2015 

National Aviation Research Plan

(NARP)

Final

August 2015 

Report of the Federal Aviation Administration to

the United States Congress pursuant to Section 

44501(c) of Title 49 of the United States Code
2015 NARP-Final

August 2015

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.
2015 NARP Table of Contents

i 2015 NARP

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

1.1 Aviation Safety R&D Goal 1 ........................................................................................... 11

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

1.3 Aviation Safety R&D Goal 3 ........................................................................................... 30

1.4 Aviation Safety R&D Goal 4 ........................................................................................... 38

1.5 Aviation Safety R&D Goals 5 and 6................................................................................ 46

1.6 Aviation Safety R&D Goals 7 - 9 .................................................................................... 50

1.7 Aviation Safety R&D Goal 10 ......................................................................................... 53

2.0 R&D Principle 2 - Improve Efficiency .................................................................................. 59

2.1 Efficiency R&D Goal 1 ................................................................................................... 62

2.2 Efficiency R&D Goal 2 ................................................................................................... 67

2.3 Efficiency R&D Goal 3 ................................................................................................... 69

2.4 Efficiency R&D Goals 4 and 5 ........................................................................................ 76

2.5 Efficiency R&D Goal 6 ................................................................................................... 80

3.0 R&D Principle 3 - Reduce Environmental Impacts ............................................................... 84

3.1 Environment and Energy R&D Goals 1 - 3 ..................................................................... 87

3.2 Environment and Energy R&D Goal 4 ............................................................................ 94

3.3 Environment and Energy R&D Goal 5 ............................................................................ 98

4.0 R&D Business Management ................................................................................................ 100

4.1 Appropriation Accounts ................................................................................................. 101

4.2 R&D Summary Budget Tables ...................................................................................... 103

4.3 R&D Evaluation............................................................................................................. 114

5.0 Partnership Activities ........................................................................................................... 116

5.1 Federal Government....................................................................................................... 117

5.2 Industry .......................................................................................................................... 119

5.3 Academia ....................................................................................................................... 121

5.4 International ................................................................................................................... 127

Acronyms and Abbreviations ..................................................................................................... 129
2015 NARP List of Tables

ii 2015 NARP

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 .................13

Table 1.1.3: Aircraft Icing/Digital System Safety Program Milestones .......................................15

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 ....................................22

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 .26

Table 1.2.3: NextGen - Air Ground Integration Human Factors Program Milestones.................28

Table 1.3.1: Aeromedical Research Program Milestones .............................................................30

Table 1.3.2: Fire Research and Safety Program Milestones .........................................................34

Table 1.4.1: Systems Safety Management Transformation Program Milestones .........................38

Table 1.4.2: System Safety Management Program Milestones ....................................................40

Table 1.5.1: NextGen - Weather Technology in the Cockpit Program Milestones ......................46

Table 1.5.2: Weather Program Milestones ...................................................................................48

Table 1.6.1: Commercial Space Transportation Safety Program Milestones ...............................51

Table 1.7.1: Airport Cooperative Research Program – Safety Milestones ...................................53

Table 1.7.2: Airport Technology Research Program – Safety Milestones ...................................54

Table 1.7.3: Runway Incursion Reduction Program Milestones ..................................................58

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

Mobility Goals ..........................................................................................................60

Table 2.0.2: Program Funding for R&D Principle 2 - Improve Efficiency ..................................61

Table 2.1.1: NextGen - Wake Turbulence Program Milestones ...................................................62

Table 2.1.2: Wake Turbulence - Re-Categorization Program Milestones ....................................65

Table 2.2.1: NextGen - Air Ground Integration Human Factors Program Milestones.................67

Table 2.3.1: Major Airspace Redesign Program Milestones ........................................................69

Table 2.3.2: New Air Traffic Management Requirements Program Milestones ..........................70

Table 2.3.3: Operations Concept Validation and Infrastructure Evolution Program Milestones .72

Table 2.3.4: System Capacity, Planning and Improvements Program Milestones .......................73

Table 2.4.1: NextGen - Weather Technology in the Cockpit Program Milestones ......................76

Table 2.4.2: Weather Program Milestones ...................................................................................78

Table 2.5.1: Airport Cooperative Research Program – Capacity Milestones ...............................80

Table 2.5.2: Airport Technology Research Program – Capacity Milestones ...............................82
2015 NARP List of Tables

iii 2015 NARP

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

Energy and Environment Goals ................................................................................85

Table 3.0.2: Program Funding for R&D Principle 3 - Reduce Environmental Impacts ...............86

Table 3.1.1: Environment and Energy Program Milestones .........................................................87

Table 3.1.2: Environment and Energy – Environmental Management System and 

Noise/Emission Reduction Program Milestones ......................................................90

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

Metrics Program Milestones .....................................................................................91

Table 3.1.4: NextGen - Weather Technology in the Cockpit Program Milestones ......................93

Table 3.2.1: Airport Cooperative Research Program – Environment Milestones ........................94

Table 3.2.2: Airport Technology Research Program – Environment Milestones.........................97

Table 3.3.1: NextGen - Alternative Fuels for General Aviation Program Milestones .................98

Table 4.2.1: Planned R&D Budget by Appropriation Account ..................................................105

Table 4.2.1: Planned R&D Budget by Appropriation Account (cont’d) ....................................106

Table 4.2.2: Planned R&D Budget by Requesting Organization ...............................................107

Table 4.2.2: Planned R&D Budget by Requesting Organization (cont’d) .................................108

Table 4.2.3: Planned R&D Budget by Research Category .........................................................109

Table 4.2.3: Planned R&D Budget by Research Category (cont’d) ...........................................110

Table 4.2.4: Planned R&D Budget by Performance Goal (Budget Exhibit II) ..........................111

Table 4.2.4: Planned R&D Budget by Performance Goal (Budget Exhibit II) (cont’d) ............112

Table 4.2.5: NextGen R&D Funding ..........................................................................................113
2015 NARP Executive Summary

iv 2015 NARP

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 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 National Aviation Research Plan (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 (RE&D), Facilities and Equipment (F&E), and Grants-In-Aid for 

Airports (AIP). 

In FY 2016, the FAA plans to invest a total of $410,050,000 in R&D. The R&D investment 

spans multiple appropriations for the FAA, including $166,000,000 in RE&D; $198,050,000 in 

F&E; and $46,000,000 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 2014–2018, and the Federal Aviation Administration Strategic 

Initiatives 2014-20183.

 

1 OMB Circular A-11, Preparation, Submission and Execution of the Budget, July 26, 2013, section 84, page 8 

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

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. This report is available at 

http://www.faa.gov/about/plans_reports/media/FAA_Strategic_Initiatives_Summary.pdf.
2015 NARP Preface

v 

Preface 

In the 2015 NARP, the research being conducted under the Facilities and Equipment (F&E) 

appropriation will be represented a bit differently than in previous years. 

• Various F&E programs that have newly been identified as conducting research but that 

have not historically been represented in the NARP now will be included in the budget 

tables found in Chapter 4. These entries will appear at the rolled up portfolio level. 

• The amounts shown in budget tables 4.2.1 through 4.2.5 for F&E programs in FY 2015 

reflect only R&D activities: they do not include acquisition, operational testing, or other 

non-R&D activities. The amounts shown for F&E programs in FY 2016 and beyond are 

increased to reflect the entire budget for those portfolios. This increase is due to the 

reclassification of existing work to better align with OMB Circular A-11 Research 

Definitions. 

• The amount shown in budget tables 4.2.1 through 4.2.4 for CAASD in FY 2015 includes 

only the R&D portion of the total CAASD line item amount. R&D represents 27.6% in 

FY 2015. The amount shown for CAASD in FY 2016 and beyond is increased to reflect 

the entire budget for the program. This increase is due to the reclassification of existing 

work to better align with OMB Circular A-11 Research Definitions. 

• Two F&E programs (Air Traffic Control/Technical Operations Human Factors - F&E - 

1A12A and Operations Concept Validation Modeling - F&E – 1A12B) that appeared in 

the 2014 NARP have not been funded in FY 2015 and beyond and, therefore, have been 

removed from the 2015 NARP.

• Two F&E programs (Systems Safety Management Transformation - F&E - 3A10B and 

Wake Turbulence - Re-Categorization - F&E - 1A06B) that have historically been 

presented as independent budget line items (BLIs) in the various financial tables of the 

NARP have now been subsumed into the new rolled up F&E portfolio lines. These 

programs will no longer appear at all in the goal funding tables in Chapters 1 -3 in the 

2015 NARP. While the programs’ research efforts are detailed individually in the 

narrative of the 2015 NARP, they will no longer be presented in future iterations of the 

NARP. 

The 2015 NARP includes the removal of what used to be Efficiency goal 1 - “Necessary 

NextGen related research priorities are identified, defined, and coordinated with partner 

agencies for improvements in efficiency and capacity” - due to the dissolution of the Joint 

Planning and Development Office (JPDO). The NARP now showcases 21 underlying goals 

across the three main principles (Safety, Efficiency, and Environmental).

The FAA’s strategic priorities (which accompany and complement Administrator Huerta’s 

Federal Aviation Administration Strategic Initiatives 2014-2018) have newly been added this 

year. 

Historically, research conducted under the Commercial Space Program was funded out of the 

Operations (Ops) appropriation. Last year (i.e., in the 2014 NARP), Commercial Space research 
2015 NARP Preface

vi

was funded by Research, Engineering, & Development (RE&D) appropriation dollars allocated 

from the A12.b NextGen – Air Ground Integration Human Factors budget line item. In this 

year’s NARP, Commercial Space research is being captured in a brand new, dedicated RE&D 

BLI (A12.d).

Finally, work conducted by the NextGen - Advanced Systems and Software Validation program, 

whose initial year was funded under A11.n as shown in the 2014 NARP, will now be funded and 

completed under the A11.d BLI (Aircraft Icing/Digital System Safety).
2015 NARP Introduction

1 2015 NARP

Introduction 

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

maintain, but also continue to improve upon, the National Airspace System (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 through the introduction of new technologies and procedures, 

innovative policies, and advanced management practices. Collaborative, needs-driven research 

and development (R&D) is central to this process, because 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. These 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, available 

athttp://www.gpo.gov/fdsys/pkg/PLAW-108publ176/pdf/PLAW-108publ176.pdf. 
2015 NARP Introduction

2 2015 NARP

• 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 and 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: 

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

• Aviation is vital to national security and homeland defense. 

• Aviation safety is paramount. 

• 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 
2015 NARP Introduction

3 2015 NARP

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

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

For more information, see the National Aeronautics Research and Development Plan (February

2010) available at http://www.whitehouse.gov/sites/default/files/microsites/ostp/aero-rdplan2010.pdf. 

U.S. Department of Transportation Strategic Plan

The U.S. Department of Transportation’s (DOT) Strategic Plan for Fiscal Years 2014–2018, 

Transportation for A New Generation, was created with input from 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 and stability, and the security of the U.S., require 

the development of transportation policies and programs that contribute to providing fast, safe, 

efficient, and convenient transportation at the lowest cost, consistent with those and other 

national objectives, including the efficient use and conservation of the resources of the U.S.6

 

The Plan fulfills DOT’s mission and sets the direction for DOT to provide safe, efficient, 

convenient, and sustainable transportation choices through five strategic goals that are supported 

by a wide‐ranging management goal (Organizational Excellence): 

• Safety

• State of Good Repair 

• Economic Competitiveness 

• Quality of Life in Communities

• Environmental Sustainability

The Plan may be found on DOT’s website, at http://www.dot.gov/dot-strategic-plan. 

 

6 DOT’s mission as stated in Section 101 of Title 49, U.S.C.
2015 NARP Introduction

4 2015 NARP

FAA Strategic Initiatives

FAA Administrator Michael P. Huerta released his FAA Strategic Initiatives on February 19, 

2014 to underscore what will be necessary strategically for the FAA to lay the foundation for the 

aerospace system of the future. This 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 (NAS) - 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:

• Make aviation safer and smarter

• Deliver benefits through technology and infrastructure 

• Enhance global leadership 

• Empower and innovate with the FAA’s people 

For more information, the FAA Strategic Initiatives is available 

athttp://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. 
2015 NARP Introduction

5 2015 NARP

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 and space 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 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 to a level that does not constrain growth. 

The following table 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 21 underlying goals that support FAA’s accomplishment of these 3 principles. 
2015 NARP Introduction

6 2015 NARP

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
2015 NARP Chapter 1 - R&D Principle 1 – Improve Aviation Safety

7 2015 NARP

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 and space safety and achieve the lowest 

possible accident rate. 

Ten R&D goals support R&D Principle 1 - Improve Aviation Safety with work spread across 

three budget appropriations (RE&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 - Optimized technical and regulatory provisions and processes used to oversee, 

coordinate, regulate, and promote safe and responsible activities for reliable aerospace 

operations between space and Earth. 

• 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. 
2015 NARP Chapter 1 - R&D Principle 1 – Improve Aviation Safety

8 2015 NARP

• 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 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. 
2015 NARP Chapter 1 - R&D Principle 1 – Improve Aviation Safety

9 2015 NARP

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

Systems Safety Management 

Transformation

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

Make Aviation Safer and Smarter

Improve Aviation Safety

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

Aviation Safety is Paramount

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

Goal 1 - Develop 

Technologies to Reduce 

Accidents and Incidents 

Through Enhanced 

Vehicle Design, 

Structure, and 

Subsystems
2015 NARP Chapter 1 - R&D Principle 1 – Improve Aviation Safety

10 2015 NARP

In FY 2016, 50 percent of total FAA R&D funding is allocated to R&D Principle 1 - Improve 

Aviation Safety. Program funding levels for the 2015 Enacted and 2016 President’s Budget are 

shown in Table 1.0.2. Percent of Program reflects each program’s contribution towards R&D 

Principle 1 in the 2016 President’s Budget. Table 1.0.2 also lists the section and page number 

reference for each budget narrative within the FY 2016 Congressional Justification (CJ) for the 

President’s Budget Request. The FY 2016 CJ is available at 

http://www.dot.gov/sites/dot.gov/files/docs/FY2016-BudgetEstimate-FAA.pdf. 

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

 

 

2016 

BLI Program

CJ 

Reference 

(Section 

/Page)

Appropriation 

Account

2015 

Enacted

($000)

2016 

President's 

Budget

($000)

2016 

Percent of 

Program

A11.a Fire Research and Safety 3C/9 RE&D 6,000 6,643 100%

A11.b Propulsion and Fuel Systems 3C/13 RE&D 2,000 3,034 100%

A11.c Advanced Materials/Structural Safety 3C/15 RE&D 2,909 3,625 100%

A11.d Aircraft Icing/Digital System Safety 3C/19 RE&D 5,500 6,920 100%

A11.e Continued Airworthiness 3C/23 RE&D 9,619 8,987 100%

A11.f Aircraft Catastrophic Failure Prevention Research 3C/28 RE&D 1,500 1,433 100%

A11.g Flightdeck/Maintenance/System Integration Human Factors 3C/31 RE&D 6,000 9,947 100%

A11.h System Safety Management 3C/34 RE&D 7,970 6,063 100%

A11.i Air Traffic Control/Technical Operations Human Factors 3C/37 RE&D 5,400 5,995 100%

A11.j Aeromedical Research 3C/41 RE&D 8,300 10,255 100%

A11.k Weather Program 3C/45 RE&D 7,424 9,127 50%

A11.l Unmanned Aircraft Systems Research 3C/50 RE&D 14,974 9,635 100%

A12.b NextGen - Air Ground Integration Human Factors 3C/59 RE&D 6,788 6,213 70%

A12.c NextGen - Weather Technology in the Cockpit 3C/62 RE&D 1,822 1,852 45%

A12.d Commercial Space Transportation 3C/66 RE&D 0 3,000 100%

A14.a System Planning and Resource Management 3C/75 RE&D 1,365 1,545 65%

A14.b William J. Hughes Technical Center Laboratory Facility 3C/77 RE&D 2,455 2,480 72%

1A01A Runway Incursion Reduction Program 3B/12 F&E 3,500 0 100%

4A08 Center for Advanced Aviation System Development 

(CAASD)

3B/316 F&E 5,465 18,600 31%

-- Airport Cooperative Research Program - Safety 3D/37 AIP 5,000 5,000 100%

-- Airport Technology Research Program - Safety 3D/26 AIP 15,523 16,176 100%

Total ($000) 119,513 136,529

*CAASD R&D budget totals for 1) FY 2015 assume 33% for Safety, 67% to Efficiency, and 0% for Environmental and 2) FY 2016 and 

outyears assume 31% for Safety, 64% for Efficiency, and 5% for Environmental (subject to FFRDC Executive Board FY 2016 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 (RE&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 below, followed by a 

summary of the significant progress made in FY 2014 towards achieving the R&D goal.

Table 1.1.1: Advanced Materials/Structural Safety Program Milestones

Year Milestone Status Notes

2014

Establish design criteria for restraint 

systems that protect occupants at the 

highest impact levels that the aircraft 

structure can sustain

Completed 2014 NARP Status: On schedule

2014

Evaluate field bonded repair 

practices to update related guidance 

and training for composite aircraft 

structures

Completed 2014 NARP Status: On schedule

2014

Evaluate the ability of models to 

predict off-axis and multiple terrain 

impacts

Completed 2014 NARP Status: On schedule

2015

Characterize the effects of blunt 

impact on composite structures 

typically used in fuselage 

applications

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
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Year Milestone Status Notes

2017

Address specific ARAC 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

2018

Evaluate composites quality control 

AC 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 AC 

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 New milestone

2020

Develop a methodology to verify and

validate models used for 

crashworthiness certification

On schedule New milestone

Advanced Materials/Structural Safety Program Progress in FY 2014: 

 Accurately simulated results for full scale experiments completed in previous work. 

Research engineers correlated a series of shear tie compression tests to validate the finite 

element method (FEM) model and to improve FEM model simulation to correctly capture 

the sequence of shear tie fracture. Finite element parameters were finalized for the shear 

tie compression and derived analytical solution for stringer-element compression tests. 

The design process for modeling blunt impact of fuselage with floor structures to 

investigate the effects of impact glancing angle was started. Fuselage design will be 

similar to Boeing 787/Airbus 350 with composite skin, stringers, and floor beams and 

joints.

 Completed the Commercial Aircraft Composite Repair Committee round robin bonded 

repair tests performed at OEM (original equipment manufacturer) and five repair depots 

with a total of 117 panels. Repair materials and procedures were provided to each repair 

depot. The result showed that 1) workmanship, mechanic skill, knowledge and 

experience levels of the depot personnel do affect the residual strength of a repair, and 2) 

experience alone does not guarantee a fully capable repair (i.e., a repair with safety 

margins as predicted by the design).

 Developed a benchmark for the current use and future needs of bonded composite 

structure by conducting a workshop with experienced practitioners of composite bonding 
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design and manufacture from industry, academia and regulators. The workshop 

identified known issues and development needed to provide adequate safety in aircraft 

structures of bonded joints. The information gathered will be used to guide policy for 

certification of composite structural bonding. 

 Evaluated Abaqus finite element software package built-in features for the ability to 

accurately simulate the mode III fracture of notched carbon-fiber panels. A design-ofexperiments sensitivity study was conducted to determine 1) which material properties 

significantly influenced the results and 2) if changes in their values would give better 

agreement for all finite element analysis (FEA) results and experimental results. Work 

was done in developing procedures for an American Society for Testing and Materials 

(ASTM) standard to determine material properties for the Hashin Progressive Damage 

model. This analysis indicates that better agreement is not possible and thus errors in 

material properties are not a significant source of the discrepancy between the FEA 

results and the experimental results. 

1.1.2 Aircraft Catastrophic Failure Prevention Research (RE&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 below, followed by a 

summary of the significant progress made in FY 2014 towards achieving the R&D goal.

Table 1.1.2: Aircraft Catastrophic Failure Prevention Research Program Milestones

Year Milestone Status Notes

2014

Develop and verify an improved

predictive capability for aircraft 

damage associated with engine failure

and debris impact

Completed 2014 NARP Status: On schedule

2015 Complete Inconel testing for 

certification by analysis On schedule

2016

Develop an anisotropic material model 

for composite impact problems in 

aviation

On schedule

2016

Complete MAT224 anisotropic metal 

to account for cold working and 

directional manufacture

On schedule
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Year Milestone Status Notes

2016 Complete homogeneous composite 

failure model On schedule

2017 Complete standard composite tests

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 New milestone

Aircraft Catastrophic Failure Prevention Research Program Progress in FY 2014: 

 Completed the generic yield surface enhancement to the tabulated Johnson-Cook material 

model known as MAT224 in LS-DYNA. The enhancement (MAT224-GYS) allows the 

design engineer to more accurately model materials that do not conform to the Von Mises 

theory. MAT224-GYS provides an improvement over both the Drucker and CazacuBarlat linear relationships in the Compressive Stress/Tensile Stress verses Shear 

Stress/Tensile Stress space and has been incorporated into LS-DYNA and has passed the 

quality assurance checks.

 Completed development of the constitutive relationship, damage and failure for Titanium 

- 6 Aluminum - 4 Vanadium and compared the results to ballistic tests performed at the 

National Aeronautic and Space Administration’s (NASA) Glenn Research Center (NASA 

GRC). The simulation plot agrees well with the test data, showing good agreement for 

both the ballistic limit and the residual velocities of the projectile for impact velocities 

above the ballistic limit speed.

 Completed the ballistic impact test series at NASA GRC in various thickness plates of 

inconel 718. Planned testing for material property characterization was also completed at

The Ohio State University. The Ohio State effort is a multiple year effort scheduled to be 

completed in 2015. 

 Completed a full scale demonstration of a shield intended for a generic aircraft design as 

part of the open rotor shielding study. The design report was published as 

DOT/FAA/TC-13/34 in December 2013. In February, a full scale test was run at Naval 

Air Warfare Center China Lake with significant FAA and NASA GRC participation. The 

team successfully severed a composite blade from a running rig and impacted the shield 

at the desired simulation velocity. The shield performed as designed. 

 Completed the development of the hardening curve for the new LS-DYNA material

model MAT213. At this stage of the development the model is capable of simulating 
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elastic and plastic response of the material. In FY 2015, the damage model will be 

developed and in 2016, the failure will be developed to complete the model. 

1.1.3 Aircraft Icing/Digital System Safety (RE&D - A11.d)

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

developing and testing technologies that 1) detect frozen contamination; 2) predict anti-icing 

fluid failure; and 3) 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 below, followed by a 

summary of the significant progress made in FY 2014 towards achieving the R&D goal.

Table 1.1.3: Aircraft Icing/Digital System Safety Program Milestones

Year Milestone Status Notes

2014

Develop a cyber-security research plan to 

identify components in airborne networks 

that pose cyber security threats to aircraft 

safety

Completed 2014 NARP Status: On schedule

2014

Conduct field campaign on high ice water 

content atmospheric environments out of 

Darwin, Australia

Completed 2014 NARP Status: On schedule

2015 

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 was delayed from 2014 to 2015 

due to lack of the needed inclement 

weather conditions.

2014 NARP Status: On schedule
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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

On schedule

Milestone was revised due to changing 

sponsor priorities.

Old wording: “Provide a 

recommendation for design of a generic 

system architecture for an airborne 

network that identifies cyber security 

vulnerabilities” 

2014 NARP Status: On schedule

2015

Test simulated ice shapes with and 

without roughness on swept wing model 

at low to moderate Reynolds number

Completed 2014 NARP Status: On schedule

2015

Identify issues of certification, validation 

and verification, and flight safety as 

relates to the problems that are caused by 

system's complexity

On schedule New milestone

2016 

Identify effects of system complexity on 

aircraft safety margins and investigate 

highly integrated, complex airborne 

systems being 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 

Identify what specific tasks are necessary 

to ensure complex digital systems have 

been fully integrated

Deleted

Milestone is deleted due to changing 

sponsor priorities.

2014 NARP Status: Delayed from 2015 

to 2016

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 New milestone

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
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Year Milestone Status Notes

2018

Create a validation database of ice shapes 

and their aerodynamic effects on swept 

wings for computational fluid dynamics

On schedule

2018

Determine feasibility of dynamic 

allocation of code blocks in multi-core 

processors

Deleted

Milestone is deleted as it has been 

combined with another milestone 

(‘Develop methodology to accurately 

calculate WCET (worst case execution 

time) for multi-core processors’)

2014 NARP Status: On schedule

2018

Identify airborne electronic hardware 

development error types that remain 

undetected by verification techniques

On schedule

2018

Investigate different techniques to 

calculate WCET and explore the 

feasibility of deterministic behavior for 

MCP implementations with dynamic 

allocation of code blocks to individual 

cores during run time

Accelerated

Milestone was revised to combine it with 

another milestone and was accelerated 

from 2019 to 2018.

