Efficiency R&D Goal 1 .................................................................................................... 65

2.2 Efficiency R&D Goal 2 .................................................................................................... 69

2.3 Efficiency R&D Goal 3 .................................................................................................... 71

2.4 Efficiency R&D Goals 4 and 5 ......................................................................................... 80

2.5 Efficiency R&D Goal 6 .................................................................................................... 85

2.6 Efficiency R&D Goal 7 .................................................................................................... 88

2.7 Efficiency R&D Goal 8 .................................................................................................... 90

2.8 Efficiency R&D Goal 9 .................................................................................................... 92

2.9 Efficiency R&D Goal 10 .................................................................................................. 94

3.0 R&D Principle 3 - Reduce Environmental Impacts................................................................ 95

3.1 Environment and Energy R&D Goals 1 - 3...................................................................... 98

3.2 Environment and Energy R&D Goal 4........................................................................... 107

3.3 Environment and Energy R&D Goal 5........................................................................... 110

4.0 R&D Business Management................................................................................................. 112

4.1 Appropriation Accounts.................................................................................................. 113

4.2 R&D Summary Budget Tables....................................................................................... 115

4.3 R&D Evaluation.............................................................................................................. 126

5.0 Partnership Activities............................................................................................................ 129

5.1 Federal Government........................................................................................................ 130

5.2 Industry ........................................................................................................................... 132

5.3 Academia ........................................................................................................................ 135

5.4 International .................................................................................................................... 145

References................................................................................................................................... 147

Acronyms and Abbreviations ..................................................................................................... 150

i
2016 NARP List of Tables

List of Tables

Strategic Alignment of FAA R&D Principles .............................................................................6

Table 1.0.1: Alignment of FAA R&D Safety Principle and Programs with NSTC 

Aviation Safety Goals.................................................................................................9

Table 1.0.2: Program Funding for R&D Principle 1 - Improve Aviation Safety ..........................10

Table 1.1.1: Advanced Materials/Structural Safety Program Milestones.....................................11

Table 1.1.2: Aircraft Catastrophic Failure Prevention Research Program Milestones.................14

Table 1.1.3: Aircraft Icing/Digital System Safety Program Milestones.......................................16

Table 1.1.4: Continued Airworthiness Program Milestones.........................................................18

Table 1.1.5: Propulsion and Fuel Systems Program Milestones ..................................................21

Table 1.1.6: Unmanned Aircraft Systems Research Program Milestones....................................23

Table 1.2.1: Air Traffic Control/Technical Operations Human Factors Program Milestones .....25

Table 1.2.2: Flightdeck/Maintenance/System Integration Human Factors Program Milestones.28

Table 1.2.3: NextGen-Air Ground Integration Human Factors Program Milestones...................29

Table 1.3.1: Aeromedical Research Program Milestones.............................................................32

Table 1.3.2: Fire Research and Safety Program Milestones.........................................................36

Table 1.4.1: System Safety Management Program Milestones....................................................39

Table 1.5.1: NextGen - Weather Technology in the Cockpit Program Milestones......................43

Table 1.5.2: Weather Program Milestones ...................................................................................46

Table 1.6.1: Commercial Space Transportation Safety Program Milestones...............................50

Table 1.7.1: Airport Cooperative Research Program – Safety Milestones...................................54

Table 1.7.2: Airport Technology Research Program – Safety Milestones...................................56

Table 1.7.3: Runway Incursion Reduction Program Milestones..................................................59

Table 2.0.1: Alignment of FAA R&D Efficiency Principle and Programs with NSTC 

Mobility Goals..........................................................................................................63

Table 2.0.2: Program Funding for R&D Principle 2 - Improve Efficiency...................................64

Table 2.1.1: NextGen - Wake Turbulence Program Milestones...................................................65

Table 2.1.2: Wake Turbulence - Re-Categorization Program Milestones....................................67

Table 2.2.1: NextGen - Air Ground Integration Human Factors Program Milestones.................69

Table 2.3.1: Major Airspace Redesign Program Milestones........................................................71

Table 2.3.2: New Air Traffic Management Requirements Program Milestones..........................72

Table 2.3.3: Operations Concept Validation and Infrastructure Evolution Program Milestones.75

Table 2.3.4: System Capacity, Planning and Improvements Program Milestones.......................77

Table 2.4.1: NextGen - Weather Technology in the Cockpit Program Milestones......................80

Table 2.4.2: Weather Program Milestones ...................................................................................82

Table 2.5.1: Airport Cooperative Research Program – Capacity Milestones...............................85

Table 2.5.2: Airport Technology Research Program – Capacity Milestones...............................86

Table 2.6.1: NextGen – Information Security Program Milestones..............................................89

ii
2016 NARP List of Tables

Table 2.7.1: Oceanic Tactical Trajectory Management Program Milestones ..............................90

Table 2.7.2: Advanced Methods Program Milestones..................................................................91

Table 2.8.1: Closely Spaced Parallel Runway Operations Program Milestones..........................92

Table 2.9.1: Surface Tactical Flow Program Milestones..............................................................94

Table 3.0.1: Alignment of FAA R&D Environmental Principle and Programs with NSTC 

Energy and Environment Goals................................................................................96

Table 3.0.2: Program Funding for R&D Principle 3 - Reduce Environmental Impacts................97

Table 3.1.1: Environment and Energy Program Milestones.........................................................98

Table 3.1.2: Environment and Energy – Environmental Management System and 

Noise/Emission Reduction Program Milestones .........................................................................102

Table 3.1.3: NextGen - Environmental Research - Aircraft Technologies, Fuels, and Metrics 

Program Milestones.....................................................................................................................103

Table 3.1.4: NextGen - Weather Technology in the Cockpit Program Milestones....................105

Table 3.2.1: Airport Cooperative Research Program – Environment Milestones......................107

Table 3.2.2: Airport Technology Research Program – Environment Milestones.......................108

Table 3.3.1: NextGen - Alternative Fuels for General Aviation Program Milestones...............110

Table 4.2.1: Planned R&D Budget by Appropriation Account..................................................117

Table 4.2.1: Planned R&D Budget by Appropriation Account (cont’d)....................................118

Table 4.2.2: Planned R&D Budget by Requesting Organization ...............................................119

Table 4.2.2: Planned R&D Budget by Requesting Organization (cont’d) .................................120

Table 4.2.3: Planned R&D Budget by Research Category.........................................................121

Table 4.2.3: Planned R&D Budget by Research Category (cont’d)...........................................122

Table 4.2.4: Planned R&D Budget by Performance Goal (Budget Exhibit II) ..........................123

Table 4.2.4: Planned R&D Budget by Performance Goal (Budget Exhibit II) (cont’d) ............124

Table 4.2.5: NextGen R&D Funding..........................................................................................125

iii
2016 NARP Executive Summary

Executive Summary

Aviation is a vital resource for the United States (U.S.) because of its strategic, economic, and 

social importance. It provides opportunities for business, job creation, economic development, 

law enforcement, emergency response, personal travel, and leisure. It also attracts investment to 

local communities and opens up new domestic and international markets and supply chains. As 

a result, the U.S. needs a system that leads the global aviation community and responds quickly 

to changing and expanding transportation needs. The Federal Aviation Administration (FAA) 

supports this system through the introduction of new technologies and procedures, innovative 

policies, and advanced management practices that promote safety and environmental 

sustainability.

The NARP is the FAA’s performance-based plan to ensure that Research and Development 

(R&D) investments are well managed, deliver results, and sufficiently address national aviation 

priorities. The NARP integrates the FAA R&D programs into a portfolio that addresses the near, 

mid, and far-term research needs of the aviation community. The NARP features R&D 

principles and goals that support the strategic visions laid out by the President, Secretary of 

Transportation, and FAA Administrator. This approach enables the FAA to address the current 

challenges of operating the safest, most efficient air transportation system in the world while 

building a foundation for the future system in an environmentally sound manner.

Section 44501(c) of Title 49 of the United States Code (49 U.S.C. § 44501(c)) requires the 

Administrator of the FAA to submit the NARP to Congress annually with the President’s 

Budget. The NARP includes applied R&D as defined by the Office of Management and Budget 

(OMB) Circular A-111 and involves activities funded in three appropriation accounts: Research, 

Engineering and Development (R,E&D), Facilities and Equipment (F&E), and Grants-In-Aid for 

Airports (AIP).

In FY 2017, the FAA plans to invest a total of $403,335,000 in R&D. The R&D investment 

spans multiple appropriations for the FAA, including $167,500,000 in R,E&D; $189,460,000 in 

F&E; and $46,375,000 in AIP. The funding will be used to achieve the three central FAA R&D 

Principles of improve aviation safety, improve efficiency, and reduce environmental impacts.

The NARP aligns with the White House National Science and Technology Council (NSTC)2

National Aeronautics Research and Development Plan, the U.S. Department of Transportation’s 

Strategic Plan for Fiscal Years(FY) 2014–2018, and the Federal Aviation Administration

Strategic Initiatives 2014-20183

.

1 OMB Circular No. A-11, Preparation, Submission and Execution of the Budget, June 30, 2015, section 84, page 8 

(http://www.whitehouse.gov/OMB/circulars). 2 For more information on the National Science and Technology Council (NSTC), go to 

(http://www.whitehouse.gov/ostp/nstc). 3 FAA Administrator Michael P. Huerta released his Federal Aviation Administration Strategic Initiatives 2014-

2018 on February 19, 2014. For more information, go to 

(http://www.faa.gov/about/plans_reports/media/FAA_Strategic_Initiatives_Summary.pdf).

iv

 
2016 NARP Preface

Preface

The 2016 NARP includes the following major changes from the 2015 NARP:

• Inclusion of additional F&E-funded R&D work in the following portfolios:

• 1A02 National Airspace System (NAS) Improvement of System Support Laboratory;

• 1A03 William J. Hughes Technical Center Facilities;

• 1A04 William J. Hughes Technical Center Infrastructure Sustainment;

• 1A05 Next Generation Transportation System - Separation Management Portfolio;

• 1A06 Next Generation Transportation System - Improved Surface/Terminal Flight

Data Manager(TFDM) Portfolio;

• 1A07 Next Generation Transportation System - On Demand NAS Portfolio;

• 1A08 Next Generation Transportation System - Improved Multiple Runway 

Operations Portfolio;

• 1A09 Next Generation Transportation System - NAS Infrastructure Portfolio, and

• 1A10 Next Generation Support Portfolio.

Representative programs from each of the above F&E portfolios have been highlighted in 

the narrative of this year’s NARP (Chapters 1-3), with milestone and program 

information mirroring the FY 2017-2021 Capital Investment Plan (CIP). CIP content is 

current as of January 13, 2016.

• Addition of a new R,E&D-funded program named ‘NextGen Information Security’ (BLI 

A12.d).

• Addition of three new research goals, in conjunction with the inclusion of the abovereferenced new areas (i.e., additional F&E sponsored programs and the A12.d NextGen 

Information Security program). 

• Slight rewording of Safety goal 7, which now reads ‘Safe and efficient integration of 

increased commercial space launch and re-entry activity into the NAS.’

• Elimination of the Systems Safety Management Transformation program (F&E - 3A10B) 

from the 2016 NARP (both from the financial tables as well as from the main body of the 

NARP), since no R&D activities are currently being conducted under that area.

• Slight rewording and updating of the three NARP principles for clarity and accuracy.

.

v
2016 NARP Introduction

Introduction

To maximize the opportunities that the aviation industry provides, the U.S. must not only 

maintain, but also continue to improve upon the NAS so that it remains responsive to rapidly 

changing and expanding transportation needs, while ensuring the highest level of safety. 

Increased mobility, higher productivity, reduced environmental impact, and greater efficiency,

are possible by introducing new technologies, procedures; innovative policies and advanced 

management practices. Collaborative, needs-driven R&D is central to this process, as it enables 

the U.S. to be a world leader in its ability to move people and goods by air safely, securely, 

quickly, affordably, efficiently and in an environmentally sound manner.

Mission

The FAA’s mission is to provide the safest and most efficient aerospace system in the world. To 

support this mission, the FAA’s corresponding R&D mission is to conduct, coordinate, and 

support domestic and international R&D of aviation-related products and services that will 

ensure a safe, efficient, and environmentally sound global air transportation system. It supports a 

range of research activities from materials and aeromedical research to the development of new 

products, services, and procedures.

Vision

The overall vision of the FAA is to strive to reach the next level of safety, efficiency, 

environmental responsibility, and global leadership. The FAA is accountable to the American 

public and stakeholders. In 2003, the Secretary of Transportation set forth a specific vision to 

transform the Nation’s air transportation system into one that is substantially more capable of 

ensuring America maintains its leadership in global aviation4. That proclamation led to the 

Vision 100 – Century of Aviation Reauthorization Act5,which became the foundation of the 

Next Generation Air Transportation System (NextGen). To support these visions, the FAA 

strives to conduct world-class, cutting edge R&D.

The FAA has defined five R&D organizational values to enable it to better manage its programs 

and achieve its R&D vision. They are:

• Goal driven - Achieve the mission. The FAA uses R&D as a primary enabler to 

accomplish its goals and objectives.

• World class - Be the best. The FAA delivers R&D results that are high quality, relevant, 

and improve the performance of the aviation system.

4 Letter to the President from Secretary of Transportation Norman Y. Mineta, America at the Forefront of Aviation: 

Enhancing Economic Growth, November 25, 2003. 5 Vision 100 – Century of Aviation Reauthorization Act, Public Law 108-176, December 12, 2003 

(http://www.gpo.gov/fdsys/pkg/PLAW-108publ176/pdf/PLAW-108publ176.pdf).

1

 
2016 NARP Introduction

• Collaborative - Work together. The FAA partners with other government agencies, 

industry, and academia to capitalize on national R&D capabilities to transform the air 

transportation system.

• Innovative - Turn ideas into reality. The FAA empowers, inspires, and encourages our 

people to invent new aviation capabilities and 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. The FAA R&D program delivers quality products 

and services to the customer quickly and affordably.

By aggressively promoting these values, the FAA will generate the maximum benefit from its 

R&D resources to help achieve its vision and the national vision of a transformed aviation 

system.

National Goals and Strategic Plans

The establishment of national goals provides a framework for the FAA to identify and confront

the most significant research challenges facing our Nation’s aviation system. This section 

explains how the White House Office of Science and Technology Policy, Office of the Secretary 

of Transportation, and FAA framework of goals and strategic plans are connected, as well as

how the FAA R&D portfolio supports the larger effort by providing research to pursue the near, 

mid, and far-term needs of the aviation community.

National Aeronautics Research and Development Plan

The National Aeronautics Research and Development Policy (December 2006) established a 

series of guiding principles to conduct Federal aeronautics R&D:

• Aviation safety is paramount.

• Mobility through the air is vital to economic stability, growth, and security as a Nation.

• Aviation is vital to national security and homeland defense.

• Security of and within the aeronautics enterprise must be maintained.

• The United States should continue to possess, rely on, and develop its world-class 

aeronautics workforce.

• Assuring energy availability and efficiency is central to the growth of the aeronautics 

enterprise.

• The environment must be protected while sustaining growth in air transportation.

To advance these principles, on February 2, 2010, the NSTC published the most recent National 

Aeronautics Research and Development Plan. The plan lays out high-priority national 

aeronautics R&D challenges, goals, and supporting objectives to guide the conduct of U.S. 

aeronautics R&D activities through 2020. As the first in a process of biennial updates, the plan 

2
2016 NARP Introduction

provides focused updates to a number of specific R&D goals and objectives in the National Plan 

for Aeronautics Research and Development and Related Infrastructure published in 2007. This 

R&D plan:

• Supports the coordinated efforts of the Federal departments and agencies in the pursuit of 

stable and long-term foundational research;

• Ensures U.S. technological leadership in aeronautics for national security and homeland 

defense capabilities;

• Advances aeronautics research to improve aviation safety, air transportation, and reduce 

the environmental impacts of aviation;

• Promotes the advancement of fuel efficiency and energy independence in the aviation 

sector, and

• Spurs the development of innovative technologies that enable new products and services.

For more information, go to (http://www.whitehouse.gov/sites/default/files/microsites/ostp/aerordplan-2010.pdf).

U.S. Department of Transportation Strategic Plan

The U.S. Department of Transportation’s Strategic Plan for Fiscal Years 2014–2018: 

Transportation for A New Generation, was created with input from the U.S. Department of 

Transportation’s (DOT) leadership, employees, and stakeholders. The plan re‐imagines 

America’s transportation system as the means by which we connect with one another, grow our 

economy, and protect the environment. The national objectives of general welfare, economic 

growth, stability, and the security of the U.S. require development of transportation policies and 

programs that contribute to providing fast, safe, efficient, and convenient transportation at the 

lowest cost. They must also be consistent with other national objectives, including the efficient 

use and conservation of the resources of the U.S.6 The plan fulfills the DOT’s mission and sets 

the direction for the DOT to provide safe, efficient, convenient, and sustainable transportation 

choices, through five strategic goals supported by a wide‐ranging management goal of

organizational excellence:

• Safety;

• State of good repair;

• Economic competitiveness;

• Quality of life in communities, and

• Environmental sustainability.

For more information, go to (http://www.dot.gov/dot-strategic-plan).

6 DOT’s mission as stated in Section 101 of Title 49, U.S.C.

3

 
2016 NARP Introduction

FAA Strategic Initiatives

FAA Administrator Michael P. Huerta released his Federal Aviation Administration Strategic 

Initiatives 2014-2018 on February 19, 2014, to underscore what will be strategically necessary 

for the FAA to lay the foundation for the aerospace system of the future. The document stresses 

that rapidly changing industry, technological opportunities, uncertain fiscal environment, an 

evolving workforce, and the global backdrop, comprise a compelling case for transformational 

change. The Administrator’s priority initiatives include: 

• Risk-Based Decision Making – build on safety management principles to proactively 

address emerging safety risk by using consistent, data-informed approaches to make 

smarter, system-level, risk-based decisions.

• National Airspace System – lay the foundation for the NAS of the future by achieving 

prioritized NextGen benefits, integrating new user entrants, and delivering more, 

efficient, streamlined services.

• Global Leadership – improve safety, air traffic efficiency, and environmental 

sustainability across the globe through an integrated, data-driven approach that shapes 

global standards, enhances collaboration and harmonization, and better targets FAA 

resources and efforts.

• Workforce of the Future – prepare FAA’s human capital for the future, by identifying, 

recruiting, and training a workforce with the leadership, technical, and functional skills to 

ensure the U.S. has the world’s safest and most productive aviation sector.

FAA strategic priorities for the agency include:

• Making aviation safer and smarter;

• Delivering benefits through technology and infrastructure;

• Enhancing global leadership, and

• Empowering and innovating with the FAA’s people.

For more information, go to

(http://www.faa.gov/about/plans_reports/media/faa_strategic_initiatives_summary.pdf).

Next Generation Air Transportation System (NextGen)

Enacted in 2003 under the Vision 100 – Century of Aviation Reauthorization Act, NextGen is the 

ongoing transformation of the NAS to advance growth and increase safety while reducing 

aviation’s environmental impact. It represents an evolution from a ground-based system of Air 

Traffic Control, (ATC) to a satellite-based system of Air Traffic Management (ATM). This 

transformation is being enabled by a shift to smarter satellite-based and digital technologies and 

new procedures that combine to make air travel more convenient, predictable and 

environmentally friendly. In conjunction with innovative technologies, are new airport 

infrastructure and new procedures, including the shift of certain decision-making responsibilities 

from the ground to the cockpit.

4
2016 NARP Introduction

FAA’s Research and Development Principles and Goals

The FAA uses R&D to support policy and planning, regulation, certification, standards 

development, and modernization of the NAS. The FAA R&D portfolio supports both the day-today operations of the NAS and the development of NextGen. To achieve balance between the 

near, mid, and far-term, the FAA has defined three R&D principles. The R&D principles help 

the FAA align, plan, and evaluate its R&D portfolio. The R&D principles are:

• Improve Aviation Safety – systematically expand and apply knowledge to produce 

useful materials, devices, systems, or methods that will improve aviation safety and 

achieve the lowest possible accident rate.

• Improve Efficiency– systematically expand and apply knowledge to produce useful 

materials, devices, systems, or methods that will improve access to and increase the 

capacity and efficiency of the Nation’s aviation system.

• Reduce Environmental Impacts – systematically expand and apply knowledge to 

produce useful materials, devices, systems, or methods that will reduce aviation’s 

environmental and energy impacts.

The following table, Strategic Alignment of FAA R&D Principles, shows the primary 

relationship among the FAA R&D principles and elements from other pertinent strategic 

documents. The following chapters will provide greater detail about the 25 underlying goals that 

support FAA’s accomplishment of these three principles.

5
2016 NARP Introduction

Strategic Alignment of FAA R&D Principles

FAA R&D 

Principles

DOT Strategic 

Plan

Goals

National 

Aeronautics 

Research and 

Development Plan 

Principles

FAA Strategic 

Initiatives 2014-

2018

Priorities

Improve Aviation Safety Safety Aviation Safety Make Aviation Safer 

and Smarter

Improve Efficiency Economic 

Competitiveness Mobility

Deliver Benefits 

Through Technology 

and Infrastructure

Reduce Environmental 

Impacts

Environmental 

Sustainability

Energy and 

Environment

Deliver Benefits 

Through Technology 

and Infrastructure

6
2016 NARP Chapter 1 - R&D Principle 1 – Improve Aviation Safety

1.0 R&D Principle 1 - Improve Aviation Safety

Systematically expand and apply knowledge to produce 

useful materials, devices, systems, or methods that will 

improve aviation safety and achieve the lowest possible 

accident rate.

Ten R&D goals support R&D Principle - Improve Aviation Safety. Work is spread across three 

budget appropriations (R,E&D, F&E, and AIP):

• Goal 1 - Improved understanding of aerospace vehicle design, structure, and subsystems to 

reduce the potential for accidents and incidents and support the development of standards and 

policy and methodologies and tools for certification.

• Goal 2 - Improved knowledge of the human-system interface and a reduction in accidents 

and incidents through enhanced aerospace vehicle, air traffic, and technical operations that 

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

• Goal 3 - Improved understanding of factors that influence human physiology and 

performance in aerospace environments and guidance and tools that enhance human safety, 

protection, and survival during civil aerospace operations.

• Goal 4 - Improved system-wide access and sharing of aviation safety data and analysis tools 

within the aviation community, providing safety resources that are integrated with operations 

of aviation industry stakeholders.

• Goal 5 - Established requirements and standards for enabling the availability and improving 

the quality and quantity of meteorological information to safely implement NextGen 

operational improvements.

• Goal 6 - Improved accuracy and accessibility of observed and forecast weather to reduce the 

number of accidents and incidents attributed to hazardous weather.

• Goal 7 - Safe and efficient integration of increased commercial space launch and re-entry

activity into the NAS.

• Goal 8 - Improved vehicle safety and risk management, including knowledge of all safetycritical components and systems of the space vehicles and their operations, to better identify 

potential hazards and apply and verify hazard controls.

• Goal 9 - Guidance and tools that enhance human safety, protection, and survival during space 

operations.

7
2016 NARP Chapter 1 - R&D Principle 1 – Improve Aviation Safety

• Goal 10 - No fatal accidents on certificated airports as a result of airport design, runway 

incursions or excursions, or wildlife strikes.

Table 1.0.1, Alignment of FAA R&D Safety Principle and Programs with NSTC Aviation Safety 

Goals, shows how the FAA’s Aviation Safety R&D goals and programs align with the NSTC 

Aviation Safety Goals. In many cases, FAA R&D programs support more than one NSTC goal.

8
2016 NARP Chapter 1 - R&D Principle 1 – Improve Aviation Safety

Table 1.0.1: Alignment of FAA R&D Safety Principle and Programs with NSTC Aviation 

Safety Goals 

FAA R&D 

Principle FAA R&D Programs NSTC Principle

FAA 

Strategic 

Priority

Advanced Materials/Structural Safety

Aircraft Catastrophic Failure 

Prevention Research

Propulsion and Fuel Systems

Continued Airworthiness

Aircraft Icing/Digital Systems Safety

Unmanned Aircraft Systems 

Research Program

Air Traffic Control/Technical 

Operations Human Factors

Flightdeck/Maintenance/System 

Integration Human Factors

NextGen - Air Ground Integration 

Human Factors

Aeromedical Research

Fire Research and Safety

System Safety Management

NextGen - Weather Technology in 

the Cockpit

Weather Program

Commercial Space Transportation 

Safety

Runway Incursion Reduction 

Program

Airport Cooperative Research 

Program - Safety

Airport Technology Research 

Program - Safety

Aviation Safety is Paramount

Make Aviation Safer and Smarter

Goal 2 - Develop 

Technologies, for 

Manned and Unmanned 

Systems, to Reduce 

Accidents and Incidents 

through Enhanced 

Aerospace Vehicle 

Operations on the Ground 

and in the Air

Goal 2 - Develop Technologies, for Manned and 

Unmanned Systems, to Reduce Accidents and 

Incidents through Enhanced Aerospace Vehicle 

Operations on the Ground and in the Air

Goal 3 - Demonstrate Enhanced Passenger and 

Crew Survivability in the Event of an Accident

Goal 2 - Develop Technologies, for Manned and 

Unmanned Systems, to Reduce Accidents and 

Incidents through Enhanced Aerospace Vehicle 

Operations on the Ground and in the Air

Goal 2 - Develop Technologies, for Manned and 

Unmanned Systems, to Reduce Accidents and 

Incidents through Enhanced Aerospace Vehicle 

Operations on the Ground and in the Air

Goal 2 - Develop Technologies, for Manned and 

Unmanned Systems, to Reduce Accidents and 

Incidents through Enhanced Aerospace Vehicle 

Operations on the Ground and in the Air

NSTC Goals

Improve Aviation Safety

Goal 1 - Develop 

Technologies to Reduce 

Accidents and Incidents 

Through Enhanced 

Vehicle Design, 

Structure, and 

Subsystems

9 
2016 NARP Chapter 1 - R&D Principle 1 – Improve Aviation Safety

In FY 2017, 31 percent of total FAA R&D funding is allocated to R&D Principle 1 - Improve 

Aviation Safety. Program funding levels for the 2016 Enacted and 2017 Congressional Request 

are shown in Table 1.0.2. Percent of Program reflects each program’s contribution towards 

R&D Principle 1 in the 2017 Congressional Request. Table 1.0.2 also lists the section and page 

number reference for each budget narrative within the FY 2017 Congressional Justification (CJ) 

for the President’s Budget Request. The FY 2017 CJ will be made available by the DOT at 

https://www.transportation.gov/budget. 

Table 1.0.2: Program Funding for R&D Principle 1 - Improve Aviation Safety

2016 

BLI Program

CJ 

Reference 

(Section 

/Page)

Appropriation 

Account

2016 

Enacted

($000)

2017

Congressional 

Request

($000)

2017 

Percent of 

Program

A11.a Fire Research and Safety 3C/11 RE&D 6,000 7,925 100%

A11.b Propulsion and Fuel Systems 3C/15 RE&D 2,034 2,574 100%

A11.c Advanced Materials/Structural Safety 3C/17 RE&D 7,409 4,113 100%

A11.d Aircraft Icing/Digital System Safety 3C/21 RE&D 5,500 5,102 100%

A11.e Continued Airworthiness 3C/26 RE&D 8,987 10,269 100%

A11.f Aircraft Catastrophic Failure Prevention Research 3C/31 RE&D 1,433 1,528 100%

A11.g Flightdeck/Maintenance/System Integration Human Factors 3C/34 RE&D 5,000 8,513 100%

A11.h System Safety Management 3C/37 RE&D 6,063 7,000 100%

A11.i Air Traffic Control/Technical Operations Human Factors 3C/41 RE&D 5,410 6,165 100%

A11.j Aeromedical Research 3C/45 RE&D 8,467 9,538 100%

A11.k Weather Program 3C/49 RE&D 7,516 8,988 50%

A11.l Unmanned Aircraft Systems Research 3C/54 RE&D 17,635 8,422 100%

A11.n Commercial Space Transportation 3C/61 RE&D 2,000 2,953 100%

A12.b NextGen - Air Ground Integration Human Factors 3C/68 RE&D 2,400 2,573 30%

A12.c NextGen - Weather Technology in the Cockpit 3C/71 RE&D 1,822 1,827 45%

A14.a System Planning and Resource Management 3C/85 RE&D 1,282 1,702 61%

A14.b William J. Hughes Technical Center Laboratory Facility 3C/87 RE&D 2,831 2,803 82%

4A08 Center for Advanced Aviation System Development 

(CAASD)

3B/306 F&E 16,800 15,600 26%

-- Airport Cooperative Research Program - Safety 3D/36 AIP 5,000 5,000 100%

-- Airport Technology Research Program - Safety 3D/26 AIP 16,176 16,371 100%

Total ($000) 129,764 128,966

*CAASD R&D budget totals for 1) FY 2016 assume 28% for Safety, 72% to Efficiency, and 0% for Environmental and 2) FY 2017 and outyears 

assume 26% for Safety, 69% for Efficiency, and 5% for Environmental (subject to FFRDC Executive Board FY 2017 workplan approval).

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1.1 Aviation Safety R&D Goal 1 

Improved understanding of aerospace vehicle design, structure, and 

subsystems to reduce the potential for accidents and incidents and 

support the development of standards and policy and methodologies 

and tools for certification.

1.1.1 Advanced Materials/Structural Safety (R,E&D - A11.c)

The Advanced Materials/Structural Safety Program supports Aviation Safety R&D Goal 1 by 

investigating a broad spectrum of issues related to the use of composite and advanced materials 

in aircraft structures. These include fatigue and damage tolerance issues from in-flight hail and 

ground vehicle collisions, environmental and aging effects, and bonded joints and repairs. The 

program also develops safety awareness training for advanced composite materials and 

manufacturing processes. The Structural Safety Program conducts research to develop or 

validate dynamic test methods, procedures and means of analysis to meet crashworthiness 

regulations. The program helps ensure that new aircraft structures demonstrate levels of safety 

equivalent to existing aircraft structures when subjected to survivable crash conditions. 

The research milestones and their statuses are shown in Table 1.1.1, Advanced 

Materials/Structural Safety Program Milestones below, followed by a summary of the significant 

progress made in FY 2015 towards achieving the R&D goal.

Table 1.1.1: Advanced Materials/Structural Safety Program Milestones

Year Milestone Status Notes

2015

Characterize the effects of blunt 

impact on composite structures 

typically used in fuselage 

applications

Completed 2015 NARP Status: On schedule

2016

Develop standards and methods to 

characterize dynamic properties of 

composite material systems

On schedule

2017

Evaluate new material forms (e.g., 

discontinuous fiber composites) that 

have found application in primary 

aircraft structures

On schedule

2017

Address specific Aviation 

Rulemaking Advisory Committee

inputs and certification needs for 

certification of composite aircraft

On schedule

2018

Develop assessment of typical range 

of ditching and other water landing 

scenarios to provide 

recommendations on certification 

requirements

On schedule

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Year Milestone Status Notes

2018

Evaluate composites quality control 

Advisory Circular 21-26 for 

necessary updates and provide 

background data

On schedule

2019

Identify key characteristics of 

metallic aircraft response to crash 

conditions to establish a baseline for 

other structural concepts and 

materials

On schedule

2019

Develop background information 

and data for creation of a Part 21 

Advisory Circular on composite 

structures

On schedule

2020

Develop technical forensic and 

predictive data to allow analysis of 

structural failures after being 

subjected to post event conditions 

including fire and heat

On schedule

2020

Develop a methodology to verify and 

validate models used for 

crashworthiness certification

On schedule

2021

Perform initial evaluation of 

developed methodology for 

verification and validation of 

crashworthiness certification models 

on existing examples of aircraft 

structures built from novel materials 

or novel designs

On schedule New milestone

Advanced Materials/Structural Safety Program Progress in FY 2015:

 Conducted element-level experiments to support accurate analysis procedure 

development, due to simplified geometries, loading conditions and isolated failure 

modes. The interested location is frame-to-floor where the ground service equipment 

normally impacts the aircraft fuselage. Frame element-level bending and bending-torsion 

tests are required to support frame failure modeling and study of frame-to-floor 

interaction. Successfully completed two C-frame Bending tests, while preparing for 

Bending-Torsion test. Blunt/soft impact to sandwich structures can cause core fraction 

with almost no surface dent. Conducted quasi-static honeycomb core-crushing 

experiments to support analytical model. The indentation/core-crushing model accurately 

predicted crushing; however, the model still needs to be improved in unloading response 

prediction.

 Completed draft of American Society for Testing and Materials (ASTM) test method for 

Mode I single cantilever beam fracture mechanics test method for sandwich composites. 

Also coordinated with ASTM committee for any technical issues. Completed round 

robin testing protocol for Mode I single cantilever beam sandwich fracture mechanics 

testing. Evaluated candidate notch sensitivity test methodologies for sandwich 

composites.

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 Current crashworthiness aircraft response and occupant safety are predicated on the use 

of metallic structures of traditional semi-monocoque design. A finite element model of a 

narrow-body aircraft was developed to study the fuselage response during an aircraft 

impact. The model was modified to add the necessary structural detail to better represent 

the aircraft configuration that will be used to validate the model. The model was also 

modified to reflect recent information regarding the modeling of joint and sub-assembly 

connections. Pertinent information regarding accident data from the Turkish Airlines 

flight that crashed near the Amsterdam Schiphol Airport was obtained and is being used 

to guide the changes and establish necessary boundary and impact conditions.

 Established improved laboratory-to-laboratory and instrument-to-instrument 

reproducibility methodologies for Dynamic Mechanical Analysis (DMA). DMA is a 

preferred technique for determining the glass Transition Temperature (Tg) of polymer 

matrix composites. The Tg is a critical parameter for the selection of an appropriate 

composite material used in aircraft structures. Tg is used as a means to establish the 

maximum service temperature of the material. Several potential influencers of Tg 

measurements, such as thermocouple (TC) positioning, dimensional variation of 

specimens, and temperature calibration configurations and methods were evaluated. A 

50% improvement in the reproducibility of Tg measurements was achieved with the 

implementation of the developed TC guidelines and temperature calibration procedures.

 Evaluated numerous issues associated with the introduction of bonded joints in aircraft 

structures. Characterized the effect of visco-elastic ratcheting which affects the longterm durability of fatigued bond joints. Evaluated the cause and effects of amine 

leaching (blush) on bonded structure performance. Developed a framework for the 

inclusion of bonded structure guidance into Composite Materials Handbook 17. Held 

forum at Composite Materials Handbook 17 Coordination Meeting to review needs and 

established content requirements for the handbook. Evaluated testing methods for 

composite structures durability. Coordinated with ASTM committees on inclusion of 

updates to current metal bond durability test methods.

1.1.2 Aircraft Catastrophic Failure Prevention Research (R,E&D - A11.f)

The Aircraft Catastrophic Failure Prevention Research Program supports Aviation Safety R&D

Goal 1 by developing technologies and methods to assess risk and prevent occurrence of 

potentially catastrophic defects, failures, and malfunctions in aircraft, aircraft components, and 

aircraft systems. The program uses historical accident data and National Transportation Safety 

Board (NTSB) recommendations to examine and investigate turbine-engine uncontainment 

events and other engine-related impact events. Together with industry, the program develops 

material models associated with engine debris impact. These material models may be used for 

aircraft impact or shielding evaluations, engine containment evaluations and to assist both 

aircraft and engine certification.

The research milestones and their statuses are shown in Table 1.1.2, Aircraft Catastrophic Failure 

Prevention Research Program Milestones below, followed by a summary of the significant 

progress made in FY 2015 towards achieving the R&D goal.

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Table 1.1.2: Aircraft Catastrophic Failure Prevention Research Program Milestones

Year Milestone Status Notes

2015 Complete Inconel testing for 

certification by analysis Completed 2015 NARP Status: On schedule

2016 

Develop an anistropic material model 

for composite impact problems in 

aviation

On schedule

2016

Complete MAT224 anistropic metal to 

account for cold working and 

directional manufacture

On schedule

2016 Complete homogenous composite 

failure model Deleted

Milestone is deleted because it is the same 

as the 2016 milestone stating: ‘Develop an 

anistropic material model for composite 

impact problems in aviation.’ This 

milestone is the second stage, failure 

portion of the complete model.

2015 NARP Status: On schedule

2017 Complete standard composite testing 

for certification by analysis On schedule

2018 Develop new tests needed for 

composite impact and failure On schedule

2018 Complete verification study for 

uniaxial composite impact On schedule

2019 Update certification by analysis 

guidance for metals On schedule

2020

Complete updates to uncontained 

engine and open rotor engine 

vulnerability analysis toolkit with 

improved impact accuracy, and 

revised fragment model that includes 

new events

On schedule

2021 Update certification by analysis for 

composite material impact On schedule New milestone

Aircraft Catastrophic Failure Prevention Research Program Progress in FY 2015: 

 Completed version 4.3 of the Uncontained Engine-Debris Damage-Assessment Model 

(UEDDAM) code in FY 2015. This new version includes updated additions to the 

penetration equations. The first addition is the gamma factor; developed by the FAA 

Commercial Space Program to ensure a more accurate penetration at oblique angles. The 

second addition is the Cs for shielding, which was developed for the open rotor-shielding 

program. These changes allow for more accurate estimates of shielding capability and 

penetration of the structure.

 Developed the data set necessary to incorporate the A380 uncontained engine failure 

debris into the multiple fragment debris model. Additional events are being studied 

which may also be included in the future. Current progress was reported during an April 

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2015 meeting with Transport Airplane Directorate. Final results will be reported in a 

revision to DOT/FAA/AR-99/11 Large Engine Uncontained Debris Analysis.

 Completed phase three of the four planned phase development of a composite impact and 

failure model for LS-DYNA. In 2015, damage theory was developed and strain 

equivalence verified between damaged and undamaged stress space. In 2016, the failure 

portion of the model will be developed.

 Completed several test series at National Aeronautics and Space Administration’s Glenn 

Research Center (NASA GRC), including :

• Ballistic impact testing of Inconel 718 for validation of an improved impact 

failure model (MAT224) in the LS-DYNA explicit finite element code.

• Ballistic impact testing of T700/MTM45-1 triaxially braided composite material 

for post-test analysis of an open rotor engine fuselage protection concept.

• Ballistic impact testing of T800/F3900 unidirectional composite material for 

validation of an improved impact failure model (MAT213) in the LS-DYNA

explicit finite element code.

• Static mechanical testing of T700/MTM45-1 triaxially braided composite material 

for input to an improved impact failure model (MAT213) in the LS-DYNA

explicit finite element code.

 The Ohio State University completed the test series on Inconel 718 necessary to populate 

MAT224 in LS-DYNA. The data sets from approximately 200 tests were used to 

populate the tabular material model. Tests included tension, compression and shear, with 

strain rate and temperature dependence, along with fracture test series.

 The Arizona State University, NASA, and the FAA are making good progress on the 

MAT213 for composite failure, in order to develop an anistropic material model for 

composite impact problems in aviation. 

 In order to complete the MAT224 anistropic metal, to account for cold working and 

directional manufacture; MAT264 has been created and implemented in a development 

version of LS-DYNA. It is on track for a 2016 release.

 Work began in 2015 designing specimens and developing a manufacturing process for 

test specimens in order to complete standard composite testing for certification by 

analysis.

1.1.3 Aircraft Icing/Digital System Safety (R,E&D - A11.d)

The Aircraft Icing/Digital System Safety Program supports Aviation Safety R&D Goal 1 by 

developing and testing technologies that detect frozen contamination, predict anti-icing fluid 

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failure, and ensure safe operations in atmospheric icing conditions. The program also develops 

new guidelines for testing, evaluating, and approving digital flight controls, avionics, and other 

systems during the certification of aircraft and engines and studies the airworthiness 

requirements of airborne cyber security.

NextGen -Advanced Systems and Software Validation supports Aviation Safety R&D Goal 1 by 

developing policy, guidance, technology, and training needs for the highly integrated and 

complex systems expected to operate in a NextGen environment. Such systems will rely on 

digital systems and be tightly integrated across airborne and ground-based components. The 

program supports end-to-end safety analysis and performance allocation, identifies safety 

opportunities and develops the regulatory framework for integration of NextGen technologies 

within the aircraft. The program will also identify and mitigate possible issues and shortcomings 

with the current processes used by the commercial aviation industry for requirements definition, 

validation, and verification for airborne systems. This program’s initial year was funded under 

A11.n and subsequent work will be completed under A11.d. 

The research milestones and their statuses are shown in Table 1.1.3, Aircraft Icing/Digital 

System Safety Program Milestones below, followed by a summary of the significant progress 

made in FY 2015 towards achieving the R&D goal.

Table 1.1.3: Aircraft Icing/Digital System Safety Program Milestones 

Year Milestone Status Notes

2015

Provide recommendations to address 

security vulnerabilities for aircraft 

systems and networks connectivity to 

non-governmental service providers 

including security controls

Completed 2015 NARP Status: On schedule

2015

Identify the issues and cause of system 

complexity on validation, verification, 

and safety in the context of certification

Completed

Milestone is revised because the scope of 

the task was broadened and redefined to 

fit in to the overall goal of the task.

Old wording ‘Identify issues of 

certification, validation, and verification, 

as well as flight safety, as they relate to 

the problems caused by the system’s 

complexity’

2015 NARP Status: On schedule

2016 

Complete testing on sloped surface testing 

of fluid behavior on flaps, slats, and main 

elements of aircraft and on flat plates at 

angles simulating angles of aircraft 

surfaces

Delayed

Milestone is delayed from 2015 to 2016 

due to lack of suitable natural ambient 

snow conditions at the test site throughout 

the winter of 2014-2015.

2015 NARP Status: On schedule 

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Year Milestone Status Notes

2016

Identify effects of system complexity on 

aircraft safety margins and investigate 

highly integrated, complex airborne 

systems difficult to validate and verify,

and the potential for a reduction in aircraft 

safety margins with highly integrated, 

complex airborne systems

On schedule

2016

Identify possible issues with the current 

process used by the commercial aviation 

industry regarding requirements’ 

definition, validation, and verification for 

aircraft digital system requirements to 

ensure their applicability to NextGen 

systems

On schedule

2016

Define complexity in the context of 

assurance of avionics system, identify the 

metrics that contribute to complexity, and 

demonstrate the applicability of the 

proposed metrics to manage complexity

On schedule

2016

Provide recommendations for new criteria 

and guidance on multi-core processors 

used in aircraft systems

On schedule

2016

Develop data and methods for guidance 

material for the airworthiness acceptance 

criteria and test methods for engines in 

simulated high ice water content 

environments

On schedule

2017

Conduct aerodynamic test of swept wing 

with ice shapes in ONERA F1 wind 

tunnel

On schedule

2017

Identify the assurance issues related to the 

applications running on virtual machines 

in airborne systems

On schedule New milestone

2018

Create a validation database of ice shapes 

and their aerodynamic effects on swept 

wings for computational fluid dynamics

On schedule

2018

Identify airborne electronic hardware 

development error types that remain 

undetected by verification techniques

On schedule

2018

Investigate different techniques to 

calculate worst case execution time and 

explore the feasibility of deterministic 

behavior for multi-core processors

implementations with dynamic allocation 

of code blocks to individual cores during 

run time

On schedule 2015 NARP Status: Accelerated

2019

Examine the gaps in the assurance 

processes used to verify and validate 

complex digital systems in integrated 

modular avionics and identify any 

potential failures and failure effects 

resulting from such complex systems 

integration

On schedule

Milestone was revised to add specificity 

after having defined the scope with wellformulated tasks.

Old wording ‘Develop criteria to ensure 

integration of complex digital systems.’

2015 NARP Status: On schedule

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Year Milestone Status Notes

2019

Report on use of computational fluid 

dynamics analysis and of test methods 

and scaling for iced swept wings

On schedule

2020

Perform experiments, tests, analysis, and 

validation for engineering tools under 

construction for certification for super 

cooled large droplets

On schedule New milestone

2021 

Develop data package of experimental 

test, and analytical results that can be used 

for the development of guidance materials 

for means of compliance for certification 

in super cooled large droplets conditions

Delayed

Milestone is delayed from 2020 to 2021 

because the sponsor of this work 

expanded the scope and timeline in the 

FY 2018 requirement. 

2015 NARP Status: On schedule

Aircraft Icing/Digital System Safety Program Progress in FY 2015: 

 A very strong swept wing model is required for aerodynamic testing ice shapes in the

ONERA F1 pressurized tunnel in France. Design requirements were developed in FY 

2015, and fabrication of the model will be completed in FY 2016. 

1.1.4 Continued Airworthiness (R,E&D - A11.e)

The Continued Airworthiness Program supports Aviation Safety R&D Goal 1 by promoting the 

development of technologies, procedures, technical data, and performance models to prevent 

accidents and mitigate accident severity, related to civil aircraft failures as a function of their 

continued operation and usage. The program focuses on longer-term maintenance of the 

structural integrity of fixed-wing aircraft and rotorcraft, continued safety of aircraft engines, 

development of inspection technologies and the safety of electrical wiring interconnect and 

mechanical systems. Research will focus on emerging technologies such as damage tolerance 

and durability issues of new aluminum-lithium alloys, metal additive manufacturing (AM), new 

and emerging alloys to be studied for inclusion in Metallic Materials Properties Development 

and Standardization (MMPDS), and risk management methods to support the Aircraft 

Certification Services Monitor Safety/Analyze Data (MSAD) initiative, which is a data-driven, 

risk-based continued operational safety decision-making process. 

The research milestones and their statuses are shown in Table 1.1.4, Continued Airworthiness 

Program Milestones below, followed by a summary of the significant progress made in FY 2015 

towards achieving the R&D goal.

Table 1.1.4: Continued Airworthiness Program Milestones

Year Milestone Status Notes

2015

Develop technical data to assess the 

application of advanced aluminumlithium metallic alloys for primary 

fuselage structure in transport 

category airplanes

Completed 2015 NARP Status: Delayed from 

2014 to 2015

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Year Milestone Status Notes

2015

Determine the current state of active 

flutter suppression in the commercial

airplane sector to assess adequacy of 

existing standards, guidance, and 

regulations

Completed 2015 NARP Status: On schedule 

2015

Develop test methods and provide 

data to assess arcing damage for new 

high voltage aerospace electrical 

systems

Completed 2015 NARP Status: On schedule

2016

Develop technical data and 

demonstrate advanced sensor 

technology and prototypes capable of 

real-time monitoring and evaluation 

of aircraft flight critical systems and 

composite structure

Delayed

Milestone is delayed from 2015 to 

2016 due to the contractor's ongoing 

merger with another company and 

aircraft availability. A no cost 

extension has been granted by the 

FAA.

2015 NARP Status: On schedule

2016

Develop technical data to assess the 

fatigue and environmental durability 

of bonded repairs to metallic structure

On schedule

2016

Produce proof of concept proficiency 

specimens to aid airline inspectors in 

familiarizing themselves with 

inspecting representative composite 

structure

On schedule New milestone

2016

Develop technical data to evaluate 

nondestructive inspection's ability to 

detect hidden structural damage in 

composite material aircraft structure

On schedule New milestone

2016

Determine needs of level I and level 

II training for 14 Code of Federal 

Regulations part 147 composite 

technicians and document teaching 

points to be used as curriculum

On schedule New milestone

2016

Procure specimens with bonded 

repairs that have been aged in-service 

and conduct initial inspections in 

order to evaluate the durability of 

adhesive bonds used in repairs

On schedule New milestone

2017

Develop test methods and provide 

data to assess bird strike avoidance 

and damage to rotorcraft

On schedule New milestone

2017

Provide technical data for use by the 

FAA for approving angle of attack

systems installation on general 

aviation airplanes

On schedule

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Year Milestone Status Notes

2018

Develop technical data to assess 

damage tolerance of aluminumlithium primary structure and follow 

on effort to material characterization

Delayed

Milestone is delayed from 2017 to 

2018 since completion of the first 

phase project (which precedes this 

follow-on second phase project) was 

extended due to additional test 

requirements and because materials 

supplied by industry will take longer 

than originally planned.

2015 NARP Status: On schedule 

2018

Develop technical data to evaluate 

non-flammable electrolyte lithium 

batteries and battery systems for 

aerospace applications

On schedule

2018 Develop property standards for 

emerging process intensive materials On schedule

2019

Develop technical data to evaluate the 

feasibility of using fuel cell systems 

for aerospace application while 

retaining or improving the current 

level of safety in commercial 

transport aircraft

On schedule

2020 Develop technical data to assess 

bonded repairs of wing structure Delayed

Milestone is delayed from 2018 to 

2020 due to budget shortfalls in FY

2015 from industry partner Boeing,

which will delay fixture design and 

fabrication.

2015 NARP Status: On schedule 

2021

Conduct test on an advanced metallic 

fuselage structure to access durability 

and damage tolerance of emerging 

technologies including unitized 

welded structure, new metallic alloys, 

and hybrid bonded construction

Delayed

Milestone is delayed from 2020 to 

2021 due to delays in establishing 

cooperative research and 

development agreements with 

industry partners including ALCOA.

2015 NARP Status: Delayed from 

2019 to 2020

Continued Airworthiness Program Progress in FY 2015:

 With the introduction of the Boeing 787 and the Airbus A350, there are now transport 

category aircrafts flying that are made predominately out of composite materials. 

Composite materials pose unique challenges to Airlines Inspectors who are looking to 

detect damage in these aircrafts. The objective of this work is to enhance the Inspector's 

ability to inspect composite laminate structures by developing training curriculum and 

proficiency specimens. Working with a research provider, the FAA has developed both 

the training curriculum and proficiency specimens this fiscal year.

 Identified significant frequencies, which provide the best sensitivity to detecting frame 

cracks and establishing excitation sources, which will detect hidden damage. The 

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objective of the work was to evaluate current nondestructive inspection tools ability to 

detect and characterize hidden structural damage in composite aircraft.

 Test methods were developed and data was provided in assessing arcing damage, for new 

high-voltage aerospace electrical systems. The research was conducted in-house, in the 

Arc Fault Evaluation Laboratory. Industry participated via cooperative research and 

development agreements. 

1.1.5 Propulsion and Fuel Systems (R,E&D - A11.b)

The Propulsion and Fuel Systems Program supports Aviation Safety R&D Goal 1 by developing

technologies, procedures, test methods, and criteria to enhance the airworthiness, reliability, and 

performance of civil turbine and piston engines, propellers, fuels, and fuel management systems. 

The research milestones and their statuses are shown in Table 1.1., Propulsion and Fuel Systems 

Program Milestones below, followed by a summary of the significant progress made in FY 2015 

towards achieving the R&D goal.

Table 1.1.5: Propulsion and Fuel Systems Program Milestones

Year Milestone Status Notes

2015

Complete a certification tool that will 

predict the risk of failure of turbine 

engine rotor disks that may contain 

undetected material and manufacturing 

anomalies

Completed 2015 NARP Status: On schedule

2016

Enhance DARWIN® code to enable 

optimal autozoning to handle larger three 

dimensional files now more commonly 

used by engine manufacturers during 

rotor design

On schedule

2017

Develop and release new DARWIN® 

analysis mode to address new Advisory 

Circular for attachment slots

On schedule

2017

Develop and implement improved fleet 

risk analysis methods to address 

corrective actions

On schedule

2018

Develop advanced stress intensity factor 

solutions for new geometries, extending 

the applicability of DARWIN® to new 

classes of life-limited engine components

On schedule

2019

Develop and implement practical 

methods and tools to incorporate 

new/advanced integrated computational 

materials engineering manufacturing and 

design practices into damage tolerance 

methodologies

On schedule

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Year Milestone Status Notes

2020

Develop and implement advanced 

damage tolerance methods and

DARWIN® capabilities to address 

damage formation and growth at elevated 

temperatures, including environmental 

effects such as corrosion

On schedule

2021 Initiate application DARWIN® for nonrotating components On schedule New milestone

Propulsion and Fuel Systems Program Progress in FY 2015:

 Updated the Design Assessment of Reliability With INspection software code 

(DARWIN®9.0) developed by Southwest Research Institute with several new 

capabilities for rotor designers and analysts. An optimal pre-zoning capability to create 

DARWIN® zones automatically and efficiently was implemented. Pre-zones are 

elements grouped by stress range, distance-to-surface, and temperature that have similar 

risk values. This capability greatly improves the speed and efficiency of the DARWIN®

code and paves the way for analysis of very large three dimensional (3D) finite element 

models. A new capability that enables users to import 3D sector models directly into 

DARWIN® was implemented. A new stress intensity factor solution for partial-elliptical 

cracks that originate at corners with a 135° angle was added to the code. This solution 

will enable analysis of chamfered edges, which are commonly used design feature of 

turbine engines. These enhancements map directly to support future Advisory Circulars

(ACs) planned by the FAA’s Engine and Propeller Directorate. Benefits will accrue in 

the form of reduced risk of engine failures and fewer accidents, which in turn will lead to 

fewer injuries and fatalities.

1.1.6 Unmanned Aircraft Systems Research (R,E&D - A11.l)

The Unmanned Aircraft Systems (UAS) Research Program supports Aviation Safety R&D Goal

1 by conducting research to ensure the safe, efficient, and timely integration of UAS in the NAS. 

Information is provided to support certification procedures, airworthiness standards, operational 

requirements, maintenance procedures, and safety oversight activities for UAS civil applications 

and operations. Research activities focus on new technology assessments, methodology 

development, data collection and generation, laboratory and field validation, and technology 

transfer. The UAS Comprehensive Plan was signed by the Secretary of Transportation and 

submitted to Congress in November 2013.

The research milestones and their statuses are shown in Table 1.1.6, Unmanned Aircraft Systems 

Research below, followed by a summary of the significant progress made in FY 2015 towards 

achieving the R&D goal.

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Table 1.1.6: Unmanned Aircraft Systems Research Program Milestones

Year Milestone Status Notes

2015

Develop a comprehensive list of 

operational and airworthiness approval 

issues based on 14CFR 91 compliance

Completed 2015 NARP Status: On schedule

2015

Provide the FAA Administrator with 

UAS Center of Excellence proposal 

evaluation package

Completed 2015 NARP Status: On schedule 

2016

Evaluate the American Society for 

Testing and Materials (ASTM) F38 small

UAS industry standards to validate their 

applicability for establishing 

airworthiness of small UAS

On schedule

Milestone was revised because the 

evaluation is limited to ASTM standards 

for small UAS.

Old wording ‘Conduct field evaluations 

of unmanned aircraft system technologies 

and procedures (including sense and 

avoid, control and communications, and 

contingency management) to develop 

certification and airworthiness standards’ 

2015 NARP Status: On schedule 

2017

Develop prototype antenna and brass 

board electronics, lab-test and flight test 

antenna final designs for Airborne 

Collision Avoidance System antennas 

along with hardware/software for test data 

collection

On schedule

2017

Document the most optimal sensor fusion 

strategy and the sensitivity of each data 

fusion performance parameter in 

transitioning from sense and avoid 

Function one (remain well clear) to 

Function two (avoid collisions)

On schedule

2017 Collect and analyze UAS Safety Data 

from Congressionally mandated test sites Accelerated

Milestone is accelerated from 2018 to 

2017 since the results of these data 

analyses will be presented in a report to 

Congress on findings and conclusions 

concerning the projects as required by 

Section 332(c)(5) of the 2012 FAA 

Modernization and Reform Act. This 

report is required no later than 90 days 

after the termination of the program, with 

the current termination date set for

February of 2017 (unless extended by 

subsequent legislation). 

2015 NARP Status: On schedule

2018 

Define ground control station human 

interface requirements, UAS pilot training 

requirements, and ground observer 

requirements

Delayed

Milestone is delayed from 2015 to 2018 

because this task has been assigned to the 

UAS Center of Excellence (established in 

May 2015). The work will begin in FY

2016 and is expected to complete in FY

2018. 

2015 NARP Status: On schedule

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Year Milestone Status Notes

2018

Complete manufacturer and operator 

maintenance data collection and analysis 

and develop maintenance technician Part 

147 practical test standards and UAS 

repair station operational criteria

On schedule

2019

Develop UAS maintenance programs 

content and related UAS 

accident/incident data reporting 

requirements

On schedule

2020

Update the Technical Standards Order for 

airborne detect and avoid for UAS, phase 

II

On schedule

2020 Complete UAS navigation accuracy 

criteria On schedule New milestone

2021

Develop standardized procedures for 

UAS navigation and operational 

requirements for UAS platforms

On schedule New milestone

Unmanned Aircraft Systems Research Program Progress in FY 2015:

 The UAS requires Sense and Avoid (SAA) systems to comply with 14 Code of Federal 

Regulations (CFR) 91 without a pilot on board the aircraft. Multiple sensors are needed 

to assure all threats (cooperative and non-cooperative) can be detected and tracked to 

remain well clear and safely separated from other aircraft. However, the use of multiple 

sensors requires strategies to combine (fuse) the position information obtained over time 

from each sensor. Without these strategies, threats may not be accurately detected and/or 

tracked, and the SAA system may provide inaccurate information. The Multi-Sensor 

Data Fusion research implemented several different sensor fusion strategies into a highspeed simulation environment. These strategies include centralized, distributed and 

hybrid configurations, as well as several different tracker filters. The sensors 

implemented into architecture are radar and Automatic Dependent Surveillance 

Broadcast (ADS-B). Once all fusion strategies are developed, tests can be conducted in 

various configurations to compare performance and examine trade-offs between each of 

the options.

 In order to integrate UASs into the NAS, the FAA will establish 14 CFR Part 107, 

allowing small UAS (sUAS) to operate in the NAS. As part of this rulemaking effort, 

ASTM has been selected by the FAA to establish a set of consensus standards for 

airworthiness, maintenance and operation in support of Part 107. These standards need to 

be exercised using a test case to find weaknesses in order to make them more robust, thus 

increasing safety of sUAS operations in the NAS. Electromagnetic interference, 

temperature, and vibration tests were conducted to assess the viability of the standards 

developed by ASTM’s F38 committee. The outcome of the research will enable the 

committee to further refine sUAS certification requirements.

.

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1.2 Aviation Safety R&D Goal 2 

Improved knowledge of the human-system interface and a reduction in 

accidents and incidents through enhanced aerospace vehicle, air 

traffic, and technical operations that adapt to, compensate for, and 

augment the performance of the human.

1.2.1 Air Traffic Control/Technical Operations Human Factors (R,E&D - 

A11.i)

The Air Traffic Control/Technical Operations Human Factors Program supports Aviation Safety

R&D Goal 2 by emphasizing the concept of Human-System Integration (HSI) and safety aspects 

of the functions performed by Air Traffic Controllers and Technical Operations Personnel. The 

HSI concept addresses the interactions between workstation design, training and facility 

assignment, and human error and human performance. 

The research milestones and their statuses are shown in Table 1.2.1, Air Traffic 

Control/Technical Operations Human Factors Program Milestones below, followed by a 

summary of the significant progress made in FY 2015 towards achieving the R&D goal.

Table 1.2.1: Air Traffic Control/Technical Operations Human Factors Program Milestones

Year Milestone Status Notes

2015

Provide a draft of a revised Human 

Factors Design Standard for human 

factors application to air traffic control 

system acquisition

Completed 2015 NARP Status: On schedule

2015

Conduct a human-in-the-loop experiment 

to assess the possible effects of 

integration of UAS into Class C airspace, 

including effects on terminal controller 

workload and communications

Completed 2015 NARP Status: On schedule

2016

Deliver a method for the development of 

Terminal Radar Approach Control Air 

Traffic Controller training standards

On schedule

2017

Validate the Terminal Radar Approach 

Control training standards and determine 

the reliability of the evaluation criteria

On schedule

2018

Deliver human factors training 

information to support the Air Traffic 

Organization’s top five NAS hazards

On schedule

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Year Milestone Status Notes

2019

Develop and implement an air traffic 

control information display and control 

management design strategy that 

incorporates best practices and lessons 

learned from prior and current air traffic 

user team activities in support of 

acquisition programs' efforts to 

implement new and revised controller 

functions

On schedule

Milestone was revised due to a change in 

sponsor priorities. The FAA’s human 

factors and air traffic requirements staff 

have identified the need for a managed 

design approach for better information 

display and control management in the air 

traffic control workstation.

Old wording ‘Deliver a human 

performance data base to support Safety 

Risk Management Documents as part of 

the FAA Acquisition Management 

System’

2015 NARP Status: On schedule

2020

Develop air traffic control system 

automation policy and guidance for the 

FAA Acquisition Management System 

that leverages lessons learned from flight 

deck automation

On schedule

Milestone was revised due to change in 

sponsor priorities. The FAA’s human 

factors and air traffic requirements staff 

have identified the need for additional 

guidance for use of air traffic control 

system automation.

Old wording ‘Develop tools and methods 

for conducting predictive human 

performance safety analyses of automated 

air traffic control systems’

2015 NARP Status: On schedule

2021

Expand the work on the air traffic control 

information display and control 

management design strategy to achieve 

agile design characteristics, allowing 

reconfiguration and evolution of the 

planned design to accommodate 

operational changes and to achieve 

greater flexibility in adapting the design

On schedule New milestone

Air Traffic Control/Technical Operations Human Factors Program Progress in FY 2015:

 Assessed human and safety factors at the Remote Tower Facility at Leesburg Executive 

Airport. This project is a joint effort of the Virginia Small Aircraft Transportation 

System (VSATS) and Saab-Sensis Corporation in partnership with the Town of 

Leesburg, Virginia. The FAA is evaluating the suitability and safety impacts of the 

Remote Tower equipment for ATC tower operations. The human factors assessment 

identified several human factors and safety considerations, including the initial controller 

display calibration, ongoing display contrast filter management over the range of sky 

conditions, maintainability and system health monitoring considerations, as well as

controller light gun slew controls. The Remote Tower facility configuration is identical 

to existing operational sites in Sweden and Finland. The facility includes a suite of video 

cameras that are contained in a specially designed protective housing, and which provide 

airport air and surface visual images to a set of video displays that Air Traffic Controllers 

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can use. The upcoming initial evaluation will allow controllers to passively observe 

traffic in the Remote Tower facility. Plans are forming for a later operational evaluation 

in which the Remote Tower facility controllers will conduct live ATC operations, while a 

temporary tower facility sited on the field will provide backup.

 Provided human factors facilitation support for the FAA Administrator's Runway Safety 

Call to Action Conference; which involved more than 100 people from the entire aviation 

community, including air carriers, airports, General Aviation (GA), and labor groups

such as the National Air Traffic Control Association (NATCA) and Professional Aviation 

Safety Specialists partners. The purpose of the conference was to establish an action plan 

and a collaborative roadmap with stakeholders to develop additional runway safety 

solutions. At the conference, three areas were focused on, which safety data reveal as

root causes for runway incursions: 

• Visual recognition which covers issues involving airport signs, marking and 

lighting;

• Communications which involves problems with using correct ATC phraseology 

or hear-back/read-back errors, and 

• Procedures and awareness that involves errors made due to distraction or 

inattention. 

1.2.2 Flightdeck/Maintenance/System Integration Human Factors (R,E&D -

A11.g)

The Flightdeck/Maintenance/System Integration Human Factors Program supports Aviation 

Safety R&D Goal 2 by providing the human factors research for guidelines, handbooks, ACs and

rules, and regulations, which ensure safe and efficient aircraft operations. Research results 

enable the FAA and industry to:

• Improve task performance and training for aircrew, inspectors, and maintenance 

technicians;

• Improve training for UAS control station and crew;

• Develop and apply error management strategies to flight and maintenance operations, and 

• Ensure certification of new aircraft and design or modification of equipment considers 

human factors.

The research milestones and their statuses are shown in Table 1.2.2, 

Flightdeck/Maintenance/System Integration Human Factors Program Milestones below, 

followed by a summary of the significant progress made in FY 2015 towards achieving the R&D 

goal.

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Table 1.2.2: Flightdeck/Maintenance/System Integration Human Factors Program Milestones

Year Milestone Status Notes

2015 Report best practices for maintenance and 

ramp line operations safety assessment Completed 2015 NARP Status: On schedule 

2016

Provide recommendations for operational 

credit related to equipage with synthetic 

vision systems

On schedule

2017

Provide recommendations for Automatic 

Dependent Surveillance 

Broadcast/Cockpit Display of Traffic 

Information minimum operational 

performance standards and related FAA 

guidance

On schedule

2018

Define methods for evaluating both 

Traditional and Advanced Qualification 

Program training programs to support 

updates to guidance for crew resource 

management

On schedule

2019

Address minimum equipment 

requirements for new operational 

concepts using advanced vision systems 

and head-up/head-mounted displays

On schedule

2020

Provide a report with recommendations 

for helicopter crew resource management

best practices

On schedule

2021

Based on pilot performance data collected 

on the operational impacts associated 

with using combined vision systems in 

low visibility operations and produce a 

report that addresses the relevant pilot 

performance and operational impact 

findings

On schedule New milestone

Flightdeck/Maintenance/System Integration Human Factors Program Progress in FY 2015: 

 Conducted field tests of training materials and techniques for maintenance and ramp Line 

Operations Safety Assessments (LOSA) involving two major carrier/maintenance 

organizations. A survey of best practices was administered to all organizations who had 

initiated LOSA efforts. A report was submitted which documents results and includes a 

description of challenges and best practices for LOSA implementation. 

 

1.2.3 NextGen - Air Ground Integration Human Factors (R,E&D - A12.b) 

The NextGen - Air Ground Integration Human Factors Program supports Aviation Safety R&D

Goal 2 by addressing flight deck and ATC integration for NextGen operational capabilities. It 

focuses on human factors issues that primarily affect the pilot side of the air-ground integration 

challenge. It conducts research to ensure pilots receive the right information at the right time for 

decision-making and collaboration with ATC to operate in the NAS safely. The program also 

includes research that addresses human performance and coordination requirements for pilots 

and Air Traffic Controllers, through development of the initial standards and procedures that lead 

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to operational capabilities for separation assurance. It assessed human factors risks and 

requirements associated with self-separation policies, procedures, and maneuvers, including 

interim operational capabilities for reduced and delegated separation and high-density airport 

traffic operations in reduced visibility using advanced flight deck technologies. 

Although it is managed as a single program, the NextGen-Air Ground Integration Human Factors 

Program (A12.b) continues to support two NARP principles by addressing flight deck and ATC 

integration for NextGen operational capabilities. The elements described in this section under 

Aviation Safety R&D Goal 2 and those described in section 2.2.1 under Efficiency R&D Goal 2 

define the program, and together provide the NextGen-Air Ground Integration Human Factors 

Program’s FY 2015 budget and planned milestones from FY 2016 through FY 2021. 

The research milestones and their statuses are shown in Table 1.2.3, NextGen-Air Ground 

Integration Human Factors Program Milestones below, followed by a summary of the significant 

progress made in FY 2015 towards achieving the R&D goal.

Table 1.2.3: NextGen-Air Ground Integration Human Factors Program Milestones 

Year Milestone Status Notes

2015

Complete research and provide human 

factors guidance for Automatic 

Dependent Surveillance-Broadcast/

Cockpit Display of Traffic Information

equipment used for in-trail procedures

Deleted

Milestone was deleted because it involved 

an operational demonstration with a 

commercial airline that ultimately merged

with another airline. As a result, the

activity was redirected to a new area (see 

new milestone below).

2015 NARP Status: On schedule 

2015

Complete human factors research and 

identify information requirements for 

flight deck-based interval management in 

the terminal area and closely spaced 

parallel approaches

Completed

New milestone created due to the 

necessary re-scoping of research on an 

original milestone (see milestone notes 

above). Sponsors redirected the research 

originally planned for the milestone 

above to this new milestone and 

completed work in FY 2015.

New milestone

2019

Create a report describing the research 

and experimental findings related to 

knowledge and skill loss on the flight 

deck in the NextGen operating 

environment, where there is anticipation 

to be greater reliance on automation. This 

report will include enhanced training 

considerations and mitigations for skill 

loss.

On schedule

Milestone was previously shown under 

Principle 2 in the 

Flightdeck/Maintenance/System 

Integration Human Factors (R,E&D - 

A11.g) program but has been moved here 

as it better aligns to this program and to

Principle 1.

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Year Milestone Status Notes

2020

Create a report describing results of 

human-in-the-loop simulations conducted 

to validate previous research outputs that 

included proposed training, procedural 

and other considerations to mitigate pilot 

knowledge and skill loss in the highlyautomated aircraft flight deck in the 

NextGen operating environment

On schedule

2021

Create a report of the findings of field 

tests that evaluate the effectiveness of the 

mitigations validated by the human-inthe-loop simulations previously 

conducted, and evaluate the relative 

effectiveness of training, procedures and 

equipment re-design as mitigation 

strategies against identified skill decay 

issues resulting from interfacing with 

highly automated flight deck procedures

On schedule New milestone

NextGen - Air Ground Integration Human Factors Program Progress in FY 2015:

 Implementing the NextGen Air Transportation System includes the application of ADS-B 

technologies and procedures, to improve air traffic safety and efficiency. The current 

project involved the analysis of flight deck technologies and procedures using ADS-B for 

Interval Management (IM) operations and Closely-Spaced Parallel Approach (CSPA) 

operations in the existing airspace and in NextGen airspace. The use of IM procedures 

may permit increased capacity in the terminal area, particularly surrounding busy 

airports. With the use of ADS-B, IM may allow flight crews and ATC to effectively 

achieve and maintain spacing between aircraft in en route and terminal airspace. This 

technique will require new ATC and flight deck procedures and tools to allow for safe 

and efficient flight following. Controllers determine and assign intervals between aircraft 

whose flight crews then are required to keep these intervals using IM procedures. The 

flight crews need to get the right information to conduct IM operations. This information 

should be in a location on the flight deck that permits easy identification and validation. 

Currently, tools and procedures are being developed for both ground IM and flight deck 

IM. The application of CSPAs are also considered as a part of future airspace operations. 

It can increase the efficiency of airports in Instrument Meteorological Conditions (IMC) 

by allowing independent, parallel approaches to runways with a lateral separation of at 

least 2500 ft. The use of IM and CSPA offers the potential for increased capacity in the 

terminal area; however, each will require new display features, alerting technologies, and 

flight deck procedures. The project addressed findings from a focus group interview with 

six commercial pilots who had simulation experience with the use of a candidate IM 

technology. In the interviews, the research team addressed information requirements for 

the various tasks and procedures associated with IM and CSPA, including 

alerting/notification, target acquisition, maintaining position, aircraft performance 

awareness and modification, and responses to off-nominal events.

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1.2.4 Center for Advanced Aviation System Development (F&E - 4A08)

The Center for Advanced Aviation System Development (CAASD) Program supports Aviation 

Safety R&D Goal 2 by developing and demonstrating a concept for a reduced cost surface 

surveillance capability for small and medium airports in the NAS and through examining 

methods for using speech recognition to improve surface safety.

CAASD made the following Progress in FY 2015 towards Aviation Safety R&D Goal 2:

 Voice communications are central to controllers and pilots in conducting surface 

operations. However, the information conveyed via voice is not used by automation 

systems intended to improve controller situation awareness and runway safety. 

Leveraging existing archives of controller speech and surveillance data, CAASD

developed algorithms to automatically recognize controller runway clearances, compare 

clearances to surface surveillance data, and determine when aircraft behavior does not 

align with controller instructions. The envisioned system resulting from this research is 

expected to enable Airport Surface Detection Equipment Model X (ASDE-X) conflict 

detection and alerting as soon as aircraft movement begins. The concept is expected to 

improve runway safety and further the state-of-the-art in the use of controller speech as 

an information-rich data source. Findings from this work are being used to support a 

potential program of work in speech recognition-based capabilities.

 The development of the Low Cost Surface Awareness (LCSA) surveillance concept was 

completed, with the demonstration of a prototype. The 2015 prototype was enabled with 

the use of infrared cameras to monitor the movement of aircraft and vehicles across the 

airport surface. Algorithms were used to detect the presence of targets and to estimate 

their position on the airport surface. This information was then presented on a map 

display for use by air traffic control or airport operations. A prototype end-to-end LCSA 

system was implemented at Teterboro Airport in Teterboro, New Jersey. The 

demonstration was conducted in coordination with the Port Authority of New York and 

New Jersey (PANYNJ). The conclusion of the demonstration represents the end of the 

research phase of this project. LCSA now moves into the investment decision phase.

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1.3 Aviation Safety R&D Goal 3 

Improved understanding of factors that influence human physiology 

and performance in aerospace environments and guidance and tools 

that enhance human safety, protection, and survival during civil 

aerospace operations.

1.3.1 Aeromedical Research (R,E&D - A11.j)

The Aeromedical Research Program supports Aviation Safety R&D Goal 3 by identifying human 

conditions that indicate an inability to meet flight demands, both in the absence and in the 

presence of emergency flight conditions. 

The research milestones and their statuses are shown in Table 1.3.1, Aeromedical Research 

Program Milestones below, followed by a summary of the significant progress made in FY 2015 

towards achieving the R&D goal.

Table 1.3.1: Aeromedical Research Program Milestones

Year Milestone Status Notes

2015 

Accomplish experimental projects in 

support of regulations, certification, and 

operations for existing Aviation 

Rulemaking Committees by providing 

data and guidance for new or revised 

regulation of airliner cabin environment 

standards

Completed 2015 NARP Status: Delayed from 2014 

to 2015

2015

Establish validation parameters for 

mathematical models that can evaluate 

whether aircraft type designs meet 

requirements for evacuation and 

emergency response capability, in lieu 

of actual tests

Completed 2015 NARP Status: On schedule

2015

Develop bleed air contamination 

models of engine compressors and high 

temperature air system for effects on the 

health and safety of passengers and 

crew

Completed 2015 NARP Status: On schedule

2015

Incorporate aerospace medical issues in 

the development of safety strategies 

concerning pilot impairment, 

incapacitation, spatial disorientation, 

and other aeromedical-related factors 

that contribute to loss of aircraft control

Completed 2015 NARP Status: On schedule

2015

Develop advanced methods to extract 

aeromedical information for prognostic 

identification of human safety risks

Completed 2015 NARP Status: On schedule

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Year Milestone Status Notes

2015

Deploy a system titled Aerospace 

Accident Injury and Autopsy Data 

System, capable of compiling, 

classifying, assessing, and determining 

causal factors of aviation-related 

injuries. The system will link aviationrelated injuries to autopsy findings, 

medical certification data, aircraft cabin 

configurations, and biodynamic test 

results

Completed 2015 NARP Status: On schedule

2016

Apply and develop advances in gene 

expression, toxicology, and 

bioinformatics technology and methods 

to define human response to aerospace 

stressors

On schedule

2017

Analyze medical certification and 

accident data to derive methods or tools 

to enhance aircrew health, education 

programs, and medical certification 

decision-making processes

On schedule

2018

Develop advanced methodologies to 

analyze human biological samples for 

emerging drugs, toxins or factors that 

may impact pilot performance or assist 

in determining accident causality

On schedule

2019

Develop and assess safety and 

emergency equipment standards, 

procedures, and criteria to ensure the 

protection and survival of all aircraft 

occupants from all aircraft incidents and 

accidents

On schedule

2020

Identify biomarkers for the detection of 

degraded human performance, 

incapacitation, or impairment resulting 

from environmental, behavioral, or 

operational factors (e.g., hypoxia, 

alcohol consumption, or fatigue or 

pathology)

On schedule

2021 Conduct research to enhance protection 

and survival from aircraft accidents On schedule New milestone

2021

Conduct research to enhance aircraft 

accident prevention and investigation 

methodologies

On schedule New milestone

Aeromedical Research Program Progress in FY 2015:

 In order to develop advanced methods of extracting aeromedical information for 

identifying human safety risks, the program evaluated the impact of the presence of 

tricyclics in pilots involved in fatal aviation accidents. Tricyclics are used primarily in 

the clinical treatment of mood disorders. They are named after their chemical structure, 

which contains three rings of atoms. Results of this research will assist in defining 

human response to aerospace stresses, as well as identify the impact of antidepressant 

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medications that may affect pilot performance and assist in determining accident 

causality in the aviation environment.