Old wording: ‘Develop methodology to 

accurately calculate WCET (worst case 

execution time) for multi-core processors’ 

2014 NARP Status: On schedule

2019 Develop criteria to ensure integration of 

complex digital systems On schedule

2019

Report on use of computational fluid 

dynamics analysis and of test methods 

and scaling for iced swept wings

On schedule

2020

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 SLD conditions

On schedule New milestone

Aircraft Icing/Digital System Safety Program Progress in FY 2014: 

 Performed experimental studies in the Canadian National Research Council’s (NRC) 

Research Altitude Test Facility over a period of several years under the FAA-NRC 

Memorandum of Cooperation NAT-I-8417. The research used various test articles to 

explore the effect of pressure and other parameters on the formation, adherence, and 

shedding of ice due to the ingestion of ice crystals in a test environment simulating a low 

pressure engine compressor. The research provided data and analysis for the 

improvement of modeling of the ice crystal ice accretion process and for sea level testing 

in non-pressurized facilities of ice crystal accretion within full scale engines. An 

important focus of the experimental work in 2014 was the production of data to develop 

and evaluate analytical scaling methods for sea level engine icing facilities that do not 

have altitude-pressure capability (which includes most engine icing facilities). Data was 

obtained and analyzed, but it is not yet clear how well such tests can adequately 

reproduce ice crystal events experienced at altitude. Further testing will be done, 

exploring whether accretion onset can be matched at low, high, and dynamic pressures by 

matching the ratio of liquid water content/total water content and varying inlet 

concentration ratio. In particular, the testing will focus on the effect of dynamic pressure, 
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which is of particular concern of engine manufacturers for sea level testing attempting to 

adequately simulate conditions at altitude. Progress was made toward developing a 

parametric scaling framework for testing of engines in static sea level facilities to 

evaluate their operation in ice crystal clouds at high altitude. 

 Identified adverse events where the definition of requirements and validation and 

verification (V&V) processes may have been a contributing factor to the adverse event. 

Research identified possible issues and shortcomings with requirement definitions and 

V&V processes in eight potential error-generating scenarios that could cause a 

catastrophic condition. Phase 1 Final Draft Report, due in FY 2015, will describe the 

results.

1.1.4 Continued Airworthiness (RE&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 systems 

and mechanical systems.

The research milestones and their statuses are shown in Table 1.1.4 below, followed by a 

summary of the significant progress made in FY 2014 towards achieving the R&D goal.

Table 1.1.4: Continued Airworthiness Program Milestones

Year Milestone Status Notes

2014

Perform the final phase of flight 

testing with the U.S. Army on the 

UH-60M which will be used to 

validate existing Gross Weight/Center 

of Gravity algorithms related to usage 

loads monitoring.

Completed 2014 NARP Status: On schedule

2015

Develop technical data to assess the 

application of advanced aluminumlithium metallic alloys for primary 

fuselage structure in transport 

category airplanes

Delayed

Milestone is delayed from 2014 to 

2015 due to a change in scope.

2014 NARP Status: On schedule

2015

Determine the current state of active 

flutter suppression in the commercial 

airplane sector to assess adequacy of 

existing standards, guidance, and 

regulations

On schedule

2015

Develop test methods and provide 

data to assess arcing damage for new 

high voltage aerospace electrical 

systems

On schedule
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Year Milestone Status Notes

2015

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

On schedule

2016

Develop technical data to assess the 

fatigue and environmental durability 

of bonded repairs to metallic structure

On schedule

2017

Develop technical data to assess 

damage tolerance of aluminumlithium primary structure - follow on 

effort to material characterization

On schedule

2017

Develop technical data to validate and 

enhance the Health Usage Monitoring 

System AC29-2C, MG-15 for a usage 

credit

Deleted

Milestone is deleted due to 

suspension of research by the 

sponsor.

2014 NARP Status: On schedule

2017

Provide technical data for use by the 

FAA for approving angle of attack 

systems installation on General 

aviation airplanes

On schedule

2018

Develop technical data to evaluate 

non-flammable electrolyte lithium 

batteries and battery systems for 

aerospace applications

On schedule

2018 Develop technical data to assess 

bonded repairs of wing structure 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

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 2019 to 

2020 due to delays in infrastructure 

and equipment upgrades. 

2014 NARP Status: On schedule

Continued Airworthiness Program Progress in FY 2014: 

 Completed a major phase of testing in a joint effort between the FAA and the Boeing 

Company investigating the effects of environment on the structural robustness and 

fatigue performance of adhesively bonded repair technology using the FAA Full-Scale 

Aircraft Structural Test Evaluation and Research (FASTER) lab. B727 fuselage panels 

containing boron/epoxy (B/Ep) composite and aluminum bonded patches were fatigue 

tested under environmental conditions (165 degrees Fahrenheit and 85 percent humidity) 

up to a typical design service goal of 60,000 cycles. Results for the B/Ep composite 
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repairs reveal slower crack growth under hot-wet conditions compared to that under 

ambient lab conditions due to relaxation of thermal residual stresses. Data from this 

program will be used to improve predictive tools to design and analyze bonded repairs 

and to assess methods to quantify bonded repair integrity. 

 Developed, maintained, and distributed an update to the Metallic Materials Properties 

Development and Standardization (MMPDS) Handbook and derivative products. The 

MMPDS is an accepted source for metallic material and fastener system allowables 

recognized by the FAA, all Departments and Agencies of the U.S. Department of 

Defense (DoD), and NASA. The commercial version of the MMPDS-09 was released 

April 2014. Significant changes to the Handbook include a new aluminum-lithium alloy, 

aluminum sand cast alloy, and a magnesium alloy. There are also additional thickness 

ranges and upgrades from S-basis to A- and B-basis design allowable properties for a 

steel alloy, several aluminum alloys, and a copper-nickel alloy. Many other material 

sections were revised, including updates for stabilized AMS specifications. 

 Completed a major phase of material testing to better understand the material properties, 

mechanical behavior, and unique characteristics of typical next generation aluminumlithium (Al-Li) being used in airframe structures. As a case study, two Al-Li alloys were 

considered; 2198-T8 and 2196-T8511 alloys used for skin and extrusion applications, 

respectively. Several properties were assessed and compared with baseline 2024-T3 and 

7075-T6 alloys, including static properties; fatigue life and fatigue crack growth 

behavior; and supplemental properties. Although static test results indicated anisotropic 

behavior in the Al-Li alloys, particularly at the off-axis 45 degree grain orientation, 

measured static properties exceeded published A and B basis allowables in the MMPDS. 

In addition, fatigue test results reveal better fatigue crack growth resistance and longer 

fatigue lives for the Al-Li alloy compared to the baseline material. However, unique 

cracking behavior and delamination was observed in the 2198-T8 material when tested in 

a lap joint configuration warranting additional research and future tests of more complex 

built-up structures. 

1.1.5 Propulsion and Fuel Systems (RE&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 1.1.5 below, followed by a 

summary of the significant progress made in FY 2014 towards achieving the R&D goal.
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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

On schedule

2016

Enhance DARWIN® code to enable 

optimal autozoning to handle larger 3-D 

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

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 New milestone

Propulsion and Fuel Systems Program Progress in FY 2014: 

 Updated the Design Assessment of Reliability with Inspection (DARWIN® 8.2) software 

code developed by Southwest Research Institute with several new capabilities and 

enhancements for rotor designers and analysts. These enhancements map directly to 

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 (RE&D - A11.l)

The Unmanned Aircraft Systems Research Program supports Aviation Safety R&D Goal 1 by 

conducting research to ensure the safe, efficient, and timely integration of unmanned aircraft 

systems (UAS) in the NAS. Information is provided to support certification procedures, 

airworthiness standards, operational requirements, maintenance procedures, and safety oversight 
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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 below, followed by a 

summary of the significant progress made in FY 2014 towards achieving the R&D goal.

Table 1.1.6: Unmanned Aircraft Systems Research Program Milestones

Year Milestone Status Notes

2014 

Develop the capability to evaluate 

potential sense and avoid logic and 

algorithms and review several available 

algorithms for methodology development

Completed 2014 NARP Status: Delayed from 2013 

to 2014

2014

Investigate control latencies during 

takeoff and landing scenarios in UAS 

with low levels of automation and 

determine information requirements for 

executing sense and avoid maneuvers in 

UAS

Completed 2014 NARP Status: On schedule

2014

Recommend data fusion strategies based 

on review (and validation 

where necessary) of existing sense and 

avoid research and documentation

Completed 2014 NARP Status: On schedule

2014

Conduct a human-in-the-loop experiment 

to assess lost link procedures and impacts 

of UAS lost link events on the NAS

Completed 2014 NARP Status: On schedule

2014

Conducted Public Meeting to discuss the 

effort to establish the new Center of 

Excellence for Unmanned Aircraft 

Systems (UAS COE)

Completed

As part of the Consolidated 

Appropriations Act of 2014, Congress 

mandated the FAA to complete the 

establishment of a UAS COE

2014 Published the final UAS COE solicitation Completed

As part of the Consolidated 

Appropriations Act of 2014, Congress 

mandated the FAA to complete the 

establishment of a COE

2015

Develop a comprehensive list of 

operational and airworthiness approval 

issues based on 14CFR 91 compliance

On schedule

2015

Define ground control station human 

interface requirements, UAS pilot training 

requirements, and ground observer 

requirements

On schedule

2015 Provide the FAA Administrator with 

UAS COE proposal evaluation package On schedule

As part of the Consolidated 

Appropriations Act of 2014, Congress 

mandated the FAA to complete the 

establishment of a UAS COE

2016

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

On schedule
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Year Milestone Status Notes

2017

Develop prototype antenna and 

brassboard electronics, lab-test and flight 

test antenna final designs for Airborne 

Collision Avoidance System (ACAS-X) 

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 1 (remain well clear) to function 

2 (avoid collisions)

On schedule

2018 Collect and analyze UAS Safety Data 

from Congressionally mandated test sites On schedule

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 2

On schedule New milestone

Unmanned Aircraft Systems Research Program Progress in FY 2014: 

 Acquired two prototype versions of sense and avoid (SAA) algorithms for integration 

into the FAA tool suite: 1) Airborne Collision Avoidance System (ACAS) unmanned 

airborne (UA) (developed by the Traffic Alert and Collision Avoidance System Program 

Office) and 2) Jointly Optimal Collision Avoidance (JOCA) (developed by Bihrle 

Applied Research for the U.S. Air Force). These prototype versions will be used to 

evaluate metrics for testing of future fully-developed SAA algorithms and collision 

avoidance logic. Researchers developed data formatting software for alternative 

surveillance sources and candidate methodologies for SAA logic and algorithm validation 

that assess feasibility and interoperability. 

 Conducted two real-time, human-in-the-loop (HITL) simulations to examine the effects 

of control latency, which is the time between pilot input and feedback on control station 

displays -during critical phases -such as takeoffs and landings- and non-critical phases of 

flight. Scenarios tested included latencies ranging from 180-1026 milliseconds. More 

control difficulties were found for control latencies over 494 milliseconds, as noted by 

increased aircraft deviations from pattern during takeoff, increased pilot rudder inputs 

force at touchdown, increased pilots requested go-arounds, and poor aircraft handling 

ratings. The results provide information to support the development of UAS control 

latency standards. 
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 Conducted research on candidate surveillance sensors, sensor fusion, and tracking 

strategies. Recommendations were made on a representative mix of surveillance sensors 

and the potential multi-sensor data fusion strategies. Two of the selected sensors - radar 

and Automatic Dependent Surveillance-Broadcast (ADS-B) - had models developed and 

delivered in Java to researchers at the FAA William J. Hughes Technical Center. These 

were incorporated into the UAS Fast Time Simulation Environment Laboratory. The 

radar was selected as the sensor for non-cooperative intruders and ADS-B was selected 

for cooperative intruders. Five scenarios were simulated and the tracking errors 

identified were compared. Three candidate Kalman filter-based tracker algorithms were 

evaluated by examining the horizontal and vertical tracking performance, as well as 

differences in heading, speed, and altitude rates. All three will be additionally evaluated 

in Phase 2, which will combine the surveillance sensors and tracking algorithms to 

provide an optimized fused surveillance solution. 

 Completed a HITL in May 2014, which included 10 weeks of simulation. A follow-on 

high-fidelity HITL simulation was used to evaluate the impact of specific UAS 

contingency operations and associated impacts to safety and efficiency in the NAS and 

their impact upon the controller. Specific contingency events that were examined 

included loss of control and/or communication link, flyaway, and flight termination with

data analysis. Initial results indicate that participant controllers reduced capacity to 

maintain perceived safety and equalize workload. The associated loss of efficiency 

introduced will be one of the study outcomes that will be provided to assist with the 

development of procedures for handling UAS contingencies.

 Conducted the Center of Excellence for Unmanned Aircraft Systems (UAS COE) Public 

Meeting on May 28-29, 2014 at the National Convention Center in Leesburg, Virginia. 

During this meeting, the FAA and its partners provided information about the UAS 

research program and the COE process. In addition, the FAA released a draft version of 

the solicitation.

 Released the UAS COE final solicitation on August 12, 2014. The UAS Research 

Program Office and the COE Program Office worked together, and in coordination with 

the UAS Integration Office, ATC System Command Center, Department of the Interior, 

NASA, and others, to create this document. The participating universities used this final 

solicitation to submit their bids to become the highly desirable UAS Center of 

Excellence.

 
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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 (RE&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 below, followed by a 

summary of the significant progress made in FY 2014 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

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

On schedule New milestone

2016

Deliver a method for the development of 

Terminal Radar Approach Control 

(TRACON) air traffic controller training 

standards

On schedule

2017

Validate the TRACON 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 5 NAS hazards

On schedule

2019

Deliver a human performance data base 

to support Safety Risk Management 

Documents as part of the FAA 

Acquisition Management System

On schedule

2020

Develop tools and methods for 

conducting predictive human 

performance safety analyses of automated 

air traffic control systems

On schedule New milestone
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Air Traffic Control/Technical Operations Human Factors Program Progress in FY 2014: 

 Completed 10 draft chapters of the Human Factors Design Standard. The project team 

deleted outdated material, added new material, and revised existing material to be 

consistent with latest information. Revised chapters included Documentation, Visual 

Displays, Automation, and Designing Equipment for Maintenance. New chapters 

included Workspace Design, Audio and Voice Communications, Visual Indicators, 

Controls, Labeling and Marking, and Data Communications. Publication of the Human 

Factors Design Standard is on track for 2015. 

1.2.2 Flightdeck/Maintenance/System Integration Human Factors (RE&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, 

rules, and regulations that 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 below, followed by a 

summary of the significant progress made in FY 2014 towards achieving the R&D goal.

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

Year Milestone Status Notes

2014

Document the results of preliminary 

research on the role of startle, surprise, 

and distraction in jet upset/loss of control 

and identify potential mitigations.

Completed 2014 NARP Status: On schedule

2014

Analyze and provide recommendations 

on evolving methods of alternative 

fatigue risk assessment (e.g., voice 

analysis) that considers time on task 

fatigue and method validation

Completed 2014 NARP Status: On schedule

2015

Report best practices for Maintenance and 

Ramp Line Operations Safety Assessment 

(LOSA)

On schedule

2016

Provide recommendations for operational 

credit related to equipage with synthetic 

vision systems

On schedule

2017

Provide recommendations for ADSB/Cockpit Display of Traffic Information

minimum operational performance 

standards and related FAA guidance

On schedule
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Year Milestone Status Notes

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 CRM best practices. On schedule New milestone

Flightdeck/Maintenance/System Integration Human Factors Program Progress in FY 2014: 

 Conducted field study with industry and FAA field office participation to assess selected 

fatigue risk management techniques/practices. Successful fatigue risk management 

techniques and practices were identified to enable improvement in FAA policy and 

guidance for 14 Code of Federal Regulations (CFR) Part 145 Repair Stations and aviation 

maintenance personnel.

 Completed flight simulator study examining synthetic vision systems for credit on 

instrument approaches. Study data were collected to inform regulatory policy and 

potential 14 CFR Part 91 rulemaking for the use of synthetic vision systems for 

operational credit on instrument approaches. 

 Completed report on “Use of Color on Airport Moving Maps and Cockpit Displays of 

Traffic Information (CDTIs).” This report identifies known issues related to color which 

have been identified on current airport moving maps and CDTIs. It provides human 

factors research recommendations which address the use of color and potential evaluation 

criteria for how an evaluator may assess the use of color on airport moving maps or other 

avionics displays. 

 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 is being drafted that documents results and includes a 

description of challenges and best practices for LOSA implementation. 

1.2.3 NextGen - Air Ground Integration Human Factors (RE&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 done in the former NextGen - Self-Separation Human Factors (A12.d) 
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program, which addressed human performance and coordination requirements for pilots and air 

traffic controllers through development of the initial standards and procedures that lead to 

operational capabilities for separation assurance. It assessed the 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 2015 through FY 

2020. 

The research milestones and their statuses are shown in Table 1.2.3 below, followed by a 

summary of the significant progress made in FY 2014 towards achieving the R&D goal.

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

Year Milestone Status Notes

2014

Complete research to identify likely 

human errors with NextGen flight deck 

avionics and potential means of 

compliance to new human error 

regulation 14 CFR 25.1302 

Completed 2014 NARP Status: On schedule

2014

Evaluate and recommend minimum 

display standards and operational 

procedures for use of Cockpit Display of 

Traffic Information to support pilot 

awareness of potential ground conflicts 

and to support transition between taxi, 

takeoff, departure and arrival phases of 

flight

Deleted

Milestone is deleted due to changing 

sponsor priorities

2014 NARP Status: On schedule

2014

Complete research to enable enhanced 

aircraft spacing for surface movements in 

Low Visibility Operations/Surface 

Movement Guidance and Control System 

(LVO/SMGCS) Chart Usability

Completed 2014 NARP Status: Accelerated from 

2015 to 2014

2015

Complete research and provide human 

factors guidance for Automatic 

Dependent Surveillance-Broadcast/

Cockpit Display of Traffic Information

equipment used for In-Trail Procedures

On schedule
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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 New milestone

NextGen - Air Ground Integration Human Factors Program Progress in FY 2014: 

 Completed human-in the-loop simulator study data collection evaluating CDTI Assisted 

Pilot Procedure concept. The project demonstrated the potential use of ADS-B In 

enabled flight deck display of traffic information to support coordinated interval 

management operations in the terminal environment. The procedure is expected to 

increase arrival efficiency and may result in less controller workload.

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 providing a concept for a reduced cost surface surveillance capability for 

small and medium airports in the NAS.

CAASD made the following progress in FY 2014 towards Aviation Safety R&D Goal 2: 

 Developed Low Cost Surface Awareness, a block occupancy-based surface surveillance 

concept and prototype display using inexpensive sensors for course surveillance input. 

Advanced surface surveillance capabilities are cost-prohibitive to towered small and 

medium airports in the NAS. Under this research effort, CAASD developed a concept of 

operations, validated the concept with air traffic controllers in a simulation environment, 

and developed a small sensor network used to collect data at airports. Initial market 

analysis and a cost-benefit assessment has indicated that this concept could provide 

operational benefits to over 40 airports in the National Airspace System at a fraction of 

the cost of existing advanced surface surveillance systems. Low Cost Surface Awareness 

is expected to improve controller situation awareness of aircraft and vehicles on the 

surface, particularly in low visibility conditions. 
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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 (RE&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 below, followed by a 

summary of the significant progress made in FY 2014 towards achieving the R&D goal.

Table 1.3.1: Aeromedical Research Program Milestones

Year Milestone Status Notes

2014

Develop and validate chemical kinetic 

models for bleed air systems for health 

and safety effects on passengers and 

crew

Completed

2014

Develop and analyze methods to detect 

and analyze aircraft cabin 

contamination including chemicalbiological hazards and other airborne 

irritants

Completed

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

Delayed

Milestone is delayed from 2014 to 

2015 due to extension of performance 

period by the Sponsor.

2014 NARP Status: On schedule

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

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

On schedule
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Year Milestone Status Notes

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

On schedule

2015

Develop advanced methods to extract 

aeromedical information for prognostic 

identification of human safety risks

On schedule

2015

Deploy a system (Aerospace Accident 

Injury and Autopsy Data System) 

capable of compiling, classifying, 

assessing, and determining causal 

factors of aviation-related injuries. 

The system will link aviation-related 

injuries to autopsy findings, medical 

certification data, aircraft cabin 

configurations, and biodynamic test 

results

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 New milestone

Aeromedical Research Program Progress in FY 2014: 

 On May 14, 2013 the NTSB recommended lowering the alcohol driving limit to 0.05 

grams per deciliter in blood in an effort to reduce the risk of injuries and deaths caused by 
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alcohol impairment (NTSB/SR-13/01). The Aerospace Medical Research Division of the 

Civil Aerospace Medical Institute (CAMI) conducted a study that examined 554 alcohol 

related publications to determine the feasibility and advisability of lowering the USA 

driving limit to 0.05 grams per deciliter blood alcohol content. Alcohol 

pharmacokinetics, instrument reliability, risk factors, law enforcement, and adjudication 

were considered in this overview of the literature for lowering alcohol limits.

 An academic research colloquium on Postmortem Forensic Toxicology in Aviation was 

conducted to address important issues in the subject area. The meeting was a scientific 

platform for medical examiners, coroners, forensic toxicologists, regional flight surgeons, 

NTSB personnel, and other accident investigation authorities, including FAA's Flight 

Standards District Offices and FAA's Office of Accident Investigation and Prevention 

employees. The overall outcome of the colloquium identified new avenues for future 

research activities in the field of aerospace medicine and toxicology. 

 Evaluated biomarkers for the prediction and/or identification of various disqualifying 

pathologies that may cause incapacitation or impairment in-flight and result in aviation 

accidents (heart attacks, strokes, and others). Molecular biomarkers that signal disease 

are continuously being discovered. The identification of these biomarkers could aid the 

development of methods to facilitate disease diagnosis and development of decision 

support tools for medical certification and accident investigation processes.

 Assessed the clinical effects of cabin altitude during air travel on patients with pulmonary 

disease. Evaluated potential for increased risks to compromised individuals, such as 

Chronic Obstructive Pulmonary Disease (COPD) patients, and determined if there is an 

inflammatory response to hypoxia. This is a collaborative effort with the University of 

Oklahoma Health Sciences Center with a portion of the research sponsored by the Flight 

Attendants Medical Research Institute. Data sampling and collection phases have been 

completed.

 Developed a model regarding the kinetics of metabolic rundown in loss of consciousness 

resulting from hypobaric anoxia and +Gz acceleration. 

 Conducted a research protocol developed to investigate the feasibility of novel hypoxia 

biomarkers (e.g. HPH1, S100B) in rapid decompression studies. A recent computational 

model that predicts physiological responses of passengers to rapid decompressions was 

validated. Physiologic monitoring included electroencephalography, transcranial 

Doppler blood flow, cardiovascular, and respiratory responses. 

 Assessed the prevalence of diabetes in civil aviation pilots and developed a risk 

assessment model.

 Conducted a study to assess the prevalence of wheel well passengers and the 

characteristics of the 25 percent who survive. Stowaways in aircraft wheel wells face 

numerous health risks, many of which are fatal, such as: being mangled when 

undercarriage retracts, tinnitus, deafness, hypothermia, hypoxia, frostbite, acidosis and 
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falling when the doors of the compartment reopen. The landing gear compartment is not 

equipped with heating, pressure or oxygen, which are vital for survival at a high altitude. 

 Developed a version of CARI (CARI-NAIRAS) that uses NASA’s near real time 

Nowcast of Atmospheric Ionizing Radiation System (NAIRAS). The NAIRAS model 

predicts atmospheric radiation exposure from galactic cosmic rays and solar energetic 

particle events. The development of this CARI model requires the use of Monte Carlo 

simulations and calculations and thus relies on high performance computing capability. 

 Conducted a study of the identification and comprehension of symbolic emergency exit 

signs for small transport airplanes. The signs use variations of approved symbols and are 

smaller than the sign approved for placement on a single, large transport category 

airplane. The main recommendations from this study are that future symbolic exit signs 

on transport-category airplanes be standardized and spaced within the cabin to provide 

the visual size needed for proper identification and comprehension. 

 A project was conducted to identify, assess, and develop improved evacuation equipment 

and evacuation aids (such as lighting, aural way-finding systems, and symbolic 

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

equipment technology identified, additional guidance material and potential new 

regulatory requirements will be published. Initial implementation in the form of 

operational advice, e.g., Safety Alert for Operators, can also be used to encourage early 

adoption of enhanced evacuation systems. 