 Examined the prevalence of drugs and alcohol in pilots fatally injured in civil aviation 

accidents that occurred during 2009-2013. The results of the study will be helpful in 

establishing current trends in drug usage and associated medical conditions in the pilot 

population.

 Conducted analyses and assessed postmortem concentrations of paroxetine, an 

antidepressant of the selective serotonin reuptake inhibitor class, in human specimens 

obtained from aviation accidents. Results from this research will assist the FAA and the 

NTSB in accident investigations and refine the existing knowledge base for human 

performance under the influence of selective serotonin reuptake inhibitors.

 Virtual Reality, in the form of 3D interactive simulations of emergency scenarios, is 

increasingly used for education in emergency preparedness training for human safety 

risks. Research was conducted to advance knowledge about different aspects of virtual 

emergency experiences. Results provided the following information:

• The designs proposed are effective in improving emergency equipment standards 

and preparedness of common citizens, considering aviation safety as a relevant 

case study.

• Changing specific visual and auditory features is effective to create emotionally 

different versions of the same experience, increasing the level of fear aroused in 

users. The protection motivation role of fear highlighted by psychological studies 

of traditional media also applies to desktop virtual reality.

 In November 2015, a workshop was conducted on Injury Mechanism Analysis in 

Aerospace Accident Investigation. The workshop addressed the biomechanics and 

biodynamics associated with aircraft accident injuries in support of research, developing 

the best methods of forensic evidence collection, and the establishment of aeromedical 

hazard criteria. Participants included scientists, aviation medical examiners, residents, 

accident investigators, and other members of the aeromedical community (government, 

academia, industry). The research ultimately supported the development of policy issues 

relative to the expansion of flight privileges that do not require medical oversight.

 Developed advanced methodologies to observe and calculate probabilities that are 

suitable for risk managers who have responsibilities in high-risk arenas, such as aviation.

 Provided recommendations on hazards to flight safety relative to the assessment of 

autopsy and forensic toxicology records from aircraft accident victims.

 Developed and assessed improved evacuation equipment and evacuation aids for visual, 

aural and tactile aides (such as lighting, aural way-finding systems, and symbolic 

information media) to enhance rapid evacuation. Based on the results of the studies and 

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equipment technology identified, it provided additional guidance material and potential 

language for regulatory requirements.

 Determined human impact tolerance levels and methods for predicting occupant 

unconsciousness and leg injuries that can occur during a survivable crash. The current 

brace position - head against the seat back with hands on top of the seat back - was only 

successful in reducing head injury risk for locked-out seat backs. However, for full 

break-over and energy absorbing seat backs, this position increased the severity of the 

head impact. To reduce detrimental interaction between the occupant’s arms and the 

seatback, the current position was modified by placing the hands down by the lower legs 

instead of on the seat back. This alternate position was successful in significantly 

reducing head and neck injury risk for all of the seat back types evaluated. This research 

has led to the determination that as seat technology has evolved, the most effective brace 

position has as well, and the current positions recommended in AC 121-24B may need 

some adjustment to provide an equivalent level of safety for all passenger seat back 

types.

 Assessed the relevance of genetic risk scores for cardiovascular disease. A review of the 

literature for single nucleotide polymorphisms associated with cardiovascular disease 

revealed about 30 high-confidence single nucleotide polymorphisms. Individually, none 

is predictive for cardiovascular disease. Several authors combined some number of these 

single nucleotide polymorphisms into a genetic risk score modeled on the Framingham 

Risk Score that is based on traditional risk factors, including lipid profile, hypertension, 

age, family history, diabetes, and smoking status. All genetic risk scores were associated 

with cardiovascular disease and had a similar predictive value as traditional risk factors; 

however, when genetic risk scores were combined with predictive scores based on 

traditional risk factors, there was only a minimal increase in predictive value.

1.3.2 Fire Research and Safety (R,E&D - All.a)

The Fire Research and Safety Program supports Aviation Safety R&D Goal 3 by developing

technologies, procedures, test methods, and fire performance criteria that can prevent accidents 

caused by hidden cabin or cargo compartment in-flight fires and fuel tank explosions and 

improve survivability during a post-crash fire. Fire safety focuses on near-term improvements in 

fire test methods and materials performance criteria, fire detection and suppression systems, fuel 

tank explosion protection, and identification of hazardous materials. Fire research addresses 

fundamental issues of (a) combustion toxicity; the impact of flame retardant chemicals, (b) 

health hazards of cabin materials; the impact of materials flammability on the initiation of inflight fires, and (c) post-crash survivability. Far-term research focuses on enabling technology 

for ultra-fire-resistant interior materials.

The research milestones and their statuses are shown in Table 1.3.2 Fire Research and Safety 

Program Milestones below, followed by a summary of the significant progress made in FY 2015

towards achieving the R&D goal.

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Table 1.3.2: Fire Research and Safety Program Milestones

Year Milestone Status Notes

2015 

Evaluate the effectiveness of a water 

spray system in a freighter main deck 

cargo compartment

Completed 2015 NARP Status: Delayed from 2014 

to 2015

2015

Develop a performance standard for small 

lithium batteries transported in passenger 

carrying aircraft

Completed 2015 NARP Status: On schedule

2015 Evaluate aircraft improvements to protect 

against lithium battery cargo fires Completed 2015 NARP Status: On schedule

2015

Develop and finalize a small-scale 

flammability test method for the in-flight 

fire resistance of composite fuselage 

structure

Completed 2015 NARP Status: On schedule

2016

Analyze the large number of in-flight 

smoke, odor and detector activation 

incidents

Delayed

Milestone is delayed from 2015 to 2016 

due to a change in scope. The time 

period for the collection and analysis of 

incidents was extended by three years, 

from the original period of 2002 through 

2011 and 2002 through 2014, in order to 

make the study more useful.

2015 NARP Status: On schedule

2016 Develop a computational fluid dynamics

model for hidden fire growth Deleted

Milestone is deleted due to a change in 

focus (i.e., to characterize the heat release 

rate and burning mode of materials in 

inaccessible locations). This data can be 

used as inputs to commercially available 

computational fluid dynamics codes that 

can be used to model hidden fires in 

aircraft.

2015 NARP Status: On schedule

2016

Evaluate the effectiveness of existing 

cargo compartment fire suppression 

systems on fires involving lithium ion 

batteries

On schedule New milestone

2016

Conduct full-scale fuel-fire tests under 

simulated post-crash accident conditions 

to determine the efficacy of using nonheat-release-compliant materials in the 

lower area of business-class aircraft seats

On schedule New milestone

2016

Evaluate methodologies for bench-scale 

screening of cabin materials and flame 

retardants for combustion toxicity

On schedule New milestone

2017

Develop a new test apparatus and 

methodology for accurately measuring 

the heat release rate of honeycomb, 

thermoplastic, and other large surfacearea cabin interior materials

On schedule New milestone

2017

Determine mode of flame spread of 

structural composites in hidden areas and 

enclosed spaces

On schedule New milestone

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Year Milestone Status Notes

2017

Determine the efficacy of current 

emergency smoke ventilation procedures 

and certification criteria

On schedule

2018

Evaluate detector technology that 

discriminates between aircraft fire and 

non-fire smoke/odor sources

Delayed

Milestone is delayed from 2017 to 2018

due to delays in the estimated completion 

time of preceding milestones.

2015 NARP Status: On schedule

2018

Make available a searchable database of 

fire test results and material flammability 

for public, government and industry use

On schedule New milestone

2018

Examine state-of-the-art technology for 

protection of compressed hydrogen in 

aircraft fuel cell applications

On schedule

2019 Develop hidden fire detection and 

extinguishment improvements Delayed

Milestone is delayed from 2016 to 2019

due to a change in sequence of test plans 

involving fire detection issues and a 

change in the estimated completion time

of this work due to the unknown outputs 

of preceding milestones.

2015 NARP Status: On schedule

2019

Determine mechanism of gas phase flame 

inhibition by halogen and halogen

replacement flame retardant

On schedule New milestone

2019 Develop fire protection measures for 

aircraft fuel cell applications On schedule

2020 Test and evaluate an integrated aircraft 

fire detection and extinguishment system Delayed

Milestone is delayed from 2018 to 2020

due to the unknown outcomes of 

preceding milestones.

2015 NARP Status: On schedule

2020

Conduct state-of-the-art review of firesafe technology to replace stored 

compressed oxygen and chemical oxygen 

generators

On schedule

2021

Conduct a cost-benefit analysis of an 

integrated fire detection and 

extinguishment system

Delayed

Milestone is delayed from 2019 to 2021 

due to delays in the estimated completion 

time of preceding milestones.

2015 NARP Status: On schedule

Fire Research and Safety Program Progress in FY 2015:

 Configured and instrumented a DC-10 below- floor cargo compartment for testing. 

Preliminary testing was conducted to document the concentration of suppression agent 

that penetrates into loaded cargo containers inside the compartment. The results from the

testing can be used to determine if the concentration is sufficient to prevent the ignition 

of flammable gases produced by lithium battery fires inside cargo containers.

 Configured and instrumented a section of the above ceiling attic space of a 747SP test 

fuselage with thermocouples and video cameras. A propane test burner was also 

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constructed and installed. This section of the airplane is ready for testing to begin to 

collect temperature data for the spread of heat from the burner throughout the space. The 

geometry of the attic space and the properties of the materials in this area were input into 

a Computational Fluid Dynamic code. The temperature data will be compared to the 

output predicted by the code using the same heat source.

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1.4 Aviation Safety R&D Goal 4 

Improved system-wide access and sharing of aviation safety data and 

analysis tools within the aviation community, providing safety 

resources that are integrated with operations of aviation industry 

stakeholders.

 

1.4.1 System Safety Management (R,E&D - A11.h)

The System Safety Management Program supports Aviation Safety R&D Goal 4 by developing

risk management methods, prototype tools, technical information, and Safety Management 

System Procedures and Practices. In addition, the program develops an infrastructure that 

enables the free sharing of de-identified, aggregate safety information derived from government 

and industry sources in a protected manner. It also conducts research to leverage new 

technologies and procedures that enhance pilot, aircraft and operational safety in terminal and 

enroute domains. 

The research milestones and their statuses are shown in Table 1.4.2, System Safety Management 

Program Milestones below, followed by a summary of the significant progress made in FY 2015 

towards achieving the R&D goal.

Table 1.4.1: System Safety Management Program Milestones

Year Milestone Status Notes

2015

Develop an integrated domain 

assessment proof of concept to support 

the air traffic safety oversight service's 

approval process of controls for high 

risk hazards

Completed 2015 NARP Status: On schedule

2015

Complete the study on best practices 

for training and use of angle of attack

equipment in general aviation

operations

Completed 2015 NARP Status: On schedule 

2015

Expand the Aviation Safety 

Information Analysis and Sharing 

System Safety analysis to other 

domains (e.g., general aviation, 

rotorcraft, corporate, military)

Completed 2015 NARP Status: On schedule 

2016

Complete an evaluation of an identified 

airplane-based measuring method 

concerning real-time runway 

slipperiness, reporting all potential 

runway surface conditions and airplane 

configurations

On schedule

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Year Milestone Status Notes

2016

Develop test criteria by varying motion 

characteristics to span the domain of 

the criteria and compare variations 

against subjective opinions of motion 

quality

On schedule

2016

Develop analytical capabilities for air 

traffic safety oversight service to target 

its oversight resources toward facilities 

posing the highest risk to air traffic 

safety

On schedule

2016

Develop a process to create 

representative stall models that could 

be applied for most transport category 

airplanes for upset recovery training,

in- flight simulators

On schedule

2017

Develop concept of operations and a 

model to establish safety oversight 

profiles for Air Traffic Organization 

facilities, systems, procedures, and 

safety standards 

On schedule

2017

Develop an integrated domain safety 

risk evaluation model of NAS critical 

systems to support the assessment and 

approval of NAS critical system 

changes and controls for high risk 

hazards 

Accelerated

Milestone was delayed in the 2015 

NARP due to anticipation of delays in 

funds; however, there was no funding 

issue and the milestone is back on the 

original schedule to be completed in 

2017.

Old wording ‘Expand the Integrated 

Domain Assessment from eight 

selected NAS systems to all major 

NAS systems.’

2015 NARP Status: Delayed from 

2017 to 2018

2017 Develop criteria for determining when 

a missed approach should be performed On schedule

2018

Develop methodology to identify and 

optimize Air Traffic Safety Oversight 

Service oversight activities, 

surveillance targets, and data collection 

parameters based on risk trends and air 

traffic safety oversight service 

resources

On schedule

2018

Develop an integrated domain safety 

risk evaluation model of air traffic 

procedures to support the assessment 

and approval of air traffic procedure 

changes related to separation minima

On schedule

Milestone was revised to describe the 

milestone more accurately. 

Old wording ‘Develop additional 

capability to the Integrated Domain 

Assessment tool functions to support 

the evaluation of NAS procedure 

changes related to separation minima’

2015 NARP Status: On schedule 

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Year Milestone Status Notes

2018

Develop state-of-art analytical 

capabilities for Aviation Safety 

Information Analysis and Sharing 

System to analyze rotorcraft data

On schedule

2018

Determine the criteria for adoption of 

Helicopter Advanced Vision Systems 

for Point-in-Space Instrument 

Approach procedures

On schedule New milestone

2019

Develop and demonstrate Safety 

Oversight Management System 

prototype tool and case studies for Air 

Traffic Safety Oversight Service

On schedule

2019

Develop integrated domain safety risk 

evaluation prototype and demonstrate 

its applications in support of oversight 

of Air Traffic Organization

On schedule

Milestone was revised for clarity.

Old wording ‘Demonstrate 

applications of the Integrated Domain 

Assessment tool functions’

2015 NARP Status: On schedule

2020 Develop advance risk assessment 

capabilities for safety oversight On schedule

2021

Research and develop a web-based tool 

to enable air traffic safety oversight 

service and flight standards service to 

rapidly view, graph, and analyze 

runway surface event safety data

On schedule New milestone

System Safety Management Program Progress in FY 2015:

 Evaluated two proposed methods to estimate the real-time runway slipperiness level 

using recorded aircraft data during landing roll and frameworks for communicating 

runway slipperiness information in a timely manner. The research team will continue the 

evaluation of methods to summarize the strengths and shortcomings of different proposed 

systems regarding the technical accuracy and usefulness of information obtained for 

airplane-based runway condition reporting in real time in FY 2016.

 Completed the analysis of motion data and pilot subjective feedback and documented 

findings in a technical report titled Transfer of Training on the Vertical Motion 

Simulator. The research team also compared the simulator motion data against subjective 

assessments and existing literature to develop recommendations for motion criteria, and 

documented findings in a technical report titled Objective Motion Cueing Criteria 

Investigation Based on Three Flight Tasks.

 Updated a mathematical stall model for A330 based on findings from a Subject Matter 

Expert Pilot's evaluation. Modeling efforts for additional aircraft types are continuing, 

including a collection of powered data for the high-wing turbo-prop and a T-tail regional 

jet.

 Extended the Facility Risk Assessment Tool (FRAT) by identifying additional risk 

factors and supporting data sources to quantify each risk factor. Software was defined for

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database architecture; and a pseudo code was needed to translate FRAT risk model and 

risk factor algorithms to the level of detail needed for further prototype development. 

User sessions were conducted to validate the utility and usability of FRAT framework 

and outputs, including risk factor scores, facility risk scores, risk-based performance 

trends, and comparison of risk across groups of ATC facilities with similar attributes.

 Utilized Helicopter Flight Data Monitoring (HFDM) data collected along with state-ofthe-art methods and analysis techniques as part of a cloud-based repository to develop 

prototype safety tools and metrics for the rotorcraft community. In addition, in order to 

reach the various communities and mission segments within the rotorcraft industry, the 

research team established an HFDM working group and secured participation from 

several key helicopter air ambulance and Oil and Gas Provider Operators. Initial research 

findings were presented to the helicopter community at various outreach events including 

Heli-Expo. 2015, Helicopter Safety Summit 2015, and 2015 World Helicopter Day.

1.4.2 Center for Advanced Aviation System Development (F&E - 4A08)

The Center for Advanced Aviation System Development (CAASD) supports Aviation Safety 

R&D Goal 4 by providing an air traffic control manager dashboard to support the quick analysis 

of critical safety data.

CAASD made the following Progress in FY 2015 towards Aviation Safety R&D Goal 4:

 Air Traffic Control Managers have a need for simple, up-to-date visualizations that 

support the analysis of safety data, and allow for the fast interpretation of performance

and safety issues. CAASD has developed the Manager’s Dashboard, which provides a 

collection of visualizations to enable local, district, regional, and national Air Traffic 

Managers to quickly monitor and review performance and related safety data. The 

Manager's Dashboard is available through the FAA's Facility Safety Portal and provides a 

detailed view of incidents by type, date, and location, as well as system-wide trends. As 

a result, the dashboard provides standardized data, which can be accessed regularly, and 

can support the quick analysis of critical safety data.

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1.5 Aviation Safety R&D Goals 5 and 6

Established requirements and standards for enabling the availability 

and improving the quality and quantity of meteorological information 

to safely implement NextGen operational improvements.

Improved accuracy and accessibility of observed and forecast weather 

to reduce the number of accidents and incidents attributed to 

hazardous weather.

1.5.1 NextGen - Weather Technology in the Cockpit (R,E&D - A12.c) 

The NextGen – Weather Technology in the Cockpit (WTIC) Program supports Aviation Safety 

R&D Goals 5 and 6 by doing research to develop, verify, and validate recommended 

requirements for incorporation into Minimum Weather Service (MinWxSvc) standards. The 

MinWxSvc is defined as the minimum cockpit meteorological (MET) information, minimum 

performance standards (e.g., accuracy) of the MET information, minimum information rendering 

standards, and enhanced training on cockpit MET information and technology. WTIC research 

identifies safety hazards/risks attributable to adverse weather conditions and associated gaps of

MET information in the cockpit. The MinWxSvc standards will resolve the identified MET 

information gaps to mitigate the associated safety risks/hazards. 

Although it is managed as a single program, the WTIC Program (A12.c) continues to support all 

three NARP principles. The elements described in this section, listed under Aviation Safety 

R&D Goals 5 and 6; as well as those described in section 2.4.1 under Efficiency R&D Goals 4 

and 5; and those in section 3.1.4 under Environmental R&D Goals 1 through 3, define the 

program and provide the WTIC Program’s FY 2016 budget and planned milestones from FY 

2016 through FY 2021. 

The research milestones and their statuses are shown in Table 1.5.1, NextGen-Weather 

Technology in the Cockpit Program Milestones below, followed by a summary of the significant 

progress made in FY 2015 towards achieving the R&D goals. 

Table 1.5.1: NextGen - Weather Technology in the Cockpit Program Milestones

Year Milestone Status Notes

2015 

Quantify the impacts to the NAS of 

uplinking graphical turbulence 

guidance and eddy dissipation rate to 

the cockpit

Completed 2015 NARP Status: Delayed from 

2014 to 2015 

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Year Milestone Status Notes

2015

Develop NextGen Part 121/135 and 

Part 91 concepts of operations 

(ConOps) for the provision, 

integration, and use of weather 

information in the cockpit. Perform 

functional analyses of the concepts of 

operations including developing 

functional architecture, SV-1 (Systems 

Interface), SV-2 (Systems 

Communication), and SV-4 (Systems 

Functionality) drawings to enable the 

derivation of service level 

requirements that can be allocated to 

enabling systems

Descoped and 

Completed 

Milestone is revised because the 

ConOps development and functional 

analyses were the intended scope of 

this milestone. The complexity and 

schedule for deriving service level 

requirements are based on the 

ConOps and functional analysis 

products so these tasks will be 

performed as separate follow-on 

tasks and milestones.

Old wording ‘Develop NextGen Part 

121, 135, and Part 91 concepts of 

operation and user requirements for 

the provision, integration, and use of 

weather information in the cockpit’

2015 NARP Status: Delayed from 

2014 to 2015

2016

Provide a set of validated weather test

questions for FAA Flight Standards 

approval to be included in the pilot 

practical and written test standards for 

pilot certification 

On schedule New milestone

2016

Develop recommendations for 

standards on time stamping of cockpit 

composite weather presentations

On schedule 2015 NARP Status: Delayed from 

2014 to 2016

2016

Assess the benefits and impacts on 

pilot confidence in weather forecasts 

by providing meteorologicaluncertainty information to the cockpit

On schedule

Milestone is revised due to the need 

of clarification of the milestone. 

Additional factors, besides pilot 

confidence, need to be researched 

before minimum weather services 

standards recommendations can be 

made for providing uncertainty 

information to the cockpit.

Old wording ‘Develop 

recommendations for providing 

meteorological-uncertainty 

information to the cockpit to increase 

pilot confidence in weather 

forecasts.’

2015 NARP Status: On schedule

2017

Propose standards and develop 

recommendations to address 

meteorological information shortfalls 

that were identified as causal factors in 

selected weather-related safety 

incidents/accidents

Delayed

Milestone is delayed from 2015 to 

2017, as resolutions to the selected 

shortfalls are more complex than 

originally planned, resulting in 

additional research phases.

2015 NARP Status: On schedule

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Year Milestone Status Notes

2017

Provide recommendations for 

rendering standards for inclusion in the 

Weather Technology in the Cockpit

minimum weather service 

recommendations for general aviation

Delayed

Milestone is delayed from 2016 to 

2017 because research results 

identified the need for additional 

trade studies to be performed before 

rendering recommendations can be 

developed.

2015 NARP Status: On schedule

2017

Demonstrate examples of the 

integration of weather information, 

along with selected navigation and 

other flight information into cockpit 

decision-making and shared situational 

awareness among pilots, dispatchers, 

and Air Traffic Controllers supported 

by NextGen air and ground 

capabilities

On schedule

2019

Complete development of initial set of 

Minimum Weather Service 

recommendations for Part 91 related to 

information content, training 

enhancements, and presentation 

(human-machine interface) attributes 

that will resolve or reduce identified 

general aviation (GA) safety risks 

associated with gaps of meteorological

information in the cockpit

On schedule

Milestone was revised since GA 

weather technology equipage and 

access to meteorological information 

continuously changes and 

progresses; a configuration baseline 

will be used to develop an initial set 

of recommendations. The impacts of 

changes in GA equipage and 

information access from the selected 

baseline will be assessed after the 

initial set of recommendations is

developed.

Old wording ‘Complete development 

of recommendations for Part 91 

Minimum Weather Service 

information content, training 

enhancements, and presentation 

(human-machine interface) attributes 

that will resolve or reduce identified 

general aviation safety risks 

associated with gaps of MET 

information in the cockpit.’

2015 NARP Status: On schedule

NextGen - Weather Technology in the Cockpit Program Progress in FY 2015:

 The Partnership to Enhance General Aviation Safety, Accessibility, and Sustainability 

(PEGASAS), which is the FAA Center of Excellence (COE) for GA, successfully 

developed a proof of concept flight training device with the capability to vary the latency 

of displayed weather information. This prototype training device will be used in a 

demonstration to assess the benefits of enhanced focused training on the latency of GA 

cockpit weather information. Safety risks associated with weather information latency

were identified by earlier WTIC research and by NTSB. In addition, PEGASAS 

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completed the development of a focused training course on the latency of cockpit weather 

information. PEGASAS completed an assessment that identified a recommendation for 

rendering a GA cockpit adverse weather notification. The recommendation will be 

validated for inclusion in the WTIC GA MinWxSvc recommendations. 

 The WTIC program drafted an initial set of 100 candidate weather related pilot exam 

questions that were delivered to FAA Flight Standards for review. Questions approved 

by Flight Standards will be validated before incorporating them into the pilot exam and 

practice exams. An instructor led training module on Next-Generation Weather Radar 

(NEXRAD) was completed and verified. 

1.5.2 Weather Program (R,E&D - A11.k)

The Weather Program supports Aviation Safety R&D Goals 5 and 6 by conducting applied 

research focused on improving weather information required for integration into decisionsupport tools to reduce the impact of adverse weather on the NAS. The improved weather 

information increases safety by supporting better operational planning and decision-making by 

ATM, dispatchers, and pilots. 

Although it is managed as a single program, the Weather Program (A12.c) continues to support 

two NARP principles. The elements described in this section under Aviation Safety R&D Goals 

5 and 6 and those described in section 2.4.2 under Efficiency R&D Goals 4 and 5 define the 

program, and together provide the Weather Program’s FY 2016 budget and planned milestones 

from FY 2016 through FY 2021. 

The research milestones and their statuses are shown in Table 1.5.2, Weather Program 

Milestones below, followed by a summary of the significant progress made in FY 2015 towards 

achieving the R&D goals. 

Table 1.5.2: Weather Program Milestones

Year Milestone Status Notes

2016

Demonstrate integrated FAA/National 

Weather Service ceiling and visibility 

forecast capability

On 

schedule

2016

Transition in-flight icing Alaska forecast 

and analysis capability for implementation 

(as part of the NAS Infrastructure Portfolio 

section of the NextGen Implementation 

Plan) 

Delayed

Milestone is delayed from 2015 to 2016 

because of a new research approach resulting 

from collaboration with the National Weather 

Service. A technical review of the analysis 

portion is not planned until fourth quarter of 

FY 2016. 

2015 NARP Status: On schedule

2016

Transition ceiling and visibility Alaska 

analysis capability for implementation (as 

part of the NAS Infrastructure Portfolio 

section of the NextGen Implementation 

Plan)

On 

schedule

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Year Milestone Status Notes

2016

Complete initial demonstration/ validation 

of zero-36 hour probabilistic forecast of 

oceanic convection

On 

schedule

2016

Develop preliminary roadmap for weather 

product development to support safe and 

efficient UAS operations

On 

schedule New milestone

2017

Transition Offshore Precipitation Capability 

(radar-like analysis) for operational 

implementation

On 

schedule

Milestone was revised because renewed 

interest from the FAA may result in the 

National Weather Service not being the only 

path for operational implementation.

Old wording ‘Transition Offshore 

Precipitation Capability (radar-like analysis) 

to the National Weather Service for 

operational implementation’

2015 NARP Status: On schedule

2018

Transition Continental United States inflight icing forecast and analysis capability, 

that includes liquid water content, drop-size 

distribution, and temperature, for 

implementation (as part of the NAS 

Infrastructure Portfolio section of the 

NextGen Implementation Plan)

On 

schedule

Weather Program Progress in FY 2015: 

 Completed a technical review, which evaluated the scientific validity of the In-Flight 

Icing Product for Alaska (IPA) forecast capability, which meets NextGen requirements 

for high resolution forecasts of atmospheric conditions conducive to aircraft icing for 

geographical areas outside the Continental United States. The IPA forecast capability 

will transition to the National Weather Service (NWS) test bed for evaluation in the 

fourth quarter of FY 2015.

 Inclusion of liquid water content, drop size distribution, and temperature will enable the 

development of a higher resolution; more frequently updated icing hazard forecast and 

diagnosis product. In the long-term, it will provide the required data for development of 

aircraft/airframe specific icing forecasts and analyses. An initial analysis was performed 

on how to improve the microphysics schemes for prediction of liquid and ice and their 

direct application to icing prediction. Additionally, new methods were developed to fuse 

numerical weather prediction model predicted liquid water content and drop size with 

observations, as well as an initial research analysis on incorporating additional estimates 

of cloud drop size based on satellite data.

 To more effectively and efficiently plan, as well as control and execute transoceanic 

flights, there is a need for a more accurate zero-36 hour forecast of oceanic convection.

The areal domain encompassing the western Atlantic and Caribbean was added to the 

existing Pacific Ocean domain. Forecast accuracy was increased as two additional global 

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weather forecast models were added to the ensemble forecasts and data from the new 

Global Precipitation Measurement Satellite Mission was also incorporated.

 In response to an air traffic safety action filed, the ability to detect and visualize 

precipitation beyond the range of NEXRAD weather radar offshore in near real-time is 

being researched. An initial Offshore Precipitation Capability Prototype was developed 

and demonstrated to show capabilities, and initial meetings with the NWS were 

conducted to discuss collaboration and eventual transition to operations.

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1.6 Aviation Safety R&D Goals 7 - 9

Safe and efficient integration of increased commercial space launch 

and re-entry activity into the NAS.

Improved vehicle safety and risk management, including knowledge of 

all safety-critical components and systems of the space vehicles and 

their operations, to better identify potential hazards and apply and 

verify hazard controls.

Guidance and tools that enhance human safety, protection, and 

survival during space operations.

1.6.1 Commercial Space Transportation Safety (R,E&D - A11.n)

The Commercial Space Transportation (CST) Safety Program supports Aviation Safety R&D

Goals 7, 8, and 9 by examining safety considerations for commercial space transportation

operations and integration into the NAS. Fiscal year 2016 represents the first year of a 

comprehensive, dedicated commercial space transportation safety budget line. The R&D 

Program is intended to enable advances in critical areas spanning four thematic areas that 

address:

• Safe and efficient integration of increased commercial space launch and re-entry activity 

into the NAS;

• Advanced safety assessment methods; 

• Advanced vehicle safety technologies and methodologies, and 

• Human spaceflight and physiological safety factors.

The new program enables the maturation of research concepts for follow-on implementation and 

use in methods, systems, operations and regulations, policy and guidance. Previously, FAA’s 

commercial space transportation research was limited to work conducted by its Center Of 

Excellence (COE) established in 2010. The COE currently consists of nine member universities 

and six affiliate members, 25 principal investigators, almost four dozen students, 27 research 

partners, and 55 industry partners.

The new Commercial Space Transportation Program allows the FAA to perform research in 

critical areas that are necessary to ensure that the FAA is adequately prepared to meet its public 

safety mission. Within the overall effort, AST must continue to find ways to improve the 

integration of commercial space operations into the NAS. These approaches will safely reduce 

the amount of airspace that must be closed to other stakeholders, develop timely response 

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2016 NARP Chapter 1 - R&D Principle 1 – Improve Aviation Safety

capabilities to off-nominal scenarios; and quickly release airspace that is no longer affected. 

They are critical to the FAA’s ability to facilitate the integration of spaceports located in the 

vicinity of major airports or complex airspace, as well as improve management of space vehicle 

trajectories and hazard areas for return from orbit to land-based sites. It also improves methods 

for leveraging the results of collision avoidance analyses for more efficient launch and reentry 

planning and NAS integration. Further, the research in this program supports the FAA’s 

regulatory response for NEPA compliance. 

The research milestones and their statuses are shown in Table 1.6.1, Commercial Space 

Transportation Safety Program Milestones below, followed by a summary of the significant 

progress made in FY 2015 towards achieving the R&D goals. 

Table 1.6.1: Commercial Space Transportation Safety Program Milestones

Year Milestone Status Notes

2015

Identification and testing of nontoxic 

monopropellant safety hazards due to 

leaking seals and valves

Completed

Milestone was revised because work was 

descoped as this was identified as the 

most salient and highly prioritized hazard. 

Old wording ‘Conduct a study to identify 

means of preventing hazards (such as 

fires and explosions) involving 

nontraditional monopropellants and 

oxidizers (specifically hydrogen peroxide 

and nitrous oxide) used in propulsion 

systems in commercial space 

applications’ 

2015 NARP Status: On schedule

2016

Compare debris predictions to empirical 

evidence from recent mishaps to identify 

potential areas for improvement in public 

safety assessments (Supports advanced 

safety assessment methods)

On schedule New milestone

2017

Review available data and analyses to 

identify priority areas of concern for 

repetitive use considerations of high 

utilization reusable spaceflight vehicles

(Supports advanced vehicle safety 

technologies and methodologies)

On schedule New milestone

2017

Assessment of screening and training 

requirements for pilots with repeated 

exposures to sustained high acceleration, 

as well as conduct aerobatic flights and 

National Aerospace Training and 

Research Center testing (Supports human 

spaceflight and physiological safety 

factors)

On schedule New milestone

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Year Milestone Status Notes

2018

Report results of thermal ablation testing 

and analysis of ultra-high temperature 

composites for thermal protection 

systems in liquid rocket engine plume

Delayed 

Milestone is delayed from 2014 to 2018 

due to reprioritization of available 

resources. Funding for this task is 

scheduled in FY 2015 that is intended to 

continue pursuit of this milestone.

2015 NARP Status: On hold pending 

further funding

2018

Gather high-fidelity measurements of 

rocket source noise and noise in 

communities near spaceports, and 

conduct initial validation of models for 

long range sound propagation through

complex atmospheric conditions

(Supports safe and efficient integration of 

increased commercial space launch and 

re-entry activity into the NAS)

On schedule New milestone

2018

Identify and assess algorithm 

improvements for launch collision 

avoidance, with initial formulation of 

improved trajectory and uncertainty input 

data requirements (Supports safe and 

efficient integration of increased 

commercial space launch and re-entry 

activity into the NAS)

On schedule New milestone

2018

Identify candidate approaches to 

characterize dynamic population clusters 

in public safety analysis methods and 

evaluate potential mitigation measures

(Supports advanced safety assessment 

methods)

On schedule New milestone 

2018

Identify draft recommended practices for 

crew human factors for suborbital winged 

commercial spaceflight vehicles

(Supports human spaceflight and 

physiological safety factors)

On schedule New milestone

2019

Identify draft recommended practices for 

autonomous flight safety systems

(Supports advanced vehicle safety 

technologies and methodologies)

On schedule New milestone 

2019

Identify improved methods for assessing 

a proposed launch or reentry site location 

for its impact on the public, to include 

airspace and airport operations, other 

transportation modes, population centers, 

and critical national assets (Supports safe 

and efficient integration of increased 

commercial space launch and re-entry 

activity into the NAS)

On schedule New milestone 

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Year Milestone Status Notes

2020

Complete Whole Atmosphere Model 

implementation coupling ionosphere and 

magnetospheric forcing and assimilate 

high-resolution data

Delayed

Milestone is delayed from 2015 to 2020 

due to reprioritization of available 

resources.

2015 NARP Status: On hold pending 

further funding 

2020

Develop and assess separation standards 

for improved airspace management of 

launch/reentry vehicles, such as hybrids 

and manned stratospheric balloons, 

during non-explosive phases of flight

(Supports safe and efficient integration of 

increased commercial space launch and 

re-entry activity into the NAS)

On schedule New milestone

2020

Develop refined approaches to estimate 

failure probabilities for reusable launch 

and reentry vehicles (Supports advanced 

safety assessment methods)

On schedule New milestone

2021

Develop and demonstrate methods to 

automatically declare aircraft hazard 

areas in real-time during launch or reentry (Supports safe and efficient 

integration of increased commercial space 

launch and re-entry activity into the NAS)

On schedule New milestone 

2021

Develop improved models to characterize 

aircraft vulnerability to impact with 

space-vehicle break-up debris, including 

model development and refinement to 

reduce over-conservatism applied to 

airspace keep-out areas used to protect 

against launch or re-entry failures

(Supports advanced safety assessment 

methods)

On schedule New milestone 

2021

Assessment of methods, procedures, and 

technologies available for Protection of 

Spaceflight Participants in commercial 

spaceflight vehicles, as well as compare 

cabin designs with historical precedents 

for safety (Supports human spaceflight 

and physiological safety factors)

On schedule New milestone

Commercial Space Transportation Safety Program Progress in FY 2015:

 Performed tank fragmentation testing which includes axisymmetric testing, to 

characterize propellant tank crack propagation with high input pressure loading. Tests at 

New Mexico Institute of Mining and Technology have been performed with 6061 

aluminum tubes; all showing a clear tendency in crack opening (or propagation). Low 

and high input pressure loading cases correlated closely with the number of openings in 

the test sample, delivering a way to predict the fragmentation characteristics of smallscale and large-scale storage tanks of different materials. This understanding will be 

applied to the numerical simulation and prediction of fragmentation hazards in composite 

tanks.

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 Nearly eliminated air traffic disruptions by launch operations, by creating dynamically 

allocated compact envelopes to identify hazard areas in the airspace for arbitrary space 

vehicles flying from any spaceport. Over a course of 90 days, simulated cases include 

seven vehicles, 10 locations, 14 mission profiles, and compared traditional hazard areas 

versus compact envelopes. Use of compact envelopes nearly eliminate (i.e., reduce by 

97%) the disruption of air traffic due to launch operations as simulated using Future 

ATM Concepts Evaluation tool. Some cases resulted in the complete elimination of air 

traffic disruption. FAA Human-In-The Loop simulations have been conducted and 

support the baseline assumptions of the model.

 Completed suborbital spaceflight medical research by the University of Texas Medical 

Branch (UTMB) in support of the FAA COE for commercial space transportation. 

UTMB researchers examined and studied 85 test subjects with an assortment of preexisting conditions including back and neck injuries, heart disease, hypertension, 

diabetes, and pulmonary problems while be subjected to the forces of multiple, simulated, 

suborbital flights. The research task was conducted in conjunction with a COE CST 

industry partner, the National Aerospace Training and Research (NASTAR) Center, and 

the National Space Biomedical Research Institute. This research is extremely valuable in 

helping better understand how space travel impacts and effects individuals (who have not 

undergone astronaut training) with pre-existing conditions. While it is acknowledged 

more research needs to be conducted, UTMB’s work; along with its partners will 

eventually lead to the establishment of health standards for private space travel. UTMB 

researchers were recognized for their research excellence at the Aerospace Medical 

Association Annual Scientific Meeting in San Diego, California, on May 13-16, 2014.

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1.7 Aviation Safety R&D Goal 10

No fatal accidents on certificated airports as a result of airport 

design, runway incursions or excursions, or wildlife strikes.

1.7.1 Airport Cooperative Research Program – Safety (AIP)

The Airport Cooperative Research Program (ACRP) – Safety supports Aviation Safety R&D

Goal 10 by preventing or mitigating potential injuries and accidents within the airport 

operational environment. A fundamental element of the program is to produce results that 

provide protection of aircraft passengers and airport personnel through improved safety training, 

airport design, and advanced technology implementation. 

The research milestones and their statuses are shown in Table 1.7.1, Airport Cooperative 

Research Program below, followed by a summary of the significant progress made in FY 2015 

towards achieving the R&D goal.

Table 1.7.1: Airport Cooperative Research Program – Safety Milestones

Year Milestone Status Notes

2016

Develop a guidebook for airports on 

conducting the safety risk management 

process

On schedule

2016

Develop a toolkit to assist airports in 

effectively planning for, responding to 

and recovering from significant weather 

events

On schedule

2017 Prepare for the connected airport and 

internet of things On schedule New milestone

2017 Develop an airport emergency operations 

center design guide On schedule New milestone

Airport Cooperative Research Program – Safety Progress in FY 2015: 

 The FAA and airports across the country conduct Safety Risk Management (SRM) panels 

annually. There are 14 airports that have participated in the FAA Part 139 Safety 

Management System Implementation Study. Since the conclusion of the study, there are 

a handful of airports that continue to voluntarily convene SRM panels. The objective of 

the synthesis is to describe lessons learned, effective practices, and tools from airports 

and other industries that have led SRM. The intent of the report is to provide new 

material and complement existing documents. The Principal Investigator collected 

information from additional airports to gain lessons learned on non-airport-led SRM 

panels. Regarding SRM processes from other industries, the Principal Investigator 

compiled literature and tools useful to airport operators. The Principal Investigator will 

deliver a report in September 2015, that summarizes responses to interview questions, 

compiles effective practices and lessons learned, identifies gaps in practice, and provides 

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2016 NARP Chapter 1 - R&D Principle 1 – Improve Aviation Safety

templates, checklists, worksheets, and other tools for easy reference by airports 

undertaking SRM panel processes. One or two case examples from other industries will 

be included in the report. The project is now active with an assigned project manager, 

project number (S04-14), and a contractor selected through the Request for Proposal 

(RFP) process.

 In recent years, significant weather events such as tornados, hurricanes, severe 

precipitation and extreme temperatures have caused a variety of impacts to airports. A 

string of hurricanes in 2004 and 2005 brought widespread damage and impacts to the 

East Coast and Gulf region that adversely affected multiple airports and their 

infrastructure and operations. With the increase in these significant weather events, it is 

important for airports to better plan for, respond to, and recover from such events. The 

objective of this research is to develop a toolkit that raises airport operator awareness 

about vulnerabilities caused by significant weather events; helps airports develop more 

robust contingency and recovery plans in addition to airport emergency plans as well as 

describe impact prevention and mitigation strategies. The toolkit will be based on a 

review of the historical weather data and impacts, as well as best practices and lessons 

learned from airports’ responses to recent significant weather events. A kick-off 

teleconference meeting was held within one month of the Notice to Proceed, as well as a 

web-enabled teleconference tied to the panel review and ACRP approval of other interim 

deliverables deemed appropriate. The research will include appropriate interim 

deliverables, including:

• A toolkit that meets the requirements as stated in the objective, and emphasizes 

impact prevention and mitigation strategies.

• A PowerPoint presentation that summarizes the details of the toolkit useful for 

future webinars.

• A contractor’s final report that documents the entire research effort, including any 

assumptions used and the research team’s recommendation of research needs and 

priorities for additional related research.

The project is now active with an assigned project manager, project number (02-49), and 

a contractor selected through the RFP process, with an expected completion date of 

January 1, 2016.

1.7.2 Airport Technology Research Program – Safety (AIP)

The Airport Technology Research Program (ATRP) – Safety supports Aviation Safety R&D

Goal 10 by increasing airport safety through research that improves (a) airport lighting and 

marking, (b) reduces wildlife hazards near airport runways, (c) improves airport fire and rescue 

capability, and (e) reduces surface accidents.

The research milestones and their statuses are shown in Table 1.7.2, Airport Technology 

Research Program – Safety Milestones below, followed by a summary of the significant progress 

made in FY 2015 towards achieving the R&D goal.

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2016 NARP Chapter 1 - R&D Principle 1 – Improve Aviation Safety

Table 1.7.2: Airport Technology Research Program – Safety Milestones

Year Milestone Status Notes

2015

Complete human factor laboratory/

simulation tests on use of linear light 

sources on airports

Completed 2015 NARP Status: Delayed from 2014 

to 2015

2015 Update the Airport Safety Database and 

publish updated analysis report Completed 2015 NARP Status: Delayed from 2014 to 2015

2015

Complete evaluation of prototype 

construction signs to determine the 

effectiveness of the construction signs in 

increasing the awareness of pilots and 

vehicle operators to existing construction 

on the airfield and in mitigating adverse 

operational incidents at airports during 

construction

Completed 2015 NARP Status: Delayed from 2014 

to 2015

2015

Publish report on characterization of 

foreign object debris collected at Chicago 

O’Hare International Airport 

Completed 2015 NARP Status: Delayed from 2014 

to 2015

2015

Complete construction of the National 

Airport Pavement and Materials Research 

Center 

Completed

Milestone was revised due to facility 

name change. 

Old wording ‘Complete construction of 

the High Temperature Pavement Test 

Facility.’

2015 NARP Status: Delayed from 2014 

to 2015

2015

Complete upgrade of all FAA Pavement 

Software to Windows Presentation 

Foundation to create a common platform 

to integrate the programs

Completed 2015 NARP Status: On schedule

2015 Complete definition of airport pavement 

failure for 40 Year Pavement Life project Completed 2015 NARP Status: Delayed from 2014 to 2015

2015

Install Taxiway Centerline Deviation 

systems at two airplane design group-1 

airports

Completed 2015 NARP Status: On schedule

2015

Complete the Approach Hold/Runway 

Safety Area field evaluations at Chicago 

O’Hare and Cleveland International 

Airport 

Completed 2015 NARP Status: On schedule

2015 

Investigate the feasibility of conducting a 

runway centerline deviation study using a 

prototype sensing and data acquisition 

system

Completed 2015 NARP Status: On schedule 

2015

Complete Draft Advisory Circular on 

Guidance for Selection, Procurement and 

Management of Safety Management 

System Software

Completed 2015 NARP Status: On schedule

2015 Evaluation of web-patterned structural 

methyl methacrylate paint markings Completed 2015 NARP Status: On schedule

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2016 NARP Chapter 1 - R&D Principle 1 – Improve Aviation Safety

Year Milestone Status Notes

2016

Complete in-service testing of new light 

emitting diode lighting circuits for use on 

airports

Delayed

Milestone is delayed from 2015 to 2016 

due to a delay in acquiring prototype test 

equipment and lighting fixtures required 

to conduct field evaluation and was 

revised since infrastructures identified for 

final testing is designed to operate on any 

size airport.

Old wording ‘Complete in-service testing 

of new light emitting diode lighting 

circuits at a large and small airport.’

2015 NARP Status: Delayed from 2014 

to 2015

2016 Complete rehabilitation of the Airport 

Technology Research Taxiway Delayed 

Milestone is delayed from 2015 to 2016 

due to a construction contract award 

protest delaying the Notice to Proceed 

and commencement of the taxiway 

rehabilitation project pending the 

resolution of the protest.

2015 NARP Status: On schedule 

2016

Complete Mu-Slip testing with nose gear 

brake testing and main gear brake testing, 

both on contaminated runway surfaces

Delayed

Milestone is delayed from 2015 to 2016 

because Mu-Slip Testing with B727 is 

delayed due to mechanical and electrical 

problems encountered with the aircraft. 

Aircraft instrumentation has been 

upgraded which will allow for effective 

Mu-Slip Testing on contaminated runway 

surfaces during FY 2016.

2015 NARP Status: On schedule

2016

Publish guidebook on dynamic test 

performance requirements for frangible 

connections/structures utilized in runway 

and terminal safety areas

On schedule

2016

Publish a report on the findings of the 

Approach Hold/Runway Safety Area 

Study

On schedule 

2016

Complete second phase testing of 

engineered material arresting system 

signs for airports

On schedule New milestone

2016

Publish a report on the taxiway centerline 

deviation data collection effort at airplane 

design group -II airports

On schedule New milestone

2016

Complete testing on the use of streaming, 

clean firefighting agents in aircraft rescue 

and firefighting responses to aircraft 

cargo compartment fires

On schedule 

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2016 NARP Chapter 1 - R&D Principle 1 – Improve Aviation Safety

Year Milestone Status Notes

2017

Complete a one year cost-benefit study of 

utilizing foreign object debris detection 

systems on airports, which will be based 

on available foreign object debris systems 

currently in operation at civil airports as 

of October 2014

Delayed 

Milestone is delayed from 2016 to 2017 

because the decision has been made to 

incorporate at a minimum a second 

airport in addition to Boston. Delays in 

the installation of that second system 

have pushed back the target completion 

date. The completion of data collection 

will take place at the General Edward 

Lawrence Logan International Airport. 

2015 NARP Status: On schedule

2020

Development of new firefighting 

performance requirements for the use of 

compressed air foam technologies in 

aircraft rescue and firefighting

On schedule 

Airport Technology Research Program – Safety Progress in FY 2015:

 The Airport Safety Database is a collection of public and non-public government data 

that has been categorized and compiled into a central location as a resource for the FAA 

Office of Airports. The database houses incident and accident reports dating from 

January 1, 2000 through March 31, 2015. Two internal FAA reports have been

developed. Work is planned to integrate additional data sources and derive and apply 

analytic methods to define underlying causal factors. 

 Completed upgrade of all FAA Pavement Software to Windows Presentation Foundation 

(WPF) to create a common platform to integrate the program. The review and

acceptance of the work is pending. All FAA Pavement Software, i.e., FAARFIELD

(FAA Rigid and Flexible Iterative Elastic Layered Design), COMFAA 3.0 etc., were 

updated from Visual Basic 6 (VB6) or VB.NET Winforms to WPF in preparation for the 

Pavement R&D software integration project.

 The introduction of new large aircraft, such as the Airbus A380 and Boeing 747-800, 

presented challenges to our Nation’s airports that do not meet the minimum design 

requirements to accommodate aircraft categorized as Airplane Design Group (ADG)-VI.

In 1999 the FAA initiated the Taxiway Centerline Deviation Study to determine if these 

aircraft can solely operate on airports designed for smaller aircraft. Through data 

collection and analysis it was found these aircraft could safely operate on straight 

sections of taxiways 75 in. wide. The data collection has continued through the smaller 

ADG’s and two ADG-I systems have been installed. On December 16, 2014 a system 

was installed at Bay Bridge Airport in Stevensville, MD and on February 10, 2015 a 

system was installed at Valkaria Airport in Valkaria, FL. These systems measure the 

distance an aircraft’s nose gear deviates from the taxiway centerline. The data collected 

may support additional changes in airport design standards.

 After completing in-service testing of new lighting emitting diode lighting circuits for use 

on airports, test infrastructure was installed at Purdue University Airport for in-service 

evaluation. Testing began in September 2015.

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2016 NARP Chapter 1 - R&D Principle 1 – Improve Aviation Safety

1.7.3 Runway Incursion Reduction Program (F&E - 1A01A - S09.02-00 - 

Advanced Technology Development and Prototyping) 

The Runway Incursion Reduction Program supports Aviation Safety R&D Goal 10 by 

conducting research, development, and operational evaluation of technologies to increase runway 

safety. Consistent with standing National Transportation Safety Board recommendations, 

research emphasis will remain on technologies that provide direct safety indications and alerts to 

pilots at large airports, as well as, those that can be applied cost effectively at small to medium 

airports. The program will test alternative airport surface detection technology and the 

application of these technologies for pilot, controller, and vehicle operator situational awareness 

tools. Current initiatives include the development and operational testing of the Small Airport 

Surveillance Sensor (SASS), Runway Safety Assessment studies, Enhanced Final Approach 

Runway Occupancy Signal (eFAROS) evaluations, and the removal of the Low Cost Ground 

Surveillance (LCGS) pilot sites. When appropriate, investment analyses will be performed to 

support acquisition and implementation of selected solutions 

Additional information on this F&E program can be found by referencing the FY 2017 – 2021 

CIP.

The research milestones and their statuses are shown in Table 1.7.3, Runway Incursion 

Reduction Program Milestones below. 

Table 1.7.3: Runway Incursion Reduction Program Milestones

Year Milestone Status Notes

2016

Complete annual technical and 

operational evaluation report of existing 

Runway Incursion Reduction Program 

Prototype Systems

On schedule

2016

Complete annual report documenting 

results of human-in-the-loop testing 

human factors, safety logic, aircraft 

performance, or any uncertainty or 

deficiency pertaining to surface based 

runway incursion indications

On schedule

2016 Complete annual report on runway 

incursion prevention shortfall analysis On schedule

2016

Complete annual report on testing of 

safety logic enhancements to runway 

incursion detection and prevention 

products

On schedule

2016

Publish the Project Plan and Resource 

Management Plan for the utilization of a 

small airport surveillance sensor as a 

sensor to drive the activation of direct to 

pilot alerting safety logic

On schedule

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2016 NARP Chapter 1 - R&D Principle 1 – Improve Aviation Safety

Year Milestone Status Notes

2017

Complete annual technical and 

operational evaluation report of existing 

Runway Incursion Reduction Program

prototype systems

On schedule New milestone

2017

Complete annual report documenting 

results of human-in-the-loop testing 

human factors, safety logic, aircraft 

performance, or any uncertainty or 

deficiency pertaining to surface based

runway incursion indications

On schedule New milestone

2017

Complete annual report on testing of 

safety logic enhancements to runway 

incursion detection and prevention 

products

On schedule New milestone

2017

Complete report documenting candidate 

site selection for a system to test the 

utilization of a small airport surveillance 

sensor as a sensor to drive the activation 

of direct to pilot alerting safety logic

On schedule New milestone

2017

Complete report on integration of a 

system to test the utilization of a small 

airport surveillance sensor as a sensor to 

drive the activation of direct to pilot 

alerting safety logic

On schedule New milestone

2017

Publish the initial Project Plan and 

Resource Management Plan for the 

utilization of an advanced ground 

surveillance sensor to drive the activation 

of direct to pilot alerting safety logic

On schedule New milestone

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2016 NARP Chapter 2 - R&D Principle 2 – Improve Efficiency

2.0 R&D Principle 2 - Improve Efficiency

Systematically expand and apply knowledge to produce 

useful materials, devices, systems, or methods that will 

improve access to and increase the capacity and efficiency of 

the Nation’s aviation system.

Ten R&D goals support R&D Principle 2 - Improve Efficiency. Work is spread across three 

budget appropriations (R,E&D, F&E, and AIP):

• Goal 1 - Improved aircraft separation processes associated with current generalized and static 

air navigation service provider wake turbulence mitigation separation standards.

• Goal 2 - Improved human-system integration and an increase in ATC efficiency through 

enhanced controllers-pilots coordination in cooperatively managing traffic loads as cockpit 

technology and air traffic workstations are more closely connected.

• Goal 3 - Feasible procedures, operational methods, and technologically-advanced systems 

that can decrease workload and increase efficiency of the NAS.

• Goal 4 - Established requirements and standards for enabling availability and improving the 

quality and quantity of meteorological information to reduce impacts of adverse weather on 

rerouting, NAS capacity, and NextGen operational procedures.

• Goal 5 - Improved accuracy and accessibility of observed and forecast weather information 

to improve NAS efficiency (e.g., reduced delays and cancellations, increased capacity in high 

traffic areas).

• Goal 6 - Availability of existing airport facilities protected and used as efficiently as possible, 

while making strategic investments in new facilities consistent with evolving aviation needs.

• Goal 7 – Improved cyber resiliency for the NAS system of systems in the case of determined 

adversaries with persistent attacks that try to undermine the NAS.

• Goal 8 – Improved methods and/or capabilities that enable safe reduction in separations 

standards, increase in airspace capacity and/or efficient management of aircraft trajectories.

• Goal 9 – Safe reduction in separation standards for approaches to closely spaced parallel 

runways to enable increased airport capacity.

• Goal 10 – Improved methods, technologies and capabilities that enable increased surface 

traffic movement efficiency.

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2016 NARP Chapter 2 - R&D Principle 2 – Improve Efficiency

Table 2.0.1, Alignment of FAA R&D Efficiency Principle and Programs with NSTC Mobility 

Goals shows how the FAA’s Efficiency R&D goals and programs align with the NSTC Mobility

Goals. In many cases, FAA R&D programs support more than one NSTC goal.

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2016 NARP Chapter 2 - R&D Principle 2 – Improve Efficiency

Table 2.0.1: Alignment of FAA R&D Efficiency Principle and Programs with NSTC 

Mobility Goals 

FAA R&D 

Principle FAA R&D Programs NSTC Principle

FAA 

Strategic 

Priority

NextGen - Wake Turbulence

Wake Turbulence - Re-categorization

NextGen - Air Ground Integration 

Human Factors

Oceanic Tactical Trajectory 

Management

Advanced Methods

Closely Spaced Parallel Runway 

Operations

Surface Tactical Flow 

New Air Traffic Management 

Requirements

Major Airspace Redesign

System Capacity, Planning and 

Improvements

Operations Concept Validation and 

Infrastructure Evolution

NextGen - Weather Technology in 

the Cockpit

Goal 2 - Develop 

Increased NAS Capacity 

by Managing NAS 

Resources and Air 

Traffic Flow 

Contingencies

Weather Program

Weather Observation Improvements 

Airport Cooperative Research 

Program - Capacity

Airport Technology Research 

Program - Capacity

Deliver Benefits Through Technology and Infrastructure

Goal 2 - Develop 

Increased NAS Capacity 

by Managing NAS 

Resources and Air 

Traffic Flow 

Contingencies

Goal 1 - Develop 

Reduced Aircraft 

Separation in Trajectoryand Performance-Based 

Operations

Goal 4 - Maximize 

Arrivals and Departures 

at Airports and in 

Metroplex Areas

Goal 2 - Develop Increased NAS Capacity by 

Managing NAS Resources and Air Traffic Flow 

Contingencies

Goal 3 - Reduce the 

Adverse Impacts of 

Weather on Air Traffic 

Management Decisions

Goal 1 - Develop 

Reduced Aircraft 

Separation in Trajectoryand Performance-Based 

Operations

Goal 4 - Maximize 

Arrivals and Departures 

at Airports and in 

Metroplex Areas

NSTC Goals

Improve Efficiency

Mobility Through the Air is Vital to Economic Stability, Growth, and Security as a Nation

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2016 NARP Chapter 2 - R&D Principle 2 – Improve Efficiency

In FY 2017, 55 percent of total FAA R&D funding is allocated to R&D Principle 2 - Improve 

Efficiency. Program funding levels for the 2016 Enacted and 2017 Congressional Request are 

shown in Table 2.0.2. Percent of Program reflects each program’s contribution towards R&D 

Principle 2 in the 2017 Congressional Request. Table 2.0.2 also lists the section and page 

number reference for each budget narrative within the FY 2017 Congressional Justification (CJ) 

for the President’s Budget Request. The FY 2017 CJ will be made available by the DOT at 

https://www.transportation.gov/budget. 

Table 2.0.2: Program Funding for R&D Principle 2 - Improve Efficiency

2016 

BLI Program

CJ 

Reference 

(Section 

/Page)

Appropriation 

Account

2016 

Enacted

($000)

2017

Congressional 

Request

($000)

2017 

Percent of 

Program

A11.k Weather Program 3C/49 RE&D 7,516 8,988 50%

A12.a NextGen - Wake Turbulence 3C/65 RE&D 8,541 8,609 100%

A12.b NextGen - Air Ground Integration Human Factors 3C/68 RE&D 5,600 6,003 70%

A12.c NextGen - Weather Technology in the Cockpit 3C/71 RE&D 1,822 1,827 45%

A12.d NextGen - Information Security 3C/75 RE&D 0 1,000 100%

A14.a System Planning and Resource Management 3C/85 RE&D 278 369 13%

A14.b William J. Hughes Technical Center Laboratory Facility 3C/87 RE&D 614 609 18%

1A01 Advanced Technology Development & Prototyping 3B/12 F&E 21,300 24,800 100%

1A02 NAS Improvement of System Support Laboratory 3B/19 F&E 1,000 1,000 100%

1A03 William J. Hughes Technical Center Facilities 3B/21 F&E 19,050 19,000 100%

1A04 William J. Hughes Technical Center Infrastructure 

Sustainment

3B/23 F&E 12,200 12,200 100%

1A05 Next Generation Transportation System - Separation 

Management Portfolio

3B/26 F&E 31,500 25,800 100%

1A06 Next Generation Transportation System - Improved 

Surface/TFDM Portfolio

3B/35 F&E 17,000 2,000 100%

1A07 Next Generation Transportation System - On Demand NAS 

Portfolio

3B/37 F&E 11,000 8,500 100%

1A08 Next Generation Transportation System - Imp Multiple 

Runway OPS Portfolio

3B/43 F&E 8,000 6,500 100%

1A09 Next Generation Transportation System - NAS Infrastructure 

Portfolio

3B/47 F&E 11,000 17,660 100%

1A10 Next Generation Support Portfolio 3B/56 F&E 10,000 12,000 100%

4A08 Center for Advanced Aviation System Development 

(CAASD)

3B/306 F&E 43,200 41,400 69%

-- Airport Cooperative Research Program - Capacity 3D/36 AIP 5,000 5,000 100%

-- Airport Technology Research Program - Capacity 3D/26 AIP 13,248 13,408 100%

Total ($000) 227,869 216,672

*CAASD R&D budget totals for 1) FY 2016 assume 28% for Safety, 72% to Efficiency, and 0% for Environmental and 2) FY 2017 and outyears 

assume 26% for Safety, 69% for Efficiency, and 5% for Environmental (subject to FFRDC Executive Board FY 2017 workplan approval).

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2016 NARP Chapter 2 - R&D Principle 2 – Improve Efficiency

2.1 Efficiency R&D Goal 1 

Improved aircraft separation processes associated with current 

generalized and static air navigation service provider wake 

turbulence mitigation separation standards.

2.1.1 NextGen - Wake Turbulence (R,E&D - A12.a) 

The NextGen - Wake Turbulence Program supports Efficiency R&D Goal 1 by conducting 

research to increase airport runway capacity safely by reducing aircraft wake separation minima 

under certain conditions and addressing wake turbulence constraints in today’s terminal and 

enroute airspace and in the future NextGen airspace designs.

The research milestones and their statuses are shown in Table 2.1.1, NextGen-Wake Turbulence 

Program Milestones below, followed by a summary of the significant progress made in FY 2015 

towards achieving the R&D goal.

Table 2.1.1: NextGen - Wake Turbulence Program Milestones

Year Milestone Status Notes

2015

Evaluate air traffic control procedures for 

providing wake mitigation separations 

between UAS and piloted aircraft

Completed 2015 NARP Status: On schedule

2015

Develop and assess readiness of statisticsbased wake encounter risk evaluation tool 

for use by FAA Wake Turbulence Subject 

Matter Experts in evaluating NextGen 

Trajectory Based Operations flight routing 

procedures

Completed 2015 NARP Status: On schedule 

2016

Develop the initial performance measures

that will be used by the air traffic control 

terminal automation systems for 

dynamically setting wake separation 

minima in the terminal airspace for each 

pair of aircraft

On schedule

2017

Develop prototype information display for 

the controller decision support tool used to 

allow reduced wake separations for 

instrument approaches to a single runway

On schedule

2018

Perform analysis in support of Safety Risk 

Management Documentation for Wake 

Turbulence Mitigation for Single Runway 

procedure

On schedule

2019

Complete development of detailed 

operational concepts for dynamically 

modifying required wake mitigation 

separations

On schedule

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2016 NARP Chapter 2 - R&D Principle 2 – Improve Efficiency

Year Milestone Status Notes

2020

Complete prototype enhancements to 

weather based forecast algorithms, used by

wake mitigation air traffic control decision 

support tools to enable use of real time 

weather observations from aircraft

On schedule

2021

Perform analysis in support of safety risk 

management documentation for dynamic 

pairwise wake separation standards

On schedule New milestone

NextGen - Wake Turbulence Program Progress in FY 2015:

 Completed feasibility analysis of dynamic wake mitigating procedure for closely spaced 

parallel departures, called paired departures. The following aircraft must stay ahead of 

the wake of the leading aircraft (wake generator) by starting its roll within a certain time 

after the leading aircraft begins movement. Analysis was performed to determine the 

wind parameters and controller human factors requirements that would enable the

procedure for use at San Francisco International Airport (SFO). The analysis was then 

used to develop a notional operational concept and a potential procedure availability 

estimate for SFO, which was provided to the ATC stakeholders to allow formal 

consideration for proceeding with an operational demonstration of paired departures at 

SFO.

 Utilized prior research into enroute wake encounter mitigation to propose wake 

mitigation procedure, for use during climb-through and descend-through operations. The 

procedure addresses situations described in recent enroute wake encounter reports by 

proposing the use of lateral offsets to avoid potential wake hazards. Additionally, 

analysis of enroute wake data was performed through the translation of Canadian 

National Research Center measurements of wakes generated by aircraft when they are in 

cruise into data sets that can be used in validating the outputs of wake models being 

applied in the enroute flight region. The analysis will aid in the refinement of current 

proposed enroute wake mitigating procedures and the development of future procedures.

 Conducted an initial high level assessment of the additional capacity benefit that could be 

achieved by changing ATC wake separation criteria dynamically based on flight 

conditions and sequencing. The assessment focuses on a number of operational concepts 

for both single runway and multiple runway wake mitigation. It considers the addition of 

weather effects and individual aircraft performance factors to achieve benefit above the 

static pairwise separation capability, achieved through the implementation of Phase II of 

re-categorization of Wake Turbulence standards in FY 2017. The assessment considers 

the trade-off between solution complexity and feasibility against the potential benefit of 

the operational concept. The final assessment will be complete in FY 2017.

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2016 NARP Chapter 2 - R&D Principle 2 – Improve Efficiency

2.1.2 Wake Turbulence - Re-Categorization (F&E - 1A05B – G06M.02-02 - 

NextGen – Separation Management Portfolio) 

The Wake Turbulence - Re-Categorization Program supports Efficiency R&D Goal 1 by

addressing one of the major constraints in implementing processes and procedures that will allow 

more aircraft flights into and out of airports and through congested air corridors. In the near 

term, RECAT Phase I has rebalanced the wake turbulence separation standards to address 

today’s mix of aircraft utilizing the nation’s core airports. RECAT Phase I has yielded 

significant additional arrival and departure runway throughput for those airports whose fleet mix 

closely matches the design of the RECAT Phase I standards. The first operational use of the 

RECAT Phase I standards occurred in November 2012 at the Memphis International Airport 

(MEM), and since been implemented at ATC facilities serving six additional metropolitan area 

(Louisville/Cincinnati, Atlanta, Houston, Charlotte, New York City/Newark, and Chicago) 

airports. FedEx, the major air carrier at MEM, has received a double digit MEM departure 

runway throughput capacity increase since the introduction of the RECAT Phase I standards as 

well as significant fuel savings in their MEM arrival operations. United Parcel Service is seeing 

similar benefits at its major hub airport Louisville International Airports. Delta Air Lines, the 

major air carrier at Hartsfield-Jackson Atlanta International Airport (ATL), is reporting 

significant decrease in operating cost at ATL. The increased runway throughput capacity is 

achieved by reduction in many of the previously required wake mitigation in-trail separation 

distances of aircraft. Implementation of the RECAT Phase II wake separation standards is 

projected to provide an additional 4-7% increase in a Core airport’s runway throughput capacity. 

Additional information on this F&E program can be found by referencing the FY 2017 – 2021 

CIP.

The research milestones and their statuses are shown in Table 2.1.2, Wake Turbulence-Re – 

Categorization Program Milestones below, followed by a summary of the significant progress 

made in FY 2015 towards achieving the R&D goal.

Table 2.1.2: Wake Turbulence - Re-Categorization Program Milestones

Year Milestone Status Notes

2015 

Complete a Safety Risk Management 

Document for operational use of the 

leader/follower pairwise static wake 

separation standards

Completed 

This milestone was scheduled to be 

completed in 2016 but was completed 

early since the Safety Risk Management 

Document was signed by the FAA’s Air 

Traffic Organization Safety and 

Technical Training group in FY 2015.

Old wording ‘Complete a NAS change 

proposal and associated Safety Risk 

Management Document for operational 

use of the leader/follower pairwise static

wake separation standards

2015 NARP Status: On schedule

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2016 NARP Chapter 2 - R&D Principle 2 – Improve Efficiency

Year Milestone Status Notes

2016

Develop prototype software and 

adaptation changes for FAA automation 

platforms to evaluate requirements for use 

with the leader/follower pairwise static 

wake separation standards

On schedule

2016 

Complete changes to FAA Orders for 

implementing leader/follower pairwise 

static wake separation standards

On schedule

2016

Complete application software adaptation 

and training for key-site implementation 

for leader/follower pairwise static wake 

separation standards

On schedule

2017 Complete concept feasibility description 

of dynamic wake separation standards On schedule

2017

Complete initial deployment of the 

RECAT Phase II wake separation 

standards to three metropolitan area 

airports – for evaluation of the standards 

use and modification (if required) for ease 

of application by controllers

On schedule New milestone

2017

Develop detail descriptions of ATC 

dynamic wake separation standards 

alternatives and how they would be 

applied in the NAS

On schedule New milestone

2017

Deliver briefings to and conduct data 

gathering with the aviation community 

concerning alternative ATC dynamic 

wake separation processes and procedures

On schedule New milestone

2018

Complete high level analyses on 

feasibility and benefit of using dynamic 

wake separation standards

On schedule

2019

Develop detailed descriptions of Air 

Navigation Service Provider processes 

and procedures for use of dynamic wake 

separation standards

Not started

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2016 NARP Chapter 2 - R&D Principle 2 – Improve Efficiency

2.2 Efficiency R&D Goal 2 

Improved human-system integration and an increase in ATC 

efficiency through enhanced controllers-pilots coordination in 

cooperatively managing traffic loads as cockpit technology and air 

traffic workstations are more closely connected. 

2.2.1 NextGen - Air Ground Integration Human Factors (R,E&D - A12.b) 

The NextGen - Air Ground Integration Human Factors Program supports Efficiency R&D Goal 

2 by addressing flight deck and ATC integration for NextGen operational capabilities. It focuses 

on human factors issues that primarily affect the pilot side of the air-ground integration 

challenge. It conducts research to ensure pilots receive the right information at the right time for 

decision-making and collaboration with ATC to operate in the NAS efficiently. 

The research milestones and their statuses are shown in Table 2.2.1, NextGen-Air Ground 

Integration Human Factors Program Milestones below, followed by a summary of the significant 

progress made in FY 2015 towards achieving the R&D goal.

Table 2.2.1: NextGen - Air Ground Integration Human Factors Program Milestones

Year Milestone Status Notes

2015

Develop a report that identifies 

information requirements for flight deck 

based interval management addressing 

the content, form, and location of 

information necessary for interval 

management applications

Completed 2015 NARP Status: On schedule

2016

Complete research and recommendations 

for developing, evaluating, and/or 

approving standard operating procedures 

in NextGen

On schedule

2017

Create a report presenting human factors 

considerations for the evaluation and 

integration of electronic flight 

bag/portable electronic device/tablet 

technologies with NextGen 

applications/operations

On schedule

2018

Create a report with human factors 

recommendations and considerations for 

the design and evaluation of Electronic 

Chart Software related to NextGen 

capabilities

On schedule

NextGen - Air Ground Integration Human Factors Program Progress in FY 2015: 

 Completed a draft deliverable for a major section of the milestone final report. In this 

section, the authors describe a framework that lays the foundations for the design of 

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procedures and checklists. The framework assumes that procedures are designed to 

govern the interactions between technology, humans, and the operational environment. 

These three components are defined individually and the importance of considering the 

interactions between them is explained.

 Completed a draft report describing pilot perspectives on Performance Based Navigation 

(PBN) terminal instrument flight procedures. Professional pilots reviewed, briefed, and 

discussed six PBN procedures, and researchers extracted a list of subjective complexity 

factors based on the interviews. Some complexity comes from the procedure design, 

such as transitions and waypoint names. In addition, some procedure designs induce 

more complex chart depictions, however, certain subjective complexity factors are 

outside the control of procedure designers, such as weather or fatigue. Automated 

systems available to the pilots (e.g., type of vertical navigation system) also affect pilots’ 

opinions about procedure designs. This research guides the future development of 

NextGen PBN procedures.

 

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2.3 Efficiency R&D Goal 3 

Feasible procedures, operational methods, and technologicallyadvanced systems that can decrease workload and increase efficiency 

of the NAS.

2.3.1 Major Airspace Redesign (F&E - 1A01D - M08.28-04 - Advanced 

Technology Development and Prototyping) 

The Major Airspace Redesign Program supports Efficiency R&D Goal 3 by by funding physical 

changes in facilities necessary to accommodate airspace redesign. Implementation of an airspace 

redesign frequently results in changes to the number and span of control of operational positions 

or sectors, including changes to sector, area or facility boundaries. 

The FAA prioritizes candidate airspace redesign projects to determine which projects provide the 

most benefits and develops criteria for assessing a project’s system-wide impact. Airspace 

redesign efforts seek to optimize Terminal, En Route and Oceanic airspace by redesigning 

airspace via projects in major metropolitan areas with critical system wide impacts. 

Modernization of airspace through the Major Airspace Redesign Program is characterized by the 

migration from constrained ground-based navigation to the freedom of an Area Navigation / 

Required Navigation Performance based system. Airspace redesign efforts will modernize 

airspace in support of the full utilization of NextGen capabilities. Airspace Redesign will 

increase system efficiency by reducing limitations that the airspace places on the system. 

Congestion, complexity and limited departure points in the current airspace can result in 

restrictions, limiting airport throughput. Airspace redesign addresses large, complex, multifacility changes impacting NAS performance.

Additional information on this F&E program can be found by referencing the FY 2017 – 2021 

CIP. Note that the two recurring milestones shown in the table below are required whenever an 

airspace redesign project is conducted.

The research milestones and their statuses are shown in Table 2.3.1 below. 

Table 2.3.1: Major Airspace Redesign Program Milestones

Year Milestone Status Notes

2016

Conduct engineering analysis as needed 

for Caribbean airspace redesign 

implementation

On schedule Recurring annual milestone

2016 Implement infrastructure changes 

resulting from airspace redesign On schedule Recurring annual milestone

2017

Conduct engineering analysis as needed 

for Caribbean airspace redesign 

implementation

On schedule Recurring annual milestone 

2017 Implement infrastructure changes 

resulting from airspace redesign On schedule Recurring annual milestone 

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2.3.2 New Air Traffic Management Requirements (F&E - 1A09 – G01M.02-02

- NextGen – NAS Infrastructure Portfolio) 

The New Air Traffic Management (ATM) Requirements Program supports Efficiency R&D

Goal 3 by identifying new opportunities to improve the efficiency and effectiveness of ATM and 

expanding capacity by developing decision support tools that improve the strategic management 

of operations in the NAS. New ATM requirements activities include:

• New radar requirements (surveillance and weather); 

• Enterprise information protocol & exchange standards; 

• Future Collision Avoidance System (Future CAS);

• Weather transition; 

• Synchronization of air/ground procedures, and 

• Advanced air ground communications. 

The service analysis and operational demonstration activities within this program support the 

development of operational improvements that will increase the number of arrivals and 

departures at major airports.

Additional information on this F&E program can be found by referencing the FY 2017 – 2021 

CIP.

The research milestones and their statuses are shown in Table 2.3.2, New Air Traffic 

Management Requirements Program Milestones below. 