 Developed effective media for enhanced aircraft passenger safety. Phase I assessed the 

comprehensiveness of placards, pictorials, pictograms, and other safety briefing of 

materials on board. Phase II applied findings from studies of emergency information 

resources to define enhanced safety information formats and media, including persuasive 

technology. The project was performed in collaboration with Rutgers University. It 

assessed the effects of reduced passenger mobility on evacuation performance. 

 Conducted a study in response to the FAA Safety Team National Operations office’s 

request for assistance with the collection, analysis, and reporting on fatal accident data in 

which a stall, a stall/spin, or a spin was determined to be a causal factor in the accident. 

The study provided operational data that will be collated with underlying human factors, 

medical, medical certification, and training issues.

 Evaluated the performance of inflatable emergency equipment for ditching scenarios. 

Part 1 evaluated the state-of-the-art in inflatable flotation device performance and 

alternative water landing survival strategies. (e.g., markings, handles, functional testing, 

floatation characteristics, assembly parts, etc.). The study supports revision of SAE 

International Aerospace Standard (AS) 1354, Individual Inflatable Life Preservers, by the 

Cabin Safety Provisions Technical Committee S-9. Part 2 incorporated findings of a 

research study concerning Technical Standard Order life preserver donning procedures to 

support FAA response to NTSB recommendation A-10-85: “Revise the life vest 
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performance standards contained in Technical Standard Order-C13 to ensure that they 

result in a life vest that passengers can quickly and correctly don.” 

 Developed more comprehensive and sensitive screening methodology for the 

identification of drugs. New medications are more potent and efficient and therapeutic 

levels of 1 or 2 nanogram/200 picograms in blood are hard to detect, yet may cause 

significant performance decrements. The result is a new biochemistry methodology 

using ultra-performance liquid chromatography – time of flight (mass spectrometry)

(UPLC-TOF). For example, using TOF resolves compounds that are structurally 

different but have the same chemical formula (isobaric compounds). Use of UPLC 

augments specificity and accuracy (for identification of drugs). 

1.3.2 Fire Research and Safety (RE&D - A11.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 combustion toxicity, the impact of flame retardant chemicals, health 

hazards of cabin materials, the impact of materials flammability on the initiation of in-flight 

fires, and post-crash survivability. Far-term research focuses on the enabling technology for 

ultra-fire-resistant interior materials.

The research milestones and their statuses are shown in Table 1.3.2 below, followed by a 

summary of the significant progress made in FY 2014 towards achieving the R&D goal.

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

Delayed

Milestone is delayed from 2014 to 2015

due to a change in scope and focus.

2014 NARP Status: On schedule

2015

Develop a performance standard for small 

lithium batteries transported in passenger 

carrying aircraft

On schedule

2015 Evaluate aircraft improvements to protect 

against lithium battery cargo fires On schedule

2015

Analyze the large number of in-flight 

smoke, odor and detector activation 

incidents

On schedule

2015

Develop and finalize a small-scale 

flammability test method for the in-flight 

fire resistance of composite fuselage 

structure

On schedule
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Year Milestone Status Notes

2016 Develop hidden fire detection and 

extinguishment improvements On schedule

2016 Develop a computational fluid dynamics

model for hidden fire growth On schedule

2017

Evaluate detector technology that 

discriminates between aircraft fire and 

non-fire smoke/odor sources

On schedule

2017

Determine the efficacy of current 

emergency smoke ventilation procedures 

and certification criteria

On schedule

2018 Test and evaluate an integrated aircraft 

fire detection and extinguishment system On schedule

2018

Examine state-of-the-art technology for 

protection of compressed hydrogen in 

aircraft fuel cell applications

On schedule

2019

Conduct a cost-benefit analysis of an 

integrated fire detection and 

extinguishment system

On schedule

2019 Develop fire protection measures for 

aircraft fuel cell applications On schedule

2020

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

compressed oxygen and chemical oxygen 

generators

On schedule New milestone

Fire Research and Safety Program Progress in FY 2014: 

 Undertook testing to evaluate the effectiveness of proposed fire containment covers and 

fire resistant containers with a built-in suppression system. Early test results showed 

promising effectiveness on fires involving ordinary combustible materials. Testing 

progressed to fires involving lithium metal and lithium-ion batteries. These fire 

mitigation proposals proved to not be effective against fires involving lithium metal 

batteries. The result of two tests involving bulk quantities of lithium-ion batteries was

violent fuel/air explosions that destroyed the container. The cause of the explosions was

the ignition of flammable hydrogen and hydrocarbon gases that had vented from the 

lithium-ion batteries during thermal runaway. These results have serious implications for 

the carriage of these types of batteries in the cargo compartments of passenger carrying 

aircraft due to the potential for causing a catastrophic accident. After these results, the 

focus of testing shifted to attempt to characterize the composition of the vented gases 

from a variety of battery chemistries and to determine the conditions required for fuel/air 

explosions to occur. This change in focus caused the delay in beginning work on 

evaluating the effectiveness of water spray systems in freighter main deck cargo 

compartments.

 The need for a performance packaging standard for the shipment of small lithium 

batteries on passenger aircraft was identified at the February meeting of the International 

Civil Aviation Organization (ICAO) Dangerous Goods Panel. A breakout group was 

formed, led by the FAA, to identify the requirements for a packaging standard that would 

allow shipment of otherwise prohibited cells in small quantities on passenger aircraft. A 
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draft standard was presented to the group by the FAA and used as a starting point. The 

draft has been through seven versions to date and is ready for field testing. Tests will be 

performed at the Tech Center and by the battery manufacturers to evaluate the standard 

and recommend changes or enhancements. Batteries in the size and type referred to in 

the standard have been procured. The standard, once accepted, will become part of the 

ICAO Dangerous Goods Technical Instructions and used as a basis for exemptions or 

approvals to allow shipment of lithium batteries on passenger aircraft in a restricted 

manner. 

 Testing is underway to evaluate the potential of a Class E cargo compartment water mist 

systems to suppress cargo fires. If this type of systems proves to be potentially effective, 

testing will continue with fires involving lithium batteries. The fire hazards from lithium 

batteries vary widely depending on the type, size and chemistry. Representative types of 

batteries will be tested to evaluate if a water mist system might be effective on some 

common battery types.

 A study was undertaken to analyze in service occurrences of fire, smoke or fume (FSF) 

events on U.S. passenger and freighter airplanes in revenue service over a ten year 

period. In addition, false indications of fire and smoke in engines, cargo compartments, 

lavatories, etc., will be analyzed. The data sources are the FAA Accident and Incident 

Data System, NTSB Aviation Accident Database and FAA Service Difficulty Reports. It 

is estimated that over 16,000 occurrences from these data sources will be FSF and false 

warning evidence. As well as the textural information, date of occurrence, aircraft type, 

and other flight information, 24 data fields will be entered into the database. Examples of 

the data are location of FSF; type of detection; component, object or system producing 

fire/smoke; flight interruption; emergency evacuation; ground/airplane damage; and 

number of injuries. The study includes analysis of the data for important safety trends. 

For example, genuine and false alarms by source – engines, cargo compartments, 

lavatories, etc. – will be compared; and the frequency of the impacts of FSF events 

(diversions, overweight landings, etc.) will be assessed. Although data validation and 

analysis has not yet been carried out, certain parameters are being monitored throughout 

the study. The data suggests that over the period 2002 to 2005 inclusive, for example, 

approximately 66 percent of lavatory smoke detector warnings were false, approximately 

94 percent of inaccessible cargo compartment smoke warnings were false, and 

unscheduled landings (diversions or returns to the departure airport) due to FSF or false 

warning events appear to be in the area of one per day. The final products of this study 

will be a final report analyzing the data and an accessible data base residing at the Fire 

Safety Branch web site at www.fire.tc.faa.gov. 

 Three test apparatuses for evaluating the flame propagation potential of structural 

composites were constructed and validated with machine-to-machine comparative test 

series. Reproducibility was confirmed by testing all apparatuses in different laboratories, 

as well as shipping one device each to Boeing and Airbus, and performing the same test 

series. Currently, the apparatus is being used to evaluate the flammability of other 

inaccessible area materials, including environmental conditioning system ducting and 

wire insulation, though these applications require unique specimen mounting methods. 
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Guidance material is also being developed to adequately address the various 

configurations of materials to be tested with this apparatus, and is to be reviewed through 

the International Aircraft Materials Fire Test Working Group.
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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 Systems Safety Management Transformation (F&E - 3A10B - G07M.02-

01 - NextGen – System Safety Management Portfolio) 

The Systems Safety Management Transformation Program supports Aviation Safety R&D Goal

4 by developing a comprehensive and proactive approach to aviation safety especially as it 

relates to the implementation of NextGen. The research enables safety assessments of proposed 

NextGen concepts, algorithms, and technologies and provides system knowledge to understand 

economic, implementation, operational and performance impacts (with respect to safety) of 

NextGen system alternatives. The program supports the development and implementation of 

integrated safety management systems across the air transportation system to ensure that the 

safety risk throughout the system is managed to an acceptable level. 

Additional information on this F&E program can be found by referencing the NAS Enterprise 

Architecture. 

Note that starting in FY 2015, this program’s funding and activities have been subsumed into 

NextGen F&E portfolios and, as such, will no longer be presented individually in the narrative of 

future NARP publications. 

The research milestones and their statuses are shown in Table 1.4.1 below. 

Table 1.4.1: Systems Safety Management Transformation Program Milestones

Year Milestone Status Notes

2015

Develop prototype system baseline risk 

software for airports and terminal areas 

without sophisticated surveillance 

Airport Surface Detection Equipment, 

Model X (ASDE-X sites)

On schedule

2015

Develop prototype system risk forecast 

software for airports and terminal areas 

without sophisticated surveillance 

(ASDE-X sites)

On schedule

2015

Test the prototype baseline and forecast 

software at the top 100 U.S. airports 

with and without sophisticated 

surveillance

On schedule

2015

Test the prototype forecast software at 

the top 100 U.S. airports with and 

without sophisticated surveillance

On schedule
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Year Milestone Status Notes

2015

Deliver trend analysis software for risk 

estimates for top 100 U.S. airports with 

data requirements for trend validation

On schedule

2015

Develop baseline event sequence 

diagrams and probabilistic risk-based 

calculations for 30 accident scenarios 

relevant to aviation safety calibrated to 

U.S. historical data as well as additional 

accident scenarios relevant to Unmanned 

Aerial Vehicle (UAV) activity

On schedule

2015

Implement fault-trees associated with 

primary failure modes relevant to the 30 

accident scenarios in a web-based 

environment

On schedule

2015

Customize risk-based reports for 

scenarios relevant to the FAA Lines of 

Business

On schedule

2015

Develop Aviation Safety Information 

Analysis and Sharing (ASIAS) data 

interchange protocol and report that 

provides a model-based risk assessment 

of an airport surface safety risk

On schedule

2015

Integrate international risk baselines 

(and a comparison report) through a 

cooperative research activity with Single 

European Sky ATM Research (SESAR)

On schedule

2015

Deliver a preliminary peer-review report 

on FAA/ EUROCONTROL data 

exchange on ISAM and SESAR 

Accident Incident Model for system risk 

baselines

On schedule

2015

Deliver model-based risk calculation 

software deployed in web-based 

environment extended to include new 

vehicles (UAV)

On schedule

2015

Produce precursor data tracking 

requirements document including data 

requirements for UAV modeling

On schedule

2015

Conduct annual NAS-wide risk impact 

assessment for implementation of 

NextGen using ISAM model and expert 

assessments

On schedule

2015

Provide results of expert-judgment 

assessment of NextGen safety impacts 

on operational scenarios

On schedule

2015

Deliver a peer review coordination 

report: ISAM results of NextGen and 

SESAR impacts (FAA/

EUROCONTROL cooperative effort)

On schedule

2015

Conduct test of Standardized hazard 

taxonomy and associated Event 

Sequence Diagram and Fault Tree 

associations

On schedule
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Year Milestone Status Notes

2016

Produce a detailed functional Concept of 

Operations (ConOps) for Integrated 

Assessment Safety Model (ISAM), 

including a data-interchange protocol 

and a precursor data tracking 

requirements document to link FAA data 

sources to ISAM feeds

On schedule New milestone

2016

Incorporate a specific risk/barrier model 

assessment capability into the ISAM 

software to support ATO risk analysis

On schedule New milestone

2016

Directly integrate the outputs of the 

airport and terminal risk baseline 

forecasting model into the ISAM risk 

model

On schedule New milestone

2016

Increase the scope of the ISAM model to 

include domestic operations of 

international carriers, international 

operations of domestic carriers, and the 

impact of planned Single European Sky 

Air Traffic Management Research 

(SESAR) segments as relevant to each

On schedule New milestone

2016

Update the ISAM model to cover 

planned NAS-wide changes due to 

NextGen, Rulemaking, and new vehicle 

implementations, and deliver annual 

NAS-wide risk impact assessment for 

NextGen implementation segments with 

a risk report and metric assessment using 

ISAM model and expert assessments

On schedule New milestone

1.4.2 System Safety Management (RE&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 en 

route domains. 

The research milestones and their statuses are shown in Table 1.4.2 below, followed by a 

summary of the significant progress made in FY 2014 towards achieving the R&D goal.

Table 1.4.2: System Safety Management Program Milestones

Year Milestone Status Notes

2014

Complete the compilation of risk 

analysis data and/or statistical data into 

a format best suited for efficient use in 

transport airplane risk analysis

Completed 2014 NARP Status: On schedule
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Year Milestone Status Notes

2015

Develop an integrated domain 

assessment proof of concept to support 

of the Air Traffic Safety Oversight 

Service's approval process of controls 

for high risk hazards

On schedule New milestone

2015

Complete the study on best practices 

for training and using Angle of Attack

Equipment in general aviation

operations.

On schedule

2015

Expand the Aviation Safety 

Information Analysis and Sharing 

system safety analysis to other domains 

(e.g., general aviation, rotorcraft, 

corporate, military)

On schedule

2016

Complete an evaluation of an identified 

airplane-based measuring method 

concerning real-time runway 

slipperiness reporting of all potential 

runway surface conditions and airplane 

configurations

On schedule

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 

(ATO) facilities, systems, procedures, 

and safety standards 

On schedule

2018

Expand the Integrated Domain 

Assessment from eight selected NAS 

systems to all major NAS systems

Delayed

Milestone is delayed from 2017 to 

2018 due to anticipated delays in 

funding.

2014 NARP Status: On schedule
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Year Milestone Status Notes

2017 Develop criteria for determining when 

a missed approach should be performed On schedule

Milestone was revised due to a shift in 

focus resulting from too few cases of 

go-around data.

Old wording: “Complete an initial 

feasibility assessment of air traffic 

controllers calling for go-arounds 

according to the to-be-defined 

stabilized approach criteria” 

2014 NARP Status: On schedule

2018

Conduct exploratory simulation study 

of appropriate angle-of-attack sensor 

and display combinations for mitigating 

low airspeed and upset events for GA 

aircraft

Deleted

Milestone is deleted due to changing 

sponsor priorities.

2014 NARP Status: On schedule

2018

Develop methodology to identify and 

optimize Air Traffic Safety Oversight 

Service (AOV) oversight activities, 

surveillance targets, and data collection 

parameters based on risk trends and 

AOV resources

On schedule

2018

Develop additional capability to the 

Integrated Domain Assessment tool 

functions to support the evaluation of 

NAS procedure changes related to 

separation minima

On schedule

2018

Develop the state-of-art analytical 

capabilities for rotorcraft Aviation 

Safety Information Analysis and 

Sharing (ASIAS) System to analyze 

rotorcraft data

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

Demonstrate applications of the 

Integrated Domain Assessment tool 

functions

On schedule

2020 Develop advance risk assessment 

capabilities for safety oversight On schedule New milestone

System Safety Management Program Progress in FY 2014: 

 Completed a study to determine underreporting frequencies for a wide category of 

transport airplane occurrences and malfunctions. The number of reports submitted by 

operators and manufacturers was compared with alternative sources of information for 

various categories of occurrences and malfunctions to determine if the type of occurrence 

affects the degree of underreporting. Representatives from various types of organizations 

in the aviation industry were consulted to gather their view on the characteristics that 

influence the amount of underreporting. The study reveals that while incidents are 

uniformly reported, there are varying degrees of underreporting for occurrences and 
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malfunctions. The reporting percentages range from 1 percent to 85 percent depending 

on the type of the occurrence. The underreporting frequencies are useful information for 

the Transport Airplane Directorate in conducting continued operational safety 

assessment. 

 Conducted a study to determine the best practices of using an angle of attack (AOA) 

indicator to enhance the situational awareness of general aviation (GA) pilots. One 

hundred twenty pilots, divided into four groups, were recruited to participate in flight 

experiment using three different GA aircraft types flown. One group received training on 

the use of AOA indicator and was allowed use of AOA indicator during experimental 

flights, one group was trained but not allowed to use AOA indicator, one group was not 

trained but allowed to use AOA indicator, and one group neither received training nor 

allowed to use the AOA indicator. Data were collected during the experimental flights 

for analysis to determine if the stability of the aircraft approach was impacted with 

varying levels of exposure to an AOA indicator and training. A video was produced to 

train GA pilots on how to properly use the AOA indicator installed in a GA aircraft 

cockpit for different phases of flight. The ultimate research results will be used by the 

FAA Office of Accident Investigation and Prevention to educate the GA community on 

the benefit of using AOA indicators in GA operations. 

 Expanded ASIAS into GA and rotorcraft. In the GA domain, the FAA conducted several 

research tasks to improve the capability of the National General Aviation Information 

Database, such as, developing and implementing the registration and account-creating 

functionality, and supporting the FAA GA ASIAS Demonstration Project. In rotorcraft, 

the FAA completed preliminary investigation of current technologies, techniques, and 

challenges surrounding widespread adoption of Helicopter Flight Data Monitoring 

(FDM). An initial set of FDM parameters, rates, and exceedances were analyzed along 

with causal factors signifying various events for rotorcraft accidents/incidents. Initial 

research findings and outreach efforts were presented to the helicopter community.

 The Terminal Area Safety (TAS) team identified models to characterize aircraft 

deceleration for determining runway slipperiness condition through airplane performance 

data during landing roll. The team applied the developed algorithm to process flight 

recordings obtained from previous winter operations and completed preliminary analyses 

of the runway condition to compare with weather data. The analyses are continued to 

evaluate the technical validity of the models and algorithms. Follow-up full scale 

operations will also be conducted to demonstrate the feasibility of the reporting for 

various combinations of surface conditions and the use of airplane deceleration devices. 

 The TAS team conducted the first evaluation of the newly proposed objective motion 

cueing criteria in assessing simulator motion fidelity. The experiment used the NASA 

Ames Vertical Motion Simulator with different motion conditions to evaluate whether or 

not training with motion is valuable for initial training of commercial transport pilots. 

Sixty-one GA pilots flew four challenging tasks. Both subjective and objective measures 

were collected and analyzed. The TAS team presented the analysis results at June AIAA 
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Aviation Conference. Work continues on development of a plan for the follow-up 

evaluations. 

 A Facility Risk Assessment Tool (FRAT) proof of concept was completed to assess air 

traffic facility risk within the NAS. The FRAT will be used by AOV to target its 

oversight resources toward ATC facilities posing the highest risk. An initial set of FRAT 

risk factors and supporting data sources were developed to quantify each risk factor. 

Techniques were identified and applied to integrate data sources to populate ATC facility 

attributes, quantify risk factors, and calculate overall facility risk. The initial 

development and test of FRAT risk model algorithms was completed, along with a 

prototype demonstration. User sessions were conducted with AOV 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 facilities 

with similar attributes. The initial FRAT Framework Analysis Report captured the 

outcomes of the algorithm development and test effort, including updated risk factors, 

data sources, quantitative risk models, and algorithms for calculating ATC facility safety 

risk factors and overall facility risk scores.

 The TAS team identified a list of configurations that are relevant to the critical 

characteristics in the development of a stall model for recovery training. The team also 

completed the extraction of geometric feature information from the previous wind tunnel 

test data. Work continued on correlation between the stall characteristics and geometric 

features, as well as preparation for the follow-up data collection and analyses.

 Completed the development of datasets, taxonomies, a model, methodologies, and 

prototype specifications for an Integrated Domain Assessment (IDA) of NAS changes to 

support AOV’s approval process for mitigating high risk hazards due to changes in NAS. 

The structure information of eight NAS systems and their associated safety data (such as 

hazards, causes, and controls, as identified in Safety Risk Management Documents) were 

captured into datasets. A set of taxonomies were developed to classify the safety 

information. The IDA model that integrates system structure into safety information was 

developed to enable the identification of interactions and interdependencies among these 

eight systems. Two analytical methodologies to assess safety impact of changes in NAS 

as well as the effectiveness of controls were developed to support AOV’s Approval, 

Acceptance, and Concurrence and Safety Management Action Review Team processes. 

The initial functional specifications of the IDA prototype were developed to guide the 

IDA tool development in FY 2015. 

1.4.3 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 enabling a General Aviation FDM capability to inform the mitigation of safety 

issues.
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CAASD made the following progress in FY 2014 towards Aviation Safety R&D Goal 4: 

 Deployed the General Aviation Airborne Recording Device (GAARD), a prototype lowcost FDM capability for GA operators. The capability, an application for a smart phone 

or tablet, provides the GA community with a means to record and voluntarily submit 

basic flight data to a national archive, similar to that done for the commercial airline 

community via the FAA’s ASIAS program. This FDM capability is a key enabler for the 

FAA's GA Demonstration Project, a program designed to identify, track, and mitigate 

safety issues experienced by GA operators.
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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 (RE&D - A12.c) 

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

R&D Goals 5 and 6 by developing, verifying, and validating requirements to support 

airworthiness standards for enabling availability and improving the quality and quantity of 

meteorological (MET) information to the aircraft to support safe current and NextGen 

operations. The program will result in the development of standards and requirements that 

define the weather information in the cockpit needed to support operations, the presentations and 

interfaces to enable proper information consumption and safe operations by pilots, and 

capabilities that enable efficient dissemination of the weather information to and from the 

cockpit at the right place and right time.

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 under Aviation Safety R&D 

Goals 5 and 6, those described in section 2.4.1 under Efficiency R&D Goals 4 and 5, and those 

described in section 3.1.4 under Environmental R&D Goals 1 through 3 define the program, and 

together provide the WTIC Program’s FY 2015 budget and planned milestones from FY 2015 

through FY 2020. 

The research milestones and their statuses are shown in Table 1.5.1 below, followed by a 

summary of the significant progress made in FY 2014 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

Delayed

Milestone is delayed from 2014 to 

2015 due to longer data collection 

period.

2014 NARP Status: On schedule

2015 

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

Delayed

Milestone is delayed from 2014 to 

2015 due to task complexity.

2014 NARP Status: On schedule
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Year Milestone Status Notes

2015 

Propose standards and develop 

recommendations to address 

meteorological information shortfalls 

that were identified as causal factors in 

selected weather-related safety 

incidents/accidents

On schedule 2014 NARP Status: Delayed from 

2014 to 2015 

2016 

Develop recommendations for 

standards on time stamping of cockpit 

composite weather presentations

Delayed

Milestone is delayed from 2014 to 

2016 due to increased scope.

2014 NARP Status: On schedule

2016

Develop recommendations for 

providing meteorological-uncertainty 

information to the cockpit to increase 

pilot confidence in weather forecasts.

On schedule 2014 NARP Status: Delayed from 

2015 to 2016 

2016

Provide recommendations for 

rendering standards for inclusion in the 

WTIC minimum weather service 

recommendations for general aviation

On schedule

Milestone was revised for clarity.

Old wording: “Provide 

recommendations on optimal 

presentation of general aviation 

weather information” 

2014 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

Milestone was revised for clarity.

Old wording: “Demonstrate the 

integration of navigation information 

and flight information, including 

weather information, into cockpit 

decision-making and shared 

situational awareness among pilots, 

dispatchers, and air traffic controllers 

supported by NextGen air and 

ground capabilities” 

2014 NARP Status: Delayed from 

2016 to 2017

2019

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 (GA) safety risks 

associated with gaps of MET 

information in the cockpit

On schedule

NextGen - Weather Technology in the Cockpit Program Progress in FY 2014: 

 Completed development of a Part 121/135 WTIC Concept of Operations (ConOps) and a 

Part 91 WTIC ConOps. These ConOps enable the WTIC program to begin functional 

analyses to produce user needs requirements and to identify operational shortfalls 
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(inefficiencies and safety risks) that are attributable to gaps of MET information in the 

cockpit. The WTIC minimum weather service will resolve the identified gaps. 