Table 2.3.2: New Air Traffic Management Requirements Program Milestones

Year Milestone Status Notes

2016

Develop cost estimates for airborne 

access to system wide information 

management (two-way)

On schedule

2016 Define high level requirements document 

for Multifunction Phased Array Radar On schedule

2016

Deliver assessment report on Phased 

Array Radar interface to NAS

Automation Systems

On schedule

2016

Complete update to Multifunctional 

Phased Array Radar Cost model based on 

advanced technology demonstrator

On schedule

2016 Establish, standardize, and document the 

baseline versions of exchange models On schedule

2016

Develop enterprise solution 

documentation to mediate across NAS

system

On schedule

2016 Complete common information protocols 

and exchange standards documentation On schedule

2016 Develop interoperability requirement of 

UAS collision avoidance systems On schedule

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Year Milestone Status Notes

2016

Develop Airborne Collision Avoidance 

System Xu System requirements 

specifications

On schedule

2016

Complete Airborne Collision Avoidance 

System Xu operational capability flight 

demonstration flight test

On schedule

2016

Conduct assessment of mature research 

for transition to the NWS for their 

implementation and product 

dissemination into the NAS

On schedule

2016

Develop and validate weather 

requirements for NWS to improve 

forecasts in support of FAA operational 

decision making

On schedule

2016

Develop initial document for two-way 

communications procedures between 

Flight Management Systems and Ground 

Systems

On schedule

2016

Support and document the development 

of the L-Band communications standards 

and prototypes with international 

community

On schedule

2016

Support and document the development 

of the Next Generation Aeronautical 

Mobile-Satellite Route Service satellitebased communications standards, along 

with the international community, which 

will support the NextGen and Single 

European Sky ATM requirements

On schedule

2017 Finalize Multifunctional Phased Array 

Radar performance requirements On schedule New milestone

2017

Develop detailed Multifunctional Phased 

Array Radar advanced technology 

demonstrator test and evaluation plan

On schedule New milestone

2017

Assess Flight Information Exchange 

Model compliance with the International 

Civil Aviation Organization Reference 

model

On schedule New milestone

2017 Develop transition plan for Flight 

Information Exchange Model On schedule New milestone

2017

Conduct quality assurance /quality 

control validation for Weather 

Information Exchange Model 

On schedule New milestone

2017

Review the Airborne Collision Avoidance 

System Xu System Requirements and 

Specification V1.0 document to inform 

RTCA SC-147 and SC-228 with 

standards development activities

On schedule New milestone

2017

Incorporate optimization and tuning 

updates with stakeholder feedback into 

the Airborne Collision Avoidance System

Xu Run 3 logic

On schedule New milestone

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Year Milestone Status Notes

2017

Complete the Airborne Collision 

Avoidance System Xu Run 3 Algorithm 

Design Description document

On schedule New milestone

2017 

Conduct engineering studies and analyses 

which evaluate the translation of weather 

information into operational impacts

On schedule New milestone

2017

Develop and validate weather 

requirements for NWS to improve 

forecasts in support of FAA operational 

decision making

On schedule New milestone

2017 Develop validation plan for air/ground 

procedure synchronization On schedule New milestone

2017

Develop documentation of air/ground 

procedures standards with user 

community

On schedule New milestone

2017

Conduct trials and develop a validation 

report for air/ground procedure 

synchronization

On schedule New milestone

2017

Conduct engineering assessment of Lband communication system performance 

from prototype testing conducted under 

Single European Sky ATM Research 

development activities

On schedule New milestone

2017

Develop Minimum Operational 

Performance Standards for Iridium-Next 

which will enable the Satcom system to 

support data communications in domestic 

airspace

On schedule New milestone

2017

Conduct prototype testing to support the 

development of Internet Protocol 

Standards to support the FAA’s DataComm Segment 2 and Future 

Communication Systems including 

NextSat, L-band Digital Aeronautical 

Communications System and 

Aeronautical Mobile Airport 

Communications System

On schedule New milestone

2.3.3 Operations Concept Validation and Infrastructure Evolution (F&E -

1A01C - M08.29-00 - Advanced Technology Development and Prototyping)

The Operations Concept Validation and Infrastructure Evolution Program supports Efficiency 

R&D Goal 3 by developing and validating NAS level operational concepts that are key to the 

FAA modernization programs and NextGen. Developing operational concepts is the first step in 

developing an Enterprise Architecture. The program conducts the overall analysis and planning 

for NAS evolution by determining the required annual updates to the NAS Enterprise 

Architecture products: Operational Improvements, Operational Sustainment, and Operational 

Requirements. It executes research, engineering analysis, and evaluation in support of mission 

and investment analysis. The program conducts shortfall analyses as part of service analysis and 

ensures the linkage of proposed solutions back to validated operational needs to support budget 

planning and investment decisions. This program develops and maintains detailed second-level 

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concepts that support validation and requirements development. The work ensures that the NAS 

level operational concept and sustainment activities are integrated and consistent with the overall 

NAS Enterprise Architecture. This program also supports the development and sustainment of 

analytical and computer models used to assess and validate operational changes to the NAS. 

Additional information on this F&E program can be found by referencing the FY 2017 – 2021 

CIP.

 

The research milestones and their statuses are shown in Table 2.3.3, Operations Concept 

Validation and Infrastructure Program Milestones below. 

Table 2.3.3: Operations Concept Validation and Infrastructure Evolution Program Milestones 

Year Milestone Status Notes

2016

Develop and provide annual updates to 

the NAS Enterprise Level Operational 

Requirements to reflect the results of 

research and development conducted in 

2015

On schedule

2016

Develop and provide annual updates to 

the NAS Enterprise Architecture for NAS 

level operational improvements and 

operational sustainment activities based 

on completed research and acquisition 

decisions made in 2015

On schedule

2017

Develop annual updates to the NAS 

Enterprise Level Operational 

Requirements based on prior year 

research and development

On schedule New milestone

2017

Develop annual updates to the NAS 

Enterprise Architecture for NAS level 

operational improvements and operational 

sustainment activities based on prior year

research and acquisition decisions

On schedule New milestone

2017

Conduct concept engineering activities 

and develop concept 

engineering/requirements validation 

artifacts, such as shortfall analyses, 

concept of operations, requirements, 

technical assessments, and evaluation

documents

On schedule New milestone

2017

Develop technical papers and reports in 

support of RTCA, the premier publicprivate partnership forum to develop 

consensus among aviation stakeholders 

across the globe. These artifacts include 

safety and performance requirements, 

operational services and environment 

definitions, minimum aviation system 

performance standards, minimum 

operational performance standards, and 

other reports as necessary

On schedule New milestone

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2.3.4 System Capacity, Planning and Improvements (F&E - 1A01B - M08.28-

00 - Advanced Technology Development and Prototyping)

The System Capacity, Planning and Improvements Program supports Efficiency R&D Goal 3 by

providing data and analyses on the NAS operations to FAA executives and managers to help 

them identify deficiencies and develop proposals to improve NAS performance. This work 

includes:

• Airport modeling and analysis using actual data collected from ATC systems in the field 

to determine the value of potential improvements in airspace or airfield modifications;

• Enhancements of the Performance Data Analysis and Reporting System (PDARS) 

through the implementation of the Data Visualization and Reporting System (DVARS), 

a fully integrated performance measurement tool designed to help the FAA improve the 

NAS by tracking the daily operations of the ATC system and their environmental 

impacts;

• Using PDARS/DVARS operational data to baseline the measurement and analysis of 

Next Generation Air Transportation System (NextGen) capability improvements such as 

the efforts to support Optimization of Airspace and Procedures in the Metroplex 

(OAPM);

• Leveraging new technologies to enhance capabilities of PDARS/DVARS;

• Development of new agency level metrics to enhance management awareness of, and 

response to, system performance. Maintain and enhance the FAA Operational Metrics 

Web Page;

• Benchmarking ATO performance with other Air Navigation Service Providers to support 

joint projects with EUROCONTROL and as part of International Civil Aviation 

Organization (ICAO), Civil Air Navigation Services Organization and Aerospace 

Transportation Advisory Group work plans. These efforts are performed to respond to 

inquiries on global flight efficiency performance targets for Air Traffic Management 

(ATM) or more general inquiries on the overall flight inefficiency that may be attributed 

to ATM;

• Provide analytical and modeling support for Commercial Space initiatives;

• Airport capacity studies that provide assessment of procedural, technology, or 

infrastructure improvements; and,

• Provide performance modeling and economic analysis to develop a business case with 

ICAO member states for reduced oceanic separation using ADS-B.

Additional information on this F&E program can be found by referencing the FY 2017 – 2021

CIP.

The research milestones and their statuses are shown in Table 2.3.4, System Capacity, Planning 

and Improvements Program Milestones below.

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Table 2.3.4: System Capacity, Planning and Improvements Program Milestones

Year Milestone Status Notes

2016

Complete design of Performance Data 

Analysis of Reporting System into a netcentric systemOn schedule

2016

Provide airport capacity modeling and 

annual service volume analysis report to 

support the FACT report

On schedule

2016

Produce Joint Performance Benchmark 

Report with EUROCONTROL/the 

European Commission

On schedule

2016

Prepare white paper on methodologies to 

standardize international measurement of 

system capacity, throughput, 

predictability and efficiency

On schedule

2016

Develop upgrade of Performance Data 

Analysis of Reporting System 

visualization products

On schedule

2016

Develop upgrade of Performance Data 

Analysis of Reporting System Processing 

System

On schedule

2016 Complete enhancement of FAA Metrics 

webpage On schedule

2016

Provide performance modeling and 

economic analysis information to support 

the development of a business case with 

International Civil Aviation Organization 

member states in the North Atlantic 

region for reduced oceanic separation 

using Automatic Dependent Surveillance 

Broadcast (Out) 

On schedule

2017

Implement Performance Data Analysis of 

Reporting System/ Data Visualization and 

Reporting System web-based access 

capabilities

On schedule New milestone

2017

Integrate available system wide 

information management data products 

into the Performance Data Analysis of 

Reporting System/Data Visualization and 

Reporting System

On schedule New milestone

2017

Implement upgraded Performance Data 

Analysis of Reporting System/Data 

Visualization and Reporting System

processing system

On schedule New milestone

2017

Produce Annual Joint Performance 

Benchmark Report with 

EUROCONTROL/European Commission

On schedule New milestone

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Year Milestone Status Notes

2017

Deliver performance modeling and 

economic analysis information to support 

the development of a business case with 

International Civil Aviation Organization

member states in the North Atlantic 

region for reduced oceanic separation 

using Automatic Dependent Surveillance 

Broadcast (Out) 

On schedule New milestone

2.3.5 Center for Advanced Aviation System Development (F&E - 4A08)

The Center for Advanced Aviation System Development (CAASD) Program supports Efficiency 

R&D Goal 3 by:

• Defining a concept to support traffic managers in monitoring current and predicted 

airspace constraints; 

• Developing a fast-time simulation capability to examine the impact of launch and reentry vehicle operations on ATM, and 

• Conducting research to mature a concept to support future time-based metering.

CAASD made the following Progress in FY 2015 towards Efficiency R&D Goal 3:

 Traffic Flow Managers have a need for monitoring and alerting capabilities for current 

and predicted NAS constraints. To support research in this area, CAASD developed a 

proof-of-concept prototype, termed the NAS Operations Dashboard, which provides a 

single integrated display of real-time data obtained from multiple decision support tools. 

The NAS Operations Dashboard continuously monitors user-defined thresholds for NAS 

parameters (e.g., airborne holding, diversions, arrival performance, and taxi times) and 

alerts when thresholds have been reached or exceeded. Feedback from users indicates 

that the NAS Operations Dashboard can improve situational awareness, resulting in fast 

problem identification and resolution.

 The increasing pace of commercial space launches is driving a need for better ways to 

accommodate launch and recovery vehicles into air traffic operations in the NAS. To 

address this need, CAASD developed a modeling capability to explore alternative 

separation concepts and surveillance performance requirements associated with the 

integration of commercial space vehicle operations in the NAS. The model leverages 

existing modeling and simulation capabilities from researchers across the field and aligns 

with the FAA Commercial Space Vehicle Operations Concept of Operations. The 

developed model can be used to analytically evaluate the safety of separation concepts 

with an initial set of space vehicle models, thus providing objective data to inform the 

concept and associated requirements.

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 Concepts were developed and requirements defined in 2015 to assist En Route 

Controllers with time-based metering of operations. To assist controllers in meeting 

assigned metering times, a path stretch capability is under development that provides a 

small path change that can absorb delays and improve timing. CAASD assisted the FAA

in improving the operational suitability of the path stretch capability. Specifically, 

CAASD has identified design features that address initial operational concerns, context,

and integrate path stretch advisories with advisories from other systems. The proposed 

design was prototyped in CAASD's laboratory and examined through operational subject 

matter assessments with controllers. Through this exercise, the subject matter experts 

concluded that the path stretch concept was sufficiently mature to move forward into the 

acquisition decision making process.

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2.4 Efficiency R&D Goals 4 and 5 

Established requirements and standards for enabling availability and 

improving the quality and quantity of meteorological information to 

reduce impacts of adverse weather on rerouting, NAS capacity, and 

NextGen operational procedures.

Improved accuracy and accessibility of observed and forecast weather 

information to improve NAS efficiency (e.g., reduced delays and 

cancellations, increased capacity in high traffic areas).

2.4.1 NextGen - Weather Technology in the Cockpit (R,E&D - A12.c) 

The NextGen – Weather Technology in the Cockpit (WTIC) Program supports Efficiency R&D 

Goals 4 and 5 by doing research to develop, verify, and validate recommended requirements for 

incorporation into MinWxSvc standards. The MinWxSvc is defined as: 

• Meteorological Information (MET); 

• Minimum performance standards (e.g., accuracy) of the MET information; 

• Minimum information rendering standards, and 

• Enhanced training on cockpit MET information and technology. 

To develop the MinWxSvc recommendations, WTIC research is performing gap analyses to 

identify operational shortfalls impacting efficiency attributable to adverse weather conditions and 

associated gaps of MET information in the cockpit. The MinWxSvc standards will resolve the 

identified MET information gaps to mitigate the efficiency-related operational shortfalls.

The research milestones and their statuses are shown in Table 2.4.1, NextGen-Weather 

Technology in the Cockpit Program Milestones below, followed by a summary of the significant 

progress made in FY 2015 towards achieving the R&D goals. 

Table 2.4.1: NextGen - Weather Technology in the Cockpit Program Milestones

Year Milestone Status Notes

2016

Initial verification demonstrations of 

recommended implementations of 

adverse weather alerting functions for the 

flight deck

On schedule

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Year Milestone Status Notes

2017

Quantify NAS benefits from 

uplinking/crosslink of enhanced 

meteorological information to the cockpit

Delayed 

Milestone was revised due to the use of 

other methods besides modeling and 

simulation to quantify NAS benefits.

Milestone is delayed from 2016 to 2017 

due to NextGen priorities and to align 

with ongoing RTCA standards 

development work.

Old wording ‘Develop models to run 

simulations to quantify NAS benefits 

from uplinking/crosslink of enhanced 

meteorological information to the 

cockpit’

2015 NARP Status: On schedule

2017

Perform simulations and/or demonstration 

of providing initial minimum weather 

service enhanced wind information 

(accuracy, timeliness, etc.) 

recommendations to the Flight 

Management System and Air Traffic 

Control Systems to verify realization of 

predicted benefits of associated NextGen 

application program(s)

On schedule 

Milestone was revised to clarify the scope 

of the necessary research to verify 

Weather Technology in the Cockpit

minimum weather service 

recommendations relative to wind 

accuracy.

Old wording 'Provide accurate and timely 

wind information to the Flight 

Management System and Air Traffic 

Control Systems, and demonstrate 

realization of predicted benefits of 

associated NextGen application 

programs’

2015 NARP Status: Delayed from 2015 

to 2017

2018

Propose standards for improving weather 

information to the flight deck in oceanic 

and non-controlled airspace

On schedule

2020

Complete development of 

recommendations for Part 121/135 

minimum weather service attributes that 

resolve meteorological information gaps 

associated with shortfalls in NAS 

efficiency

On schedule 

2021

Assess the impact of maturing NextGen 

operational capabilities and requirements 

on initial Weather Technology in the 

Cockpit minimum weather service 

recommendations

On schedule New milestone

NextGen - Weather Technology in the Cockpit Program Progress in FY 2015:

 Completed functional analyses of the WTIC Part 121/135 ConOps and the Part 91 

concept of operations. The functional analyses developed Functional Architecture 

Documents (FAD), SV-1 (Systems Interface Description) , SV-2 (Systems 

Communication Description), and SV-4 (Systems Functionality Description) views. The 

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FAD details the set of functions, requirements, and architecture of necessary Data Link 

Weather (DLW) capabilities to implement/enable NextGen weather benefits. The 

drawings resulting from the functional analyses will be used to identify minimum DLW 

services, internal and external service interfaces for DLW, and gaps in existing functions 

and data for DLW. 

 Completed a proof of concept to predict aircraft behavior while operating in the vicinity 

of convection. Based on the positive results of the proof of concept phase, additional 

research will be performed to assess potential applications for the cockpit or to support 

automated rerouting tool. 

2.4.2 Weather Program (R,E&D - A11.k)

The Weather Program supports Efficiency R&D Goals 4 and 5 by conducting applied research 

focused on improving weather information required for integration into decision-support tools to 

reduce the impact of adverse weather on the NAS. The improved weather information enhances 

NAS efficiency and capacity by supporting better operational planning and decision-making by 

ATM, dispatchers, and pilots. 

The research milestones and their statuses are shown in Table 2.4.2, Weather Program 

Milestones below, followed by a summary of the significant progress made in FY 2015 towards 

achieving the R&D goals. 

Table 2.4.2: Weather Program Milestones

Year Milestone Status Notes

2015

Transition turbulence forecast capability 

for all flight levels for implementation (as 

detailed in the NAS Infrastructure 

Portfolio section of the NextGen 

Implementation Plan)

Completed 2015 NARP Status: On schedule 

2016

Develop recommended guidelines for 

implementing airport ramp procedures 

during lightning events to maximize 

efficiency and increase safety of the NAS

On schedule

2016 Transition global turbulence forecast 

capability for implementation On schedule

2018

Transition Alaska turbulence forecast 

capability for implementation (as detailed 

in the NAS Infrastructure Portfolio 

section of the NextGen Implementation 

Plan )

On schedule

2018

Transition North American rapid refresh 

ensemble weather forecast model (13 km)

to the NWS for operational 

implementation

On schedule

2019

Transition global-scale probabilistic 

convection guidance capability for 

implementation

On schedule

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Year Milestone Status Notes

2020

Transition high resolution rapid refresh 

ensemble weather forecast model (three 

kilometer with one kilometer nests) to the 

NWS for operational implementation

On schedule

2021

Implement high-resolution ceiling and 

visibility analysis capability into 

helicopter emergency medical service

tool

On schedule New milestone

Weather Program Progress in FY 2015:

 Lightning events at airports not only result in safety concerns for airport personnel and 

passengers, but also impact flight schedules and efficiency of services. In FY 2015, a 

cross-section of airports was surveyed to determine localized impacts due to lightning 

events, whether there were procedures in place and the interest in obtaining and 

implementing lightning warning procedures. Additionally, data was gathered at a Core30 

airport of lightning events, ramp closures, aircraft delays, and conformance to ramp 

procedures in order to verify procedural standards at major airports.

 The development of a prototype global turbulence forecast product was completed. In 

order to increase accuracy the product is being modified to allow use of higher resolution 

(13 km versus 25 km) data from the numerical weather prediction model that provides the 

primary input.

2.4.3 NextGen – Weather Observation Improvements (F&E 1A09 - G04W.02-

01 - NAS Infrastructure)

The NextGen Weather Observation Improvements Program supports Efficiency R&D 

Goal 5 by managing the the evolution of the existing aviation weather observation sensor 

networks to one that provides the optimal quantity and quality of ground, air, and spacebased sensors. A consistent and effective aviation weather sensor network is 

fundamental to NextGen. Of primary focus is the surface weather sensor network in the 

Terminal environment. A comprehensive list of weather observation shortfalls is 

continuously refined and prioritized based on feedback from key stakeholders and user 

groups. The program uses this information to explore potential NextGen-enabled 

concepts and to mitigate the high priority shortfalls. Technical studies are underway to 

identify methods to optimize existing ground-based legacy surface platforms. In the near 

term, this program is addressing current limitations of the sensor network for the 

Terminal environment; specifically, the ability to identify the type and intensity of frozen 

precipitation which impacts the efficiency of winter weather and deicing operations and 

conduct technical and operational risk assessments of alternative solutions. 

Improvements to the aviation weather-observation sensor network may require 

collaboration between the FAA and other NextGen partners including the National 

Oceanic and Atmospheric Administration (NOAA) and the Department of Defense 

(DoD).

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Additional information on this F&E program can be found by referencing the FY 2017 – 2021

CIP.

The research milestones and their statuses are shown in Table 2.4.3, Weather Observation 

Improvements Program Milestones below.

Table 2.4.3: Weather Observation Improvements Program Milestones

Year Milestone Status Notes

2017

Produce a concept maturity technology 

plan for terminal wind operational 

improvements that identifies improved 

spatial sampling in the terminal area, 

improved information availability, and 

sensor modernization and consolidation 

opportunities

On schedule New milestone

2017

Complete update of weather observations 

shortfall analysis; ascertain stakeholder 

buy-in and prioritization, and document 

terminal winds operational improvement 

in NAS Infrastructure portfolio

On schedule New milestone

2017 

Deliver assessment of market 

technologies and maturing research and 

development programs for adverse wind 

mitigating applications

On schedule New milestone

2017

Complete required AMS system 

engineering artifacts for terminal-area 

adverse winds useful segment

On schedule New milestone 

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2.5 Efficiency R&D Goal 6 

Availability of existing airport facilities protected and used as 

efficiently as possible, while making strategic investments in new 

facilities consistent with evolving aviation needs.

2.5.1 Airport Cooperative Research Program – Capacity (AIP)

The Airport Cooperative Research Program (ACRP) – Capacity supports Efficiency R&D Goal 6 

by providing better airport planning and design. Future aviation demand will rely on the ability 

of airports to accommodate increased aircraft operations, larger aircraft, and more efficient 

passenger throughput. The program is preparing for future needs while simultaneously solving 

current and near-term airport capacity issues.

The research milestones and their statuses are shown in Table 2.5.1, Airport Cooperative 

Research Program – Capacity Milestones below, followed by a summary of the significant 

progress made in FY 2015 towards achieving the R&D goal.

Table 2.5.1: Airport Cooperative Research Program – Capacity Milestones

Year Milestone Status Notes

2015

Develop a primer on the benefits of a 

whole-building systems lifecycle 

approach to airport operations and 

maintenance optimization and recommissioning

Completed 2015 NARP Status: Delayed from 2014 

to 2015

2015

Create guidance on successful Computer 

Maintenance Management Systems 

selection and practices

Completed 2015 NARP Status: Delayed from 2014 

to 2015

2015

Quantify the national aggregate value of 

airports to communities and to aviation 

stakeholders

Completed 2015 NARP Status: Delayed from 2014 

to 2015

2015 Estimate the economic impact of air 

cargo at airports Completed 2015 NARP Status: Delayed from 2014 to 2015

2015

Prepare guidance to assist airports in 

using benefit-cost analysis and other 

analytical techniques to make airport 

capital investment decisions

Completed 2015 NARP Status: Delayed from 2014 

to 2015

2015 Develop guidelines for air cargo facility 

planning and development at airports Completed 2015 NARP Status: Delayed from 2014 to 2015

2016 Use disaggregated socioeconomic data in 

air passenger demand studies

On schedule New milestone

2016 Realistic use of economically integrated 

business park development for airports On schedule New milestone

2017 Technology solutions to facilitate 

Americans with disabilities travelers On schedule New milestone

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Airport Cooperative Research Program – Capacity Progress in FY 2015: 

 Computer Maintenance Management Systems (CMMS) are an efficient and effective tool 

for airports to manage maintenance activities that can be defined in many ways with 

different components. Outputs from a CMMS can provide inputs to any number of 

different airport functions, such as budgeting, capital planning, and setting of rates and 

charges. With a number of different off-the-shelf CMMS software packages available

with an assortment of features, functions, capabilities; and add-on components; 

advancing technology; and airports with different resources and needs, it can be 

overwhelming for airport staff to understand and evaluate the best solution for their 

airport when selecting a CMMS that will work now and in the future. Choosing the right 

software, however, is only the beginning, as there are many other factors that ensure a 

successful CMMS in terms of implementation, ongoing operations, and support and 

maintenance. The objective of this research is to provide guidance to airport staff in 

selecting a CMMS that will best meet their individual needs as well as successfully 

integrating the CMMS into airport processes, procedures, and other information 

technology systems. The guidebook is in the editing and publication process and is 

expected to be published in the last quarter of 2015. 

2.5.2 Airport Technology Research Program – Capacity (AIP)

The Airport Technology Research Program (ATRP) – Capacity supports Efficiency R&D Goal 6 

by providing better airport planning, designs, and improves runway pavement design, 

construction, and maintenance. It ensures that new pavement standards will be ready to support 

safe international operation of NextGen-heavy aircraft and makes pavement design standards 

available to users worldwide.

The research milestones and their statuses are shown in Table 2.5.2, Airport Technology 

Research Program – Capacity Milestones below, followed by a summary of the significant 

progress made in FY 2015 towards achieving the R&D goal.

Table 2.5.2: Airport Technology Research Program – Capacity Milestones

Year Milestone Status Notes

2015

Complete development of Display 

Playback Animation Software for the 

Airport and Airspace Simulation Model

Completed 2015 NARP Status: Delayed from 2014 

to 2015

2015 Perform economic analysis of heated 

pavements at selected airports Completed 2015 NARP Status: On schedule 

2016 

Study the effect of high tire pressure on 

performance of hot mix asphalt pavement 

under heavy aircraft wheel load

Delayed 

Milestone is delayed from 2015 to 2016 

since the completion and opening of the 

National Airport Pavement Materials and 

Research Center was delayed due to poor 

weather during construction.

2015 NARP Status: On schedule

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Year Milestone Status Notes

2016

Characterize the performance of warm 

mix asphalt and compare it with the 

performance of standard P-401 hot mix

asphalt

Delayed

Milestone is delayed from 2015 to 2016 

because the completion and opening of 

the National Airport Pavement Materials 

and Research Center was delayed due to 

poor weather during construction.

2015 NARP Status: On schedule

2016

Study the effects of polymer modified 

binder on the performance/life of P-401 

hot mix asphalt

Delayed

Milestone is delayed from 2015 to 2016 

because the completion and opening of

the National Airport Pavement Materials 

and Research Center was delayed due to 

poor weather during construction.

2015 NARP Status: On schedule

2016

Complete full-scale test on CC-7 

perpetual pavements at the FAA National 

Airport Pavement Test Facility (NAPTF)

database to validate/modify/refine hot 

mix asphalt Fatigue Failure Model in 

FAARFIELD System

On schedule 

2016

Complete in-service testing of new light 

emitting diode lighting circuits for use on 

airports

On schedule New milestone

2017 Pavement roughness index for airports On schedule 

2018

New method to calculate aircraft 

classification number and pavement 

classification number 

On schedule 

2019 Standardization of the life-cycle cost 

analysis process On schedule 

2020 Long term full scale testing of concrete 

pavement for 40 year life On schedule 

Airport Technology Research Program – Capacity Progress in FY 2015:

 Software animations are being developed that will allow users to watch ‘what if’ 

scenarios of taxi routes, etc. for various applications like phases of airport construction, 

new procedures, alternate runway use. Updates to the first version of the animation 

software are ongoing with new functions/improvements.

 Completed Runway Safety Area (RSA) Lighting and Marking field evaluations of 

prototype approach hold signage and marking at Chicago O'Hare International Airport 

(ORD), Cleveland Hopkins International Airport (CLE) and Nashville International 

Airport (BNA). The evaluations included signs that displayed runway departure

information in several configurations and were paired with the Pattern B (ladder) 

marking. The results of the study indicate the new sign and marking combination is 

beneficial for use on taxiways that intersect approach and departure surfaces.

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2.6 Efficiency R&D Goal 7

Improved cyber resiliency for the NAS system of systems in the case of 

determined adversaries with persistent attacks that try to undermine 

the NAS.

2.6.1 NextGen – Information Security (R,E&D A12.d)

The NextGen Information Security Program supports Efficiency R&D Goal 7 by directly 

supporting the FAA Cyber-Security Strategic Plan goals and objectives to:

1. protect and defend the FAA networks and systems

2. deter and mitigate risks of cyber-attacks. 

It will apply the Risk-Based Decision-Making strategic approach to enhance the FAA datadriven risk making capabilities. The program will conduct research to help prevent and deter 

disruptive cyber incidents that affect the ATC mission and improve resiliency in the event an 

incident does occur. Current information security measures in place for the NAS are robust. 

However, cyber capabilities are rapidly increasing at the same time that costs for adversaries to 

execute those attacks are decreasing. This reality necessitates some prudent exploration of 

advanced detection and defense capabilities for the NAS systems. The program will take 

proactive and collaborative approach to work with other Federal agencies, NAS stakeholders, 

and academic institutions to identify, develop, and implement methods, tools, and technologies 

to meet the research requirements of FAA Cyber-security Strategic Plan goals and objectives.

The program will meet the FAA priority needs as defined by the FAA Cyber-Security Steering 

Committees in all three FAA cyber domains: 1) Operational NAS, 2) Mission Support, and 3) 

NAS R&D. Specific focus will be placed on the unique technical challenges of NAS operations 

and service delivery with increasing demands of network connectivities.

Major activities planned in FY 2017 will include:

• Exploring applicability of self-adaptive systems and networks to improve resilience in the 

event of attempted cyber disruption;

• Researching advanced big-data analytics approaches to detect and respond to advanced 

persistent threats and insider threats;

• Exploring adoption of techniques to provide design assurance in mixed-trust 

environments, and

• Defining candidate list for cyber resilience metrics for use for the NAS.

The research milestones and their statuses are shown in Table 2.6.1, NextGen - Information 

Security Program Milestones below.

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Table 2.6.1: NextGen – Information Security Program Milestones

Year Milestone Status Notes

2017

Develop program plan and 

research initiatives to support the 

FAA Cybersecurity Strategic Plan

On schedule New milestone

2017

Formulate research activities to 

support national aviation system 

priority needs set forth by the FAA 

Cybersecurity Steering Committee

On schedule New milestone

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2.7 Efficiency R&D Goal 8

Improved methods and/or capabilities that enable safe reduction in 

separation standards, increase in airspace capacity, and/or efficient 

management of aircraft trajectories. 

2.7.1 Oceanic Tactical Trajectory Management (F&E 1A05 - G01A.02-02 

NextGen Separation Management) 

The Oceanic Tactical Trajectory Management (OTTM) Program supports Efficiency 

R&D Goal 8 by addressing Oceanic Trajectory Management in Four Dimensions (OTM4D). The key objective of this concept is to use trajectory-based operations to improve 

fuel efficiency, system predictability, and performance by enabling airlines and other 

operators to flight plan and fly closer to their optimal, or preferred 4D trajectories while 

in oceanic airspace. This requires new decision support capabilities and integration with 

traffic flow management. 

This program will develop the following capabilities: Traffic Congestion Depiction and 

Flight Specific Likelihood Feedback, Re-Profile Alert and Pre-Oceanic Planner. These 

capabilities are all dependent on the 4-D Stochastic Trajectory Model which provides a 

three-dimensional (longitude, latitude, altitude) density function of a flight position with 

respect to its planned flight time. 

With increased system precision and enhanced automation, aircraft can more closely fly 

routes to realize the airlines’ goals for fuel efficiency and schedule reliability. Reduced 

separation standards for aircraft that rely on shared state and intent data will lead to fewer 

predicted conflicts, and as a result, fewer diversions from the preferred routing. Reduced 

separation standards will also result in more efficient use of capacity within flowconstrained airspace, allowing more aircraft to fly through those areas, rather than being 

re-routed or delayed to avoid them. 

Additional information on this F&E program can be found by referencing the FY 2017 – 2021 

CIP.

The research milestones and their statuses are shown in Table 2.7.1, Oceanic Tactical Trajectory 

Management Program Milestones below. 

Table 2.7.1: Oceanic Tactical Trajectory Management Program Milestones

Year Milestone Status Notes

2017 Complete benefits analysis and validation 

and report results On schedule New milestone

2017 Develop Functional Analysis for 

Controller 4D Trajectory Insight On schedule New milestone

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Year Milestone Status Notes

2017

Conduct modeling and simulation and 

report results for:

o Traffic Congestion Depiction 

and Flight Specific Likelihood 

Feedback

o Pre-Oceanic Coordination 

Planner

o Re-Profile Alert

On schedule New milestone

2017 Complete tech transfer and associated 

documentation On schedule New milestone

2.7.2 Advanced Methods (F&E 1A07 – G05A.02-02 On Demand NAS 

Information) 

The Advanced Methods for Traffic Flow Management (TFM) supports Efficiency R&D Goal 8 

by exploring technologies, infrastructure enhancements and procedural changes to meet current 

and future traffic management needs. This program will support improvements to increase 

airport capacity and sector throughput, and reduce sector delays by providing the NAS users and 

Air Traffic Management with a common understanding of the NAS constraints. The program 

will develop and test prototype improvements and provide operational concepts and 

requirements for implementation by automation programs and operational organizations. 

Advanced Methods for TFM will analyze different technologies, infrastructure enhancements, 

and procedural changes to support more efficient use of airport capacity, increases in sector 

throughput, and reductions in sector delays. 

Additional information on this F&E program can be found by referencing the FY 2017 – 2021 

CIP.

The research milestones and their statuses are shown in Table 2.7.2, Advanced Methods Program 

Milestones below. 

Table 2.7.2: Advanced Methods Program Milestones

Year Milestone Status Notes

2017

Conduct concept engineering activities to 

develop the following products for 

individual capabilities under Constraint 

Prediction, Monitoring and Alerting, 

Operational Response Development, and 

TFM System Performance Analysis 

Capability:

o Updated Capability Functional 

Analysis;

o Updated Capability 

Requirements; and

o Rough order of magnitude cost 

estimates.

On schedule New milestone

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2.8 Efficiency R&D Goal 9 

Safe reduction in separation standards for approaches to closely 

spaced parallel runways to enable increased airport capacity.

2.8.1 Closely Spaced Parallel Runway Operations (F&E 1A08 – G06N.01-02 

NextGen Improved Multiple Runway Operations)

The Closely Spaced Parallel Runway Operations Program (CSPO) supports Efficiency 

R&D Goal 9 by accelerating activities to provide increased arrival and departure 

operations to airports with closely spaced parallel runways in limited visual conditions. 

CSPO will develop the performance requirements that enable the implementation of 

innovative procedures, tools and controller or pilot aids that increase capacity at airports 

utilizing multiple independent and dependent operations. This initiative will enhance 

procedures that allow dependent operations to closely spaced parallel runways or 

converging approaches to runways greater than 700 feet apart, as well as supporting 

independent operations to parallel runways between 2,500 feet and 4,300 feet. 

Furthermore, CSPO will identify potential alternatives for meeting functional 

requirements such as applying existing and new technologies to current standards, 

evaluating high update rate surveillance requirements and sensors such as Automatic 

Dependent Surveillance-Broadcast (ADS-B), navigation system performance and pilot 

and controller response times used for risk assessments, and the development of new 

standards to facilitate NextGen applications. 

CSPO is focused on finding safe ways to recover capacity lost by the current aircraft-to-aircraft 

separation procedures required for simultaneous operations to closely spaced parallel runways 

during limited visual conditions. The goal of CSPO analysis is to maintain the same arrival and 

departure rates regardless of weather conditions. Using CSPO, some airports may increase 

arrival rates by as much as 6 to 12 operations per hour but will vary based on local operations 

and procedures. 

Additional information on this F&E program can be found by referencing the FY 2017 – 2021 

CIP.

 

The research milestones and their statuses are shown in Table 2.8.1, Closely Spaced Parallel 

Runway Operations Program Milestones below. 

Table 2.8.1: Closely Spaced Parallel Runway Operations Program Milestones

Year Milestone Status Notes

2017

Perform analysis of data collected in 

Paired Approach (PA) to CAT I minima 

human in the loop (HITL) simulations 

and provide technical report

On schedule New milestone

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Year Milestone Status Notes

2017

Complete Simultaneous Approaches 

using High Update Rate surveillance 

technical report and supply a status memo

On schedule New milestone

2017

Perform analysis of course divergence on 

departure to support future CSPO 

departures HITL simulations and provide

technical report

On schedule New milestone

2017 Complete Demonstration Execution Plan On schedule New milestone

2017 Perform safety assessment for flight 

demonstration On schedule New milestone

2017

Complete prototype demonstration 

cockpit avionics and ground ATC tools 

(as needed)

On schedule New milestone

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2.9 Efficiency R&D Goal 10

Improved methods, technologies and capabilities that enable 

increased surface traffic movement efficiency. 

2.9.1 Surface Tactical Flow (F&E 1A06 - G02A.01-01 NextGen – Improved 

Surface/Terminal Flight Data Manager (TFDM) Portfolio) 

The Surface Tactical Flow (STF) Program supports Efficiency R&D Goal 10 by developing 

trajectory-based surface operations in support of NextGen. It leverages the development efforts 

of the NASA Surface Management System (SMS) and provides guidelines for the development 

of a collaborative Surface Traffic Management (STM) system. The STM system will provide 

the tools necessary to achieve a fully collaborative surface environment where the input of 

airlines, airports and air traffic controllers are all used to provide a shared surface situational 

awareness. Shared awareness is required to safely expand the use of airport capacity by 

coordinating surface and airborne trajectory based operations. The STF program will support the 

Surface Collaborative Decision Making (CDM) sub team of the CDM Stakeholder’s Group 

(CSG) to incorporate flight operator and airport authority stakeholder viewpoints for potential 

NAS-wide deployment of surface capabilities.

The STF program will conduct research activities to develop and mature Surface TrajectoryBased Operations (STBO) capabilities to leverage and extend mid-term STBO capabilities of 

information sharing, planning and scheduling, and taxi route management. 

The STF program will move Aircraft to and from the runway in a more efficient, predictable, and 

coordinated manner complying with Traffic Management Initiatives and supporting user 

preferences. This will increase efficiency and capacity while reducing controller workload 

through the automated assignment of runways, taxi routes, and departure queues. 

Additional information on this F&E program can be found by referencing the FY 2017 – 2021 

CIP.The research milestones and their statuses are shown in Table 2.9.1, Surface Tactical Flow

Program Milestones below. 

Table 2.9.1: Surface Tactical Flow Program Milestones

Year Milestone Status Notes

2017

Conduct initial integration testing of 

departure scheduling with coordination of 

traffic management initiatives to provide 

inputs to the Airspace Technology 

Demonstration – 2 (ATD-2)

On schedule New milestone

2017 

Analyze Flight Strip event data from 

lesser equipped airports for integrating 

departure traffic into metroplex departure 

schedules

On schedule New milestone

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3.0 R&D Principle 3 - Reduce Environmental Impacts

Systematically expand and apply knowledge to produce 

useful materials, devices, systems, or methods that will 

reduce aviation’s environmental and energy impacts.

Five R&D goals support R&D Principle 3 Reduce Environmental Impacts. Work is spread 

across three budget appropriations (R,E&D, F&E, and AIP):

• Goal 1 - Reduced significant community noise impacts in absolute terms.

• Goal 2 - Reduced impact of aviation emissions on air quality and global climate.

• Goal 3 - Improved energy efficiency and assured availability of sustainable alternative jet 

fuels.

• Goal 4 - Established requirements, policies, procedures, and resources to allow airports in 

the United States to become environmentally friendly neighbors.

• Goal 5 - Established data and methodologies to support certification of alternative fuels 

for General Aviation aircraft.

Table 3.0.1, Alignment of FAA R&D Environmental Principle and Programs with NSTC Energy 

and Environment Goals shows how the FAA’s Environment and Energy R&D goals and 

programs align with the NSTC Energy and Environment Goals. In many cases, FAA R&D 

programs support more than one NSTC goal.

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Table 3.0.1: Alignment of FAA R&D Environmental Principle and Programs with NSTC 

Energy and Environment Goals 

FAA R&D 

Principle FAA R&D Programs NSTC Principle

FAA 

Strategic 

Priority

Environment and Energy

NextGen - Environmental Research - 

Aircraft Technologies, Fuels, and 

Metrics

Environment and Energy – 

Environmental Management Systems 

and Advanced Noise and Emissions 

Reduction

NextGen - Weather Technology in 

the Cockpit

Airport Cooperative Research 

Program - Environment

Airport Technology Research 

Program - Environment

NextGen - Alternative Fuels for 

General Aviation

NSTC Goals

Reduce Environmental Impact

Goal 1 - Enable 

New Aviation 

Fuels Derived 

from Diverse 

and Domestic 

Resources to 

Improve Fuel 

Supply Security 

and Price 

Stability

Goal 2 - 

Advance 

Development of 

Technologies 

and Operations 

to Enable 

Significant 

Increases in the 

Energy 

Efficiency of the 

Aviation System

Goal 3 - 

Advance 

Development of 

Technologies 

and Operational 

Procedures to 

Decrease the 

Significant 

Environmental 

Impacts of the 

Aviation System

Assuring Energy Availability and Efficiency is Central to the Growth of the Aeronautics Enterprise, 

and the Environment Must be Protected while Sustaining Growth in Air Transportation

Deliver Benefits Through Technology and Infrastructure

Goal 1 - Enable New Aviation 

Fuels Derived from Diverse and 

Domestic Resources to Improve 

Fuel Supply Security and Price 

Stability

Goal 2 - Advance Development of 

Technologies and Operations to 

Enable Significant Increases in the 

Energy Efficiency of the Aviation 

System

Goal 3 - 

Advance 

Development of 

Technologies 

and Operational 

Procedures to 

Decrease the 

Significant 

Environmental 

Impacts of the 

Aviation System

Goal 3 - Advance Development of Technologies 

and Operational Procedures to Decrease the 

Significant Environmental Impacts of the Aviation 

System

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In FY 2017, 14 percent of total FAA R&D funding is allocated to R&D Principle 3 - Reduce 

Environmental Impacts. Program funding levels for the 2016 Enacted and 2017 Congressional 

Request are shown in Table 3.0.2. Percent of Program reflects each program’s contribution 

towards R&D Principle 3 in the 2017 Congressional Request. Table 3.0.2 also lists the section 

and page number reference for each budget narrative within the FY 2017 Congressional 

Justification (CJ) for the President’s Budget Request. The FY 2017 CJ will be made available by 

the DOT at https://www.transportation.gov/budget. 

Table 3.0.2: Program Funding for R&D Principle 3 - Reduce Environmental Impacts

2016 

BLI Program

CJ 

Reference 

(Section 

/Page)

Appropriation 

Account

2016 

Enacted

($000)

2017

Congressional 

Request

($000)

2017 

Percent of 

Program

A11.m NextGen - Alternative Fuels for General Aviation 3C/58 RE&D 7,000 5,792 100%

A12.c NextGen - Weather Technology in the Cockpit 3C/71 RE&D 405 406 10%

A13.a Environment and Energy 3C/78 RE&D 16,074 15,013 100%

A13.b NextGen - Environmental Research - Aircraft Technologies, 

Fuels, and Metrics

3C/81 RE&D 25,823 26,174 100%

A14.a System Planning and Resource Management 3C/85 RE&D 540 716 26%

4A08 Center for Advanced Aviation System Development 

(CAASD)

3B/306 F&E 0 3,000 5%

-- Next Generation Transportation System - Environment 

Portfolio

F&E 1,000 0 100%

-- Airport Cooperative Research Program - Environment 3D/36 AIP 5,000 5,000 100%

-- Airport Technology Research Program - Environment 3D/26 AIP 1,576 1,595 100%

Total ($000) 57,418 57,697

*CAASD R&D budget totals for 1) FY 2016 assume 28% for Safety, 72% to Efficiency, and 0% for Environmental and 2) FY 2017 and outyears 

assume 26% for Safety, 69% for Efficiency, and 5% for Environmental (subject to FFRDC Executive Board FY 2017 workplan approval).

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3.1 Environment and Energy R&D Goals 1 - 3 

Reduced significant community noise impacts in absolute terms.

Reduced impact of aviation emissions on air quality and global 

climate.

Improved energy efficiency and assured availability of sustainable 

alternative jet fuels.

3.1.1 Environment and Energy (R,E&D - A13.a)

The Environment and Energy Program supports Environment and Energy Goals 1, 2, and 3 by 

characterizing aircraft noise and emissions as well as their consequential impacts on the 

environment. It then provides guidance on mitigating such impacts and provides fundamental 

knowledge, development, and validates methodologies, models, metrics, and tools. It analyzes 

and balances the inter-relationships between noise and emissions and considers local to global 

impacts as well as determine economic consequences. The program also reduces scientific 

uncertainties related to aviation environmental issues to support decision-making. 

The research milestones and their statuses are shown in Table 3.1.1, Environment and Energy 

Program Milestones below, followed by a summary of the significant progress made in FY 2015 

towards achieving the R&D goals.

Table 3.1.1: Environment and Energy Program Milestones

Year Milestone Status Notes

2015 Advance the understanding of noise 

impacts on social welfare and health Completed 2015 NARP Status: On schedule 

2015

Develop approved method for measuring 

particulate matter from gas turbine 

engines

Completed 2015 NARP Status: On schedule

2015 Develop methods to account for regional 

climate impact of aviation emissions Completed 2015 NARP Status: On schedule 

2015 Improve understanding of the impacts of 

aircraft emissions in urban air shed area Completed 2015 NARP Status: On schedule

2016 Advance the understanding of noise 

impacts on social welfare and health On schedule

2016 Develop new standard for aircraft carbon 

dioxide emissions On schedule New milestone

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Year Milestone Status Notes

2016 Develop methodologies to quantify and 

assess the impacts of aviation emissions On schedule

Milestone was revised due to the 

development of new standards was 

broken out as a separate milestone.

Old wording ‘Develop new standards and 

methodologies to quantify and assess the 

impacts of aviation emissions’

2015 NARP Status: On schedule 

2017

Refine methods for estimation of aircraft 

contribution to climate change and 

implement them in analytical tools

On schedule

2017 Advance the understanding of noise 

impacts on social welfare and health On schedule

2018 Develop air quality model to capture 

global impacts of aviation emissions On schedule

2018 Advance noise propagation methodology 

for implementation in analytical tools On schedule

2018 Release improved version of Aviation 

Environmental Design tool On schedule New milestone

2019 Develop new standard for particulate 

matter emissions On schedule

2019 Explore appropriate metric for aircraft 

surface noise levels On schedule

2019 Develop improved tool and 

methodologies for cost-benefit analysis On schedule New milestone

2020 Enhance methodology for estimation of 

aviation contribution to climate change On schedule

2021 Improve analytical capabilities of aviation 

environmental analysis tools On schedule New milestone 

Environment and Energy Program Progress in FY 2015:

 In order to minimize environmental consequences of aviation, the FAA continued 

research to advance the understanding of noise impacts on social welfare and health. 

Several research projects have been sponsored to analyze potential health effects on 

residents. The largest study is addressing annoyance due to aircraft noise and consists of 

a comprehensive survey of residents living around 20 airports in the U.S. Studies on 

annoyance expand beyond fixed wing aircraft to also explore impact from rotorcraft 

noise. These studies are still underway and their results are not final. The 

comprehensive survey should be complete in the first half of 2017.

 Social welfare and health effects of noise on residents are being addressed by additional 

projects focusing on potential impacts such as long-term cardiovascular health, sleep 

disturbance, and children’s leaning. All of these projects are in various states of 

completion. The first phase of the sleep work was completed in 2014 and the second 

phase is ongoing with an expected completion date of 2016. The cardiovascular health 

work is an expansion of a 2014 study that is also ongoing and should be completed in 

2017. Finally, the first student learning project was completed in 2013 and the second 

phase is on-going with a scheduled completion date in mid-2017.

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 A new noise source that is recently gaining attention is that from commercial space 

vehicles. Studies were initiated to evaluate existing launch noise models and their 

potential integration with noise models that are used for commercial aviation. Such 

capabilities will be needed to support the assessment of environmental effects of 

commercial space flights and the studies are scheduled to be completed in late 2017.

 Research also continues to explore the human response to sonic booms that are produced 

by a potential new generation of supersonic vehicles. This research is assessing whether 

lower boom levels could be acceptable in terms of environmental and social welfare 

impacts.

 The standardized non-volatile Particulate Matter (nvPM) measurement system 

specifications are currently being implemented in the ICAO Annex 16, Volume II. The 

North American Reference System was used to acquire nvPM data from six different 

aircraft engines in the past year. These datasets not only demonstrate the robustness of 

the standardized measurement approach, but also characterize the nvPM emissions 

profile from the different engines. The tested engines range from smaller mixed 

turbofans for use in regional jets to larger engines rated for use in Boeing 737 and Airbus 

320 aircraft. During FY 2016, the North American Reference System will continue to be 

inter-compared with engine manufacturers’ nvPM systems. Measurement campaigns are 

planned at General Electric Aviation, Ohio; Pratt and Whitney, Connecticut; and 

Honeywell, Arizona to characterize engine nvPM emissions and to perform intercomparison of measurement systems. Data acquired during these campaigns will 

facilitate the promulgation of an international engine nvPM emissions standard by ICAO 

by February 2016. This first-of- its-kind standard combines the health-based nvPM 

emissions with the visibility-based smoke number standard. In addition, data from six 

representative engines from U.S. manufacturers will be acquired to inform the 

development of a more stringent Landing and Take-Off (LTO) cycle based nvPM mass 

and number standard that is proposed to be promulgated by February 2019.

 The climate impacts of aviation have large spatial variability. The regional changes in 

temperature for simulated radiative forcing were quantified using the Regional 

Temperature Potential (RTP) concept. Initial results from other models suggested the 

need to develop aviation specific RTP matrices. Based on the results, two complex 

climate models are being utilized to inform the development of a tool which when 

completed can be used globally to capture the regional radiative forcing and temperature 

changes for various policy scenarios. Using results from the two models, metrics that 

capture regional impacts of aviation are being evaluated. Targeted model simulations are 

being conducted to develop and refine regional temperature correlations that are specific 

to aviation and are based on the evaluation of the regional climate metrics. Based on the 

results, a simple climate model that relates regional emissions to regional temperature 

change for short-lived climate forcers is being developed. Applicability of the simple 

model for contrail and contrail induced forcing will also be investigated in FY 2016.

 To better account for the impact of aviation emissions on surface air quality within the 

U.S., researchers have developed a tool based on the Community Multi-scale Air Quality 

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Direct Decoupled Method modeling framework, to quantify the contribution of aviation 

to primary and secondary particulate matter and ozone concentrations in varied air sheds

around the U.S. The researchers will use the air quality and health impact models to 

develop metrics to characterize impacts and the contribution of airport emissions to 

surface air quality in these air shed regions. Such metrics will enable evaluation of the 

environmental costs and benefits analysis of changes to the national airspace through 

operations, aircraft technology and the use of alternative jet fuels.

Over the last decade, the FAA’s Office of Environment and Energy (AEE) has developed 

the Aviation Environmental Design Tool (AEDT). AEDT 2b was publicly released in 

2015 for airport to global level aviation environmental analysis. AEDT is a 

comprehensive environmental software tool that allows for thorough assessment of the 

environmental effects of aviation and it has the capability to assess the inter-dependencies 

between aviation-related noise, fuel burn and emission affects. This single tool facilitates 

comprehensive environmental review required for National Environmental Policy Act 

(NEPA) and general conformity analyses. AEDT 2b was released to the public on May 

29, 2015. The tool and its associated documentation can be found at 

(http://www.aedt.faa.gov). AEDT 2b implements many functionalities including:

• Modeling of noise, emissions, and dispersion metrics;

• Emissions dispersion from curved tracks;

• Emissions from airplane startup and taxi phases of flight;

• Airplane taxi delay and sequence modeling;

• Emissions from Auxiliary Power Units, Ground Support Equipment and other 

non-aircraft emissions sources, and 

• Modeling of multiple airports in a single study.

3.1.2 Environment and Energy – Environmental Management System and

Noise/Emission Reduction (F&E - 1A08 – G06M.02-01 - NextGen –

Environment Portfolio)

The Environment and Energy – Environmental Management System (EMS) and Noise/Emission 

Reduction Program supports Environment and Energy Goals 1, 2, and 3 by supporting

development and implementation of the NextGen (EMS) as well as development and assessment 

of integrated environmental assessment capability. The EMS framework evaluates progress 

towards aviation environmental and energy goals within the NAS, and aids in the development 

of new options to further mitigate the impact of aviation on the environment. The NextGen EMS 

framework relies on environmental assessment capabilities and their use to examine the current 

and future state of the NAS. This effort has led to enhancements of local to NAS-wide 

environmental assessment capabilities within the AEDT. The assessment has also improved 

environmental impacts, economic capabilities in the Aviation Environment Portfolio 

Management Tool, along with NAS design tools, simulation models and performance monitoring 

systems. The environmental modeling capabilities are being used with a combination of the 

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FAA terminal area forecast and improvements in operational procedures from NextGen 

incorporation, fleet technology advancement, and estimates of future alternative jet fuel 

penetration in order to estimate current and future environmental performance of the NAS. With

these efforts, the NextGen EMS framework is providing a systematic examination of options for 

noise, fuel burn, and emissions reduction to support sustainable mobility growth.

Note that this program is no longer funded and does not appear in the FY 2017 – 2021 CIP. 

 

The research milestones and their statuses are shown in Table 3.1.2, Environment and Energy – 

Environmental Management System and Noise/Emission Reduction Program Milestones below. 

Table 3.1.2: Environment and Energy – Environmental Management System and 

Noise/Emission Reduction Program Milestones

Year Milestone Status Notes

2016

Submit a report on enhancements to 

Aviation Environmental Design tool 

terminal area capabilities to enable the 

evaluation of environmental impacts from 

NextGen

On schedule

2016

Submit a final report on integration of 

NextGen simulation models and data with 

Aviation Environmental Design tool

software version 2b

On schedule

3.1.3 NextGen - Environmental Research - Aircraft Technologies, Fuels, and 

Metrics (R,E&D - A13.b)

The NextGen - Environmental Research - Aircraft Technologies, Fuels, and Metrics Program 

supports Environment and Energy Goals 1, 2, and 3 by developing solutions to mitigate aviation 

environmental impacts in absolute terms and increase fuel efficiency. It matures aircraft 

technologies through the Continuous Lower Energy, Emissions and Noise (CLEEN) Program to 

reduce noise and emissions at the source level. It assesses, demonstrates, and supports 

qualification of alternative aviation fuels that reduce emissions that impact air quality and 

climate change. Availability of alternative aviation fuels also increases energy security. The 

program also supports research to determine the appropriate goals and metrics to manage 

NextGen aviation environmental impacts needed to support EMS.

The research milestones and their statuses are shown in Table 3.1.3, NextGen – Environmental 

Research-Aircraft Technologies, Fuels, and Metrics Program Milestones below, followed by a 

summary of the significant progress made in FY 2015 towards achieving the R&D goals.

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Table 3.1.3: NextGen - Environmental Research - Aircraft Technologies, Fuels, and Metrics 

Program Milestones

Year Milestone Status Notes

2015 

Demonstrate Continuous Lower Energy, 

Emissions and Noise Engine Weight 

Reduction and High Temperature 

Impeller technologies

Completed 2015 NARP Status: On schedule 

2015

Evaluate novel future alternative jet fuels 

to ensure their compatibility with existing 

aircraft and fueling infrastructure

Completed 2015 NARP Status: On schedule

2015

Assess the environmental benefits of the 

first round of Continuous Lower Energy

Emissions and Noise Airframe and 

Engine technologies

Completed 2015 NARP Status: On schedule

2015

Initiate Continuous Lower Energy, 

Emissions and Noise Phase II activities to 

demonstrate technologies that can reduce 

energy use, emissions, and noise

Completed 2015 NARP Status: On schedule 

2016

Refine the estimates of aircraft 

contribution to climate change using the 

latest methods and knowledge

Deleted

Milestone is deleted because this research 

is now included in the A13.a 2016 

milestone 'Develop new standards and 

methodologies to quantify and assess the 

impacts of aviation emissions'

2015 NARP Status: On schedule 

2016

Refine the environmental and economic 

sustainability assessment of renewable 

alternative turbine engine fuels using the 

latest methods and knowledge

On schedule

2016 Develop methodology to estimate global 

lifecycle emissions of alternative jet fuels On schedule New milestone

2016

Demonstrate technologies that can reduce 

energy use, emissions, and noise in year 

two of the second phase of the 

Continuous Lower Energy, Emissions and 

Noise Program

On schedule New milestone

2017

Demonstrate Continuous Lower Energy, 

Emissions and Noise Advanced Turbine 

Components

On schedule

2017

Demonstrate technologies that can reduce 

energy use, emissions, and noise in year 

three of the second phase of the 

Continuous Lower Energy, Emissions and 

Noise Program

On schedule

Milestone was revised to capture the year 

associated with the Continuous Lower 

Energy, Emissions and Noise program. 

Old wording ‘Demonstrate technologies 

that can reduce energy use, emissions, 

and noise via the second phase of the 

Continuous Lower Energy, Emissions and 

Noise program’ 

2015 NARP Status: On schedule

2018 Advance approval methodology for 

alternative jet fuels On schedule

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Year Milestone Status Notes

2018

Demonstrate technologies that can reduce 

energy use, emissions, and noise in year 

four of the second phase of the 

Continuous Lower Energy, Emissions and 

Noise Program

On schedule New milestone

2019

Advance the understanding of alternative 

jet fuel composition and environmental 

performance

On schedule

2019 Utilize methodology to provide global 

lifecycle emissions of alternative jet fuels On schedule New milestone

2019

Demonstrate technologies that can reduce 

energy use, emissions, and noise in year 

five of the second phase of the 

Continuous Lower Energy, Emissions and 

Noise Program

On schedule New milestone

2020

Assess the environmental benefits of the 

second round of Continuous Lower 

Energy Emissions and Noise airframe and 

engine technologies

On schedule 

2020

Initiate Continuous Lower Energy, 

Emissions and Noise Phase III activities 

to demonstrate technologies that can 

reduce energy use, emissions, and noise

On schedule New milestone

2021

Demonstrate technologies that can reduce 

energy use emissions and noise via the 

third phase of the Continuous Lower 

Energy Emissions and Noise Program

On schedule New milestone

NextGen - Environmental Research - Aircraft Technologies, Fuels, and Metrics Program 

Progress in FY 2015:

 Under the CLEEN Program, Honeywell has designed, built, and demonstrated engine 

weight reduction and high temperature impeller technologies. Honeywell’s testing of the

technologies has culminated in ground engine tests in 2014 and 2015, bringing all 

technologies to technology readiness level six, indicating a high level of maturity and 

readiness to enter product development outside of the CLEEN Program. The Honeywell 

CLEEN technologies provide 5% fuel burn reduction as part of a planned 15.7% fuel 

burn reduction engine package.

 Under the CLEEN Program, Rolls-Royce has completed a series of laboratory, rig, and 

auxiliary power unit tests on a range of candidate fuels and blends, representing a range 

of novel raw materials, processes, blend stocks, and final products. Many of the fuels 

examined show significant promise and potential benefits. Several projects were also 

initiated under the Aviation Sustainability Center of Excellence (ASCENT) that will 

provide test data to aid the existing alternative jet fuel certification and qualification 

process, as well as support a streamlined process in the future.

 The FAA has completed a project under the Partnership for Air Transportation Noise and 

Emissions Reduction (PARTNER) COE, which focused on modeling and assessment of 

the CLEEN airframe and engine technologies. The Georgia Institute of Technology 

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employed the Environmental Design Space Modeling Tool, in conjunction with 

proprietary data from the CLEEN companies’ development work to model and assess the 

benefits of CLEEN airframe and engine technologies. In addition to CLEEN 

technologies, the PARTNER study also examined other near term aircraft and engine 

technologies that are being developed by industry. The results of this effort have been 

incorporated within the U.S. Government’s Aviation Greenhouse Gas Emissions 

Reduction Plan. The work to assess aircraft and engine technologies, including those 

from the CLEEN Program, is continuing under ASCENT in a new aircraft technology 

modeling and assessment project. 

 Following the success of the CLEEN Program initiated in 2010, the FAA has awarded 

eight agreements under CLEEN II for further development of new aircraft technologies 

and alternative jet fuels that will reduce aviation’s environmental impact. The CLEEN II 

Program; planned to run during 2015-2020, will help industry accelerate technologies 

through a crucial phase in maturation, culminating in full scale ground and flight test 

demonstrations and showing readiness for product implementation. At the conclusion of 

the development effort for a CLEEN II technology, each company cost sharing with the 

FAA is invested in the success and is confident the product can enter into service. Once 

entered into service, the CLEEN II technologies will realize their fuel burn, emissions, 

and noise benefits throughout the fleet for years to come. 

3.1.4 NextGen - Weather Technology in the Cockpit (R,E&D - A12.c) 

The NextGen – Weather Technology in the Cockpit (WTIC) Program supports Environment and 

Energy Goals 1, 2, and 3 by doing research to develop, verify, and validate recommended 

requirements for incorporation into MinWxSvc standards. The MinWxSvc standards will 

resolve cockpit MET information gaps to mitigate current and NextGen operational shortfalls 

that negatively impact the environment (e.g., unnecessary fuel consumption). 

The research milestones and their statuses are shown in Table 3.1.4, NextGen-Weather 

Technology in the Cockpit below, followed by a summary of the significant progress made in FY 

2015 towards achieving the R&D goals. 

Table 3.1.4: NextGen - Weather Technology in the Cockpit Program Milestones

Year Milestone Status Notes

2016

Complete service analyses on 

incorporating enhanced weather 

information and new/evolving 

technologies into the cockpit to enhance 

NAS efficiency in adverse weather

On schedule

NextGen - Weather Technology in the Cockpit Program Progress in FY 2015: 

 A shortfall analysis was completed to identify weather-related operational shortfalls and 

safety risks for current and NextGen flight operations in oceanic and remote regions. The 

research identified cockpit MET information gaps that are causal factors of the associated 

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shortfall. The WTIC MinWxSvc recommendations will be developed to resolve the 

identified MET information gaps with the objective of mitigating the associated 

operational shortfalls.

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3.2 Environment and Energy R&D Goal 4 

Established requirements, policies, procedures, and resources to 

allow airports in the United States to become environmentallyfriendly neighbors.

3.2.1 Airport Cooperative Research Program – Environment (AIP)

The Airport Cooperative Research Program (ACRP) – Environment Program supports 

Environment and Energy Goal 4 by examining the impact an airport has on the surrounding 

environment and advances the science and technology for creating an environmentally friendly 

airport system. Projects include (a) the study of airport specific aviation noise, emissions and 

their environmental impacts, (b) developing strategies and guidance for green airports via 

reduction in noise and emissions, (c) infrastructure and benefits of alternative aviation fuels at 

airport facilities, (d) deicing management, and (e) advanced noise and emissions databases. 

The research milestones and their statuses are shown in Table 3.2.1, Airport Cooperative 

Research Program – Environment Milestones below, followed by a summary of the significant 

progress made in FY 2015 towards achieving the R&D goal.

Table 3.2.1: Airport Cooperative Research Program – Environment Milestones

Year Milestone Status Notes

2015

Improve, enhance, and update the 

Sustainable Aviation Guidance Alliance 

website with new and existing sustainable 

practices data

Completed 2015 NARP Status: On schedule

2015

Review, evaluate, and document current 

helicopter noise models and identify 

potential improvements to the Integrated 

Noise Model and the Aviation 

Environmental Design tool to better 

capture the unique complexity of 

helicopter operations

Completed 2015 NARP Status: Delayed from 2014 

to 2015

2015

Assess the current body of knowledge 

regarding the impact of airport operations 

on air quality and public health

Completed 2015 NARP Status: Delayed from 2014 

to 2015

2015

Produce guidance on the application of 

whole effluent toxicity testing to airport 

deicing runoff

Completed 2015 NARP Status: Delayed from 2014 

to 2015

2015

Develop an inventory methodology to 

help airports quantify aircraft lead 

emissions at airports

Completed 2015 NARP Status: Delayed from 2014 

to 2015

2016 Manage perfluorocarbon impacts at 

airports On schedule New milestone

2016 Track aviation alternative fuel On schedule New milestone

2017 Develop a renewable resource strategy at 

airports On schedule New milestone

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Airport Cooperative Research Program – Environment Progress in FY 2015: 

 With increased attention and interest toward sustainable practices and their incorporation 

into airport planning, construction, and everyday operations; many airport operators are 

committed to maintaining more sustainability through a variety of mechanisms, such as 

policy statements, adoption of goals, measuring and reporting, and the development of 

airport-specific sustainability guidelines. While airports have implemented sustainable 

practices focused on improving environmental, economic, and social viability; many do 

not have staff expertise or resources to learn about the sustainable practices applicable to 

that airport. In order to assist airport operators, the Sustainable Aviation Guidance 

Alliance (SAGA) was created in late 2008 by the FAA, Airports Council InternationalNorth America, the Airport Consultants Council, the American Association of Airport 

Executives and the Air Transport Association to collect information on hundreds of 

airport sustainability initiatives across the U.S., Canada, and internationally. Work 

continues to improve and enhance the SAGA website as well as provide 

recommendations for maintaining and updating the website and its sustainable practices 

over time. The scope of research has been expanded to include a full beta test of the 

website, which is currently underway, and to facilitate transitioning of the website to a 

permanent host. The SAGA Database was launched in October 2009 and is available 

online at (http://www.airportsustainability.org).

3.2.2 Airport Technology Research Program – Environment (AIP)

The Airport Technology Research Program (ATRP) – Environment Program supports 

Environment and Energy Goal 4 by establishing up-to-date exposure-response relationships for 

community annoyance and sleep disturbance in the U.S. by collecting extensive data, which

covers a wide variety of airport types and geographic locations. The results will help guide 

National Aviation Noise Policy, determinations of community noise impacts, land use guidelines 

around airports, and mitigation funding. 

The research milestones and their statuses are shown in Table 3.2.2, Airport Technology 

Research Program - Environment Milestones below, followed by a summary of the significant 

progress made in FY 2015 towards achieving the R&D goal. 

Table 3.2.2: Airport Technology Research Program – Environment Milestones

Year Milestone Status Notes

2015

Develop and gain approval for a survey 

instrument to collect data for the Aircraft 

Noise and Annoyance study

Completed 2015 NARP Status: Delayed from 2014 

to 2015

2015

Complete the study on analyzing air 

quality samples from forcible entry 

testing on composite materials

Completed 2015 NARP Status: On schedule 

2015

Evaluate the effectiveness of using 

artificial turf in runway safety areas to 

mitigate the burrowing of the protected 

gopher tortoise

Completed 2015 NARP Status: On schedule 

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Year Milestone Status Notes

2017 Complete data collection for the Aircraft 

Noise and Annoyance study Delayed

Milestone is delayed from 2016 to 2017

due to extensive review of the survey 

instrument. The data collection is now

estimated to be completed in November 

2016.

2015 NARP Status: On schedule

2017

Complete updates to the dose-response 

curves for U.S. airports using data 

collected from the Aircraft Noise and 

Annoyance study

Delayed

Milestone is delayed from 2016 to 2017 

due to delay in related milestone above. 

Once the data collection is completed, the 

dose-response curves are estimated to be 

completed in March 2017.

2015 NARP Status: On schedule 

2017

Publish a report on the findings of the 

artificial turf installation and its 

effectiveness in mitigating the burrowing 

of the protected gopher tortoise

On schedule New milestone 

Airport Technology Research Program – Environment Progress in FY 2015:

 The FAA has initiated a major effort to update the scientific evidence of the relationship 

between aircraft noise exposure and its effects on communities around U.S. airports. 

With over 12,000 individuals to be surveyed around 20 U.S. airports, an aircraft noise 

survey of this magnitude has never been conducted in the U.S. During FY 2013- 2014, 

aircraft noise and survey experts developed a robust survey instrument to collect human 

responses on aircraft noise and annoyance, with survey design and methodology 

continuing into FY 2015. The survey instrument (OMB Control Number 2120-0762) 

was approved for use on April 27, 2015.

 A number of airports in the FAA southern region continue to have difficulty meeting the 

regulations under Part 139 for holes in their RSA caused by the burrowing of gopher 

tortoises. Due to the tortoises being listed as a threatened species in the State of Florida, 

mitigating actions (i.e., tortoise removal or relocation and burrow eliminations) are 

heavily regulated, expensive and time-consuming. Yet having the burrows in such close 

proximity to runways is a safety hazard to aircraft that may leave the pavement surface. 

Artificial turf has been identified as a material that can be used to cover large portions of 

airport property with multiple benefits. Benefits include reduced maintenance costs, 

reduction of attractive vegetative food sources for hazardous wildlife species and 

consistent ground cover. Thus, a research study was initiated to assess artificial turf as a 

potential solution for mitigating the burrowing of gopher tortoises within the RSA 

environment Orlando-Sanford International Airport from May 1, 2014-April 30, 2015. 

The artificial turf was also evaluated for its durability and maneuverability and braking 

action. The findings will be documented in a final report in early FY 2016.

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3.3 Environment and Energy R&D Goal 5 

Established data and methodologies to support certification of 

alternative fuels for General Aviation aircraft.

3.3.1 NextGen - Alternative Fuels for General Aviation (R,E&D - A11.m)

The NextGen - Alternative Fuels for General Aviation Program supports Environment and 

Energy Goals 5 by addressing the use of alternative and renewable fuels for GA to lessen 

aviation environmental impacts on air and water quality. The program develops data and 

methodologies to support certification of alternative aviation fuels for GA aircraft.

The research milestones and their statuses are shown in Table 3.3.1, NextGen-Alternative Fuels 

for General Aviation Program Milestones below, followed by a summary of the significant 

progress made in FY 2015 towards achieving the R&D goal.

Table 3.3.1: NextGen - Alternative Fuels for General Aviation Program Milestones

Year Milestone Status Notes

2015 Finalize laboratory and rig test methods Completed 2015 NARP Status: On schedule 

2016 

Develop engine and fuel test methods to 

evaluate the performance, safety, 

durability, and operability of unleaded 

aviation gasoline

On schedule

2016 Complete laboratory and rig testing On schedule

2017 Perform initial engine and aircraft testing On schedule

2018 Perform engine and aircraft testing to 

address remaining areas of concern On schedule

2019 Complete engine and aircraft testing On schedule

2020

Identify non-transparent fleet and identify 

a test program for approval of nontransparent engines and aircraftOn schedule

2021

Complete testing on modification to the 

critical segment of the non-transparent 

fleet for approved use on piston aviation 

fuels initiative approved fuels

On schedule New milestone

NextGen - Alternative Fuels for General Aviation Program Progress in FY 2015: 

 Completed fit-for-purpose Phase I standardized tests on five fuels including the baseline 

100LL reference fuel. Testing covered cold storage, hot surface ignition, storage 

stability, and oven storage. Specific rigs have been constructed to evaluate novel fuel 

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properties of the proposed Piston Aviation Fuels Initiative (PAFI) fuels on the entire GA

fleet. Many of the fuel properties fall outside the experience of the general aviation fleet. 

For example, a new fuel may experience a phase separation at low temperatures and 

cause an engine shutdown in flight or a fuel may not be compatible with gaskets or seals.

 Acquired aircraft fabric, metallics, non-metallics, composites, fuel bladder, and 

distribution system materials for fuel soaking in proposed Phase I PAFI fuels.

 Prepared a preliminary plan for standardized engine testing for Phase II. This includes 

identification of Phase II aircraft and engine test article makes and models, and associated 

specific tests. Representative aircraft and engine test articles covering the entire fleet of 

167000 aircraft makes, models and designs have been selected like a Piper Saratoga 

aircraft with a Lycoming 350 HP engine.

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4.0 R&D Business Management

This chapter reviews the FAA R&D portfolio according to the FY 2017 President’s Budget 

submission. It summarizes the three budget appropriation accounts under which R&D is 

currently being conducted, shows how much the FAA is spending on R&D and describes the

R&D program execution.

The FAA R&D portfolio supports regulation, certification, and standards development; 

modernization of the NAS, and policy and planning. In order to support FAA R&D principles 

and goals, the R&D addresses the specific needs of sponsoring organizations, including (a) 

Aviation Safety, (b) Air Traffic Organization, (c) Airports, (d) NextGen, and (e) Policy, 

International Affairs and Environment. The R&D Management Division under the Assistant 

Administrator for NextGen manages the FAA R&D portfolio for the Agency.

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4.1 Appropriation Accounts

Three of four of the FAA’s appropriation accounts fund the R&D portfolio R,E&D, F&E; and 

AIP. The following sections provide a summary of these three FAA appropriation accounts7 and 

how the R&D portfolio is derived from each.

4.1.1 Research, Engineering and Development (R,E&D)

The R,E&D appropriation account funds R&D programs that improve the NAS, by increasing its 

safety, security, productivity, capacity, and environmental compatibility; in order to meet the 

expected air traffic demands of the future. The R,E&D appropriation account funds roughly 

46% of the programs included in the NextGen R&D portfolio.

4.1.2 Facilities and Equipment (F&E)

The F&E appropriation account funds capital investments relating to air navigation facilities and 

equipment, aviation safety systems; including acquisition costs, installation, testing, initial 

spares, initial maintenance contracts and training for equipment, facilities, and other construction 

projects. The F&E appropriation account funds R&D from two programs; Advanced

Technology Development and Prototyping and within the NextGen– Portfolios. In general, 

programs from these groups are in the concept development and demonstration phase prior to an 

FAA investment decision.

Advanced Technology Development and Prototyping R&D Programs develop and validate 

technology and systems that support air traffic services, to include the requirements associated 

with the evolving air traffic system architecture and improvements in airport safety and capacity. 

NextGen - Portfolio R&D programs comprise the other half of the F&E Activity R&D Program 

and have broad applicability across NextGen. 

4.1.3 Grants-In-Aid for Airports (AIP)

The AIP appropriation account provides grants to local and state airport authorities to help 

ensure the safety, capacity, and efficiency of U.S. airports. Through the AIP, the agency funds a 

range of activities to assist in airport development, preservation of critical facilities, economic 

competitiveness, and environmental sustainability. This appropriation account funds the 

administrative expenses of the FAA Office of Airports, as well as airport-related R&D conducted 

in the ACRP and the ATRP.

The ACRP organization; its procedures and administration by the Transportation Research Board 

(TRB) were established in a 2005 Memorandum of Agreement (MOA) that was signed by the 

U.S. Secretary of Transportation, the President of the National Academy of Sciences, and the 

Administrator of the FAA. The purpose of the ACRP is to research problems shared by airports 

7 FAA Order 2500.8B, Funding Criteria for Operations, F&E, and R,E&D) Accounts, dated October 1, 2006.

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that are not being addressed by other Federal research programs. Each year, the TRB solicits the 

public and the aviation industry for research topics on airport issues involving safety, operations, 

capacity, and environment. The ACRP Oversight Committee reviews the topics submitted and 

selects the most promising ones for funding.