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

(PEGASAS), the FAA’s COE for General Aviation, conducted initial gap and shortfall 

analyses of MET products, MET information, pilot training, and causal factors that 

contributed to unintended transition from visual flight rules into instrument MET

conditions. Products developed by PEGASAS include an inventory of current weather 

products and technologies, a weather condition index tool, weather risk matrix, weather 

scenarios, and Pugh matrix. Recommendations for the WTIC GA minimum weather 

service will be developed to address the gaps and shortfalls identified in these analyses. 

1.5.2 Weather Program (RE&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 2015 budget and planned milestones 

from FY 2015 through FY 2020. 

The research milestones and their statuses are shown in Table 1.5.2 below, followed by a 

summary of the significant progress made in FY 2014 towards achieving the R&D goals. 

Table 1.5.2: Weather Program Milestones

Year Milestone Status Notes

2014

Complete initial evaluation of highresolution in-flight icing analysis and 

forecast capability

Completed 2014 NARP Status: On schedule

2015

Transition in-flight icing Alaska forecast 

and analysis capability for 

implementation (as detailed in the NAS 

infrastructure portfolio section of the 

NextGen Implementation Plan (NGIP))

On schedule 2014 NARP Status: Delayed from 2014 

to 2015

2016

Demonstrate integrated FAA/National 

Weather Service (NWS) ceiling and 

visibility forecast capability

On schedule 2014 NARP Status: Delayed from 2015 

to 2016

2016

Transition ceiling and visibility Alaska 

analysis capability for implementation (as 

detailed in the NAS infrastructure 

portfolio section of the NextGen 

Implementation Plan (NGIP))

On schedule
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Year Milestone Status Notes

2016

Complete initial demonstration/ 

validation of 0-36 hour probabilistic 

forecast of oceanic convection

On schedule

2017

Transition Offshore Precipitation 

Capability (radar-like analysis) to the 

National Weather Service for operational 

implementation

On schedule New milestone

2018

Transition CONUS in-flight icing 

forecast and analysis capability, that 

includes liquid water content, drop-size 

distribution, and temperature, for 

implementation (as detailed in the NAS 

infrastructure portfolio section of the 

NextGen Implementation Plan (NGIP))

On schedule

Weather Program Progress in FY 2014: 

 Completed a technical review, safety risk management, and operational evaluation of the 

Current Icing Product (CIP) and Forecast Icing Product (FIP) algorithms to meet 

NextGen Plan requirements of high resolution diagnoses and forecasts of atmospheric 

conditions conducive to aircraft icing. These upgraded algorithms, also known as 

CIP/FIP High Resolution (HiRes), improve the horizontal (13 kilometers) and vertical 

(500 feet) resolution and extend the forecast from 12 out to 18 hours. CIP/FIP HiRes 

were implemented operationally on the Aviation Digital Data Service in fourth quarter 

FY 2014. 
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1.6 Aviation Safety R&D Goals 7 - 9 

Optimized technical and regulatory provisions and processes used to 

oversee, coordinate, regulate, and promote safe and responsible 

activities for reliable aerospace operations between space and Earth.

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 (RE&D – A12.d) 

The Commercial Space Transportation Safety Program supports Aviation Safety R&D Goals 7, 

8, and 9 by examining safety considerations for commercial space transportation, including those 

that involve crew and spaceflight participants’ health and safety, spacecraft vehicle safety, 

launch, and re-entry risks, public safety, and personal property risk. In previous NARP versions, 

milestones for this research were funded through the FAA’s Operations budget appropriation. In 

2014, R&D for the Commercial Space Transportation Program was conducted through its COE

and was funded through the NextGen – Air Ground Integration Human Factors (A12.b) budget 

line item (BLI). In FY 2016, a new, separate RE&D BLI – A12.d - has been created to capture 

the research being conducted for Commercial Space.

The Commercial Space Transportation Safety Program’s R&D activities encompass a broad 

range of topics, divided into four major themes encompassing space operations (Space Traffic 

Management and Operations), space physical sciences (Space Transportation Operations, 

Technologies, and Payloads), space biological sciences (Human Spaceflight), and space social 

sciences (Space Transportation Industry Viability).

Since August 2010, a major contributor to the program’s activities has been the universities that 

competed for, and were selected to become, the FAA Center of Excellence for Commercial 

Space Transportation (COE CST). The COE CST 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 research milestones and their statuses are shown in Table 1.6.1 below, followed by a 

summary of the significant progress made in FY 2014 towards achieving the R&D goals. 
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Table 1.6.1: Commercial Space Transportation Safety Program Milestones

Year Milestone Status Notes

2014

Develop FACET (Future ATM Concepts 

Evaluation Tool) model to calculate 

probabilistic four-dimensional rocket 

trajectory envelopes to minimize impact 

on NAS

On schedule 

2014

Develop and deliver "anytime" version of 

Space Based Model Predictive 

Optimization to optimize power 

consumption and minimum energy 

trajectory calculations

On hold 

pending 

further 

funding

 

2014

Report results of thermal ablation testing 

and analysis of ultra-high temperature 

composites for thermal protection 

systems in liquid rocket engine plume

On hold 

pending 

further 

funding

 

2015

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

On schedule 2014 NARP Status: Delayed from 2014 

to 2015 

2015

Complete Whole Atmosphere Model 

implementation coupling ionosphere and 

magnetospheric forcing and assimilate 

high-resolution data

On hold 

pending 

further 

funding

 

2015 Report centrifuge test results evaluating 

biomedical monitoring equipment Completed 2014 NARP Status: On schedule

Commercial Space Transportation Safety Program Progress in FY 2014: 

 Completed centrifuge testing that evaluated biomedical monitoring equipment and 

presented the results at the 2014 Aerospace Medical Association (AsMA) conference in 

May 2014. The research team for this effort won multiple awards, which were presented 

at the AsMa conference. A journal article outlining the results was published in July, 

2014 (Blue, Rebecca S., et al. "Tolerance of centrifuge-simulated suborbital spaceflight 

by medical condition." Aviation, space, and environmental medicine 5.7 (2014): 721-

729) and further articles are to planned to be published. 

 Fabricated polymer derived ceramics (PDC)/carbon fiber laminated composites and 

tested them with the E-285 ablation test rig. Introduced the concept of three-dimensional 

composites into the Thermal Protection System (TPS) composites to improve the 

delamination resistance. Built an experimental setup for the vertically aligned carbon 

nanotube array as a new reinforcement of the PDC composites and tested it under 

different carbon nanotube growth conditions. The vertically aligned carbon nanotube 

array is expected to contribute highly anisotropic thermal conductivity to the final TPS 

composite. 
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 Created robust internal collaboration within the FAA to help accelerate 1) scenario 

development and 2) the actual running of many cases for the FACET (Future ATM 

Concepts Evaluation Tool) model.
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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 – 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 below, followed by a 

summary of the significant progress made in FY 2014 towards achieving the R&D goal.

Table 1.7.1: Airport Cooperative Research Program – Safety Milestones

Year Milestone Status Notes

2014

Develop a runway veer-off location 

distribution risk assessment model with 

guidelines for reporting and collecting 

runway veer-off incident/accident data

Completed

ACRP project 04-14 is completed and the 

tool is available at 

http://www.trb.org/ACRP/Blurbs/170535.

aspx. 

2014 NARP Status: On schedule

2014

Develop a scalable tool to create and 

maintain integrated incident response 

plans for hazards in and around airport 

terminals

Completed

ACRP project 04-15 is completed and the 

final report is available at: 

http://www.trb.org/main/blurbs/171121.as

px

2014 NARP Status: On schedule

2016

Develop a guidebook for airports on 

conducting the safety risk management 

process

On schedule New milestone

2016

Develop a toolkit to assist airports in 

effectively planning for, responding to, 

and recovering from significant weather 

events

On schedule New milestone

Airport Cooperative Research Program – Safety Progress in FY 2014: 

 Explored a method to assess the risk of lateral runway excursions, also known as veeroffs, and suggested ways to improve veer-off incident and accident reporting. 

 Created a tool that 1) maintains integrated incident response plans that address hazards in 

and around airport terminals, and 2) assists in the development of a response plan to help 

mitigate the impact of events on terminal users.
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1.7.2 Airport Technology Research Program – Safety (AIP)

The Airport Technology Research Program – Safety supports Aviation Safety R&D Goal 10 by 

increasing airport safety through research that improves airport lighting and marking, reduces 

wildlife hazards near airport runways, improves airport fire and rescue capability, and reduces 

surface accidents.

The research milestones and their statuses are shown in Table 1.7.2 below, followed by a 

summary of the significant progress made in FY 2014 towards achieving the R&D goal.

Table 1.7.2: Airport Technology Research Program – Safety Milestones

Year Milestone Status Notes

2014

Complete evaluation to determine 

feasibility of implementing bird radar 

displays in air traffic control towers

Completed 2014 NARP Status: On schedule

2014

Complete the first phase of a study to 

establish a test protocol and collect 

baseline data for large aviation fuel fires 

at the New Large Aircraft Full-Scale 

Mockup

Completed 2014 NARP Status: On schedule

2014

Complete Taxiway Centerline Deviation 

data collection for Airplane Design Group 

- III.

Completed 2014 NARP Status: On schedule

2014

Conduct an evaluation of Approach 

Hold/Runway Safety Area signage and 

markings.

Completed 2014 NARP Status: On schedule

2014

Complete a review of problematic 

taxiway locations leading to runway 

incursions.

Completed 2014 NARP Status: On schedule

2015

Complete human factor laboratory/

simulation tests on use of linear light 

sources on airports

Delayed

Milestone is delayed from 2014 to 2015 

due to the addition of simulation 

activities.

2014 NARP Status: On schedule

2015

Complete in-service testing of new light 

emitting diode lighting circuits at a large 

and small airport

Delayed

Milestone is delayed from 2014 to 2015 

due to changes in specifications.

2014 NARP Status: On schedule

2015 Update the Airport Safety Database and 

publish updated analysis report Delayed

Milestone is delayed from 2014 to 2015 

and the report will be available early FY

2015 for internal use only.

2014 NARP Status: On schedule

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.

Delayed

Milestone is delayed from 2014 to 2015 

due to a change in scope.

2014 NARP Status: On schedule
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Year Milestone Status Notes

2015

Publish report on characterization of 

foreign object debris collected at Chicago 

O’Hare International Airport (ORD)

Delayed

Milestone is delayed from 2014 to 2015 

due to significant editing.

2014 NARP Status: On schedule

2015 Complete construction of the High 

Temperature Pavement Test Facility Delayed

Milestone is delayed from 2014 to 2015 

due to poor weather conditions.

2014 NARP Status: On schedule

2015

Complete upgrade of all FAA Pavement 

Software to Windows Presentation 

Foundation to create a common platform 

to integrate the programs

Delayed

Milestone is delayed from 2014 to 2015 

due to task complexity.

2014 NARP Status: On schedule

2015 Complete definition of airport pavement 

failure for 40 Year Pavement Life project Delayed

Milestone is delayed from 2014 to 2015 

due to task complexity.

2014 NARP Status: On schedule

2015 Complete rehabilitation of the Airport 

Technology Research Taxiway On schedule 2014 NARP Status: Delayed from 2014 to 2015

2015

Complete Mu-Slip testing with nose gear 

brake testing and main gear brake testing, 

both on contaminated runway surfaces

On schedule 2014 NARP Status: Delayed from 2014 

to 2015

2015 Complete draft concept of operations for 

bird radar in air traffic control Completed 2014 NARP Status: On schedule

2015 Complete first round of small scale fire 

testing of aviation biofuels Completed 2014 NARP Status: On schedule

2015 Install Taxiway Centerline Deviation 

systems at two (2) ADG-1 airports On schedule New milestone 

2015

Complete the Approach Hold/Runway 

Safety Area (RSA) field evaluations at 

ORD and Cleveland International Airport 

(CLE)

On schedule New milestone 

2015 

Investigate the feasibility of conducting a 

runway centerline deviation study using a 

prototype sensing and data acquisition 

system

On schedule New milestone

2015

Complete Draft Advisory Circular on 

Guidance for Selection, Procurement and 

Management of Safety Management 

System (SMS) Software

On schedule New milestone 

2015

Evaluation of Web-patterned Structural 

methyl methacrylate (SMMA) Paint 

Markings

On schedule New milestone

2016

Survey airport communities to update 

dose-response curves for aircraft noise 

annoyance and sleep disturbance

Deleted

Milestone is deleted as it encompasses a 

multi-year effort already being captured 

in other milestones.

2014 NARP Status: Delayed from 2013 

to 2016

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/RSA Study On schedule New milestone 
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Year Milestone Status Notes

2016

Complete a 1 year cost-benefit study of 

utilizing foreign object debris (FOD) 

detection systems on airports. Study to be 

based on available FOD systems currently 

in operation at civil airports as of October 

2014

On schedule New milestone 

2016

Complete testing on the use of streaming,

clean firefighting agents in Aircraft 

Rescue and Firefighting (ARFF) 

responses to aircraft cargo compartment 

fires

On schedule New milestone 

2020

Development of new firefighting 

performance requirements for the use of 

Compressed Air Foam (CAF) 

technologies in ARFF

On schedule New milestone 

Airport Technology Research Program – Safety Progress in FY 2014: 

 Conducted the first of two Knowledge Elicitation Activities (KEA) for the development 

of the Wildlife Surveillance Concept (WiSC). WiSC refers to the subsequent research 

effort following the preliminary assessment of the feasibility of integrating bird radar 

displays into ATC environments such as the Tower and Terminal Radar Approach 

Controls (TRACONs). The KEA was used to collect information from stakeholders 

including Certified Professional Controllers, Front Line Managers and commercial airline 

pilots to learn how the currently handle bird threat information and their perspectives on 

the potential introduction of supplemental bird threat information into the ATC 

environment. 

 Completed an installation of artificial turf at Orlando Sanford International Airport to

mitigate burrowing of Gopher Tortoises. The test section is 3.5 acres surrounding the 

blast pad of runway 18 with 4 wildlife cameras installed to monitor wildlife activity on 

and around the turf installation. Vehicle passage tests were also conducted to evaluate 

the durability of artificial turf in the airport environment.

 Completed field evaluation of prototype safety orange construction signs at Chicago 

O’Hare International Airport (ORD), Illinois; Portland International Airport (PDX), 

Oregon; Theodore Francis Green State Airport (PVD), Rhode Island; Long Island 

MacArthur Airport (ISP), New York; and Orlando Sanford International Airport (SFB), 

Florida. The signs evaluated included "Construction Ahead", "Construction On Ramp" 

and "TORA" (or “Take-off Run Available”) signs. The results of the evaluation indicate 

that the orange signs offer a significant improvement in situational awareness for pilots 

and ground vehicle drivers operating within the vicinity of construction areas on an 

airfield. 

 Evaluated Mu-Slip Characteristics of B727 Aircraft nose gear tires while braking on 

manufactured snow. Seventeen aircraft runs were conducted on a combination of new 

and tracked manufactured snow conditions to measure and record the Mu-Slip 

characteristics generated during braking. Testing was conducted on manufactured snow 
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test beds which were 300- 360 feet in length, 7 feet in width, and 2 inches in depth. The 

aircraft nose gear wheels traveled through the snow test beds at speeds ranging from 30 

to 45 miles per hour with application of nose gear brake pressure/torque controlled by a 

programmable braking system. Mu-Slip curves were generated for representative aircraft 

braking runs on the manufactured snow. The Mu values increased rapidly to an 

approximate level of 0.14 at less than 5 percent wheel slip and reached an upper limit of 

0.16 as the wheel slip exceeded 40 percent. These Mu values are representative of values 

identified from previous aircraft brake testing conducted on snow covered surfaces. 

 Testing was completed on the study of forcible entry on composite materials used in 

aircraft fuselage construction. A fully automated test rig was developed. This test rig 

automated the operation of a rescue saw plunging into and cutting through various 

composite materials to determine both the forces required to cut through the materials as 

well as which types of saw blades had the best performance. The airborne particulate 

resulting from the cutting operation was also analyzed to help support future 

requirements in firefighter personal protective equipment. 

 A literature review of the current and future uses of alternative fuels in the airport 

environment was completed. This literature review identified where the industry trends 

were heading in alternative fuels. While all types of alternative fuel sources were 

analyzed, the primary focus was on the biofuels. The inclusions of alcohols and other 

changes to the fuel chemistry may have an impact of the effectiveness of current 

firefighting foams. This review has led to an initial listing of biofuel products which 

have been subjected to fire testing to determine how current foams perform.

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. Emphasis is on technologies that provide for 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 tests alternative airport surface detection technologies and the application of these 

technologies for pilot, controller, and vehicle operator situational awareness tools. Program 

initiatives include removal of Low Cost Ground Surveillance (LCGS) pilot sites, Runway Safety 

Assessment studies, and Enhanced Final Approach Runway Occupancy Signal (eFAROS) 

evaluations. 

Additional information on this F&E program can be found by referencing the NAS Enterprise 

Architecture.

The research milestones and their statuses are shown in Table 1.7.3 below. 
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Table 1.7.3: Runway Incursion Reduction Program Milestones

Year Milestone Status Notes

2015 

Develop readiness report based on 

coordination of preliminary requirements 

document and cost benefit analysis 

documents required for Enhanced Final 

Approach Runway Occupancy Signal

Investment Analysis Readiness Decision

On schedule

2015

Develop documentation such as the 

Business Case Analysis Report required 

for an Enhanced Final Approach Runway 

Occupancy Signal Investment Analysis 

Readiness Decision in support of terminal 

Program Management Organization 

(PMO)

On schedule

2015

Develop annual technical and operational 

evaluation report of Enhanced Final 

Approach Runway Occupancy Signal

units at all prototype locations

On schedule

2015

Complete report on testing of safety logic 

enhancements to runway incursion 

detection and prevention products

On schedule

2015

Publish initial Project Plan for evaluation 

of new initiative identified for runway 

incursion detection and prevention

On schedule

2016

Complete annual technical and 

operational evaluation report of existing 

RIRP prototype systems

On schedule New milestone

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 RI 

indications

On schedule New milestone

2016

Complete annual report on Runway 

Incursion (RI) prevention shortfall 

analysis

On schedule New milestone

2016

Complete annual report on testing of 

safety logic enhancements to Runway 

Incursion (RI) detection and prevention 

products

On schedule New milestone

2016

Publish the Project Plan and Resource 

Management Plan (RMP) for the 

utilization of a Small Airport Surveillance 

Sensor (SASS) as a sensor to drive the 

activation of direct to pilot alerting safety 

logic

On schedule New milestone
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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 capacity and efficiency of the 

nation’s aviation system.

Six R&D goals support R&D Principle 2 - Improve Efficiency with work spread across three 

budget appropriations (RE&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. 

Table 2.0.1 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. 
2015 NARP Chapter 2 - R&D Principle 2 – Improve Efficiency

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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

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

Airport Cooperative Research 

Program - Capacity

Airport Technology Research 

Program - Capacity

NSTC Goals

Improve Efficiency

Mobility Through the Air is Vital to Economic Stability, Growth, and Security as a Nation

Deliver Benefits Through Technology and Infrastructure

Goal 1 - Develop Reduced Aircraft Separation in 

Trajectory- and Performance-Based Operations

Goal 4 - Maximize Arrivals and Departures at 

Airports and in Metroplex Areas

Goal 1 - Develop Reduced Aircraft Separation in 

Trajectory- and 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 1 - Develop 

Reduced Aircraft 

Separation in Trajectoryand Performance-Based 

Operations

Goal 4 - Maximize 

Arrivals and Departures 

at Airports and in 

Metroplex Areas

Goal 3 - Reduce the 

Adverse Impacts of 

Weather on Air Traffic 

Management Decisions

Goal 2 - Develop Increased NAS Capacity by 

Managing NAS Resources and Air Traffic Flow 

Contingencies
2015 NARP Chapter 2 - R&D Principle 2 – Improve Efficiency

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In FY 2016, 30 percent of total FAA R&D funding is allocated to R&D Principle 2 - Improve 

Efficiency. Program funding levels for the 2015 Enacted and 2016 President’s Budget are 

shown in Table 2.0.2. Percent of Program reflects each program’s contribution to R&D 

Principle 2 in the 2016 President’s Budget. Table 2.0.2 also lists the section and page number 

reference for each budget narrative within the FY 2016 CJ for the President’s Budget Request. 

The FY 2016 CJ is available at http://www.dot.gov/sites/dot.gov/files/docs/FY2016-

BudgetEstimate-FAA.pdf. 

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

2016 

BLI Program

CJ 

Reference 

(Section 

/Page)

Appropriation 

Account

2015 

Enacted

($000)

2016 

President's 

Budget

($000)

2016 

Percent of 

Program

A11.k Weather Program 3C/45 RE&D 7,424 9,127 50%

A12.a NextGen - Wake Turbulence 3C/56 RE&D 8,541 8,680 100%

A12.b NextGen - Air Ground Integration Human Factors 3C/59 RE&D 2,909 2,663 30%

A12.c NextGen - Weather Technology in the Cockpit 3C/62 RE&D 1,822 1,852 45%

A14.a System Planning and Resource Management 3C/75 RE&D 525 594 25%

A14.b William J. Hughes Technical Center Laboratory Facility 3C/77 RE&D 955 965 28%

1A01B System Capacity, Planning and Improvements 3B/13 F&E 6,000 0 100%

1A01C Operations Concept Validation and Infrastructure Evolution 3B/14 F&E 4,000 0 100%

1A01D Major Airspace Redesign 3B/14 F&E 5,000 0 100%

1A10E New Air Traffic Management Requirements 3B/61 F&E 4,980 0 100%

4A08 Center for Advanced Aviation System Development 

(CAASD)

3B/316 F&E 11,095 38,400 64%

-- Airport Cooperative Research Program - Capacity 3D/37 AIP 5,000 5,000 100%

-- Airport Technology Research Program - Capacity 3D/26 AIP 12,714 13,248 100%

Total ($000) 70,964 80,528

*CAASD R&D budget totals for 1) FY 2015 assume 33% for Safety, 67% to Efficiency, and 0% for Environmental and 2) FY 2016 and 

outyears assume 31% for Safety, 64% for Efficiency, and 5% for Environmental (subject to FFRDC Executive Board FY 2016 workplan 

approval).
2015 NARP Chapter 2 - R&D Principle 2 – Improve Efficiency

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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 (RE&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 en 

route airspace and in the future NextGen airspace designs.

The research milestones and their statuses are shown in Table 2.1.1 below, followed by a 

summary of the significant progress made in FY 2014 towards achieving the R&D goal.

Table 2.1.1: NextGen - Wake Turbulence Program Milestones

Year Milestone Status Notes

2014

Provide wake separation 

recommendations for Airbus 

350 series aircraft

Completed 2014 NARP Status: On schedule

2014

Add Phoenix and Las Vegas 

airports to those approved to 

use 7110.308 procedures for 

their closely spaced parallel 

runways 

Deleted

Milestone was deleted/not 

achieved due to insufficient 

operational need for 7110.308 

operations at PHX and LAS, 

according to the operational staff 

at these airports. The research 

team did 1) complete the safety 

analysis research for PHX and 

LAS and 2) develop safe and 

viable instrument procedures for 

both sites to support dependent 

staggered operations under 

7110.308, in accordance with 

recommendations from RTCA 

Task Force 5. 

2014 NARP Status: On schedule

2015

Evaluate air traffic control

procedures for providing wake 

mitigation separations between 

unmanned aeronautical systems 

and piloted aircraft

On schedule
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Year Milestone Status Notes

2015

Develop and assess readiness 

of statistics based wake 

encounter risk evaluation tool 

for use by FAA wake 

turbulence subject matter 

experts (SMEs) in evaluating 

NextGen Trajectory Based 

Operations flight routing 

procedures

On schedule

Milestone was revised for clarity.

Old wording: “Deliver statistics 

based wake encounter risk 

evaluation tool for use by FAA 

wake turbulence subject matter 

experts (SMEs) in evaluating 

NextGen Trajectory Based 

Operations flight routing 

procedures” 

2014 NARP Status: On schedule

2016

Develop the algorithms that 

will be used in the Air 

Navigation Service Provider 

(and flight deck as needed) 

automation systems for setting 

dynamic wake separation 

minimum for each pair of 

aircraft

Deleted

Milestone was deleted in order to 

focus on research yielding the 

highest benefit in the terminal 

airspace. Rather than developing 

algorithms in 2016, the research 

team is choosing to do a more 

thorough analysis of these 

multiple concepts and develop 

the performance measures used 

by ATC for dynamic separation 

procedures so that concept 

feasibility and potential benefits 

can be assessed against research 

complexity.

2014 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 minimum in the 

terminal airspace for each pair 

of aircraft

On schedule

The research performed in 

support of this milestone can

affect future algorithm 

development as appropriate 

when concepts are down 

selected. 