The purpose of the ATRP is to develop new or improved airport standards or procedures. The 

FAA Office of Airports sponsors ATRP research projects and reviews project deliverables. 

Research results are used to update or produce new ACs used by airports and industry to design 

and construct airport infrastructure, procure airport capital equipment, and support FAA 

regulatory requirements for airport safety. ATRP research areas include:

• Airport lighting and marking;

• Airport pavement design and construction;

• Airport design;

• Heliport design;

• Aircraft rescue and firefighting;

• Surface surveillance;

• Airport capacity;

• Mitigation of wildlife hazards, and 

• Airport environment.

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4.2 R&D Summary Budget Tables

This section provides five tables presenting the (a) FAA R&D budget by appropriation, (b) 

program sponsor, (c) R&D category, (d) performance goal, and (e) NextGen R&D. It presents 

the FY 2016 Enacted and FY 2017 President’s Request, and planned funding for FY 2018

through 2021; which are estimates and subject to change. The amounts shown for F&E 

programs in FY 2016 and beyond reflect the entire budget for those portfolios; a change made 

from prior years due to the reclassification of existing work to better align with OMB Circular A11 Research Definitions.

4.2.1 Appropriation Account

Table 4.2.1, Planned R&D Budget by Appropriation Account, shows the FAA R&D FY 2016

Enacted and FY 2017 President’s Request budgets and the estimated funding through FY 2021, 

grouped by appropriation account. The F&E appropriation has programs that are not part of the 

R&D portfolio, as the NARP only presents R&D.

4.2.2 Requesting Organization

Table 4.2.2, Planned R&D Budget by Requesting Organization, shows the FAA R&D FY 2016 

Enacted and FY 2017 President’s Request budgets and the estimated funding through FY 2021, 

grouped by requesting organization. Requesting (also known as sponsoring) organizations 

include Aviation Safety; Air Traffic Organization; Airports; NextGen; and Policy, International 

Affairs and Environment.

4.2.3 Research Category

The FAA R&D portfolio includes both applied R&D as defined by the OMB Circular A-118. 

Applied research is the systematic study to gain knowledge or understanding necessary to 

determine the means by which a recognized and specific need may be met. Development is the 

systematic application of knowledge or understanding directed toward production of useful 

materials, devices, and systems or methods; including design, development, and improvement of 

prototypes and new processes to meet specific requirements. Table 4.2.3, Planned R&D Budget 

by Research Category, shows the FAA R&D portfolio according to these categories with the 

percent of applied R&D for FY 2016 through 2021.

4.2.4 Performance Goal

Table 4.2.4, Planned R&D Budget by Performance Goal (Budget Exhibit II) shows the FAA 

R&D budget by the performance goals defined in Exhibit II of the FAA President’s Request for 

FY 2017. The R&D programs apply to three of the goals in the U.S. Department of 

8 OMB Circular A-11, Preparation, Submission and Execution of the Budget, July 25, 2014 (Revised November 

2014), section 84, page 8 (http://www.whitehouse.gov/OMB/circulars).

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Transportation’s Strategic Plan for Fiscal Years 2014–2018: Safety, Economic 

Competitiveness, and Environmental Sustainability. Many R&D programs apply to more than 

one goal. However, for budgeting purposes, most programs are included under only one goal. 

The table provides information on contract costs and personnel costs requested for FY 2017. For 

Table 4.2.4, Planned R&D Budget by Performance Goal (Budget Exhibit II); the System 

Planning and Resource Management (A14.a) is considered part of mission support for the 

R,E&D appropriation account and is pro-rated across the three DOT goals as follows: Safety at 

61%; Economic Competitiveness at 13%; and Environmental Sustainability at 26%. William J. 

Hughes Technical Center Facility (A14.b) is also considered part of mission support and is prorated between Safety at 82% and Economic Competitiveness at 18%. The F&E-funded Next 

Generation Support Portfolio, NAS Improvement of System Support Laboratory, William J. 

Hughes Technical Center Facilities, and William J. Hughes Technical Center Infrastructure 

Sustainment programs provide cross-cutting mission support services, infrastructure, and 

capabilities that are leveraged across all the F&E-funded portfolios in totality and fall entirely 

under the Economic Competitiveness goal.

4.2.5 NextGen R&D

Funded by both R,E&D and F&E appropriations, the FAA NextGen R&D portfolio is a subset of 

the FAA R&D portfolio, reported in the NARP. The FAA NextGen R&D portfolio represents 

34% of the total requested R&D budget reported in the NARP for FY 2017, and it represents 

14% of the FAA NextGen portfolio. The FAA R&D portfolio includes the entire R,E&D 

contribution to NextGen, but only part of the F&E contribution to NextGen. Table 4.2.5,

NextGen R&D Funding, provides the FAA NextGen R&D portfolio five-year budget plan by 

line item and appropriation.

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Table 4.2.1: Planned R&D Budget by Appropriation Account 

 

2016 

BLI Program Appropriation 

Account

2016 

Enacted 

Budget

($000)

2017

Congressional 

Request

($000)

2018

Estimate

($000)

2019

Estimate

($000)

2020

Estimate

($000)

2021

Estimate

($000)

/1

A11.a Fire Research and Safety RE&D 6,000 7,925 8,113 8,312 8,476 8,679

A11.b Propulsion and Fuel Systems RE&D 2,034 2,574 2,625 2,685 2,729 2,789

A11.c Advanced Materials/Structural Safety RE&D 7,409 4,113 4,189 4,283 4,347 4,439

A11.d Aircraft Icing/Digital System Safety RE&D 5,500 5,102 5,211 5,333 5,427 5,550

A11.e Continued Airworthiness RE&D 8,987 10,269 10,469 10,708 10,877 11,114

A11.f Aircraft Catastrophic Failure Prevention Research RE&D 1,433 1,528 1,556 1,591 1,614 1,648

A11.g Flightdeck/Maintenance/System Integration Human Factors RE&D 5,000 8,513 8,714 8,929 9,104 9,322

A11.h System Safety Management RE&D 6,063 7,000 7,142 7,307 7,429 7,594

A11.i Air Traffic Control/Technical Operations Human Factors RE&D 5,410 6,165 6,369 6,550 6,733 6,924

A11.j Aeromedical Research RE&D 8,467 9,538 9,809 10,068 10,308 10,578

A11.k Weather Program RE&D 15,031 17,976 18,242 18,623 18,838 19,204

A11.l Unmanned Aircraft Systems Research RE&D 17,635 8,422 8,604 8,809 8,971 9,177

A11.m NextGen - Alternative Fuels for General Aviation RE&D 7,000 5,792 5,913 6,051 6,154 6,293

A11.n Commercial Space Transportation RE&D 2,000 2,953 2,994 3,056 3,089 3,147

A12.a NextGen - Wake Turbulence RE&D 8,541 8,609 8,787 8,991 9,142 9,345

A12.b NextGen - Air Ground Integration Human Factors RE&D 8,000 8,575 8,754 8,959 9,114 9,319

A12.c NextGen - Weather Technology in the Cockpit RE&D 4,048 4,059 4,149 4,250 4,330 4,432

A12.d NextGen - Information Security RE&D 0 1,000 1,020 1,044 1,061 1,084

A13.a Environment and Energy RE&D 16,074 15,013 15,267 15,599 15,809 16,133

A13.b NextGen - Environmental Research - Aircraft Technologies, 

Fuels, and Metrics

RE&D 25,823 26,174 26,712 27,332 27,786 28,403

A14.a System Planning and Resource Management RE&D 2,100 2,788 2,860 2,929 2,992 3,064

A14.b William J. Hughes Technical Center Laboratory Facility RE&D 3,445 3,412 3,501 3,591 3,670 3,762

RE&D TOTAL RE&D 166,000 167,500 171,000 175,000 178,000 182,000

Research, Engineering and Development (RE&D)

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Table 4.2.1: Planned R&D Budget by Appropriation Account (cont’d)

/2

1A01 Advanced Technology Development & Prototyping F&E 21,300 24,800 30,200 30,200 31,200 28,200

1A02 NAS Improvement of System Support Laboratory F&E 1,000 1,000 1,000 1,000 1,000 1,000

1A03 William J. Hughes Technical Center Facilities F&E 19,050 19,000 19,000 19,000 19,000 19,000

1A04 William J. Hughes Technical Center Infrastructure Sustainment F&E 12,200 12,200 10,000 10,000 11,600 11,700

1A05 Next Generation Transportation System - Separation 

Management Portfolio

F&E 31,500 25,800 34,500 41,500 50,000 62,000

1A06 Next Generation Transportation System - Improved 

Surface/TFDM Portfolio

F&E 17,000 2,000 4,000 8,000 11,000 9,000

1A07 Next Generation Transportation System - On Demand NAS F&E 11,000 8,500 17,000 21,500 34,500 43,500

1A08 Next Generation Transportation System - Imp Multiple 

Runway OPS Portfolio

F&E 8,000 6,500 2,000 1,000 0 0

1A09 Next Generation Transportation System - NAS Infrastructure F&E 11,000 17,660 24,000 23,000 24,000 29,000

1A10 Next Generation Support Portfolio F&E 10,000 12,000 12,800 12,800 12,800 12,800

-- Next Generation Transportation System - Environment 

Portfolio

F&E 1,000 0 0 0 0 0

4A08 Center for Advanced Aviation System Development 

(CAASD)

F&E 60,000 60,000 60,000 65,000 65,000 65,000

F&E TOTAL F&E 203,050 189,460 214,500 233,000 260,100 281,200

-- Airport Cooperative Research Program - Capacity AIP 5,000 5,000 5,000 5,000 5,000 5,000

-- Airport Cooperative Research Program - Environment AIP 5,000 5,000 5,000 5,000 5,000 5,000

-- Airport Cooperative Research Program - Safety AIP 5,000 5,000 5,000 5,000 5,000 5,000

-- Airport Technology Research Program - Capacity AIP 13,248 13,408 13,405 13,405 13,405 13,405

-- Airport Technology Research Program - Environment AIP 1,576 1,595 1,595 1,595 1,595 1,595

-- Airport Technology Research Program - Safety AIP 16,176 16,371 16,367 16,367 16,367 16,367

AIP TOTAL AIP 46,000 46,375 46,367 46,367 46,367 46,367

GRAND TOTAL $415,050 $403,335 $431,867 $454,367 $484,467 $509,567

Notes:

/1 The funding levels listed for years 2018 to 2021 are estimates and subject to change.

/2

Facilities & Equipment (F&E)

Grants-In-Aid for Airports (AIP)

The budget amounts shown for F&E programs reflect the entire budget for those portfolios, including R&D activities as well as acquisition, operational testing, and 

other non-R&D activities.

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Table 4.2.2: Planned R&D Budget by Requesting Organization 

2016 

BLI Program Appropriation Account

2016 

Enacted 

Budget

($000)

2017

Congressional 

Request

($000)

2018

Estimate

($000)

2019

Estimate

($000)

2020

Estimate

($000)

2021

Estimate

($000)

/1

Aviation Safety (AVS)

A11.a Fire Research and Safety RE&D 6,000 7,925 8,113 8,312 8,476 8,679

A11.b Propulsion and Fuel Systems RE&D 2,034 2,574 2,625 2,685 2,729 2,789

A11.c Advanced Materials/Structural Safety RE&D 7,409 4,113 4,189 4,283 4,347 4,439

A11.d Aircraft Icing/Digital System Safety RE&D 5,500 5,102 5,211 5,333 5,427 5,550

A11.e Continued Airworthiness RE&D 8,987 10,269 10,469 10,708 10,877 11,114

A11.f Aircraft Catastrophic Failure Prevention Research RE&D 1,433 1,528 1,556 1,591 1,614 1,648

A11.g Flightdeck/Maintenance/System Integration Human Factors RE&D 5,000 8,513 8,714 8,929 9,104 9,322

A11.h System Safety Management RE&D 6,063 7,000 7,142 7,307 7,429 7,594

A11.j Aeromedical Research RE&D 8,467 9,538 9,809 10,068 10,308 10,578

A11.l Unmanned Aircraft Systems Research RE&D 17,635 8,422 8,604 8,809 8,971 9,177

AVS TOTAL 68,528 64,984 66,432 68,025 69,282 70,890

NextGen (ANG)

A11.m NextGen - Alternative Fuels for General Aviation RE&D 7,000 5,792 5,913 6,051 6,154 6,293

A12.a NextGen - Wake Turbulence RE&D 8,541 8,609 8,787 8,991 9,142 9,345

A12.b NextGen - Air Ground Integration Human Factors RE&D 8,000 8,575 8,754 8,959 9,114 9,319

A12.c NextGen - Weather Technology in the Cockpit RE&D 4,048 4,059 4,149 4,250 4,330 4,432

A12.d NextGen - Information Security RE&D 0 1,000 1,020 1,044 1,061 1,084

A14.a System Planning and Resource Management RE&D 2,100 2,788 2,860 2,929 2,992 3,064

A14.b William J. Hughes Technical Center Laboratory Facility RE&D 3,445 3,412 3,501 3,591 3,670 3,762

Subtotal RE&D 33,134 34,235 34,984 35,815 36,463 37,299

1A01 Advanced Technology Development & Prototyping F&E 21,300 24,800 30,200 30,200 31,200 28,200

1A02 NAS Improvement of System Support Laboratory F&E 1,000 1,000 1,000 1,000 1,000 1,000

1A03 William J. Hughes Technical Center Facilities F&E 19,050 19,000 19,000 19,000 19,000 19,000

1A04 William J. Hughes Technical Center Infrastructure Sustainment F&E 12,200 12,200 10,000 10,000 11,600 11,700

1A05 Next Generation Transportation System - Separation Management Portfolio F&E 31,500 25,800 34,500 41,500 50,000 62,000

1A06 Next Generation Transportation System - Improved Surface/TFDM Portfolio F&E 17,000 2,000 4,000 8,000 11,000 9,000

1A07 Next Generation Transportation System - On Demand NAS Portfolio F&E 11,000 8,500 17,000 21,500 34,500 43,500

1A08 Next Generation Transportation System - Imp Multiple Runway OPS Portfolio F&E 8,000 6,500 2,000 1,000 0 0

1A09 Next Generation Transportation System - NAS Infrastructure Portfolio F&E 11,000 17,660 24,000 23,000 24,000 29,000

1A10 Next Generation Support Portfolio F&E 10,000 12,000 12,800 12,800 12,800 12,800

-- Next Generation Transportation System - Environment Portfolio F&E 1,000 0 0 0 0 0

Subtotal F&E 143,050 129,460 154,500 168,000 195,100 216,200 /2

ANG TOTAL 176,184 163,695 189,484 203,815 231,563 253,499

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Table 4.2.2: Planned R&D Budget by Requesting Organization (cont’d)

2016 

BLI Program Appropriation Account

2016 

Enacted 

Budget

($000)

2017

Congressional 

Request

($000)

2018

Estimate

($000)

2019

Estimate

($000)

2020

Estimate

($000)

2021

Estimate

($000)

/1

Air Traffic Organization (ATO)

A11.i Air Traffic Control/Technical Operations Human Factors RE&D 5,410 6,165 6,369 6,550 6,733 6,924 

A11.k Weather Program RE&D 15,031 17,976 18,242 18,623 18,838 19,204

Subtotal RE&D 20,441 24,141 24,611 25,173 25,571 26,128

4A08 Center for Advanced Aviation System Development (CAASD) F&E 60,000 60,000 60,000 65,000 65,000 65,000

Subtotal F&E 60,000 60,000 60,000 65,000 65,000 65,000 /2

ATO TOTAL 80,441 84,141 84,611 90,173 90,571 91,128

Commercial Space Transportation (AST)

A11.n Commercial Space Transportation RE&D 2,000 2,953 2,994 3,056 3,089 3,147

AST Total 2,000 2,953 2,994 3,056 3,089 3,147

Airports (ARP)

-- Airport Cooperative Research Program - Capacity AIP 5,000 5,000 5,000 5,000 5,000 5,000

-- Airport Cooperative Research Program - Environment AIP 5,000 5,000 5,000 5,000 5,000 5,000

-- Airport Cooperative Research Program - Safety AIP 5,000 5,000 5,000 5,000 5,000 5,000

-- Airport Technology Research Program - Capacity AIP 13,248 13,408 13,405 13,405 13,405 13,405

-- Airport Technology Research Program - Environment AIP 1,576 1,595 1,595 1,595 1,595 1,595

-- Airport Technology Research Program - Safety AIP 16,176 16,371 16,367 16,367 16,367 16,367

ARP TOTAL 46,000 46,375 46,367 46,367 46,367 46,367

Policy, International Affairs, and Environment (APL)

A13.a Environment and Energy RE&D 16,074 15,013 15,267 15,599 15,809 16,133

A13.b NextGen - Environmental Research - Aircraft Technologies, Fuels, and Metrics RE&D 25,823 26,174 26,712 27,332 27,786 28,403

APL TOTAL 41,897 41,187 41,979 42,931 43,595 44,536

GRAND TOTAL $415,050 $403,335 $431,867 $454,367 $484,467 $509,567

Notes:

/1 The funding levels listed for years 2018 to 2021 are estimates and subject to change.

/2 The budget amounts shown for F&E programs reflect the entire budget for those portfolios, including R&D activities as well as acquisition, operational testing, 

and other non-R&D activities.

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Table 4.2.3: Planned R&D Budget by Research Category 

 

2016 

BLI Program Appropriation Account

2016 

Enacted 

Budget

($000)

2017

Congressional 

Request

($000)

2018

Estimate

($000)

2019

Estimate

($000)

2020

Estimate

($000)

2021

Estimate

($000)

/1

A11.a Fire Research and Safety RE&D 6,000 7,925 8,113 8,312 8,476 8,679

A11.b Propulsion and Fuel Systems RE&D 2,034 2,574 2,625 2,685 2,729 2,789

A11.c Advanced Materials/Structural Safety RE&D 7,409 4,113 4,189 4,283 4,347 4,439

A11.d Aircraft Icing/Digital System Safety RE&D 5,500 5,102 5,211 5,333 5,427 5,550

A11.e Continued Airworthiness RE&D 8,987 10,269 10,469 10,708 10,877 11,114

A11.f Aircraft Catastrophic Failure Prevention Research RE&D 1,433 1,528 1,556 1,591 1,614 1,648

A11.g Flightdeck/Maintenance/System Integration Human Factors RE&D 5,000 8,513 8,714 8,929 9,104 9,322

A11.h System Safety Management RE&D 6,063 7,000 7,142 7,307 7,429 7,594

A11.i Air Traffic Control/Technical Operations Human Factors RE&D 5,410 6,165 6,369 6,550 6,733 6,924

A11.j Aeromedical Research RE&D 8,467 9,538 9,809 10,068 10,308 10,578

A11.k Weather Program RE&D 15,031 17,976 18,242 18,623 18,838 19,204

A11.l Unmanned Aircraft Systems Research RE&D 17,635 8,422 8,604 8,809 8,971 9,177

A11.m NextGen - Alternative Fuels for General Aviation RE&D 7,000 5,792 5,913 6,051 6,154 6,293

A11.n Commercial Space Transportation RE&D 2,000 2,953 2,994 3,056 3,089 3,147

A12.a NextGen - Wake Turbulence RE&D 8,541 8,609 8,787 8,991 9,142 9,345

A12.b NextGen - Air Ground Integration Human Factors RE&D 8,000 8,575 8,754 8,959 9,114 9,319

A12.c NextGen - Weather Technology in the Cockpit RE&D 4,048 4,059 4,149 4,250 4,330 4,432

A12.d NextGen - Information Security RE&D 0 1,000 1,020 1,044 1,061 1,084

A13.a Environment and Energy RE&D 16,074 15,013 15,267 15,599 15,809 16,133

A13.b NextGen - Environmental Research - Aircraft Technologies, Fuels, 

and Metrics

RE&D 25,823 26,174 26,712 27,332 27,786 28,403

A14.a System Planning and Resource Management RE&D 2,100 2,788 2,860 2,929 2,992 3,064

A14.b William J. Hughes Technical Center Laboratory Facility RE&D 3,445 3,412 3,501 3,591 3,670 3,762

Subtotal RE&D 166,000 167,500 171,000 175,000 178,000 182,000

-- Airport Cooperative Research Program - Capacity AIP 5,000 5,000 5,000 5,000 5,000 5,000

-- Airport Cooperative Research Program - Environment AIP 5,000 5,000 5,000 5,000 5,000 5,000

-- Airport Cooperative Research Program - Safety AIP 5,000 5,000 5,000 5,000 5,000 5,000

-- Airport Technology Research Program - Capacity AIP 13,248 13,408 13,405 13,405 13,405 13,405

-- Airport Technology Research Program - Environment AIP 1,576 1,595 1,595 1,595 1,595 1,595

-- Airport Technology Research Program - Safety AIP 16,176 16,371 16,367 16,367 16,367 16,367

Subtotal AIP 46,000 46,375 46,367 46,367 46,367 46,367

Applied Research TOTAL 212,000 213,875 217,367 221,367 224,367 228,367

Applied Research PERCENT 51.1% 53.0% 50.3% 48.7% 46.3% 44.8%

Applied Research

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2016 NARP Chapter 4 - R&D Business Management

Table 4.2.3: Planned R&D Budget by Research Category (cont’d)

2016 

BLI Program Appropriation Account

2016 

Enacted 

Budget

($000)

2017

Congressional 

Request

($000)

2018

Estimate

($000)

2019

Estimate

($000)

2020

Estimate

($000)

2021

Estimate

($000)

/1

1A01 Advanced Technology Development & Prototyping F&E 21,300 24,800 30,200 30,200 31,200 28,200

1A02 NAS Improvement of System Support Laboratory F&E 1,000 1,000 1,000 1,000 1,000 1,000

1A03 William J. Hughes Technical Center Facilities F&E 19,050 19,000 19,000 19,000 19,000 19,000

1A04 William J. Hughes Technical Center Infrastructure Sustainment F&E 12,200 12,200 10,000 10,000 11,600 11,700

1A05 Next Generation Transportation System - Separation Management F&E 31,500 25,800 34,500 41,500 50,000 62,000

1A06 Next Generation Transportation System - Improved Surface/TFDM F&E 17,000 2,000 4,000 8,000 11,000 9,000

1A07 Next Generation Transportation System - On Demand NAS Portfolio F&E 11,000 8,500 17,000 21,500 34,500 43,500

1A08 Next Generation Transportation System - Imp Multiple Runway OPS F&E 8,000 6,500 2,000 1,000 0 0

1A09 Next Generation Transportation System - NAS Infrastructure F&E 11,000 17,660 24,000 23,000 24,000 29,000

1A10 Next Generation Support Portfolio F&E 10,000 12,000 12,800 12,800 12,800 12,800

-- Next Generation Transportation System - Environment Portfolio F&E 1,000 0 0 0 0 0

4A08 Center for Advanced Aviation System Development (CAASD) F&E 60,000 60,000 60,000 65,000 65,000 65,000

Development TOTAL 203,050 189,460 214,500 233,000 260,100 281,200

Development PERCENT 48.9% 47.0% 49.7% 51.3% 53.7% 55.2%

GRAND TOTAL $415,050 $403,335 $431,867 $454,367 $484,467 $509,567

Notes:

/1 The funding levels listed for years 2018 to 2021 are estimates and subject to change.

/2

Development

The budget amounts shown for F&E programs reflect the entire budget for those portfolios, including R&D activities as well as acquisition, 

operational testing, and other non-R&D activities.

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2016 NARP Chapter 4 - R&D Business Management

Table 4.2.4: Planned R&D Budget by Performance Goal (Budget Exhibit II)

 

2016 

BLI Program Appropriation Account

2017 Contract 

Costs

($000)

2017 Personnel 

Costs

($000)

2017 Other Inhouse Costs

($000)

2017

Congressional 

Request

($000)

/1

A11.a Fire Research and Safety RE&D 4,001 3,814 110 7,925

A11.b Propulsion and Fuel Systems RE&D 1,801 763 10 2,574

A11.c Advanced Materials/Structural Safety RE&D 3,150 908 55 4,113

A11.d Aircraft Icing/Digital System Safety RE&D 3,175 1,847 80 5,102

A11.e Continued Airworthiness RE&D 7,376 2,783 110 10,269

A11.f Aircraft Catastrophic Failure Prevention Research RE&D 1,200 318 10 1,528

A11.g Flightdeck/Maintenance/System Integration Human Factors RE&D 4,352 4,081 80 8,513

A11.h System Safety Management RE&D 4,738 2,182 80 7,000

A11.i Air Traffic Control/Technical Operations Human Factors RE&D 237 5,808 120 6,165

A11.j Aeromedical Research RE&D 2,601 6,767 170 9,538

A11.k Weather Program RE&D 17,194 737 45 17,976

A11.l Unmanned Aircraft Systems Research RE&D 6,850 1,372 200 8,422

A11.m NextGen - Alternative Fuels for General Aviation RE&D 5,436 341 15 5,792

A11.n Commercial Space Transportation RE&D 2,953 0 0 2,953

A14.a System Planning and Resource Management RE&D 580 939 183 1,702 /2

A14.b William J. Hughes Technical Center Laboratory Facility RE&D 1,066 1,689 49 2,803 /2

 Subtotal RE&D 66,710 34,349 1,317 102,376

-- Airport Cooperative Research Program - Safety AIP 4,903 97 0 5,000

-- Airport Technology Research Program - Safety AIP 14,297 2,074 0 16,371

Subtotal AIP 19,200 2,171 0 21,371

1. Safety TOTAL 85,910 36,520 1,317 123,747

A12.a NextGen - Wake Turbulence RE&D 8,118 366 125 8,609

A12.b NextGen - Air Ground Integration Human Factors RE&D 7,950 586 39 8,575

A12.c NextGen - Weather Technology in the Cockpit RE&D 3,172 860 27 4,059

A12.d NextGen - Information Security RE&D 1,000 0 0 1,000

A14.a System Planning and Resource Management RE&D 126 204 40 369 /2

A14.b William J. Hughes Technical Center Laboratory Facility RE&D 231 366 11 609 /2

Subtotal RE&D 20,597 2,382 241 23,221

1. Safety

2. Economic Competitiveness

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Table 4.2.4: Planned R&D Budget by Performance Goal (Budget Exhibit II) (cont’d)

 

2016 

BLI Program Appropriation 

Account

2017 Contract 

Costs

($000)

2017 Personnel 

Costs

($000)

2017 Other Inhouse Costs

($000)

2017

Congressional 

Request

($000)

/1

1A01 Advanced Technology Development & Prototyping F&E 24,800 0 0 24,800

1A02 NAS Improvement of System Support Laboratory F&E 1,000 0 0 1,000

1A03 William J. Hughes Technical Center Facilities F&E 19,000 0 0 19,000

1A04 William J. Hughes Technical Center Infrastructure Sustainment F&E 12,200 0 0 12,200

1A05 Next Generation Transportation System - Separation Management 

Portfolio

F&E 25,800 0 0 25,800

1A06 Next Generation Transportation System - Improved Surface/TFDM 

Portfolio

F&E 2,000 0 0 2,000

1A07 Next Generation Transportation System - On Demand NAS Portfolio F&E 8,500 0 0 8,500

1A08 Next Generation Transportation System - Imp Multiple Runway OPS 

Portfolio

F&E 6,500 0 0 6,500

1A09 Next Generation Transportation System - NAS Infrastructure 

Portfolio

F&E 17,660 0 0 17,660

1A10 Next Generation Support Portfolio F&E 12,000 0 0 12,000

4A08 Center for Advanced Aviation System Development (CAASD) F&E 60,000 0 0 60,000

Subtotal F&E 189,460 0 0 189,460 /3

-- Airport Cooperative Research Program - Capacity AIP 4,903 97 0 5,000

-- Airport Technology Research Program - Capacity AIP 11,710 1,699 0 13,409

Subtotal AIP 16,613 1,796 0 18,409

 2. Economic Competitiveness TOTAL 226,670 4,178 241 231,089

A13.a Environment and Energy RE&D 12,662 2,176 175 15,013

A13.b NextGen - Environmental Research - Aircraft Technologies, Fuels, 

and Metrics

RE&D 25,560 599 15 26,174

A14.a System Planning and Resource Management RE&D 244 395 77 716 /2

Subtotal RE&D 38,466 3,170 267 41,903

-- Airport Cooperative Research Program - Environment AIP 4,903 97 0 5,000

-- Airport Technology Research Program - Environment AIP 1,393 202 0 1,595

Subtotal AIP 6,296 299 0 6,595

4. Environmental Sustainability TOTAL 44,762 3,469 267 48,498

GRAND TOTAL $357,342 $44,167 $1,826 $403,335

Notes:

/2 System Planning and Resource Management is considered part of Mission Support for the RE&D program and is pro-rated across the three goal areas as 

follows: Safety at 61%; Economic Competitiveness at 13%; and Environmental Sustainability at 26%. William J. Hughes Technical Center is considered part of 

Mission Support; it is pro-rated between Safety at 82% and Mobility at 18%.

/3 The amounts shown for F&E programs in FY 2017 reflect the entire budget for those portfolios.

4. Environmental Sustainability

/1 Many R&D programs apply to more than one goal area; however, for budgeting purposes most programs are included in only one goal area.

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2016 NARP Chapter 4 - R&D Business Management

Table 4.2.5: NextGen R&D Funding 

2016 

BLI Program Appropriation Account

2016 

Enacted 

Budget

($000)

2017

Congressional 

Request

($000)

2018

Estimate

($000)

2019

Estimate

($000)

2020

Estimate

($000)

2021

Estimate

($000)

/1

/2

1A05 Next Generation Transportation System - Separation Management 

Portfolio

F&E 31,500 25,800 34,500 41,500 50,000 62,000

1A06 Next Generation Transportation System - Improved Surface/TFDM 

Portfolio

F&E 17,000 2,000 4,000 8,000 11,000 9,000

1A07 Next Generation Transportation System - On Demand NAS Portfolio F&E 11,000 8,500 17,000 21,500 34,500 43,500

1A08 Next Generation Transportation System - Imp Multiple Runway OPS 

Portfolio

F&E 8,000 6,500 2,000 1,000 0 0

1A09 Next Generation Transportation System - NAS Infrastructure 

Portfolio

F&E 11,000 17,660 24,000 23,000 24,000 29,000

1A10 Next Generation Support Portfolio F&E 10,000 12,000 12,800 12,800 12,800 12,800

-- Next Generation Transportation System - Environment Portfolio F&E 1,000 0 0 0 0 0

F&E TOTAL F&E 89,500 72,460 94,300 107,800 132,300 156,300

A11.l Unmanned Aircraft Systems Research RE&D 17,635 8,422 8,604 8,809 8,971 9,177

A11.m NextGen - Alternative Fuels for General Aviation RE&D 7,000 5,792 5,913 6,051 6,154 6,293

A12.a NextGen - Wake Turbulence RE&D 8,541 8,609 8,787 8,991 9,142 9,345

A12.b NextGen - Air Ground Integration Human Factors RE&D 8,000 8,575 8,754 8,959 9,114 9,319

A12.c NextGen - Weather Technology in the Cockpit RE&D 4,048 4,059 4,149 4,250 4,330 4,432

A12.d NextGen - Information Security RE&D 0 1,000 1,020 1,044 1,061 1,084

A13.b NextGen - Environmental Research - Aircraft Technologies, Fuels, 

and Metrics

RE&D 25,823 26,174 26,712 27,332 27,786 28,403

RE&D TOTAL RE&D 71,047 62,631 63,939 65,436 66,558 68,053

NextGen R&D TOTAL $160,547 $135,091 $158,239 $173,236 $198,858 $224,353

Notes:

/1 The funding levels listed for years 2018 to 2021 are estimates and subject to change.

/2

NextGen - F&E

NextGen - RE&D

The budget amounts shown for F&E programs reflect the entire budget for those portfolios, including R&D activities as well as acquisition, 

operational testing, and other non-R&D activities.

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2016 NARP Chapter 4 - R&D Business Management

4.3 R&D Evaluation

Since R&D tends to be far-term in nature, it does not lend itself to traditional return-oninvestment analysis; such as net present value. The FAA conducts evaluation through formal 

and informal reviews by internal and external groups.

4.3.1 Internal Portfolio Reviews

The FAA R&D portfolio receives continuous internal review to ensure that it meets customer 

needs, high quality standards, and management excellence.

R&D Executive Board

The FAA’s R&D Executive Board (REB) includes senior executives representing the major FAA 

R&D sponsors. When R&D portfolio formulation is complete, the REB provides portfolio 

approval. The process helps the FAA establish research priorities to meet its strategic goals and 

objectives, as well as ensure effective engagement with research stakeholders. The REB uses 

program planning teams comprised of internal sponsors and researchers to review program 

outcomes and outputs, prioritize and plan research efforts, recommend research priorities and 

programs, and prepare research portfolios. For more information, click on the R&D Executive 

Board tab at

(http://www.faa.gov/about/office_org/headquarters_offices/ang/offices/tc/about/campus/faa_host

/RDM/).

Joint Resources Council

The Joint Resources Council (JRC) is the FAA’s corporate-level acquisition decision-making 

body that provides strategic guidance for the R&D portfolio process and ensures that the research 

requirements support the FAA NAS program. The JRC reviews and approves the proposed 

R&D portfolio.

4.3.2 External Portfolio Reviews

The FAA R&D portfolio receives periodic external review from advisory committees to ensure 

that it meets customer needs and is technically sound. The FAA seeks feedback from the 

National Academies and through user surveys and discussion groups. Researchers present their 

progress reports at public forums and science reviews, publish and present technical papers, 

obtain formal peer validation of science, and maintain and share lessons learned.

Research, Engineering, and Development Advisory Committee

Established in 1989, the Research, Engineering, and Development Advisory Committee 

(REDAC) provides advice and recommendations to the FAA Administrator on the needs, 

objectives, plans, approaches, content, and accomplishments of the aviation research portfolio. 

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2016 NARP Chapter 4 - R&D Business Management

The Committee also assists in ensuring FAA research activities are coordinated with other 

government agencies and industry.9 The REDAC considers aviation research needs in five 

areas; (a) NAS operations, (b) airport technology, (c) aviation safety, (d) human factors, and (e) 

environment and energy. For 2015, the REDAC held two full committee meetings and 10 

subcommittee meetings and produced two reports documenting their recommendations. By 

clicking on the REDAC tab, the recommendations from these reports are provided at: 

(http://www.faa.gov/go/redac).

Commercial Space Transportation Advisory Committee

Established in 1984, the Commercial Space Transportation Advisory Committee (COMSTAC) 

provides information, advice, and recommendations to the FAA Administrator on matters 

concerning the U.S. commercial space transportation industry. Currently, the Committee has 27 

members. Members' professional affiliations constitute a broad cross-section of the commercial 

space transportation field, including domains such as:

• Commercial expendable and reusable launch vehicle activities;

• Commercial launch site operations;

• Satellite manufacturing and operations;

• Space policy and education;

• Space law;

• Insurance and finance;

• State government and economic development programs;

• Space advocacy, and 

• Trade, as well as technical associations.

The COMSTAC provides recommendations, findings, and observations concerning commercial 

space transportation initiatives and may comment as appropriate on R&D reports and activities. 

For more information go to 

(http://www.faa.gov/about/office_org/headquarters_offices/ast/advisory_committee/).

Transportation Research Board

The National Research Council established the TRB in 1920 as the National Advisory Board on 

Highway Research. In 1974, the Board was renamed TRB to reflect its expanded services to all 

modes of transportation. The TRB mission is to promote innovation and progress in 

transportation through research. The mission is fulfilled through the work of its standing 

committees and task forces. The TRB manages the ACRP for the FAA with program oversight 

and governance provided by representatives of airport operating agencies.

The ACRP Oversight Committee announced their FY 2016 projects in August 2015. The 

selected research projects will examine different research areas that target near-term solutions to 

problems facing airport operators and industry stakeholders. The projects will report on the state 

9 49 U.S.C § 44508 - Research advisory committee

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of the practice in critical areas within the industry. The selected research areas include (a) 

integrating climate resiliency into airport management systems, (b) cost benefit analysis of storm 

water infrastructure improvements, (c) airport emergency operations and (d) preparing for the 

connected airport and the Internet of Things. For more information go to 

(http://www.trb.org/ACRP/Public/).

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5.0 Partnership Activities

The FAA enhances and expands its R&D capabilities through partnerships with other 

government, industry, academic, and international organizations. Such partnerships help the 

FAA leverage critical resources and capabilities to ensure that the Agency can achieve its goals 

and objectives. By partnering with other organizations, the FAA gains access to both internal 

and external innovators, promotes the transfer of FAA technologies to the private sector for other 

civil and commercial applications, and expands the U.S. technology base. The FAA uses a 

variety of partnership mechanisms described in this chapter.

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5.1 Federal Government

Other Federal departments and agencies conduct aviation-related R&D that directly or indirectly 

supports the FAA goals and objectives. To leverage R&D, researchers at the FAA collaborate 

with their colleagues in government; both foreign and domestic, through cooperative agreements, 

such as Memoranda of Understanding (MOUs), MOAs, Interagency Agreements, and 

International Agreements (IA). The FAA also creates partnerships with other agencies through a 

variety of interagency committees.

5.1.1 Cooperative Agreements

Both MOUs and MOAs support joint research activities between departments or agencies. 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 MOU does not require either party to obligate funds and does not create a legally binding 

commitment. An MOA is an agreement describing a specific area of research under a broader 

MOU, which creates a legally binding commitment and may require the obligation of funds. An 

MOA may include IAs; written agreements between the FAA and other agencies in which the 

FAA agrees to receive or exchange supplies or services with the other agency. International 

Agreements establish an R&D relationship between the FAA and foreign governments or quasigovernmental entities.