New milestone

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

Produce the initial draft of a 

safety risk management 

document for the Wake 

Turbulence Mitigation for 

Arrivals – system 

Deleted

Milestone was deleted since the 

Wake Turbulence Mitigation for 

Arrivals - system SRMD work 

will be funded out of F&E 

funding in FY 2016-17 instead of 

being funded by this R,E,&D 

BLI. Going forward, this RE&D

program’s focus will be on 

Single Runway procedures. 

2014 NARP Status: On schedule
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Year Milestone Status Notes

2018

Perform analysis in support of 

safety risk management 

documentation for Wake 

Turbulence Mitigation for 

Single Runway procedure

On schedule New milestone

2019

Submit a draft of the safety risk 

management document for 

Wake Turbulence Mitigation 

for Arrivals – system (WTMAS)

Deleted

Milestone is deleted since 

WTMA-S work will no longer be 

conducted under this BLI’

2014 NARP Status: On schedule

2019

Complete development of 

detailed operational concepts 

for dynamically modifying 

required wake mitigation 

separations

On schedule New milestone

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 New milestone

NextGen - Wake Turbulence Program Progress in FY 2014: 

 The existing FAA ATC Orders 7110.308, 1.5-Nautical Mile Dependent Approaches to 

Parallel Runways Spaced Less Than 2,500 Feet Apart, and Order 7110.316, Reduced 

Wake Turbulence Separation on Departure from Heavy/B757 Aircraft Departing Parallel 

Runways, Spaced Less Than 2,500 Feet, Using Wake Turbulence Mitigation for 

Departures (WTMD) were written in the context of weight classes of aircraft. These 

Orders were revised to reflect the wake turbulence categories associated with the ReCategorization of Wake Turbulence Categories (RECAT) (Order 7110.659A).

 Delivered to the FAA the initial version of a data screening utility to identify potential 

wake turbulence encounters in A330 and B737 data sets for further collection of wake 

encounter statistics. The data screening tool was developed to screen flight data recorder 

data sets for potential wake encounters during post-flight analyses. It utilizes multiple 

algorithms to distinguish potential wake turbulence encounters from atmospheric 

turbulence and other types of upsets. The tool was extensively exercised using research 

aircraft data sets containing known wake encounters and end-to-end full flight recorder 

data sets to verify its capabilities to identify potential wake encounters. Future versions 

of the screening utility will process extraction modules for more specific aircraft types as 

well as provide a generic extraction module for processing data from any aircraft. The 

data screening utility provides the FAA with an automated capability to identify potential 

wake turbulence encounters ranging from reported major impact occurrences to minor 

non-reported occurrences. The FAA can leverage these data to conduct detailed analyses 

that may identify “hot spots” for wake turbulence encounters, as well as to support efforts 

for determining absolute wake encounter metrics for future safety cases. Potentially, the 
2015 NARP Chapter 2 - R&D Principle 2 – Improve Efficiency

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data screening utility can also contribute to post-implementation assessments of NextGen 

ATC procedures where wake turbulence may be a factor. 

 Completion of the fast time wind forecast algorithm research platform. As research 

progressed on the utility of wind based wake mitigation decision support tools, there 

developed a common requirement to forecast the winds that will be along the aircraft 

flight paths for both tactical and strategic reasons. The existing wind forecast algorithm 

developed for the WTMD application was expanded and recoded in the JAVA language 

to be more adaptable to varying data input structures. The new research platform can be 

easily modified with new forecast logic and then used to determine the relative impact of 

these modifications running in fast-time on stored weather data files. The wind forecast 

algorithm research platform is currently being used to refine wind forecast algorithm 

parameters to increase the availability of the WTMD system deployed at the San 

Francisco International Airport.

2.1.2 Wake Turbulence - Re-Categorization (F&E - 1A06B – G06M.02-02 - 

NextGen – Separation Management Portfolio) 

The Wake Turbulence - Re-Categorization Program supports Efficiency R&D Goal 1 by 

developing enhanced ATC procedures and separation standards that will safely allow reduced 

wake separations between aircraft, resulting in safe increased capacity for the nation’s airports 

and airspace. The program is 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, it is rebalancing the wake turbulence separation 

standards to address today’s mix of aircraft utilizing the nation’s core airports. 

Additional information on this F&E program can be found by referencing the NAS Enterprise 

Architecture.

 

Note that starting in FY 2015, this program’s funding and activities have been subsumed into 

NextGen F&E portfolios and, as such, will no longer be presented individually in the narrative of 

future NARP publications. 

The research milestones and their statuses are shown in Table 2.1.2 below, followed by a 

summary of the significant progress made in FY 2014 towards achieving the R&D goal.

Table 2.1.2: Wake Turbulence - Re-Categorization Program Milestones

Year Milestone Status Notes

2016

Complete a NAS Change Proposal and 

associated Safety Risk Management 

Document for operational use of the 

Leader/Follower Pair-Wise Static wake 

separations

On schedule New milestone
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Year Milestone Status Notes

2016

Develop prototype software and 

adaptation changes for FAA automation 

platforms to evaluate requirements are 

met for use with the Leader/Follower 

Pair-Wise Static wake separation 

standards

On schedule New milestone

2016 

Complete changes to FAA Orders for 

implementing Leader/Follower Pair-Wise 

Static wake separation standards

Not started New milestone

2017

Complete application software adaptation 

and training for key-site implementation 

for Leader/Follower Pair-Wise Static 

wake separation standards

Not started New milestone

2017 Complete concept feasibility description 

of dynamic wake separation standards Not started New milestone

2018

Complete high level analyses on 

feasibility and benefit of using dynamic 

wake separation standards

Not started New milestone

2019

Develop detail descriptions of ANSP 

processes and procedures for use of 

dynamic wake separation standards

Not started New milestone

Wake Turbulence - Re-Categorization Program Progress in FY 2014: 

 Analysis of additional wake data (since the writing of the RECAT Phase I Safety Risk 

Management Document) was completed and resulted in additional separation reduction 

for single runway arrivals and departures, closely spaced parallel runway departures and 

vertical separation. The 7110.659A Order was revised to reflect these changes and a 

supporting safety risk management document was created using these data analyses to 

support the separation changes. It is expected that the revised orders will be approved by 

the FAA in the second quarter of FY 2015. 

 RECAT Phase I began use in the Cincinnati/Northern Kentucky (CVG) tower and 

TRACON ATC operations March 11, 2014. It began use at the Hartsfield – Jackson 

Atlanta International Airport (ATL) tower and TRACON on June 1, 2014. 

 A RECAT Phase II draft pair-wise static wake separation matrix was developed for 107 

aircraft types, which covers approximately 99 percent of the aircraft flown in the NAS. 

Additionally, an optimization tool was developed to allow each TRACON to create the 

wake separation aircraft categories from the wake separation matrix that will provide the 

greatest increase in runway throughput for the airports it services. 
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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 (RE&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 below, followed by a 

summary of the significant progress made in FY 2014 towards achieving the R&D goal.

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

Year Milestone Status Notes

2014

Develop initial guidance (evaluation 

methods and techniques) for Aircraft 

Certification personnel responsible for 

evaluating NextGen Avionics for 

potential human errors and error 

mitigation 

Completed 2014 NARP Status: On schedule

2015

Develop a report that identifies 

information requirements for flight deck 

based Interval Management (FIM) 

addressing the content, form, and location 

of information necessary for IM 

applications. 

On schedule New milestone

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
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Year Milestone Status Notes

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 anticipated to 

be greater reliance on automation. This 

report will include enhanced training 

considerations and mitigations for skill 

loss

On schedule

NextGen - Air Ground Integration Human Factors Program Progress in FY 2014: 

 Completed annotated bibliography that summarized findings in the literature and relevant 

regulatory and guidance material. It addressed considerations in the design of procedures 

with respect to technology, humans, and the operational environment. The research is 

expected to lead to revised guidance material for air carrier flight deck procedures to 

enhance flight crew performance in normal NextGen operations. 

 
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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 funding 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. Transition to a new 

configuration resulting from airspace redesign requires changes in the supporting infrastructure. 

These infrastructure changes can include: radio frequencies, connecting a radio site to a control 

facility, position to position connectivity, surveillance infrastructure modifications to ensure 

proper radar coverage; automation modifications to facility data and flight data processing; 

interfacility communication modifications; additional consoles and communication backup 

needs; and modifications to facility power and cabling. The program also supports the use of 

risk management and collaborative evaluation capabilities to identify requirements, opportunities 

and threats in the early stages of the design process.

Additional information on this F&E program can be found by referencing the NAS Enterprise 

Architecture. Please note that Major Airspace Redesign is intended to be a rapid response 

program to fill gaps when resources for major airspace redesign must be identified quickly to 

meet emerging requirements or to expedite completion of ongoing projects. There are no 

ongoing major airspace redesign projects at this time; however the program is currently 

evaluating candidate projects. In the future, airspace redesign projects are expected to be 

planned and executed by this program but have not yet been selected. 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

2015 Conduct engineering analysis for airspace 

redesign implementation On schedule Recurring annual milestone

2015 Implement infrastructure changes 

resulting from airspace redesign On schedule Recurring annual milestone

2016 Conduct engineering analysis for airspace 

redesign implementation On schedule Recurring annual milestone

2016 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 - 1A10E – G01M.02-

02 - NextGen – NAS Infrastructure Portfolio) 

The New Air Traffic Management 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. The service analysis and operational demonstration activities within the

program support the development of operational improvements that will increase the number of 

arrivals and departures at major airports. The New Air Traffic Management Requirements 

Program explores opportunities in the following areas: Traffic Alert and Collision Avoidance 

System, new radar requirements (surveillance and weather), trajectory modeling, airborne 

System Wide Information Management (SWIM), weather transition, cloud computing, 

automation convergence, synchronization of air/ground procedures, and advanced air ground 

communications. 

Additional information on this F&E program can be found by referencing the NAS Enterprise 

Architecture.

 

The research milestones and their statuses are shown in Table 2.3.2 below. 

Table 2.3.2: New Air Traffic Management Requirements Program Milestones

Year Milestone Status Notes

2015

Develop operational requirements for 

Airborne Access to System Wide 

Information Management (2-way)

On schedule 

2015

Conduct functional analysis and 

allocation for Airborne Access to System 

Wide Information Management (2-way)

On schedule 

2015 Complete update to Multifunction Phased 

Array Radar (MPAR) Cost Model On schedule

2015 Develop and implement required 

capabilities and governance On schedule

2015

Develop strategy to ensure NAS systems 

maintain compliance with developed 

standards and protocols

On schedule

2016

Develop cost estimates for Airborne 

Access to System Wide Information 

Management (2-way)

On schedule

2016

Define high level requirements document 

for Multifunction Phased Array Radar 

(MPAR)

Delayed

Milestone is delayed from 2015 to 2016.

2014 NARP Status: On schedule

2016

Deliver assessment report on phased array 

radar interface to NAS automation 

systems

On schedule New milestone

2016

Complete update to MPAR cost model 

based on advanced technology 

demonstrator

On schedule New milestone
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Year Milestone Status Notes

2016 Establish, standardize, and document the 

baseline versions of exchange models On schedule New milestone

2016

Develop enterprise solution 

documentation to mediate across NAS 

system

On schedule New milestone

2016 Complete common information protocols 

and exchange standards documentation On schedule New milestone

2016 Develop interoperability requirement of 

UAS collision avoidance systems On schedule New milestone

2016

Develop Airborne Collision Avoidance 

System (ACAS-X) Xu system 

requirements specifications

On schedule New milestone

2016 Complete ACAS Xu operational 

capability flight demonstration flight test On schedule New milestone

2016

Conduct assessment of mature research 

for transition to the National Weather 

Service (NWS) for their implementation 

and product dissemination into the NAS

On schedule New milestone

2016

Develop and validate weather 

requirements for NWS to improve 

forecasts in support of FAA operational 

decision making

On schedule New milestone

2016

Develop initial document for two-way 

communications procedures between 

flight management systems and ground 

systems

On schedule New milestone

2016

Support and document the development 

of the L-Band communications standards 

and prototypes with international 

community

On schedule New milestone

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 SESAR 

requirements

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’s modernization programs and NextGen. The program conducts the overall analysis and 

planning for NAS evolution by determining the required annual updates to the following NAS 

Enterprise Architecture products: Operational Improvements, Operational Sustainment, and 

Operational Requirements. It executes research, engineering analysis, and evaluation in support 

of mission analysis 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. The program develops and 
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maintains detailed second level concepts that support validation and requirements development. 

This work ensures that the NAS level operational concept and sustainment activities are 

integrated and consistent with the overall NAS Enterprise Architecture. In addition, the program 

supports the development and sustainment of analytical and computer models used to assess and 

validate operational changes to the NAS. The program contributes to the FAA’s support for the 

RTCA, a non-profit association that develops standards based on manufacturers, government, 

and aviation operator inputs. RTCA also recommends operational improvements to increase the 

efficiency of air transportation.

Additional information on this F&E program can be found by referencing the NAS Enterprise 

Architecture.

 

The research milestones and their statuses are shown in Table 2.3.3 below. 

Table 2.3.3: Operations Concept Validation and Infrastructure Evolution Program Milestones 

Year Milestone Status Notes

2015

Develop and provide annual updates to 

the NAS Enterprise Level Operational 

Requirements to reflect the results of 

research and development conducted in 

2014

On schedule

2015

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 2014

On schedule

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 New milestone

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 New milestone

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 NAS operations to identify deficiencies and develop proposals to 

improve NAS performance. The program provides a collaborative means for experts from the 

FAA, academia, and industry to develop recommendations for improving capacity and system 

efficiency, and to reduce delays at specific airports. Using performance measurement systems 

and operations research capability, this group is able to quantify the efficiency of the NAS to 
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form the basis of recommendations for system improvements. The program facilitates the 

modeling, measurement and analysis of the impact of new runways, airfield improvements, air 

traffic procedures, and other technological implementations to improve airport capacity and 

system efficiency.

Additional information on this F&E program can be found by referencing the NAS Enterprise 

Architecture.

 

The research milestones and their statuses are shown in Table 2.3.4 below. 

Table 2.3.4: System Capacity, Planning and Improvements Program Milestones

Year Milestone Status Notes

2015

Develop concept of operations to convert 

Performance Data Analysis and 

Reporting System (PDARS) into a net 

centric system

On schedule

2015

Support PDARS enhancement as needed 

to support NextGen Programs and 

Technologies

On schedule

2015

Support NextGen reporting capabilities to 

improve NextGen Program and 

Technology analysis

On schedule

2015

Complete connectivity to En Route 

Automation Modernization to include 

remaining available sites

On schedule

2015

Provide PDARS baseline data for 

before/after analysis of NextGen 

programs

On schedule

2015

Incorporate noise profiling technology via 

the Aviation Environmental Design Tool 

module

On schedule

2015 Complete PDARS analysis to evaluate

and improve the weather metric On schedule

2015 Produce Joint Performance Benchmark 

Report with EUROCONTROL On schedule

2015 Complete PDARS modernization plan On schedule

2015

Provide performance modeling and 

economic analysis information to support 

the development of a business case with 

International Civil Aviation Organization

member states for space base Automatic 

Dependent Surveillance Broadcast (ADSB) Out over the North Atlantic

On schedule

2016 Complete design of PDARS into a net 

centric system On schedule New milestone

2016

Provide airport capacity modeling and 

annual service volume analysis report to 

support the FACT report

On schedule New milestone

2016

Produce Joint Performance Benchmark 

Report with EUROCONTROL/the 

European Commission

On schedule New milestone
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Year Milestone Status Notes

2016

Prepare white paper on methodologies to 

standardize international measurement of 

system capacity, throughput, 

predictability and efficiency

On schedule New milestone

2016 Develop upgrade of PDARS visualization 

products On schedule New milestone

2016 Develop upgrade of PDARS processing 

system On schedule New milestone

2016 Complete enhancement of FAA Metrics 

webpage On schedule New milestone

2016

Provide performance modeling and 

economic analysis information to support 

the development of a business case with 

ICAO member states for space base 

ADS-B (Out) over the North Atlantic

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 examining controllers’ time on task in managing sector traffic and developing 

predictive tools to support strategic traffic flow management.

CAASD made the following progress in FY 2014 towards Efficiency R&D Goal 3: 

 Developed a time-on-task controller workload model, which defines the amount of time 

that controllers spend performing ATC tasks, based on traffic volume and complexity, 

and can be used to estimate the number of controllers needed to manage sector traffic. 

CAASD is working with the FAA to develop a formal technology transfer plan for core 

components of the model. Flow Contingency Management (FCM), a decision support 

capability and airport capacity prediction model designed to improve capacity predictions 

for the two to 24 hour planning horizon, was also developed. FCM combines convective 

weather forecasts and provides improved “day-of” predictions of traffic, to better assess 

the impact of weather on traffic and to support decision making by personnel at the ATC

System Command Center. Leveraging the integrated Traffic Management Initiative 

(TMI) modeling capability in FCM, MITRE CAASD developed automation-assisted 

design methods that are able to efficiently explore TMI problem sizes that were 

previously computationally-prohibitive for real-time assessment and decision making. 

Aiding this capability is the development of a historic TMI database that leverages a new 

method for capturing similarities in spatial and temporal data in order to identify previous 

TMIs that may aid in the mitigation of the current congestion prediction. By providing 

an integrated view of the likely problems, quantifying the potential impact, and assisting 

in the development of mitigation approaches, FCM will provide a significant step 

towards meeting the requirements of NextGen in the strategic traffic flow management

environment. 

 Investigated methods for providing common performance-based situation awareness of 

traffic flow management information to decision makers to provide objective analysis of 
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alternative courses of action and execution mechanisms. Air Traffic Flow Managers 

need to have common situational awareness of rapidly evolving issues. The concept 

includes a traffic management portal and app framework delivering a comprehensive, 

shareable, integrated system view to improve traffic management collaboration between 

non-collocated users. Additionally, the framework supports emerging FAA initiatives for 

data sharing and enterprise information technology strategies. The application of this 

research would improve efficiency of traffic management operations and advance FAA 

acquisition and contracting processes towards the philosophy of “acquiring an app at a 

time” leading to a leaner, more cost effective and collaborative NAS. 
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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 (RE&D - A12.c) 

The NextGen - Weather Technology in the Cockpit Program supports Efficiency R&D Goals 4 

and 5 by developing, verifying, and validating requirements to support airworthiness standards 

for enabling availability and improving the quality and quantity of MET information to the 

aircraft to support efficient current and NextGen operations. The program will result in the 

development of standards and requirements that define the weather information in the cockpit 

needed to support operations, the presentations and interfaces to enable proper information 

consumption and safe operations by pilots, and capabilities that enable efficient dissemination of 

the weather information to and from the cockpit at the right place and right time. 

The research milestones and their statuses are shown in Table 2.4.1 below, followed by a 

summary of the significant progress made in FY 2014 towards achieving the R&D goals. 

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

Year Milestone Status Notes

2014

Produce plots of wind forecast and 

diagnosis errors versus performance of 

selected NextGen operations using 

realistic scenarios and sufficient fidelity 

to enable standards development

Completed 2014 NARP Status: Delayed from 2013 

to 2014

2015

Complete demonstrations and provide 

data to support the development of human 

factors standards, guidance, and 

procedures for the presentation and use of 

meteorological information in the cockpit. 

Specific measurable performance 

objectives verified for human factors 

design elements

Deleted

Milestone is deleted due to redundancy 

with Minimum Weather Service 

milestone.

2014 NARP Status: On schedule

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

2016

Develop models to run simulations to 

quantify NAS benefits from 

uplinking/crosslink of enhanced 

meteorological information to the cockpit

On schedule

2017

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

Delayed

Milestone is delayed from 2015 to 2017 

due to delays in prerequisite research 

efforts.

2014 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

Delayed

Milestone is delayed from 2019 to 2020 

and was revised to changing program 

priorities and increase in scope.

Old wording: “Complete development of 

recommendations for Part 121/135 

Minimum Weather Service attributes that 

resolve gaps associated with pilot roles in 

NAS efficiency” 

2014 NARP Status: On schedule

NextGen - Weather Technology in the Cockpit Program Progress in FY 2014: 

 The FAA and Delta airlines demonstrated and evaluated an Eddy Dissipation Rate (EDR) 

and Graphical Turbulence Guidance (GTG) viewer uplink. As part of this demonstration 

and evaluation, the iPad and Microsoft Surface were found to operate effectively as 

viewers. Aircrew operational procedures on the use of the EDR/GTG viewer were 

developed and evaluated with crew feedback being very positive. The initial benefits 

assessments indicated significant reduction in crews using the ATC chat room and high 

acceptance of using the viewer as the primary decision driver for turbulence resulting in 

reduced frequency congestion and ATC workload. In addition, most crews reported 

better crew management with regard to turbulence encounters. 

 Developed trade spaces quantifying the relationships between wind errors and selected 

NextGen operational performance through laboratory simulations. RTCA and other 

stakeholders are already invoking these final trade spaces, and other research results, into 

RTCA standards. In addition, the research results are being used as inputs to develop 

performance specifications for the selected NextGen operations (including time of arrival 

procedures and interval management) in varying wind conditions. 

2.4.2 Weather Program (RE&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 
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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 below, followed by a 

summary of the significant progress made in FY 2014 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 (NGIP))

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

Milestone was revised to reflect the actual 

scope of work. 

Old wording: “Demonstrate and evaluate 

lightning prediction prototype capability” 

2014 NARP Status: On schedule

2016 Transition global turbulence forecast 

capability for implementation On schedule

2016

Transition High Resolution Rapid 

Refresh weather forecast model to the 

National Weather Service for operational 

implementation

Completed

Milestone completed ahead of schedule 

due to the necessary upgrading of 

computer infrastructure being

unexpectedly hastened with funds 

resulting from Hurricane Sandy.

2014 NARP Status: On schedule

2017

Transition convectively-induced 

turbulence forecast capability for 

implementation (as detailed in the NAS 

infrastructure portfolio section of the 

NextGen Implementation Plan (NGIP)) 

Deleted

Milestone is deleted. An assessment is 

needed to determine if the development 

of a convectively-induced turbulence 

forecast capability is viable

2014 NARP Status: On schedule

2018

Transition Alaska turbulence forecast 

capability for implementation (as detailed 

in the NAS infrastructure portfolio 

section of the NextGen Implementation 

Plan (NGIP))

On schedule

2018

Transition North American Rapid Refresh 

Ensemble weather forecast model (13km) 

to the National Weather Service for 

operational implementation

On schedule New milestone

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 

(3km with 1km nests) to the National 

Weather Service for operational 

implementation

On schedule New milestone

Weather Program Progress in FY 2014: 

 Completed the transition from the High Resolution Rapid Refresh (HRRR) weather 

forecast model to the National Weather Service where it was implemented into operations 

in the 4th quarter 2014. The HRRR is a storm-scale model running at three kilometer 

resolution. It has the granularity that depicts convective weather storm cells with the 

permeability information necessary to provide sufficient guidance for ATM to make 

critical traffic flow decisions during convective storms. 
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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 – 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 those 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 below, followed by a 

summary of the significant progress made in FY 2014 towards achieving the R&D goal.

Table 2.5.1: Airport Cooperative Research Program – Capacity Milestones

Year Milestone Status Notes

2014

Identify best practices and develop tools, 

techniques, and training aids for working 

in or near airport movement areas

Completed

ACRP project 09-02 is completed and the 

final report is available at:

http://www.trb.org/Main/Blurbs/170760.a

spx. 

2014 NARP Status: Delayed from 2013 

to 2014

2014

Develop guidance for defining and 

measuring aircraft delay and airport 

capacity thresholds

Completed

ACRP project 03-20 is completed and the 

final report is available at: 

http://www.trb.org/main/blurbs/170348.as

px. 

2014 NARP Status: Delayed from 2013 

to 2014

2014

Assess the factors that drive airline 

service decisions and passenger choice in 

multi-airport regions

Completed

ACRP project 03-26 is completed and the 

final report is available at:

http://www.trb.org/ACRP/Blurbs/170194.

aspx. 

2014 NARP Status: Delayed from 2013 

to 2014

2014

Develop methods and tools necessary to 

improve integration of rail services with 

airports

Completed

ACRP project 03-23 is completed and the 

final research report is in editorial review.

2014 NARP Status: Delayed from 2013 

to 2014
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Year Milestone Status Notes

2014

Identify, test, and evaluate methods for 

obtaining aircraft operations counts at 

non-towered airports

Completed

ACRP project 03-27 is completed and the 

published report is expected 12/2014. 

2014 NARP Status: On schedule

2014 Develop a guidebook to plan general 

aviation facilities Completed

ACRP project 07-10 is completed and the 

final report is available at: 

http://www.trb.org/ACRP/Blurbs/171315.

aspx . 

2014 NARP Status: On schedule

2014

Produce guidance to evaluate cost-saving 

and energy reduction technologies for 

escalators and moving walks at airports

Completed

ACRP project 07-11 is completed and the 

published report is expected 12/2014.

2014 NARP Status: On schedule

2014

Develop guidance to determine the 

location, number, size, and configuration 

of airport terminal restroom facilities to 

best meet customer needs

Completed

ACRP project 07-12 is completed and the 

published report is expected early 2015.

2014 NARP Status: On schedule

2014

Provide guidance to help airports identify 

optimal lighting solutions for parking 

garage facilities

Completed

ACRP project 09-03 is completed and the 

published research report is expected 

early 2015.

2014

Develop a guidebook that will help 

airports prepare for, operate during, and 

recover from disruptive winter events as 

well as manage airport user expectations

Completed

ACRP project 10-15 is completed and the 

final report is in publication review.

2014 NARP Status: On schedule

2015

Develop a primer on the benefits of a 

whole-building systems lifecycle 

approach to airport operations and 

maintenance optimization and 

recommissioning

Delayed

Milestone is delayed from 2014 to 2015 

due to underestimation of project 

complexity (ACRP project 09-04).

2014 NARP Status: On schedule

2015

Create guidance on successful Computer 

Maintenance Management Systems 

selection and practices

Delayed

Milestone is delayed from 2014 to 2015 

due to underestimation of project 

complexity (ACRP project 09-05).

2014 NARP Status: On schedule

2015

Quantify the national aggregate value of 

airports to communities and to aviation 

stakeholders

Delayed

Milestone is delayed from 2014 to 2015 

due to underestimation of project 

complexity (ACRP project 03-28).

2014 NARP Status: On schedule

2015 Estimate the economic impact of air 

cargo at airports Delayed

Milestone is delayed from 2014 to 2015 

for final report review (ACRP project 03-

16).

2014 NARP Status: Delayed from 2013 

to 2014

2015

Prepare guidance to assist airports in 

using benefit-cost analysis and other 

analytical techniques to make airport 

capital investment decisions

Delayed

Milestone is delayed from 2014 to 2015 

for final report review (ACRP project 03-

19).

2014 NARP Status: Delayed from 2013 

to 2014
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Year Milestone Status Notes

2015 Develop guidelines for air cargo facility 

planning and development at airports Delayed

Milestone is delayed from 2014 to 2015 

as Phase II of the research is underway

(ACRP project 03-24).

2014 NARP Status: Delayed from 2013 

to 2014

Airport Cooperative Research Program – Capacity Progress in FY 2014: 

 Researched effective tools and techniques to measure and value the contribution of air 

cargo activity to local, regional, and national economies, allowing improved response to 

changing global market conditions.

2.5.2 Airport Technology Research Program – Capacity (AIP)

The Airport Technology Research Program – 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 next-generation heavy aircraft and makes pavement design standards 

available to users worldwide.

The research milestones and their statuses are shown in Table 2.5.2 below, followed by a 

summary of the significant progress made in FY 2014 towards achieving the R&D goal.

Table 2.5.2: Airport Technology Research Program – Capacity Milestones

Year Milestone Status Notes

2014 Complete the Accelerated Airport 

Pavement Test Vehicle Completed 2014 NARP Status: Delayed from 2013 to 2014

2014 Complete construction of High 

Temperature Pavement Test Facility Deleted

Milestone is deleted since it is a 

duplicate.

2014 NARP Status: On schedule

2014

Complete upgrade of all pavement 

software to Windows Presentation 

Foundation

Deleted

Milestone is deleted since it is a 

duplicate.

2014 NARP Status: On schedule

2014

Complete definition of airport pavement 

failure for the 40-Year Pavement Life 

project

Deleted

Milestone is deleted since it is a 

duplicate.

2014 NARP Status: On schedule

2014

Complete scheduled software engine 

version 4.2 and 4.3 for the Airport and 

Airspace simulation model

Completed 2014 NARP Status: On schedule

2014

Complete the update of the Airfield 

Modeling Database with all new runway, 

taxiway, and gate data

Completed 2014 NARP Status: On schedule

2014 Complete beta version of FAARFIELD 

1.4 Completed 2014 NARP Status: On schedule
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Year Milestone Status Notes

2014

Complete construction and performance 

data for 8 large and medium hub runways 

to the 40-year life PAVEAIR data 

warehouse

Completed 2014 NARP Status: On schedule

2014

Complete tests on subgrade, and 

aggregate samples collected from 3 

airport construction projects

Completed 2014 NARP Status: On schedule

2014

Finalize the work underway to determine 

values of in-service airport pavement 

roughness using the Mike Monroney

Aeronautical Center Boeing B-737 

simulator

Completed 2014 NARP Status: On schedule

2014 Perform reflective cracking pavement 

Tests Completed 2014 NARP Status: On schedule

2015

Complete development of display 

playback animation software for the 

Airport and Airspace Simulation Model

Delayed

Milestone is delayed from 2014 to 2015 

due to a change in scope.

2014 NARP Status: On schedule

2015 Perform economic analysis of heated 

pavements at selected airports On schedule

2015

Study the effect of high tire pressure on 

performance of Hot Mix Asphalt (HMA) 

pavement under heavy aircraft wheel load

On schedule New milestone 

2015

Character the performance of Warm Mix 

Asphalt (WMA) and compare it with the 

performance of standard P-401 HMA

On schedule New milestone 

2015

Study the effects of Polymer Modified 

Binder on the performance/life of P-401 

HMA

On schedule New milestone 

2016

Complete full-scale test on CC-7 

Perpetual Pavements at the NAPTF to 

validate/modify/refine HMA fatigue 

failure model in FAARFIELD

On schedule New milestone 

2017 Pavement Roughness index for Airports On schedule New milestone

2018

New method to calculate Aircraft 

Classification Number (CAN) and 

Pavement Classification Number (PCN)

On schedule New milestone 

2019 Standardization of the Life-Cycle Cost 

Analysis (LCCA) process On schedule New milestone

2020 Long term full scale testing of concrete 

pavement for 40 Year Life On schedule New milestone 

Airport Technology Research Program – Capacity Progress in FY 2014: 

 The test methods being studied include vane shear (for in-situ shear strength), light 

weight deflectometer (for resilient modulus), dirt portable seismic properties analyzer

(for elastic modulus), and repeated load triaxial tests (for laboratory resilient modulus). 

Resilient modulus, in combination with a measure of strength such as shear, could 

displace California Bearing Ratio as a means of characterizing subgrade soils. The study 

demonstrated the application potential of different testing techniques for airport pavement 

unbound material characterization. This is a part of long term study and the work effort 

will continue.
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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 to a 

level that does not constrain growth.

Five R&D goals support R&D Principle 3 - Reduce Environmental Impacts with work spread 

across three budget appropriations (RE&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 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 2016, 20 percent of total FAA R&D funding is allocated to R&D Principle 3 - Reduce 

Environmental Impacts. Program funding levels for the 2015 Enacted and 2016 President’s 

Budget are shown in Table 3.0.2. Percent of Program reflects the part of each program’s 

contribution towards R&D Principle 3 in the 2016 President’s Budget. Table 3.0.2 also lists the 

section and page number reference for each budget narrative within the FY 2016 CJ for the 

President’s Budget Request. The FY 2016 CJ is available at

http://www.dot.gov/sites/dot.gov/files/docs/FY2016-BudgetEstimate-FAA.pdf. 

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

2016 

BLI Program

CJ 

Reference 

(Section 

/Page)

Appropriation 

Account

2015 

Enacted

($000)

2016 

President's 

Budget

($000)

2016 

Percent of 

Program

A11.m NextGen - Alternative Fuels for General Aviation 3C/53 RE&D 6,000 5,833 100%

A12.c NextGen - Weather Technology in the Cockpit 3C/62 RE&D 405 412 10%

A13.a Environment and Energy 3C/69 RE&D 14,921 15,061 100%

A13.b NextGen - Environmental Research - Aircraft Technologies, 

Fuels, and Metrics

3C/72 RE&D 23,014 23,823 100%

A14.a System Planning and Resource Management 3C/75 RE&D 210 238 10%

1A08 Next Generation Transportation System - Environment 

Portfolio

3B/50 F&E 5,500 1,000 100%

4A08 Center for Advanced Aviation System Development 

(CAASD)

3B/316 F&E 0 3,000 5%

-- Airport Cooperative Research Program - Environment 3D/37 AIP 5,000 5,000 100%

-- Airport Technology Research Program - Environment 3D/26 AIP 1,513 1,576 100%

Total ($000) 56,563 55,943

*CAASD R&D budget totals for 1) FY 2015 assume 33% for Safety, 67% to Efficiency, and 0% for Environmental and 2) FY 2016 and 

outyears assume 31% for Safety, 64% for Efficiency, and 5% for Environmental (subject to FFRDC Executive Board FY 2016 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 (RE&D - A13.a)

The Environment and Energy Program supports Environment and Energy Goals 1, 2, and 3 by 

characterizing aircraft noise and emissions and their consequential impacts on the environment. 

The program then provides guidance on mitigating these impacts. The program provides 

fundamental knowledge and develops and validates methodologies, models, metrics, and tools. 

It analyzes and balances the interrelationships between noise and emissions, considers local to 

global impacts, and determines 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 below, followed by a 

summary of the significant progress made in FY 2014 towards achieving the R&D goals.

Table 3.1.1: Environment and Energy Program Milestones

Year Milestone Status Notes

2014

Obtain direct measurements of aircraft 

particulate matter data to support 

development of internationally approved 

methodology

Completed 2014 NARP Status: On schedule

2014

Refine methods and tools to estimate 

impacts of global aviation emissions on 

surface air quality

Completed 2014 NARP Status: On schedule

2015 Advance the understanding of noise 

impacts on social welfare and health On schedule

2015

Develop approved method for measuring 

particulate matter from gas turbine 

engines

On schedule

2015 Develop methods to account for regional 

climate impact of aviation emissions On schedule

2015 Improve understanding of the impacts of 

aircraft emissions in urban airshed area On schedule

Milestone was revised to better reflect the 

research scope and focus. 

Old wording: “Improve understanding of 

the impacts of aircraft emissions in the 

airport vicinity.” 

2014 NARP Status: On schedule
2015 NARP Chapter 3 - R&D Principle 3 – Reduce Environmental Impacts

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Year Milestone Status Notes

2016 Advance the understanding of noise 

impacts on social welfare and health On schedule

2016

Develop new standards and 

methodologies to quantify and assess the 

impacts of aviation emissions

On schedule

Milestone was revised to clarify the 

research. 

Old wording: “Develop new standards 

and methodologies to quantify and assess 

the impact of aircraft noise and aviation 

emissions” 

On schedule

2017

Refine methods for estimation of aircraft 

contribution to climate change and 

implement them in analytical tools. 

On schedule

Milestone is delayed from 2016 to 2017 

for more mature progress in the complex 

area of climate research and 

implementation in tools and is revised to 

clarify the research. 

Old wording: “Refine the estimates of 

aircraft contribution to climate change 

using the latest methods and knowledge” 

2014 NARP Status: 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 New milestone

2019 Develop new standard for particulate 

matter emissions On schedule

2019 Explore appropriate metric for aircraft 

surface noise levels On schedule New milestone 

2020 Enhance methodology for estimation of 

aviation contribution to climate change On schedule New milestone 

 Environment and Energy Program Progress in FY 2014:Conducted research on an 

ongoing basis to better understand the relationship between aviation noise and different 

non-auditory responses and its effects on social welfare and overall health, specifically 

cardiovascular disease and sleep disturbance. The FAA has explored annoyance beyond 

fixed wing aircraft, to include annoyance from rotorcraft and from the potential 

supersonic civil aircraft market. Additionally, the FAA studied the characteristics of 

rotorcraft aircraft to determine noise abatement procedures, and exploring the human 

response to different shaped sonic booms to determine if there is a potential for 

acceptability of certain low booms. The FAA has made progress on understanding 

annoyance on two fronts. In anticipation of the possibility of low boom civil aircraft 

flights, a study of annoyance of low booms found that loudness is clearly a factor in 

interference, but it is the ability of the noise to interfere with an ongoing activity that 

appears to drive the annoyance response. For civil jets, a survey instrument was 

reviewed and methodology was developed to support the FAA’s review of day-night 

level 65 decibels. 
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 The Aerospace Information Report 6241 (AIR 6241) compliant Non-Volatile Particulate 

Matter (nvPM) measurement system is currently undergoing a thorough evaluation. 

During FY 2015, the North American reference system will be compared with engine 

manufacturers’ nvPM system to inform the development of the Aerospace Recommended 

Practice (ARP). The ARP is currently scheduled to be balloted in 2015 by the Society of 

Automotive Engineers Aircraft Exhaust Measurements Committee (SAE E31). 

Measurement campaigns are planned at Rolls-Royce, Indiana; General Electric Aviation, 

Ohio; and Pratt and Whitney, Connecticut to characterize engine nvPM emissions and to 

perform inter-comparison of measurement systems. Results will inform the development 

of ARP and ensure a timely completion of the document. 

 Developed a combination community multi-scale air quality model equipped with the 

direct decoupled method and a statistical approach to measure impacts of aviation 

emissions contributing to over 99 percent of the total fuel burn. Health impacts due to 

aviation emissions are mainly due to PM2.5 and Ozone that are formed as the emissions 

interact with the background. This tool can then be exercised on a yearly basis to track 

urban airshed specific impacts and to understand the result of various policy options. 

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 and Noise/Emission 

Reduction Program supports Environment and Energy Goals 1, 2, and 3 by supporting 

development and implementation of the NextGen Environmental Management System (EMS). 

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 Aviation 

Environment Design Tool (AEDT), improved environmental impacts and economics capabilities 

in the Aviation Environment Portfolio Management Tool, and the integration of these 

environmental assessment capabilities with NAS design tools and simulation models and 

performance monitoring systems. These environmental modeling capabilities are being used 

with a combination of the FAA Terminal Area Forecast, improvements in operational procedures 

including those from NextGen incorporation, fleet technology advancement, and estimates of 

future alternative jet fuel penetration to estimate the current and future environmental 

performance of the NAS. Through 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.

Additional information on this F&E program can be found by referencing the NAS Enterprise 

Architecture.

 

The research milestones and their statuses are shown in Table 3.1.2 below. 
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Table 3.1.2: Environment and Energy – Environmental Management System and 

Noise/Emission Reduction Program Milestones

Year Milestone Status Notes

2015

Assess NAS-wide environmental benefits 

of Continuous Lower Emissions, Energy, 

and Noise (CLEEN) aircraft technologies

Deleted

Milestone is deleted since it duplicates 

the milestone directly below.

2014 NARP Status: On schedule

2015

Assess NAS-wide impacts of 

environmental standards for aircraft noise 

and emissions and other policy measures 

to limit aircraft emissions and noise and 

increase fuel efficiency

Deleted

Milestone is deleted since this work was 

not funded under the FY 2015 F&E

budget.

2014 NARP Status: On schedule

2015

Submit a report on development of the 

initial operational version of NextGen 

environmental management system 

(EMS) framework

On schedule

2015

Develop a report on demonstration of 

Flight Management System/ATM 

Integration for Trajectory Optimization

On schedule

2015

Update report on assessments of NASwide environmental benefits of new 

aircraft technologies including those from 

the CLEEN program

On schedule

2015

Develop a report on assessments of 

environmentally and energy efficient 

gate-to-gate operational procedures

On schedule

2015

Develop a report on assessments of NASwide impacts of environmental standards 

and policy measures Deleted

Milestone is deleted since this work was 

not funded under the FY 2015 F&E

budget.

2014 NARP Status: On schedule

2016

Submit a report on enhancements to 

Aviation Environmental Design Tool 

(AEDT) terminal area capabilities to 

enable the evaluation of environmental 

impacts from NextGen

On schedule New milestone

2016

Submit a final report on integration of 

NextGen simulation models and data with 

AEDT software version 2b

On schedule New milestone

3.1.3 NextGen - Environmental Research - Aircraft Technologies, Fuels, and 

Metrics (RE&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 
2015 NARP Chapter 3 - R&D Principle 3 – Reduce Environmental Impacts

91 2015 NARP

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 below, followed by a 

summary of the significant progress made in FY 2014 towards achieving the R&D goals.

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

Program Milestones

Year Milestone Status Notes

2014

Demonstrate Continuous Lower Energy, 

Emissions and Noise Ceramic Matrix 

Composite nozzle technology Completed 2014 NARP status: On schedule

2014

Evaluate the environmental and economic 

sustainability of future alternative turbine 

engine fuels

Completed 2014 NARP status: On schedule

2015 

Demonstrate Continuous Lower Energy, 

Emissions and Noise Engine Weight 

Reduction and High Temperature 

Impeller technologies

On schedule

2015

Evaluate novel future alternative jet fuels 

to ensure their compatibility with existing 

aircraft and fueling infrastructure

On schedule

2015

Assess the environmental benefits of the 

first round of Continuous Lower Energy

Emissions and Noise airframe and engine 

technologies

On schedule

2015

Initiate Continuous Lower Energy, 

Emissions and Noise Phase II activities to 

demonstrate technologies that can reduce 

energy use, emissions, and noise

On schedule

2016

Refine the estimates of aircraft 

contribution to climate change using the 

latest methods and knowledge

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

Demonstrate Continuous Lower Energy, 

Emissions and Noise Ultra High Bypass 

Ratio Gear Turbo Fan Technology

Deleted

Milestone is deleted as the program has 

not yet selected or funded a company for 

the demonstration.

2014 NARP Status: On schedule

2017

Demonstrate Continuous Lower Energy, 

Emissions and Noise Advanced Turbine 

Components

On schedule

2017

Demonstrate technologies that can reduce 

energy use, emissions, and noise via the 

second phase of the Continuous Lower 

Energy, Emissions and Noise program

On schedule

2018 Advance approval methodology for 

alternative jet fuels On schedule
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Year Milestone Status Notes

2019

Advance the understanding of alternative 

jet fuel composition and environmental 

performance

On schedule

2020

Assess the environmental benefits of the 

second round of Continuous Lower 

Energy Emissions and Noise airframe and 

engine technologies

On schedule New milestone

NextGen - Environmental Research - Aircraft Technologies, Fuels, and Metrics Program 

Progress in FY 2014: 

 Achieved several key significant milestones through the CLEEN program – the FAA’s 

principal NextGen environmental effort to accelerate the development of new aircraft and 

engine technologies and advance sustainable alternative jet fuels while working closely 

with the industry on 1:1 cost-share basis. Achievements included the targeted maturation 

of Ceramic Matrix Composite (CMC) Acoustic Nozzle technology to Technology 

Readiness Level 7) through flight demonstration. In addition, ground level engine tests 

were completed for two other CLEEN technologies (CMC Turbine Blade Tracks and 

Engine Weight Reduction and High Temperature Impeller). Detailed design reviews 

were also completed for CLEEN Flight Management System-Air Traffic Management 

Integration and ultra high-bypass Geared Turbo Fan technologies. Under the CLEEN 

alternative fuel efforts, fuels were tested for auxiliary power units, for ground and altitude 

chamber conditions, and for combustor. 

 Continued working with manufacturers and fuel producers through CLEEN and the 

Aviation Sustainability COE (ASCENT) to test and demonstrate alternative jet fuels. In 

June 2014, the third alternative jet fuel was approved for use by ASTM International, 

Synthesized Iso-Paraffins are jet fuels made from sugar. Their approval is due, in part, to 

the testing and evaluation activities funded by the FAA. There are an additional six fuels 

currently under testing and evaluation via FAA funded programs that could be approved 

in the next two years.

 Kicked off a new project under ASCENT to continue efforts to model and assess the 

environmental benefits of aircraft technology, including those under the FAA’s CLEEN 

Program. This effort will continue modeling of CLEEN technologies, building upon 

those modeled previously under the Partnership for Air Transportation Noise and 

Emissions Reduction (PARTNER) COE Project 36, with input from the companies 

developing these technologies. The project works with government, industry, and 

academia experts to establish consensus on scenarios and associated assumptions to be 

evaluated. This will inform any additional technology and aircraft modeling work that 

will be completed to enable these assessments.

 Released the Screening Information Request for the Continuous Lower Energy, 

Emissions and Noise II (CLEEN II) program. CLEEN II is a follow on program to 

CLEEN and will focus on developing aircraft technology to reduce energy, emissions and 

noise and the advancement of alternative jet fuels.

 
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3.1.4 NextGen - Weather Technology in the Cockpit (RE&D - A12.c) 

The NextGen - Weather Technology in the Cockpit Program supports Environment and Energy 

Goals 1, 2, and 3 by developing, verifying, and validating requirements to support airworthiness 

standards for improving the quality and quantity of MET information to the aircraft to reduce 

environment impacts (e.g., lower fuel consumption) of current and NextGen operations. 

The research milestones and their statuses are shown in Table 3.1.4 below. 

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

Milestone was revised to align with the 

broader scope of WTIC service analyses 

to identify potential efficiency 

improvements.

Old wording: “Complete service analysis 

on the weather information and 

presentations in the cockpit to enhance 

NAS efficiency in adverse weather” 

2014 NARP Status: On schedule

 
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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 – Environment 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 

the study of airport specific aviation noise and emissions and their environmental impacts, 

developing strategies and guidance for green airports via reduction in noise and emissions, 

infrastructure, and benefits of alternative aviation fuels at airport facilities, deicing management, 

and advanced noise and emissions databases. 

The research milestones and their statuses are shown in Table 3.2.1 below, followed by a 

summary of the significant progress made in FY 2014 towards achieving the R&D goal.

Table 3.2.1: Airport Cooperative Research Program – Environment Milestones

Year Milestone Status Notes

2014 

Identify and evaluate metrics for and 

conditions under which aircraft noise 

affects student learning

Completed

ACRP project 02-26 is completed and the 

final report is available at 

http://www.trb.org/main/blurbs/170328.as

px. 

2014 NARP Status: Delayed from 2013 

to 2014.

2014

Provide practical mitigation alternatives 

for managing nuisance microbial 

communities caused by airport deicing 

activities

Completed

ACRP project 02-32 is completed and the 

published report is expected 12/2014. 

2014 NARP Status: Delayed from 2013 

to 2014

2014

Develop an interactive electronic tool to 

assist airport stakeholders in estimating 

airport construction emissions

Completed

ACRP project 02-33 is completed and the 

final report is available at: 

http://www.trb.org/Main/Blurbs/170234.a

spx. 

2014 NARP Status: Delayed from 2013 

to 2014

2014

Develop and validate a research protocol 

for a large-scale study of aircraft noise 

exposure-annoyance response 

relationships across the U.S.

Completed

ACRP project 02-35 is completed and the 

final report is available at 

http://www.trb.org/ACRP/Blurbs/170979.

aspx. 

2014 NARP Status: Delayed from 2013 

to 2014
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Year Milestone Status Notes

2014

Assess the predictive accuracy of the 

FAA's Integrated Noise Model for 

general aviation aircraft

Completed

ACRP project 02-37 is completed and the 

final report is available at 

http://www.trb.org/Main/Blurbs/171516.a

spx. 

2014 NARP Status: Delayed from 2013 

to 2014

2014

Create best practices for aviation safety 

associated with planning, developing and 

constructing energy production and 

transmission technologies at and around 

airports

Completed

ACRP project 02-38 is completed and the 

final report is available at 

http://www.trb.org/Main/Blurbs/170609.a

spx. 

2014 NARP Status: On schedule

2014

Develop a method for estimating aircraft 

takeoff thrust settings for a wide variety 

of commercial and general aviation 

aircraft, suitable for use in preparing 

airport emissions inventories

Completed

Milestone is delayed from 2014 to 2015 

due to underestimation of project 

complexity (ACRP project 02-38).

2014 NARP Status: On schedule

2014

Develop a process to evaluate 

sustainability practices as they relate to 

the impacts on day-to-day airport 

operations and maintenance

Completed

ACRP project 09-06 is completed and the 

final report is available at 

http://www.trb.org/Publications/Blurbs/1

70580.aspx. 

2014 NARP Status: On schedule

2014

Develop tools and guidance for airports 

that identify and evaluate storm water 

management options and provide a set of 

best management practices to minimize 

hazards posed to aviation by wildlife

Completed

ACRP project 09-08 is completed and the 

published report is expected in early 

2015.

2014 NARP Status: On schedule

2014

Develop a primer to help airports address 

federal and state threatened and 

endangered species issues on or near their 

airport

Completed

ACRP project 11-02 is completed and the 

published report is expected in early 

2015.

2014 NARP Status: On schedule

2015 

Develop a decision tool for airports to 

identify, evaluate, prioritize, and select 

sustainability practices

Completed

ACRP project 02-28 is completed and the 

published report is expected 12/2014. 