NASA and the DoD are the FAA’s closest R&D partners in the Federal Government. Both 

agencies cooperate on research with the FAA through an MOU. The FAA also works closely 

with the Transportation Security Administration (TSA). FAA provides $5 million per year to the 

TSA through an MOA that establishes procedures to conduct research in the areas of intruder 

detection, baggage screening, and equipment evaluation. The MOA also provides the ACRP the 

ability to submit security research topics to TSA for funding consideration under the TSA 

Airport Research Program.

5.1.2 Interagency Committees

The FAA creates partnerships with other agencies through a variety of interagency committees 

and groups. Some of the interagency committees and groups that the FAA is associated with are 

described below.

The Federal Interagency Committee on Aviation Noise

The Federal Interagency Committee on Aviation Noise was formed by the FAA in 1993 to 

provide forums for debate over future research needs to better understand, predict, and control 

the effects of aviation noise, as well as encourage new technical development efforts in these 

areas. For more information go to (http://www.fican.org/).

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The U.S. Global Change Research Program

The U.S. Global Change Research Program (USGCRP) began as a presidential initiative in 1989. 

It was mandated by Congress in the Global Change Research Act of 1990 (P.L. 101-606), which 

called for a comprehensive and integrated U.S. research program which will assist the Nation 

and the world to understand, assess, predict, and respond to human-induced and natural 

processes of global change. Thirteen Federal departments and agencies participate in the 

USGCRP including the DOT. The FAA contributes by assessing and identifying potential 

measures to reduce fuel consumption and greenhouse gas emissions; by conducting research to 

support USGCRP, and by leveraging research with other U.S. Government agencies to reduce 

uncertainties surrounding aviation emissions and their effect on climate change. For more 

information go to (http://www.globalchange.gov/).

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5.2 Industry

The FAA complies with all applicable Federal guidelines and legislation concerning the transfer 

of technology. The FAA’s goal is to transfer knowledge, facilities, equipment, or capabilities 

developed by its laboratories and R&D programs to the private sector. This helps expand the 

U.S. technology base and leverage Federal R&D investments. The FAA does this through the 

following groups and mechanisms:

Commercial Aviation Safety Team

Founded in 1998, the Commercial Aviation Safety Team (CAST) has developed an integrated, 

data-driven strategy to reduce the commercial aviation fatality risk in the U.S. and promote new 

government and industry safety initiatives throughout the world. The CAST charters working 

group stakeholders to conduct in-depth analysis of the top accident categories in commercial 

aviation, where safety enhancements are identified. Successes of CAST prove that the concept 

of industry and government working together on common commercial air travel accident 

prevention strategies is highly effective. Members of CAST (not all-inclusive) include:

• Airbus;

• Boeing;

• GE Aviation;

• Air Line Pilots Association;

• Allied Pilots Association;

• ICAO;

• Flight Safety Foundation;

• International Air Transport Association;

• European Aviation Safety Authority;

• FAA;

• NASA;

• National Air Traffic Controllers Association;

• Regional Airline Association;

• Transport Canada Civil Aviation, and

• DoD.

General Aviation Joint Steering Committee

As part of the Safer Skies Focused Safety Agenda launched in 1998, the FAA and the GA 

community agreed to a goal of reducing the overall GA fatal accident rate. The General 

Aviation Joint Steering Committee (GAJSC), co-chaired by the FAA and the Aircraft Owners 

and Pilots Association (AOPA) Air Safety Institute, is the primary conduit for government and 

aviation industry cooperation, communication, and coordination for aircraft accident mitigation. 

The GAJSC conducts its activities through three working groups; Personal/Sport Aviation, 

Technically Advanced Aircraft/Automation, and Turbine Aircraft Operations. Members of 

GAJSC include:

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• FAA;

• AOPA;

• AOPA Air Safety Institute;

• Experimental Aircraft Association;

• General Aviation Manufacturers Association;

• Helicopter Association International;

• National Air Transportation Association;

• National Business Aviation Association;

• NTSB, and 

• NWS.

Cooperative Research and Development Agreements

A Cooperative Research and Development Agreement (CRDA) is collaborative in nature and 

allows the FAA to share facilities, equipment, services, intellectual property, personnel, and 

other resources with non-federal entities, such as private industry, academia, and state and local 

government agencies. The CRDAs are a highly effective way to meet Congressionally mandated 

technology transfer requirements. For more information, go to (http://www.faa.gov/go/techtran). 

For detailed information on active CRDAs in FY 2015, see

(http://www.faa.gov/about/office_org/headquarters_offices/ang/offices/tc/about/campus/faa_host

/RDM/media/pdf/FAA_Active_FY2015_Agreements.pdf).

Patents Issued through the U.S. Patent and Trademark Office

The FAA’s Technology Transfer Program Office promotes and coordinates the agency’s patents 

for commercialization. The agency encourages its inventors, engineers, scientists, and 

researchers to patent their novel innovations or developed technologies through the U.S. Patent 

and Trademark Office. A patent is a grant of a property right and gives the owner the right to 

exclude anyone else from making, using, or selling the invention. Inventions patented by FAA 

inventors are available for commercial licensing, and can result in royalty payments that are 

shared with the inventor and the agency. Legislation allows inventors to receive up to $150,000 

per year over their salary from royalty payments, continuing even after they separate from 

Federal service. Additionally, the FAA strives to identify active patents resulting from FAA 

funded agreements. These patented technologies are available for use by the government and its 

contractors on a cost-free basis when used for government purposes. For more information, go 

to (http://www.faa.gov/go/techtran).

Small Business Innovation Research

Small Business Innovation Research (SBIR) contracts encourage the private sector to invest in 

long-term research that helps the Federal Government meet its R&D objectives. Eligible small 

businesses compete for Phase I contracts to conduct feasibility-related experimental or 

theoretical research. The government awards a Phase II contract based on the results of Phase I. 

The government encourages contractors to pursue other funding sources for Phase III and to 

attract venture capitalists to commercialize the innovation. For more information, go to

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(http://www.faa.gov/go/techtran) and (http://www.volpe.dot.gov/work-with-us/small-businessinnovation-research).

Aerospace Vehicle Systems Institute

The Aerospace Vehicle Systems Institute (AVSI) is a cooperative industry, government, and 

academic 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, go to (http://www.avsi.aero/).

Commercial Aviation Alternative Fuels Initiative

The Commercial Aviation Alternative Fuels Initiative (CAAFI) seeks to enhance energy security 

and environmental sustainability for aviation through alternative jet fuels. Jointly founded by the 

FAA, Airlines for America, Airport Council International-North America and Aerospace 

Industries Association in 2006; CAAFI is a coalition that focuses the efforts of commercial 

aviation to engage the emerging alternative fuels industry. It enables its diverse participants –

whom represent all the leading stakeholders in the field of aviation - to build relationships, share 

and collect data, identify resources and direct research, development and deployment of 

alternative jet fuels. For more information, go to (http://www.caafi.org).

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5.3 Academia

The FAA has an extensive program to foster research and innovative aviation solutions through 

the Nation’s colleges and universities. By doing so, it leverages the Nation’s significant 

investment in basic and applied research and helps to build the next generation of aerospace 

engineers, managers, and operators. The FAA works with academia in three ways; the Joint 

University Program (JUP), aviation research grants, and Air Transportation COEs.

5.3.1 Joint University Program

The JUP is a research partnership between the FAA and Ohio University, Massachusetts Institute 

of Technology, and Princeton University. The program aids in the development of a safer and 

more efficient air transportation system by identifying promising targets for development, 

conducting long-term research, and educating technological leaders. The FAA and NASA 

benefit directly from the results of the research and gain valuable feedback from university 

researchers regarding the goals and effectiveness of government programs. An additional benefit 

of JUP is the creation of a talented cadre of engineers and scientists who will form a core of 

advanced aeronautical expertise in industry, academia, and government. For more information, 

see (http://u2.princeton.edu/~jup/).

5.3.2 Aviation Research Grants

Public Law 101-508 Section 9205 authorizes the FAA to establish research grant programs that 

encompass a broad spectrum of aviation research activities. These programs encourage and 

support innovative and advanced research with potential benefit to the FAA mission. All 

colleges, universities, and other non-profit research institutions qualify for research grants. This 

FAA program also supports the long-term growth of the aviation industry by encouraging 

academic institutions to establish and nurture aviation research programs that increase the talent

base in aviation. For detailed information on active aviation research grants in FY 2015, go to 

(http://www.faa.gov/about/office_org/headquarters_offices/ang/offices/tc/about/campus/faa_host

/RDM/media/pdf/FAA_Active_FY2015_Agreements.pdf).

5.3.3 Air Transportation Centers of Excellence

The FAA recognizes the need to develop the Nation’s technology base while educating the next 

generation of aviation professionals. Following a rigorous open dialogue and competitive 

process, the FAA Administrator selects a university team to serve as a COE in specific missioncritical topics. The COEs are established through cooperative agreements with the Nation’s 

premier universities, members and affiliates, who conduct focused research and development and 

related activities over a period of 10 years. The COE program facilitates collaboration and 

coordination between government, academia, and industry to advance aviation technologies and 

expand FAA research capabilities through Congressionally required matching contributions. 

COE members match FAA grant awards, dollar-for-dollar, with contributions from nonfederal 

sources, and may also provide additional contributions through cost-share contracts. Over the 

life of the program, the COE universities with their non-federal affiliates have provided more 

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than $250 million in matching contributions to augment FAA research efforts. Through longterm cost-sharing activities, the government and university-industry teams leverage resources to 

advance the technological future of the Nation's aviation industry while educating and training 

the next generation of aviation scientists and professionals.

During FY 2015, the FAA COE Program Management Office (PMO) awarded $19.8 million in

support of 191 FAA projects. The FAA negotiated and executed 24 COE cooperative 

agreements, issued 236 grant awards, executed 48 other COE actions, and generated more than 

$25 million in matching contributions from industry and other nonfederal sources. Post-award 

activities included the conduct of a successful 10-year evaluation for the Joint COE for 

Advanced Materials, and a five-year evaluation of the COE for CST. The successful five-year 

COE CST evaluation resulted in the FAA Administrator’s concurrence with the request to 

continue the COE for CST into Phase II. Thereafter, the FAA COE PMO negotiated and 

executed nine COE CST Phase II cooperative agreements with the core members, and the COE 

added seven new affiliate members.

Additionally, the FAA COE PMO completed a competition to establish the COE for UAS and 

finalized significant pre-award activities in preparation for the establishment of a new COE in 

September, 2015. The pre-award competitive process culminated in the submission of proposals 

representing more than 75 universities throughout the U.S. and their industry and other affiliates, 

which was followed by the conduct of a technical evaluation of the submissions, as well as a 

management and fiscal review of the best qualified proposals. The process enabled the FAA 

Administrator to select the new COE UAS team in FY 2015, as planned. The COE PMO 

negotiated and entered into 15 new cooperative agreements with the COE UAS core universities.

In March 2015, the FAA Administrator concurred with a request submitted by the ATO to begin 

a competition for a new COE for Technical Training and Human Performance (TT/HP). The 

FAA COE PMO initiated plans to begin the competitive process to establish the COE with the 

ATO, and developed and published a Draft Solicitation prior to the public meeting, conducted on 

October 21-22, 2015 in Arlington, VA. The COE PMO is currently planning to accept 

proposals, conduct a technical evaluation, management, and fiscal review, with the expectation 

that the new COE for TT/HP will be selected, established and funded in FY 2016.

The FAA COE cooperative agreements commit to annual base funding in support of research 

and related COE activities over a period of 10 years and allow for an additional two year period 

to assure orderly close out of all activities. The FAA intends for each public-private partnership 

to successfully meet COE requirements, and to become a self-sufficient national aviation 

resource thereafter. Recognized for its developed expertise, COE members are expected to 

generate funding and be able to compete for and conduct research activities for the aviation 

community as needed. By becoming self-sufficient, the COE university members may continue 

to support the FAA. However, the Agency no longer commits to annual base funding levels and 

the COE universities may conduct research that is fully funded by the agency as well as other 

entities.

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COE members assist in conducting mission-critical research in areas that focus on topics that 

have included:

• UAS;

• Alternative jet fuels and environment;

• CST;

• GA safety;

• Accessibility and sustainability; 

• Advanced materials; 

• Airliner cabin environment and intermodal transportation research;

• Aircraft noise and aviation emissions mitigation; 

• GA research; 

• Airworthiness assurance;

• Aviation operations research; 

• Airport Technology, and 

• Computational modeling of aircraft structures.

Four of these centers, Computational Modeling of Aircraft Structures (CMAS), Aviation 

Operations Research (NEXTOR), Airworthiness Assurance (AACE), and Airport Technology 

Research (CEAT), have fully satisfied their requirements. Currently, NEXTOR serves as a selfsufficient resource for the aviation community, and CEAT continues to conduct major research 

initiatives to support modernization efforts with ORD. In addition to completing the competition 

to establish a COE for UAS and initiating the competitive process to establish a new COE for 

TT/HP, the FAA supported six active public-private partnerships throughout the U.S. with 

academic institutions, their industry and other affiliates. They are the:

• COE for Alternative Jet Fuels and Environment;

• COE for General Aviation Safety, Accessibility and Sustainability;

• COE for Commercial Space Transportation;

• COE for Research in the Cabin and Intermodal Transport Environment;

• Joint COE for Advanced Materials, and 

• COE Partnership for PARTNER.

For more information about each FAA Center of Excellence, see the following COE descriptions 

and go to (http://www.faa.gov/go/coe).

COE for Unmanned Aircraft Systems

On May 8, 2015 FAA Administrator Michael Huerta announced the selection of the COE for 

UAS (ASSURE). The research efforts of this COE will focus on the following topic areas:

• ATC interoperability; 

• Airport ground operations; 

• Control and communication; 

• Detect and avoid; 

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• Human factors; 

• Low altitude operations safety; 

• Noise reduction; 

• Spectrum management; 

• UAS crew training and certification, including pilots;

• UAS traffic management, and

• UAS wake separation standards for UAS integration into the NAS.

Under the leadership of Mississippi State University, the following universities serve on this 

COE team:

• Drexel University; 

• Embry-Riddle Aeronautical University; 

• Kansas State University; 

• Montana State University; 

• New Mexico State University; 

• North Carolina State University; 

• The Ohio State University; 

• Oregon State University; 

• University of Alabama-Huntsville; 

• University of Alaska-Fairbanks; 

• University of California-Davis; 

• University of Kansas; 

• University of North Dakota; and 

• Wichita State University.

Associate members include Auburn University, Concordia, Indiana State University, Louisiana 

Tech University, Southampton and Tuskegee University.

The FAA is also planning to fund this COE through a cost-share contract for tasks to be 

completed for the sole benefit of the Agency. The FAA funded 24 grant projects, and the FAA 

COE PMO awarded $4.7 million to 12 of the 15 COE members in September of FY 2015 to 

begin Phase I of the research partnership. The COE currently reflects a $9.4 million level-ofeffort as members are matching grant awards dollar-for-dollar from non-federal sources in 

keeping with congressional requirements. For additional information, go to 

(http://www.assureuas.org).

COE for Alternative Jet Fuels and Environment

On September 13, 2013, U.S. Secretary of Transportation Anthony Foxx announced the selection 

of the COE for ASCENT. The R&D efforts of this COE address the following major topic areas 

related to alternative jet fuels:

• Feedstock development;

• Processing and conversion research;

• Regional supply and refining infrastructure;

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• Environmental benefits analysis;

• Aircraft component deterioration and wear assessment, and

• Fuel performance testing.

Areas relating to environmental issues are:

• Aircraft noise and impacts;

• Aviation emissions and impacts;

• Aircraft technology assessment;

• Environmentally and energy efficient gate-to-gate aircraft operations, and

• Aviation modeling and analysis.

Under the leadership of Washington State University and the Massachusetts Institute of 

Technology serving as Co-Lead, the following universities also serve on this team:

• Boston University;

• Georgia Tech Research Corporation;

• Missouri University of Science and Technology;

• Oregon State University;

• Pennsylvania State University;

• Purdue University;

• Stanford University;

• University of Dayton;

• University of Hawaii;

• University of Illinois;

• University of North Carolina;

• University of Pennsylvania;

• University of Tennessee; and 

• University of Washington.

The FAA has supported 55 projects and awarded $10.6 million to the 16 member universities in 

FY 2015, and COE members generated $11 million in matching contributions from non-federal 

sources. Since inception, this COE has supported 83 projects at a $39 million level of effort.

For additional information, go to (http://www.ascent.aero/).

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COE for Commercial Space Transportation

On August 18, 2010, U.S. Secretary of Transportation Ray LaHood announced the selection of 

the COE for Commercial Space Transportation. The R&D efforts of the COE address four major 

areas: (a) space launch traffic management and launch operations; (b) launch vehicles, 

operations, technologies and payloads; (c) human spaceflight and (d) industry viability, including 

commercial, policy, international, legal, and regulatory viability. The FAA COE PMO closed 

out the COE CST Phase I cooperative agreement and conducted a successful evaluation. With 

the transition to Phase II, the University of Texas – Galveston serves as the Administrative Lead 

for this COE with new affiliates and eight core university members, which include:

• New Mexico State University;

• New Mexico Institute of Mining and Technology;

• Florida Institute of Technology;

• Florida State University;

• Stanford University;

• University of Central Florida;

• University of Colorado, and 

• University of Florida. 

The COE added seven additional non-funded affiliate members who work collaboratively to 

augment FAA research and provide matching contributions; the affiliates currently include: 

• McGill University;

• Baylor College of Medicine;

• MITRE Corporation;

• Embry-Riddle Aeronautical University;

• National Aerospace Training and Research Center (NASTAR);

• Satwest-Satellite Communications and Aerospace, and 

• University of Nebraska-Lincoln.

The FAA supported 58 COE tasks awarding $1.3 million grants through cooperative agreements 

with the nine member universities. Since its inception, the FAA has awarded $7.5 million in 

grants, and the COE core universities with their affiliates have provided matching contributions 

in excess of $13 million. The COE currently reflects a $21 million level-of-effort. Nine new 

COE cooperative agreements were negotiated and executed in 2015 and the FAA Administrator 

concurred with the request to enable the COE members to begin a Phase II five-year period 

through 2020. For additional information, go to (http://www.coe-cst.org/).

COE for General Aviation Safety, Accessibility and Sustainability

On September 27, 2012, U.S. Secretary of Transportation Ray LaHood announced the selection 

of the new COE for General Aviation - PEGASAS. Fully operational in 2013, this COE has 

focused on the following GA topic areas:

• Flight safety,

• Communication;

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• Navigation and surveillance;

• Human factors;

• Weather;

• Airport technology;

• Propulsion and structures;

• Continued airworthiness, and

• System safety management.

Under the leadership of Purdue University, the following universities serve as core members of 

the team:

• Florida Institute of Technology;

• Georgia Institute of Technology;

• Iowa State University;

• The Ohio State University, and 

• Texas A&M University.

The FAA supported 35 projects, awarded $3.1 million to the six member universities in FY 2015 

while the COE generated more than $3 million in matching contributions from non-federal 

sources. Since its inception, the FAA has awarded $8.7 million grants. The core universities 

with their affiliates have provided matching contributions in excess of $8.8 million. As a result 

of the rigorous COE competitive process, this COE is also funded through an Indefinite Delivery 

Indefinite Quantity (IDIQ) contract, and currently reflects a $21 million level of effort through 

both funding vehicles and matching contributions. For additional information, go to 

(http://www.pegasas.aero/).

COE for Airliner Cabin Environment and Intermodal Research (ACERite)

In 2004, FAA Administrator Marion Blakey selected the COE for Airliner Cabin Environment 

(ACER) with Harvard University and Purdue University as the Technical Leads and Auburn 

University serving as the Administrative Lead. Following the Phase I evaluation and a 

recommendation from Secretary of Transportation Mary Peters, the COE expanded scope from 

airliner cabin research activities to include the intermodal transport environment. In 2008, the 

COE was renamed the COE for Research in the Intermodal Transport Environment. This COE 

has conducted R&D on cabin air quality, chemical and biological threats, and other related 

topics.

In FY 2015, the COE PMO extended cooperative agreements to prepare the COE for selfsufficiency. Under the on-going administrative leadership of Auburn University and current 

technical leadership of Kansas State University, core members currently include:

• Boise State University;

• Harvard School of Public Health;

• Purdue University, and 

• Rutgers University School of Biomedical and Health Services.

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Since its inception, the FAA has awarded more than $22.6 million in grants, and the COE core 

universities with their affiliates have provided matching contributions in excess of $28 million. 

The COE currently reflects a $45.3 million level of effort, and is preparing for close-out 

activities. For additional information, go to (http://www.acer-coe.org/).

Joint COE for Advanced Materials

In 2003, FAA Administrator Marion Blakey selected the Joint COE for Advanced Materials 

(JAMS) under the leadership of the University of Washington and Wichita State University.

This COE conducts R&D on:

• Material standardization and shared databases;

• Bonded joints;

• Structural substantiation;

• Damage tolerance and durability;

• Maintenance practices;

• Advanced material forms and processes;

• Unique advanced materials cabin safety;

• Life management of materials, and 

• Nanotechnology for composite structures.

Member universities include:

• Edmonds Community College;

• Florida International University;

• Northwestern University;

• Oregon State University;

• Purdue University;

• University of California at Los Angeles;

• University of Delaware;

• University of Utah;

• Tuskegee University, and 

• Washington State University.

In FY 2015, the FAA awarded $2.1 million to support related research and the COE members 

and affiliates generated matching contributions of more than $2.4 million. Since its inception, 

the FAA has awarded $28 million in grants and the COE core universities with their affiliates 

have provided matching contributions in excess of $30 million. The COE currently reflects a 

$58 million level-of-effort. For additional information, go to (http://www.jams-coe.org/).

COE Partnership for Air Transportation Noise and Emissions Reduction

In 2003, the FAA Administrator Marion Blakey selected the COE PARTNER with 

Massachusetts Institute of Technology serving as the Lead. This FAA COE has been cosponsored by NASA and Transport Canada and has conducted R&D to identify, understand, 

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measure, and mitigate the impacts of aircraft noise and aviation emissions. The COE focused on 

reducing uncertainty in issues dealing with climate impact and the health and welfare effects of 

emissions to actionable levels. Core member universities have included:

• Boston University;

• Georgia Institute of Technology;

• Harvard University;

• Missouri University of Science and Technology (formerly University of Missouri -

Rolla);

• Pennsylvania State University;

• Purdue University;

• Stanford University;

• University of Illinois at Urbana-Champaign;

• University of North Carolina - Chapel Hill;

• University of Pennsylvania, and 

• York University in Canada.

The COE continued to prepare for close-out activities during FY 2015. Since its inception, the 

FAA has awarded $50 million in grants, and the COE core universities with their affiliates have 

provided matching contributions in excess of $50 million. The COE currently reflects a $110 

million level-of-effort. For additional information, go to (http://partner.mit.edu/).

COE for Airport Technology

In 1995, the Administrator selected the COE for Airport Pavement Research under the leadership 

of the University of Illinois at Urbana-Champaign and North Carolina A&T University as a 

participating member. This COE was initially established to focus on pavement issues. In 2005, 

Rensselaer Polytechnic Institute joined the COE and the FAA expanded the scope to include 

R&D on wildlife hazard mitigation, lighting, and other airport safety topics, and changed its 

name to the COE for Airport Technology. Since its inception, the FAA has awarded more than 

$20 million in grants. The COE core universities with their affiliates have provided matching 

contributions in excess of $20 million, and reflect a $41.5 million level-of-effort. This COE 

successfully completed FAA and congressional requirements, and is self-sufficient. This COE 

continues to work closely with ORD on modernization efforts. For further information, go to

(http://www.ceat.uiuc.edu/).

COE for Operations Research

The NEXTOR was established in 1996. This COE initially consisted of five core universities:

• University of California at Berkeley serving as the lead;

• Massachusetts Institute of Technology;

• Virginia Polytechnic Institute;

• University of Maryland, and

• George Mason University. 

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The COE successfully completed its 10-year obligations serving as an Air Transportation COE

and transitioned to self-sufficiency. NEXTOR now includes the following universities: George 

Mason University, Georgia Institute of Technology Purdue University, Massachusetts Institute of 

Technology University of California at Berkeley, The Ohio State University, University of 

Maryland at College Park, Virginia Polytechnic Institute and State University. NEXTOR 

continues to perform R&D in the areas of air traffic management and control, system 

performance studies and metrics, and aviation economics and policy. Since inception, FAA 

grants, contracts and matching contributions have totaled more than $71 million. The Center has 

been serving other government agencies and the aviation community and is a fully successful 

national resource, as originally planned. For further information go to (http://www.nextor.org).

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5.4 International

The FAA uses cooperative agreements with European and North American aviation 

organizations to participate in aviation safety and ATM modernization programs and to leverage 

research activities that harmonize operations and promote a seamless and safe air transportation 

system worldwide.

The European Organisation for the Safety of Air Navigation

The EUROCONTROL is a civil and military organization with the goal of developing a 

seamless, pan-European ATM system. In 1986, EUROCONTROL and the FAA established the 

first Memorandum of Cooperation (MOC), which was updated in 1992 and again in 2004. The 

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 safety and environmental 

factor harmonization. For more information, go to (http://www.eurocontrol.int/).

Atlantic Interoperability Initiative to Reduce Emissions

Established in 2007, the Atlantic Interoperability Initiative to Reduce Emissions (AIRE) provides 

a foundation for cooperation between the FAA and the European Commission to promote and 

harmonize environmental initiatives and procedures in European and North American airspace. 

In addition to facilitating transatlantic interoperability between aviation authorities and industry 

partners, such as aircraft manufacturers, air operators, and providers of aviation navigation 

services, AIRE promotes information sharing and demonstration of procedures and practices that 

reduce noise and environmental emissions. Demonstrations have occurred annually since 2008 

and include optimizations in all phases of flight; airport surface, terminal area, and enroute 

oceanic. Demonstrations have resulted in savings in fuel and emissions across all three of these 

domains. For more information, go to

(http://ec.europa.eu/transport/modes/air/environment/aire_en.htm).

Transport Canada

After successfully completing 10 years of partnership with the FAA to support the PARTNER 

COE, Transport Canada continues to sponsor the ASCENT COE. 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 ICAO, works 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. For more information, go to 

(http://www.tc.gc.ca/eng/menu.htm).

The Asia and Pacific Initiative to Reduce Emissions

The Asia and Pacific Initiative to Reduce Emissions (ASPIRE), established in 2008, is a 

partnership of Asian and Pacific Air Navigation Service Provider (ANSP) focused on 

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2016 NARP References

environmental stewardship in the Pacific Ocean region. Under ASPIRE, current and future 

partners pledge to adopt and promote best practices to reduce fuel consumption and engine 

emissions. ASPIRE demonstrations have consisted of green flights that use existing efficiency 

procedures in an ideal, unconstrained air traffic environment. As a result of these successful 

demonstration flights, ASPIRE-Daily was launched in 2011 to promote the use of best practices 

such as user-preferred routing, Dynamic Airborne Reroute Procedures, and optimizations during 

arrival and departure between selected city pairs to promote daily fuel-savings. For more 

information, go to (http://www.aspire-green.com/).

International Helicopter Safety Team

Attendees at the 2005 International Helicopter Safety Symposium agreed upon the need to 

reduce the helicopter accident rate by 80%, by 2016. To achieve this goal, the attendees formed

an independent group known as the International Helicopter Safety Team (IHST). The IHST is 

co-chaired by the FAA and industry. Major industry participants include:

• Helicopter Association International;

• American Helicopter Society International;

• Helicopter Association of Canada;

• Bell Helicopter;

• Sikorsky Helicopter;

• Eurocopter;

• Shell Aircraft;

• CHC helicopter; and

• AgustaWestland.

IHST members also established international partnerships in countries with significant helicopter 

operations and worked to encourage the overseas industries to carry out accident analysis and 

develop safety interventions. Worldwide partners now supporting the work of the IHST include 

government and industry participants from the U.S., Canada, Brazil, Japan, Australia, India, 

Russia, and multiple countries in Europe and in the Middle East/North Africa region. To 

facilitate a data-driven approach to safety, the IHST initiates joint government and industry 

teams to analyze accidents, conduct causal analyses, and recommend intervention 

implementation strategies. While completing these analyses of helicopter accidents and their

causes, the IHST and its worldwide partners develop safety toolkits, instructional and 

educational safety videos, and specific safety recommendations aimed at helping members of the 

helicopter industry enhance their safety practices and reduce the accident rate. By the end of 

2012, the accident rate had been reduced 30% since 2001-2005. For more information, go to 

(http://www.ihst.org/Default.aspx?tabid=1507&language=en-US).

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2016 NARP References

References

Chaturvedi, A.K., Cliburn, K.D., Craft, K.J., Dulkadir, Z. & Hickerson, J.S. (2014). Tricyclic 

antidepressants found in pilots fatally injured in civil aviation accidents. Office of 

Aerospace Medicine. Report No. DOT/FAA/AM-14/11.

Canfield, D.V., Chaturvedi, A.K., Craft, K.J., Hickerson, J.S. & Rogers, P.B. (2015). Prevalence 

of ethanol and drugs in civil aviation accident pilot fatalities 2009–2013. Office of 

Aerospace Medicine. Report No. DOT/FAA/AM-15/13.

Johnson, R.D., Kemp, P.M. & Lewis, R.J., Distribution of paroxetine in postmortem fluids and 

tissues. (2015). Office of Aerospace Medicine. Report # DOT/FAA/AM-15/11.

Johnson, R.D., Kemp, P.M. & Lewis, R.J. (2015). Paroxetine in postmortem fluids and tissues 

from nine aviation accident victims. Journal of Analytical Toxicology (in press).

Buttussi, F., & Zangrando, N. (2014). Proceedings of the 20th ACM Symposium on Virtual 

Reality Software and Technology. Desktop virtual reality for emergency preparedness: 

user evaluation of an aircraft ditching experience under different fear arousal conditions. 

New York, New York, USA, ACM Press, New York, November 2014, 141-150

DeJohn, C. & Mills, B. (2015). A comparison of personal flying accident rates between selected 

light sport aircraft and general aviation aircraft. Journal of Aerospace Medicine and 

Human Performance (submitted).

DeJohn, C., Mills, B., Porras, D. & Ricaurte, E.M.(2015). Proceedings of the Aerospace Medical 

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autopsy in U.S. pilots with and without FAA medical certificates. Lake Buena Vista, FL.

Journal of Aerospace Medicine and Human Performance 2015;86(3):180[75]

DeJohn, C., Laverde, C., Mills, B., Porras, D. & Ricaurte, E.M. (2015) Proceedings of the 

Aerospace Medical Association Annual Conference. Comparison of post-mortem 

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Human Performance 2015;86(3):180[74]

Rogers, P.B. and Stoner J.A. (2015). Modification of the sandwich estimator in generalized 

estimating equations with correlated binary outcomes in rare event and small sample size 

settings. J Computational Statistics & Data Analysis - Elsevier (submitted).

Rogers PB. A Note on Interpreting Probabilities Concerning Rare Events with Application to 

Aviation. DOT/FAA/AM-15/XX (undergoing FAA clearance review).

Colubi, A.M., Kontoghiorghes, E.J. & Lee, J.C. (2015). Computational statistics & data analysis. 

The Official Journal of the International for Statistical Computing. ISSN: 0167-9473.

Chittaro, L. (2015). Designing serious games for safety education: “learn to brace” vs

traditional pictorials for aircraft passengers. IEEE Explore Digital Library. 

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Chittaro L, Buttussi F, Zangrando N. (2014) Desktop virtual reality for emergency 

preparedness: User evaluation of an aircraft ditching experience under different arousal 

conditions. Virtual Reality Software and Technology. Association for Computing 

Machinery: New York

Life Vest App for Facebook, Android, and iPhone now available online. 

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available at (http://www.share.oculus.com).

Burian, D. (2015). Aviation Relevance of Genetic Risk Scores for Cardiovascular Disease. Office 

of Aerospace Medicine. Report # DOT/FAA/AM-15/10.

DeWeese R.L., Moorcroft D.M., Taylor A.M. Effect of passenger position on crash injury risk in 

transport-category aircraft. Office of Aerospace Medicine Report No. DOT/FAA/AM15/17.

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2016 NARP Acronyms and Abbreviations

Acronyms and Abbreviations

Acronym Definition

A

AC Advisory Circular

ACER Airliner Cabin Environment

ACRP Airport Cooperative Research Program

ADG Airplane Design Group

ADS-B Automatic Dependent Surveillance-Broadcast

AEDT Aviation Environmental Design Tool

AEE Office of Environment and Energy

AIP Grants-In-Aid for Airports Appropriation

AIRE Atlantic Interoperability Initiative to Reduce Emissions

AOPA Aircraft Owners and Pilots Association

ASCENT Aviation Sustainability Center of Excellence

ASPIRE Asia and Pacific Initiative to Reduce Emissions

ASTM American Society for Testing and Materials 

AST Office of Commercial Space Transportation

ATC Air Traffic Control

ATM Air Traffic Management

ATO Air Traffic Organization 

ATRP Airport Technology Research Program

C

CAAFI Commercial Aviation Alternative Fuels Initiative

CAASD Center for Advanced Aviation System Development

CAST Commercial Aviation Safety Team

CDM Collaborative Decision Making

CEAT Center of Airport Technology Research 

CFR Code of Federal Regulations

CIP Capital Investment Plan

CLEEN Continuous Lower Energy, Emissions and Noise

CMAS Computational Modeling of Aircraft Structures 

CMMS Computer Maintenance Management Systems

COE Center of Excellence

COMSTAC Commercial Space Transportation Advisory Committee

ConOps Concept of Operations

CRDA Cooperative Research and Development Agreement

CSPA Closely Spaced Parallel Approach

CST Commercial Space Transportation

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2016 NARP Acronyms and Abbreviations

Acronym Definition

D

DARWIN® Design Assessment Of Reliability With Inspection

DLW Datalink Weather

DMA Dynamic Mechanical Analysis

DNL Day-Night Noise Level

DoD U.S. Department of Defense

DOT U.S. Department of Transportation

E

EDS Environmental Design Space

Efaros Enhanced Final Approach Runway Occupancy Signal

EMS Environmental Management System

EUROCONTROL European Organisation for the Safety of Air Navigation

F

F&E Facilities and Equipment Appropriation

FAD Functional Architecture Documents

FAA Federal Aviation Administration

FAARFIELD FAA Rigid and Flexible Iterative Elastic Layered Design

FDM Flight Data Monitoring

FMS Flight Management System

FRAT Facility Risk Assessment Tool

FY Fiscal Year

G

GA General Aviation

GAJSC General Aviation Joint Steering Committee

GEOSS Global Earth Observation System of Systems

H

HFDM Helicopter Flight Data Monitoring

HSI Human-System Integration

I

IA International Agreements

ICAO International Civil Aviation Organization

IHST International Helicopter Safety Team

IMC Instrument Meteorological Conditions

J

JAMS Joint COE for Advanced Materials

JRC Joint Resources Council

JUP Joint University Program

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2016 NARP Acronyms and Abbreviations

Acronym Definition

L

LCSA Low Cost Surface Awareness

LOSA Line Operations Safety Assessment

LTO Landing and Take-Off

M

MET Meteorological

MinWxSvc Minimum Weather Service

MOA Memorandum/a of Agreement

MOC Memorandum/a of Cooperation

MOU Memorandum/a of Understanding

N

NARP National Aviation Research Plan

NAS National Airspace System

NASA National Aeronautics and Space Administration

NASA GRC NASA’s Glenn Research Center

NASTAR National Space Transportation Research 

NEXRAD Next Generation Weather Radar

NextGen Next Generation Air Transportation System

NEXTOR National Center of Excellence for Aviation Operations Research

NRC Canadian National Research Council

NSTC National Science and Technology Council

NTSB National Transportation Safety Board

nvPM Non-volatile Particulate Matter

NWS National Weather Service

O

OMB Office of Management and Budget

ORD Chicago O'Hare International Airport

P

PAFI Piston Aviation Fuels Initiative

PARTNER Partnership for Air Transportation Noise and Emissions Reduction

PDARS Performance Data Analysis and Reporting System

PEGASAS Partnership to Enhance General Aviation Safety, Accountability and 

Sustainability

PMO Program Management Organization

R

R&D Research and Development

R,E&D Research, Engineering and Development Appropriation

REB Research and Development Executive Board

REDAC Research, Engineering, and Development Advisory Committee

152
2016 NARP Acronyms and Abbreviations

Acronym Definition

RFP Request for Proposal

RSA Runway Safety Area

RTP Regional Temperature Potential

S

SAA Sense and Avoid

SAGA Sustainable Aviation Guidance Alliance

SBIR Small Business Innovation Research 

SRM Safety Risk Management

STBO Surface Trajectory-Based Operations

STF Surface Tactical Flow

STM Surface Traffic Management

sUAS Small Unmanned Aircraft System

T

3D Three Dimensional

TC Thermocouple

TFDM Terminal Flight Data Manager

TFM Traffic Flow Management

Tg Transition Temperature

TRB Transportation Research Board

TSA Transportation Security Administration

U

UAS Unmanned Aircraft System

U.S. United States

USGCRP U.S. Global Change Research Program

UTMB University of Texas Medical Branch

W

WTIC Weather Technology in the Cockpit

153