2014 NARP Status: Delayed from 2013 

to 2015

2015

Improve, enhance, and update the 

Sustainable Aviation Guidance Alliance 

website with new and existing sustainable 

practices data

On schedule 2014 NARP Status: Delayed from 2014 

to 2015

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

Delayed

Milestone is delayed from 2014 to 2015 

due to underestimation of project 

complexity (ACRP project 02-44).

2014 NARP Status: On schedule
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Year Milestone Status Notes

2015

Assess the current body of knowledge 

regarding the impact of airport operations 

on air quality and public health

Delayed

Milestone is delayed from 2014 to 2015 

due to underestimation of project 

complexity (ACRP project 02-42).

2014 NARP Status: Delayed from 2013 

to 2014

2015

Produce guidance on the application of 

whole effluent toxicity testing to airport 

deicing runoff

Delayed

Milestone is delayed from 2014 to 2015 

due to underestimation of project 

complexity (ACRP project 02-39).

2014 NARP Status: On schedule

2015

Develop an inventory methodology to 

help airports quantify aircraft lead 

emissions at airports

Delayed

Milestone is delayed from 2014 to 2015 

due to underestimation of project 

complexity (ACRP project 02-34).

2014 NARP Status: Delayed from 2013 

to 2014

2015

Assess the accuracy of the NOx 

(NO+NO2) emissions and speciation 

methods used in the Emissions Dispersion 

Modeling System/AEDT (i.e., OLM, 

ARM, and PVMRM) to predict NO2

concentrations, develop and assess 

alternative methods, and recommend a 

preferred method for predicting NO2

concentrations resulting from airport 

emissions

Completed

ACRP project 02-08 is completed and the 

final report is available at: 

http://www.trb.org/Publications/Blurbs/1

67479.aspx. 

2014 NARP Status: On schedule

Airport Cooperative Research Program – Environment Progress in FY 2014: 

 Explored conditions under which aircraft noise affects student learning and evaluated 

alternative noise metrics that best define those conditions.

 Explored alternative research methods for field studies to assess the relationship between 

aircraft noise and sleep disturbance for U.S. airports. 

 Developed an evaluation process and cost-benefit tool that demonstrates how to use data 

from an example project.

3.2.2 Airport Technology Research Program – Environment (AIP)

The Airport Technology Research Program – Environment 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 covering 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. 
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The research milestones and their statuses are shown in Table 3.2.2 below. 

Table 3.2.2: Airport Technology Research Program – Environment Milestones

Year Milestone Status Notes

2014

Develop the test plan and selection of 

surveyed airports for the Aircraft Noise 

and Annoyance Study

Completed 2014 NARP Status: Delayed from 2013 

to 2014

2015

Develop and gain approval for a survey 

instrument to collect data for the Aircraft 

Noise and Annoyance Study

Delayed

Milestone is delayed from 2014 to 2015 

due to extended review time.

2014 NARP Status: On schedule

2015

Complete the study on analyzing air 

quality samples from forcible entry 

testing on composite materials

On schedule

2015

Evaluate the effectiveness of using 

artificial turf in Runway Safety Areas to 

mitigate the burrowing of the protected 

Gopher Tortoise

On schedule

2016 Complete data collection for the Aircraft 

Noise and Annoyance Study Delayed

Milestone is delayed from 2015 to 2016 

due to approval delays.

2014 NARP Status: On schedule

2016

Complete updates to the dose-response 

curves for U.S. airports using data 

collected from the Aircraft Noise and 

Annoyance Study

On schedule

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

The Center for Advanced Aviation System Development (CAASD) supports R&D Aviation 

Environmental R&D Goal 2 by conducting analyses and assessments of surface metering, 

designed to reduce fuel burn associated with runway queuing. 

CAASD made the following progress in FY 2014 towards Aviation Environment R&D Goal 2: 

 The CAASD conducted analysis to inform the tradeoff between several key parameters 

used in Surface Collaborative Decision Making (S-CDM) processes, procedures, and 

policies (P3). This work provided a framework to inform decisions regarding P3 

parameter settings to balance the benefits and risks of S-CDM at Phoenix Sky Harbor 

International Airport (PHX). The framework can also be applied to other airports and to 

projected future traffic levels. S-CDM reduces the size of long queues of aircraft waiting 

at the departure runway end, thereby reducing fuel and emissions, and potentially 

increasing operator flexibility.
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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 (RE&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 below, followed by a 

summary of the significant progress made in FY 2014 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 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 

non-transparent engines and aircraft

On schedule New milestone

NextGen - Alternative Fuels for General Aviation Program Progress in FY 2014: 

 The request for candidate fuels, or Screening Information Request (SIR), closed July 1, 

2014. A Piston Aviation Fuels Initiative informational briefing was given in December 

2013 at the ASTM fuel meeting, a webinar held on April 16, 2014, and updates provided 

at the ASTM fuel meeting on June 23, 2014 and EAA Airventure meeting on July 28, 

2014. 

 Formed a Technical Evaluation Committee (TEC), reporting directly to the FAA, to serve 

as the primary evaluator of fuel proposals furnished in response to the SIR. The TEC met 
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July 15 through 18, 2014 to select fuels to enter Phase 1 testing. Nine fuels were 

submitted from five companies and four fuels from three companies (TOTAL, SHELL, 

SWIFT x2) were selected for entrance into Phase 1. 

 Identified specific aircraft material part number lists for elastomers, sealants, and metals 

along with associated test. Ecological assessments and literature surveys of proposed 

fuels are currently underway. 

 Formed the Piston Aviation Fuels Initiative Technical Advisory Committee (TAC) to 

facilitate industry “in-kind” support. The TAC membership includes the primary OEM 

product manufacturers, user groups, producers, and airports representatives. Eleven work 

requests have been submitted to the TAC. The final list of Phase I laboratory test 

methods, and identification of rigs was agreed to by the TAC. 

 Developed the Phase I rig testing procedures, which will be used to evaluate the four 

candidate fuels in fit-for-purpose testing. 
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4.0 R&D Business Management

This chapter reviews the FAA R&D portfolio according to the FY 2016 President’s Budget 

submission. It also summarizes the four budget appropriation accounts, shows how much the 

FAA is spending on R&D, and describes its R&D program execution. 

The FAA R&D portfolio supports regulation, certification, and standards development; 

modernization of the NAS; and policy and planning. To support FAA R&D principles and 

goals, the R&D addresses the specific needs of sponsoring organizations, including Aviation 

Safety, Air Traffic Organization, Airports, NextGen, and 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: RE&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 (RE&D)

The RE&D appropriation account funds R&D programs that improve the NAS by increasing its 

safety, security, productivity, capacity, and environmental compatibility to meet the expected air 

traffic demands of the future. The RE&D appropriation account funds roughly 40 percent 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 and 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 groups of 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 Airport Cooperative Research Program (ACRP) and the Airport Technology Research 

Program (ATRP).

The ACRP organization, its procedures, and its 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 

 

7 FAA Order 2500.8B, Funding Criteria for Operations, Facilities and Equipment (F&E), and Research, Engineering 

and Development (RE&D) Accounts, dated October 1, 2006.
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Administrator of the FAA. The purpose of the ACRP is to research problems shared by airports 

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 safety, 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 FAA R&D budget by appropriation, program 

sponsor, R&D category, performance goal, and NextGen R&D. It presents the FY 2015 Enacted

and FY 2016 President’s Request, and planned funding for FY 2017 through 2020, which are 

estimates and subject to change. The amounts shown for F&E programs in FY 2015 reflect only 

R&D activities: they do not include acquisition, operational testing, or other non-R&D activities. 

The amounts shown for F&E programs in FY 2016 and beyond are increased to reflect the entire 

budget for those portfolios. This increase is due to the reclassification of existing work to better 

align with OMB Circular A-11 Research Definitions. The amount shown for CAASD in FY 

2015 includes only the R&D portion of the total CAASD line item amount. R&D represents 

27.6% in FY 2015. The amount shown for CAASD in FY 2016 and beyond is increased to 

reflect the entire budget for the program. This increase is due to the reclassification of existing 

work to better align with OMB Circular A-11 Research Definitions.

4.2.1 Appropriation Account

Table 4.2.1 shows the FAA R&D FY 2015 Enacted and FY 2016 President’s Request budgets 

and the estimated funding through FY 2020, 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 shows the FAA R&D FY 2015 Enacted and FY 2016 President’s Request budgets 

and the estimated funding through FY 2020, 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 shows the FAA R&D 

portfolio according to these categories with the percent of applied R&D for FY 2015 through 

2020. 

 

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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4.2.4 Performance Goal

Table 4.2.4 shows the FAA R&D budget by the performance goals defined in Exhibit II of the 

FAA President’s Request for FY 2016. The R&D programs apply to three of the goals in the 

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

for a New Generation. 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 2015. For Table 4.2.4, 

System Planning and Resource Management (A14.a) is considered part of Mission Support for 

the RE&D appropriation account and is pro-rated across the three DOT goals as follows: Safety 

at 65 percent; Economic Competitiveness at 25 percent; and Environmental Sustainability at 10 

percent. William J. Hughes Technical Center Facility (A14.b) is also considered part of Mission 

Support and is pro-rated between Safety at 72 percent and Economic Competitiveness at 28 

percent.

4.2.5 NextGen R&D

Funded by both RE&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 

35 percent of the total requested R&D budget reported in the NARP for FY 2016, and it 

represents 15 percent of the FAA NextGen portfolio. The FAA R&D portfolio includes the 

entire RE&D contribution to NextGen, but only part of the F&E contribution to NextGen. Table 

4.2.5 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

2015

Enacted

($000)

2016 

President's 

Budget

($000)

2017

Estimate

($000)

2018

Estimate

($000)

2019

Estimate

($000)

2020

Estimate

($000)

/1

A11.a Fire Research and Safety RE&D 6,000 6,643 6,782 6,947 7,038 7,157

A11.b Propulsion and Fuel Systems RE&D 2,000 3,034 3,087 3,160 3,173 3,206

A11.c Advanced Materials/Structural Safety RE&D 2,909 3,625 3,687 3,773 3,787 3,825

A11.d Aircraft Icing/Digital System Safety RE&D 5,500 6,920 7,043 7,210 7,246 7,325

A11.e Continued Airworthiness RE&D 9,619 8,987 9,151 9,368 9,424 9,534

A11.f Aircraft Catastrophic Failure Prevention Research RE&D 1,500 1,433 1,458 1,492 1,498 1,513

A11.g Flightdeck/Maintenance/System Integration Human Factors RE&D 6,000 9,947 10,136 10,379 10,464 10,602

A11.h System Safety Management RE&D 7,970 6,063 6,179 6,327 6,379 6,464

A11.i Air Traffic Control/Technical Operations Human Factors RE&D 5,400 5,995 6,147 6,304 6,460 6,621

A11.j Aeromedical Research RE&D 8,300 10,255 10,476 10,734 10,894 11,090

A11.k Weather Program RE&D 14,847 18,253 18,525 18,948 18,895 18,994

A11.l Unmanned Aircraft Systems Research RE&D 14,974 9,635 9,790 10,016 10,024 10,102

A11.m NextGen - Alternative Fuels for General Aviation RE&D 6,000 5,833 5,939 6,080 6,115 6,186

A12.a NextGen - Wake Turbulence RE&D 8,541 8,680 8,836 9,044 9,095 9,198

A12.b NextGen - Air Ground Integration Human Factors RE&D 9,697 8,875 9,036 9,250 9,306 9,415

A12.c NextGen - Weather Technology in the Cockpit RE&D 4,048 4,116 4,195 4,296 4,336 4,397

A12.d Commercial Space Transportation R,E&D 0 3,000 3,043 3,113 3,100 3,113

A13.a Environment and Energy RE&D 14,921 15,061 15,300 15,654 15,655 15,770

A13.b NextGen - Environmental Research - Aircraft Technologies, 

Fuels, and Metrics

RE&D 23,014 23,823 24,248 24,821 24,948 25,223

A14.a System Planning and Resource Management RE&D 2,100 2,377 2,424 2,480 2,510 2,549

A14.b William J. Hughes Technical Center Laboratory Facility RE&D 3,410 3,445 3,518 3,604 3,653 3,716

RE&D TOTAL RE&D 156,750 166,000 169,000 173,000 174,000 176,000

Research, Engineering and Development (RE&D)
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Table 4.2.1: Planned R&D Budget by Appropriation Account (cont’d)

2016 

BLI Program Appropriation Account

2015

Enacted

($000)

2016 

President's 

Budget

($000)

2017

Estimate

($000)

2018

Estimate

($000)

2019

Estimate

($000)

2020

Estimate

($000)

/1

/2

1A01A Runway Incursion Reduction Program F&E 3,500

1A01B System Capacity, Planning and Improvements F&E 6,000

1A01C Operations Concept Validation and Infrastructure Evolution F&E 4,000

1A01D Major Airspace Redesign F&E 5,000

1A10E New Air Traffic Management Requirements F&E 4,980

4A08 Center for Advanced Aviation System Development 

(CAASD)

F&E 16,560 60,000 60,000 60,000 65,000 65,000 /3

1A01 Advanced Technology Development & Prototyping F&E 21,300 41,100 45,400 37,100 41,100

1A02 NAS Improvement of System Support Laboratory F&E 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

1A04 William J. Hughes Technical Center Infrastructure Sustainment F&E 12,200 10,300 10,000 10,000 11,600

1A05 Next Generation Transportation System - Separation 

Management Portfolio

F&E 26,500 26,800 27,000 40,000 42,500

1A06 Next Generation Transportation System - Improved 

Surface/TFDM Portfolio

F&E 17,000 53,000 90,600 116,300 100,800

1A07 Next Generation Transportation System - On Demand NAS F&E 11,000 14,500 17,000 18,000 32,000

1A08 Next Generation Transportation System - Environment 

Portfolio

F&E 5,500 1,000 1,000 0 0 0

1A09 Next Generation Transportation System - Imp Multiple 

Runway OPS Portfolio

F&E 8,000 9,500 5,000 4,000 5,000

1A10 Next Generation Transportation System - NAS Infrastructure F&E 11,000 14,000 15,200 13,000 15,000

1A11 Next Generation Support Portfolio F&E 10,000 12,000 13,000 13,000 13,000

F&E TOTAL F&E 45,540 198,050 262,200 303,200 336,400 346,000

-- 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 12,714 13,248 13,248 13,248 13,248 13,248

-- Airport Technology Research Program - Environment AIP 1,513 1,576 1,576 1,576 1,576 1,576

-- Airport Technology Research Program - Safety AIP 15,523 16,176 16,176 16,176 16,176 16,176

AIP TOTAL AIP 44,750 46,000 46,000 46,000 46,000 46,000

GRAND TOTAL $247,040 $410,050 $477,200 $522,200 $556,400 $568,000

Notes:

/1 The funding levels listed for years 2017 to 2020 are estimates and subject to change.

/2

/3

Facilities & Equipment (F&E)

Grants-In-Aid for Airports (AIP)

The amount shown for CAASD in FY 2015 includes only the R&D portion of the total CAASD line item amount. R&D work represents 27.6% in FY 2015 and it is 

estimated that this percentage will carry forward into the outyears. 

The amount shown for CAASD in FY 2016 and beyond is increased to reflect the entire budget for the program. This increase is due to the reclassification of existing 

work to better align with OMB Circular A-11 Research Definitions.

The amounts shown for F&E programs in FY 2015 reflect only R&D activities: they do not include acquisition, operational testing, or other non-R&D activities. The 

amounts shown for F&E programs in FY 2016 and beyond are increased to reflect the entire budget for those portfolios. This increase is due to the reclassification of 

existing work to better align with OMB Circular A-11 Research Definitions.
2015 NARP Chapter 4 - R&D Business Management

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Table 4.2.2: Planned R&D Budget by Requesting Organization

 

2016 

BLI Program Appropriation 

Account

2015

Enacted

($000)

2016 

President's 

Budget

($000)

2017

Estimate

($000)

2018

Estimate

($000)

2019

Estimate

($000)

2020

Estimate

($000)

/1

A11.a Fire Research and Safety RE&D 6,000 6,643 6,782 6,947 7,038 7,157

A11.b Propulsion and Fuel Systems RE&D 2,000 3,034 3,087 3,160 3,173 3,206

A11.c Advanced Materials/Structural Safety RE&D 2,909 3,625 3,687 3,773 3,787 3,825

A11.d Aircraft Icing/Digital System Safety RE&D 5,500 6,920 7,043 7,210 7,246 7,325

A11.e Continued Airworthiness RE&D 9,619 8,987 9,151 9,368 9,424 9,534

A11.f Aircraft Catastrophic Failure Prevention Research RE&D 1,500 1,433 1,458 1,492 1,498 1,513

A11.g Flightdeck/Maintenance/System Integration Human Factors RE&D 6,000 9,947 10,136 10,379 10,464 10,602

A11.h System Safety Management RE&D 7,970 6,063 6,179 6,327 6,379 6,464

A11.j Aeromedical Research RE&D 8,300 10,255 10,476 10,734 10,894 11,090

A11.l Unmanned Aircraft Systems Research RE&D 14,974 9,635 9,790 10,016 10,024 10,102

AVS TOTAL 64,772 66,542 67,789 69,406 69,927 70,818

A11.m NextGen - Alternative Fuels for General Aviation RE&D 6,000 5,833 5,939 6,080 6,115 6,186

A12.a NextGen - Wake Turbulence RE&D 8,541 8,680 8,836 9,044 9,095 9,198

A12.b NextGen - Air Ground Integration Human Factors RE&D 9,697 8,875 9,036 9,250 9,306 9,415

A12.c NextGen - Weather Technology in the Cockpit RE&D 4,048 4,116 4,195 4,296 4,336 4,397

A14.a System Planning and Resource Management RE&D 2,100 2,377 2,424 2,480 2,510 2,549

A14.b William J. Hughes Technical Center Laboratory Facility RE&D 3,410 3,445 3,518 3,604 3,653 3,716

Subtotal RE&D 33,796 33,326 33,948 34,754 35,015 35,461

1A10E New Air Traffic Management Requirements 4,980 0 0 0 0 0

1A01 Advanced Technology Development & Prototyping F&E 21,300 41,100 45,400 37,100 41,100

1A02 NAS Improvement of System Support Laboratory F&E 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

1A04 William J. Hughes Technical Center Infrastructure Sustainment F&E 12,200 10,300 10,000 10,000 11,600

1A05 Next Generation Transportation System - Separation Management Portfolio F&E 26,500 26,800 27,000 40,000 42,500

1A06 Next Generation Transportation System - Improved Surface/TFDM Portfolio F&E 17,000 53,000 90,600 116,300 100,800

1A07 Next Generation Transportation System - On Demand NAS Portfolio F&E 11,000 14,500 17,000 18,000 32,000

1A08 Next Generation Transportation System - Environment Portfolio F&E 5,500 1,000 1,000 0 0 0

1A09 Next Generation Transportation System - Imp Multiple Runway OPS Portfolio F&E 8,000 9,500 5,000 4,000 5,000

1A10 Next Generation Transportation System - NAS Infrastructure Portfolio F&E 11,000 14,000 15,200 13,000 15,000

1A11 Next Generation Support Portfolio F&E 10,000 12,000 13,000 13,000 13,000

Subtotal F&E 10,480 138,050 202,200 243,200 271,400 281,000 /2

ANG TOTAL 44,276 171,376 236,148 277,954 306,415 316,461

A11.i Air Traffic Control/Technical Operations Human Factors RE&D 5,400 5,995 6,147 6,304 6,460 6,621 

A11.k Weather Program RE&D 14,847 18,253 18,525 18,948 18,895 18,994

Subtotal RE&D 20,247 24,248 24,672 25,252 25,355 25,615

1A01A Runway Incursion Reduction Program F&E 3,500 0 0 0 0 0

1A01B System Capacity, Planning and Improvements F&E 6,000 0 0 0 0 0

1A01C Operations Concept Validation and Infrastructure Evolution F&E 4,000 0 0 0 0 0

1A01D Major Airspace Redesign F&E 5,000 0 0 0 0 0 

4A08 Center for Advanced Aviation System Development (CAASD) F&E 16,560 60,000 60,000 60,000 65,000 65,000 /2

Subtotal F&E 35,060 60,000 60,000 60,000 65,000 65,000 /3

ATO TOTAL 55,307 84,248 84,672 85,252 90,355 90,615

Aviation Safety (AVS)

NextGen (ANG)

Air Traffic Organization (ATO)
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Table 4.2.2: Planned R&D Budget by Requesting Organization (cont’d)

2016 

BLI Program Appropriation Account

2015

Enacted

($000)

2016 

President's 

Budget

($000)

2017

Estimate

($000)

2018

Estimate

($000)

2019

Estimate

($000)

2020

Estimate

($000)

/1

Commercial Space Transportation R,E&D 0 3,000 3,043 3,113 3,100 3,113

Subtotal RE&D 0 3,000 3,043 3,113 3,100 3,113

AST Total 0 3,000 3,043 3,113 3,100 3,113

-- 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 12,714 13,248 13,248 13,248 13,248 13,248

-- Airport Technology Research Program - Environment AIP 1,513 1,576 1,576 1,576 1,576 1,576

-- Airport Technology Research Program - Safety AIP 15,523 16,176 16,176 16,176 16,176 16,176

ARP TOTAL 44,750 46,000 46,000 46,000 46,000 46,000

A13.a Environment and Energy RE&D 14,921 15,061 15,300 15,654 15,655 15,770

A13.b NextGen - Environmental Research - Aircraft Technologies, Fuels, and Metrics RE&D 23,014 23,823 24,248 24,821 24,948 25,223

APL TOTAL 37,935 38,884 39,548 40,475 40,603 40,993

GRAND TOTAL $247,040 $410,050 $477,200 $522,200 $556,400 $568,000

Notes:

/1 The funding levels listed for years 2017 to 2020 are estimates and subject to change.

/2

/3

The amount shown for CAASD in FY 2015 includes only the R&D portion of the total CAASD line item amount. R&D work represents 27.6% in FY 

2015 and it is estimated that this percentage will carry forward into the outyears. 

The amount shown for CAASD in FY 2016 and beyond is increased to reflect the entire budget for the program. This increase is due to the 

reclassification of existing work to better align with OMB Circular A-11 Research Definitions.

The amounts shown for F&E programs in FY 2015 reflect only R&D activities: they do not include acquisition, operational testing, or other non-R&D 

activities. The amounts shown for F&E programs in FY 2016 and beyond are increased to reflect the entire budget for those portfolios. This increase is 

due to the reclassification of existing work to better align with OMB Circular A-11 Research Definitions.

Airports (ARP)

Policy, International Affairs, and Environment (APL)

Commercial Space Transportation (AST)
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Table 4.2.3: Planned R&D Budget by Research Category 

 

2016 

BLI Program Appropriation 

Account

2015

Enacted

($000)

2016 

President's 

Budget

($000)

2017

Estimate

($000)

2018

Estimate

($000)

2019

Estimate

($000)

2020

Estimate

($000)

/1

A11.a Fire Research and Safety RE&D 6,000 6,643 6,782 6,947 7,038 7,157

A11.b Propulsion and Fuel Systems RE&D 2,000 3,034 3,087 3,160 3,173 3,206

A11.c Advanced Materials/Structural Safety RE&D 2,909 3,625 3,687 3,773 3,787 3,825

A11.d Aircraft Icing/Digital System Safety RE&D 5,500 6,920 7,043 7,210 7,246 7,325

A11.e Continued Airworthiness RE&D 9,619 8,987 9,151 9,368 9,424 9,534

A11.f Aircraft Catastrophic Failure Prevention Research RE&D 1,500 1,433 1,458 1,492 1,498 1,513

A11.g Flightdeck/Maintenance/System Integration Human Factors RE&D 6,000 9,947 10,136 10,379 10,464 10,602

A11.h System Safety Management RE&D 7,970 6,063 6,179 6,327 6,379 6,464

A11.i Air Traffic Control/Technical Operations Human Factors RE&D 5,400 5,995 6,147 6,304 6,460 6,621

A11.j Aeromedical Research RE&D 8,300 10,255 10,476 10,734 10,894 11,090

A11.k Weather Program RE&D 14,847 18,253 18,525 18,948 18,895 18,994

A11.l Unmanned Aircraft Systems Research RE&D 14,974 9,635 9,790 10,016 10,024 10,102

A11.m NextGen - Alternative Fuels for General Aviation RE&D 6,000 5,833 5,939 6,080 6,115 6,186

A12.a NextGen - Wake Turbulence RE&D 8,541 8,680 8,836 9,044 9,095 9,198

A12.b NextGen - Air Ground Integration Human Factors RE&D 9,697 8,875 9,036 9,250 9,306 9,415

A12.c NextGen - Weather Technology in the Cockpit RE&D 4,048 4,116 4,195 4,296 4,336 4,397

A12.d Commercial Space Transportation R,E&D 0 3,000 3,043 3,113 3,100 3,113

A13.a Environment and Energy RE&D 14,921 15,061 15,300 15,654 15,655 15,770

A13.b NextGen - Environmental Research - Aircraft Technologies, Fuels, 

and Metrics

RE&D 23,014 23,823 24,248 24,821 24,948 25,223

A14.a System Planning and Resource Management RE&D 2,100 2,377 2,424 2,480 2,510 2,549

A14.b William J. Hughes Technical Center Laboratory Facility RE&D 3,410 3,445 3,518 3,604 3,653 3,716

Subtotal RE&D 156,750 166,000 169,000 173,000 174,000 176,000

-- 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 12,714 13,248 13,248 13,248 13,248 13,248

-- Airport Technology Research Program - Environment AIP 1,513 1,576 1,576 1,576 1,576 1,576

-- Airport Technology Research Program - Safety AIP 15,523 16,176 16,176 16,176 16,176 16,176

Subtotal AIP 44,750 46,000 46,000 46,000 46,000 46,000

Applied Research TOTAL 201,500 212,000 215,000 219,000 220,000 222,000

Applied Research PERCENT 81.6% 51.7% 45.1% 41.9% 39.5% 39.1%

Applied Research
2015 NARP Chapter 4 - R&D Business Management

110 2015 NARP

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

 

2016 

BLI Program Appropriation 

Account

2015

Enacted

($000)

2016 

President's 

Budget

($000)

2017

Estimate

($000)

2018

Estimate

($000)

2019

Estimate

($000)

2020

Estimate

($000)

/1

1A01A Runway Incursion Reduction Program F&E 3,500 0 0 0 0 0

1A01B System Capacity, Planning and Improvements F&E 6,000 0 0 0 0 0

1A01C Operations Concept Validation and Infrastructure Evolution F&E 4,000 0 0 0 0 0

1A01D Major Airspace Redesign F&E 5,000 0 0 0 0 0 

1A10E New Air Traffic Management Requirements F&E 4,980 0 0 0 0 0

4A08 Center for Advanced Aviation System Development (CAASD) F&E 16,560 60,000 60,000 60,000 65,000 65,000 /2

1A01 Advanced Technology Development & Prototyping F&E 0 21,300 41,100 45,400 37,100 41,100

1A02 NAS Improvement of System Support Laboratory F&E 0 1,000 1,000 1,000 1,000 1,000

1A03 William J. Hughes Technical Center Facilities F&E 0 19,050 19,000 19,000 19,000 19,000

1A04 William J. Hughes Technical Center Infrastructure Sustainment F&E 0 12,200 10,300 10,000 10,000 11,600

1A05 Next Generation Transportation System - Separation Management F&E 0 26,500 26,800 27,000 40,000 42,500

1A06 Next Generation Transportation System - Improved Surface/TFDM F&E 0 17,000 53,000 90,600 116,300 100,800

1A07 Next Generation Transportation System - On Demand NAS Portfolio F&E 0 11,000 14,500 17,000 18,000 32,000

1A08 Next Generation Transportation System - Environment Portfolio F&E 5,500 1,000 1,000 0 0 0

1A09 Next Generation Transportation System - Imp Multiple Runway OPS F&E 0 8,000 9,500 5,000 4,000 5,000

1A10 Next Generation Transportation System - NAS Infrastructure F&E 0 11,000 14,000 15,200 13,000 15,000

1A11 Next Generation Support Portfolio F&E 0 10,000 12,000 13,000 13,000 13,000

Subtotal F&E 45,540 198,050 262,200 303,200 336,400 346,000 /3

Development TOTAL 45,540 198,050 262,200 303,200 336,400 346,000

Development PERCENT 18.4% 48.3% 54.9% 58.1% 60.5% 60.9%

GRAND TOTAL $247,040 $410,050 $477,200 $522,200 $556,400 $568,000

Notes:

/1 The funding levels listed for years 2017 to 2020 are estimates and subject to change.

/2

/3

Development

The amount shown for CAASD in FY 2015 includes only the R&D portion of the total CAASD line item amount. R&D work represents 27.6% in 

FY 2015 and it is estimated that this percentage will carry forward into the outyears. 

The amount shown for CAASD in FY 2016 and beyond is increased to reflect the entire budget for the program. This increase is due to the 

reclassification of existing work to better align with OMB Circular A-11 Research Definitions.

The amounts shown for F&E programs in FY 2015 reflect only R&D activities: they do not include acquisition, operational testing, or other nonR&D activities. The amounts shown for F&E programs in FY 2016 and beyond are increased to reflect the entire budget for those portfolios. This 

increase is due to the reclassification of existing work to better align with OMB Circular A-11 Research Definitions.
2015 NARP Chapter 4 - R&D Business Management

111 2015 NARP

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

2016 

BLI Program Appropriation Account

2016 Contract 

Costs

($000)

2016 Personnel 

Costs

($000)

2016 Other Inhouse Costs

($000)

2016 

President's 

Budget

($000)

/1

A11.a Fire Research and Safety RE&D 2,833 3,700 110 6,643

A11.b Propulsion and Fuel Systems RE&D 2,217 807 10 3,034

A11.c Advanced Materials/Structural Safety RE&D 2,685 885 55 3,625

A11.d Aircraft Icing/Digital System Safety RE&D 4,824 2,016 80 6,920

A11.e Continued Airworthiness RE&D 5,961 2,916 110 8,987

A11.f Aircraft Catastrophic Failure Prevention Research RE&D 1,055 368 10 1,433

A11.g Flightdeck/Maintenance/System Integration Human Factors RE&D 5,914 3,953 80 9,947

A11.h System Safety Management RE&D 3,556 2,427 80 6,063

A11.i Air Traffic Control/Technical Operations Human Factors RE&D 233 5,642 120 5,995

A11.j Aeromedical Research RE&D 3,776 6,309 170 10,255

A11.k Weather Program RE&D 17,494 714 45 18,253

A11.l Unmanned Aircraft Systems Research RE&D 8,022 1,413 200 9,635

A11.m NextGen - Alternative Fuels for General Aviation RE&D 5,517 301 15 5,833

A14.a System Planning and Resource Management RE&D 618 650 166 1,545 /2

A14.b William J. Hughes Technical Center Laboratory Facility RE&D 1,117 1,580 48 2,480 /2

 Subtotal RE&D 65,822 33,681 1,299 100,648

-- Airport Cooperative Research Program - Safety AIP 4,903 97 0 5,000

-- Airport Technology Research Program - Safety AIP 14,303 1,873 0 16,176

Subtotal AIP 19,206 1,970 0 21,176

1. Safety TOTAL 85,027 35,651 1,299 121,824

A12.a NextGen - Wake Turbulence RE&D 8,244 311 125 8,680

A12.b NextGen - Air Ground Integration Human Factors RE&D 8,305 531 39 8,875

A12.c NextGen - Weather Technology in the Cockpit RE&D 3,241 848 27 4,116

A12.d Commercial Space Transportation RE&D 3,000 0 0 3,000

A14.a System Planning and Resource Management RE&D 158 166 42 594 /2

A14.b William J. Hughes Technical Center Laboratory Facility RE&D 285 403 12 965 /2

Subtotal RE&D 23,233 2,259 246 26,230

4A08 Center for Advanced Aviation System Development (CAASD) F&E 60,000 0 0 60,000 /3

1A01 Advanced Technology Development & Prototyping F&E 21,300 0 0 21,300

1A02 NAS Improvement of System Support Laboratory F&E 1,000 0 0 1,000

1A03 William J. Hughes Technical Center Facilities F&E 19,050 0 0 19,050

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 26,500 0 0 26,500

1A06 Next Generation Transportation System - Improved Surface/TFDM 

Portfolio

F&E 17,000 0 0 17,000

1A07 Next Generation Transportation System - On Demand NAS Portfolio F&E 11,000 0 0 11,000

1A08 Next Generation Transportation System - Environment Portfolio F&E 1,000 0 0 1,000

1A09 Next Generation Transportation System - Imp Multiple Runway OPS 

Portfolio

F&E 8,000 0 0 8,000

1A10 Next Generation Transportation System - NAS Infrastructure 

Portfolio

F&E 11,000 0 0 11,000

1A11 Next Generation Support Portfolio F&E 10,000 0 0 10,000

Subtotal F&E 198,050 0 0 198,050 /4

-- Airport Cooperative Research Program - Capacity AIP 4,903 97 0 5,000

-- Airport Technology Research Program - Capacity AIP 11,714 1,534 0 13,248

Subtotal AIP 16,617 1,631 0 18,248

 2. Economic Competitiveness TOTAL 237,900 3,891 246 242,528

1. Safety

2. Economic Competitiveness
2015 NARP Chapter 4 - R&D Business Management

112 2015 NARP

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

2016 

BLI Program Appropriation Account

2016 Contract 

Costs

($000)

2016 Personnel 

Costs

($000)

2016 Other Inhouse Costs

($000)

2016 

President's 

Budget

($000)

/1

A13.a Environment and Energy RE&D 12,952 1,934 175 15,061

A13.b NextGen - Environmental Research - Aircraft Technologies, Fuels, 

and Metrics

RE&D 23,379 429 15 23,823

A14.a System Planning and Resource Management RE&D 249 262 67 238 /2

Subtotal RE&D 36,580 2,625 257 39,122

-- Airport Cooperative Research Program - Environment AIP 4,903 97 0 5,000

-- Airport Technology Research Program - Environment AIP 1,393 183 0 1,576

Subtotal AIP 6,296 280 0 6,576

4. Environmental Sustainability TOTAL 42,876 2,904 257 45,698

GRAND TOTAL $365,803 $42,446 $1,801 $410,050

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 65%; Economic Competitiveness at 25%; and Environmental Sustainability at 10%. William J. Hughes Technical Center is considered 

part of Mission Support; it is pro-rated between Safety at 72% and Mobility at 28%.

/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.

4. Environmental Sustainability

/4 The amounts shown for F&E programs in FY 2016 reflect the entire budget for those portfolios. This increase from past years is due to the 

reclassification of existing work to better align with OMB Circular A-11 Research Definitions.

/3 The amount shown for CAASD in FY 2016 reflects the entire budget for the program. This increase from past years is due to the reclassification of 

existing work to better align with OMB Circular A-11 Research Definitions. R&D work is estimated to represent 27.6% of the total CAASD budget in FY 

2016 and beyond.
2015 NARP Chapter 4 - R&D Business Management

113 2015 NARP

Table 4.2.5: NextGen R&D Funding

2016 

BLI Program Appropriation Account

2015

Enacted

($000)

2016 

President's 

Budget

($000)

2017

Estimate

($000)

2018

Estimate

($000)

2019

Estimate

($000)

2020

Estimate

($000)

/1

/2

1A05 Next Generation Transportation System - Separation Management 

Portfolio

F&E 0 26,500 26,800 27,000 40,000 42,500

1A06 Next Generation Transportation System - Improved Surface/TFDM 

Portfolio

F&E 0 17,000 53,000 90,600 116,300 100,800

1A07 Next Generation Transportation System - On Demand NAS Portfolio F&E 0 11,000 14,500 17,000 18,000 32,000

1A08 Next Generation Transportation System - Environment Portfolio F&E 5,500 1,000 1,000 0 0 0

1A09 Next Generation Transportation System - Imp Multiple Runway OPS 

Portfolio

F&E 0 8,000 9,500 5,000 4,000 5,000

1A10E New Air Traffic Management Requirements F&E 4,980 0 0 0 0 0

1A10 Next Generation Transportation System - NAS Infrastructure 

Portfolio

F&E 0 11,000 14,000 15,200 13,000 15,000

1A11 Next Generation Support Portfolio F&E 0 10,000 12,000 13,000 13,000 13,000

F&E TOTAL F&E 10,480 84,500 130,800 167,800 204,300 208,300

A11.l Unmanned Aircraft Systems Research RE&D 9,635 9,790 10,016 10,024 10,102

A11.m NextGen - Alternative Fuels for General Aviation RE&D 6,000 5,833 5,939 6,080 6,115 6,186

A12.a NextGen - Wake Turbulence RE&D 8,541 8,680 8,836 9,044 9,095 9,198

A12.b NextGen - Air Ground Integration Human Factors RE&D 9,697 8,875 9,036 9,250 9,306 9,415

A12.c NextGen - Weather Technology in the Cockpit RE&D 4,048 4,116 4,195 4,296 4,336 4,397

A13.b NextGen - Environmental Research - Aircraft Technologies, Fuels, 

and Metrics

RE&D 23,014 23,823 24,248 24,821 24,948 25,223

RE&D TOTAL RE&D 51,300 60,962 62,044 63,507 63,824 64,521

NextGen R&D TOTAL $61,780 $145,462 $192,844 $231,307 $268,124 $272,821

Notes:

/1 The funding levels listed for years 2017 to 2020 are estimates and subject to change.

/2

NextGen - F&E

NextGen - RE&D

The amounts shown for F&E programs in FY 2015 reflect only R&D activities: they do not include acquisition, operational testing, or other nonR&D activities. The amounts shown for F&E programs in FY 2016 and beyond are increased to reflect the entire budget for those portfolios. This 

increase is due to the reclassification of existing work to better align with OMB Circular A-11 Research Definitions.
2015 NARP Chapter 4 - R&D Business Management

114 2015 NARP

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. This process helps the FAA establish research priorities to meet its strategic goals and 

objectives. To 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 also 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. 
2015 NARP Chapter 4 - R&D Business Management

115 2015 NARP

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: NAS operations, airport technology, aviation safety, human factors, and environment and 

energy. During 2014, the REDAC held 2 committee meetings and 10 subcommittee meetings 

and produced two reports documenting their recommendations. The following link (click on the 

‘REDAC’ tab) provides the recommendations from these reports: 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 such domains 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 about COMSTAC, see: 

http://www.faa.gov/about/office_org/headquarters_offices/ast/advisory_committee/. 

Transportation Research Board 

The National Research Council established the Transportation Research Board (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. It fulfills this mission 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 2015 projects in July 2014. 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 

of the practice in critical areas within the industry. The selected research areas include 

environmental management, training and modeling as well as airport emergency planning and 

the use of lockdown systems. For more information, see: http://www.trb.org/ACRP/Public/. 

 

9 49 U.S.C § 44508 - Research advisory committee
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116 2015 NARP

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. 
2015 NARP Chapter 5 - Partnership Activities

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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 this 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. 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 that creates a legally binding commitment and may require the obligation of funds. An 

MOA may include interagency agreements (IAs), which are 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 quasi-governmental 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 the 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, and to encourage new technical development efforts in these areas. For 

more information, see: http://www.fican.org/. 
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118 2015 NARP

Global Earth Observation System of Systems 

The Global Earth Observation System of Systems (GEOSS) provides an umbrella for 15 federal 

departments and agencies and several White House offices to work collaboratively to address a 

wide range of environmental issues, including those pertaining to aviation. These include 

enhanced weather observation; modeling; and forecasting and air and water quality monitoring, 

modeling, and emissions. Under GEOSS, the FAA works with the Environmental Protection 

Agency to address air quality and emissions issues facing aviation. For more information about 

the GEOSS, see: http://www.epa.gov/geoss/. 

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 (Pub. 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 DOT. The FAA contributes by assessing and identifying potential measures 

to reduce fuel consumption and greenhouse gas emissions and by conducting research to support 

USGCRP, leveraging research with other U.S. Government agencies to reduce uncertainties 

surrounding aviation emissions and their effect on climate change. For more information, see: 

http://www.globalchange.gov/. 
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119 2015 NARP

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 for which 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, International Civil 

Aviation Organization (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 the DoD.

General Aviation Joint Steering Committee 

As part of the Safer Skies Focused Safety Agenda launched in 1998, the FAA and the general 

aviation (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 the 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 

the National Weather Service. 

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. CRDAs are a highly effective way to meet congressionally mandated 

technology transfer requirements. For more information, see: http://faa.gov/go/techtran. For 

detailed information on active CRDAs in FY 2014, see: 

http://www.faa.gov/about/office_org/headquarters_offices/ang/offices/tc/about/campus/faa_host/

RDM/media/pdf/FAA_Active_FY2014_Agreements.pdf. 
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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, see: 

http://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, see: 

http://sbir.gov and http://www.volpe.dot.gov/work-with-us/small-business-innovation-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, see: 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 - 

representing 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, see: 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 Centers of 

Excellence (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

Section 9205 of Public Law 101-508 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. Information on active aviation research grants in FY 2014 is available at 

http://www.faa.gov/about/office_org/headquarters_offices/ang/offices/tc/about/campus/faa_host/

RDM/media/pdf/FAA_Active_FY2014_Agreements.pdf. 

5.3.3 Air Transportation Centers of Excellence

The FAA recognizes the critical need to develop the nation’s technology base while educating 

the next generation of aviation professionals. Following a rigorous competitive process, the 

Administrator selects a university team to serve as a COE in mission-critical topic areas. The 

COEs are established through long-term cooperative agreements with the nation’s premier 

universities and members, with their affiliates, conduct research and development over a period 

of 10 years.

The COE program encourages collaboration between government, academia, and industry to 

advance aviation technologies and expand FAA research capabilities through congressionally 

required matching contributions. COE university members match FAA grant awards, dollar for 
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dollar, with contributions from nonfederal sources, and may also provide additional contributions 

through cost-share contracts.

Through these long-term cost-sharing efforts, 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. The COE 

universities with their nonfederal affiliates have provided more than $250 million in matching 

contributions to augment critical FAA research efforts.

During FY 2014, the FAA COE Program Management Office (PMO) conducted significant preaward activities in preparation for the establishment of a new COE for UAS. The activities 

included hosting a public meeting, with the sponsoring organization, for 373 registered 

participants, and issuing a Final Solicitation to seek proposal submissions. Additionally, the 

COE PMO completed a competition enabling the FAA Administrator to select the new COE for 

Alternative Jet Fuels & Environment (AJFE) team in FY 2014; entered into 16 new cooperative 

agreements with COE AJFE member universities with Washington State University serving as 

the Lead, and MIT serving as the Co-Lead. Post-award COE PMO activities included the 

conduct of a final 10-year evaluation to prepare for phase down of the COE for Cabin 

Environment / Intermodal Research; and a Phase I assessment of the COE for Commercial Space 

Transportation. The FAA awarded $15.4 M in support of 125 COE projects, issued 173 

amendments, executed other transactions in support of COE related activities, and generated 

more than $20 million in matching contributions from industry and other nonfederal sources. 

The COE cooperative agreements provide for base funding in support of research and related 

COE activities over a period of 10 years. Following orderly close out, the FAA intends for each 

partnership to meet COE requirements by becoming a self-sufficient national aviation resource. 

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.

COE members assist in conducting mission-critical research in areas that focus on topics that 

have included: alternative jet fuels and environment; commercial space transportation; general 

aviation safety, accessibility and sustainability; advanced materials; airliner cabin environment 

and intermodal transportation research; aircraft noise and aviation emissions mitigation; general 

aviation 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 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 Chicago O’Hare International Airport. 
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In addition to conducting a competition to establish a COE for UAS, in 2014 the FAA sponsored 

six active public-private research centers throughout the U.S. with academic institutions and their 

industry and other affiliates. These are: 

• 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 Intermodal Transport Environment 

• Joint COE for Advanced Materials 

• COE Partnership for AiR Transportation Noise and Emission Reduction 

Additional information is available at www.faa.gov/go/coe. Specific and detailed information on 

FY 2014 COE Grant Awards may be found at 

http://www.faa.gov/about/office_org/headquarters_offices/ang/offices/management/coe/grant_a

wards/.

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 Alternative Jet Fuels and Environment or ASCENT. The R&D efforts of 

ASCENT address the following major topic areas related to alternative jet fuels: feedstock 

development, processing and conversion research, regional supply and refining infrastructure, 

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, 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 supported 38 

projects and awarded $9.3 million to the 16 member universities late in FY 2014 to begin Phase I 

of this research partnership. The ASCENT members initially generated $4.6 million in matching 

contributions from non-federal sources. For additional information, see: http://ascent.aero/. 

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: space launch traffic management and launch operations; launch vehicles, operations, 

technologies and payloads; human spaceflight; and industry viability, including commercial, 

policy, international, legal, and regulatory viability. Florida Institute of Technology serves as the 

administrative coordinator with eight university members, including New Mexico State 

University, Stanford University, the University of Florida, the New Mexico Institute of Mining 

and Technology, Florida State University, the University of Central Florida, University of 
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Colorado, and the University of Texas - Medical Branch. The COE added additional non-funded 

members who work collaboratively to augment FAA research and provide matching 

contributions, including: McGill University, Baylor College of Medicine, Embry-Riddle 

Aeronautical University, the National Space Transportation Research (NASTAR) Center, 

SatWest, and the University of Nebraska Lincoln. The FAA supported 26 related tasks awarding 

$681,000 in grants through cooperative agreements with the nine member universities. Since its 

inception, the FAA has awarded $5.5 million in grants, and the COE core universities with their 

affiliates have provided excess matching contributions of $10.8 million. The nine COE 

cooperative agreements are in effect through 2015 and are expected to be renegotiated for a 

second five-year period through 2020. For additional information, see: 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 - The Partnership to Enhance General Aviation Safety, 

Accessibility and Sustainability (PEGASAS). Fully operational in 2013, this COE has focused 

on the following GA topic areas: flight safety; communication, 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: The Ohio State University, Iowa State 

University, Georgia Institute of Technology, Florida Institute of Technology, and Texas A&M 

University. The FAA supported 26 projects, awarded $3.3 million to the 6 member universities 

in FY 2014, while the COE generated more than $3 million in matching contributions from 

nonfederal sources. For additional information, see: https://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 serving 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, it was 

renamed the COE for Research in the Intermodal Transport Environment (RITE). This COE 

conducts R&D on cabin air quality, chemical and biological threats, and other related topics. 

In FY 2014, the COE PMO conducted a final evaluation and extended the cooperative 

agreements with each of the COE members in preparation for the COE becoming self-sufficient. 

Under the on-going administrative leadership of Auburn University and current technical 

leadership of Kansas State University, core members include Boise State University, Harvard 

School of Public Health, Purdue University, and the Rutgers University School of Biomedical 

and Health Services. Over the past decade, the FAA has awarded $21 million to support 

research at this COE, the members and affiliates have generated more than $28 million in 

matching contributions, and have prepared for close-out activities. For additional information, 

see: http://www.acer-coe.org/. 
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Joint COE for Advanced Materials 

In 2003, the FAA Administrator, Marion Blakey, selected the Joint COE for Advanced Materials 

(JAMS) with the University of Washington and Wichita State University as the lead members. 

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, cabin safety, life management of materials, and nanotechnology 

for composite structures. Member universities include: Edmonds Community College, 

Northwestern University, Oregon State University, Purdue University, University of California 

at Los Angeles, University of Delaware, Florida International University, University of Utah, 

Tuskegee University, and the Washington State University. In FY 2014, 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. For additional information, see: http://www.jamscoe.org/. 

COE Partnership for AiR Transportation Noise and Emissions Reduction

In 2003, the FAA Administrator, Marion Blakey, selected the COE Partnership for AiR 

Transportation Noise and Emissions Reduction (PARTNER) with Massachusetts Institute of 

Technology serving as the lead member. This COE has been co-sponsored by NASA and 

Transport Canada and conducts R&D to identify, understand, measure, and mitigate the impacts 

of aircraft noise and aviation emissions. COE PARTNER seeks to reduce uncertainty in issues 

dealing with climate impact and the health and welfare effects of emissions to actionable levels. 

Core member universities include: Harvard University, Pennsylvania State University, Purdue 

University, Stanford University, Missouri University of Science and Technology (formerly 

University of Missouri - Rolla), University of North Carolina - Chapel Hill, Georgia Institute of 

Technology, Boston University, University of Illinois at Urbana-Champaign, and the University 

of Pennsylvania. The FAA awarded $120,000 to this COE during the final research phase and 

the COE continues to prepare for close-out activities. For additional information, see: 

http://partner.mit.edu/. 

COE for General Aviation Research

Established in 2001, Embry-Riddle Aeronautical University served as the lead member for the 

COE for General Aviation Research (CGAR). This COE has conducted safety related R&D with 

application to non-commercial aviation in the following areas: NextGen ADS-B, weather in the 

cockpit, safety management systems, remote airport lighting systems, training standards, and 

UAS. Core university members have included Wichita State University, University of North 

Dakota, and the University of Alaska - Fairbanks and Anchorage. Over the life of this COE, the 

FAA awarded $16.8 million in grants, $5 million in support of contract tasks, and the center 

generated matching contributions in excess of $20 million. The COE for GA research closed out 

in FY 2014. For more information, see: http://www.cgar.org/about.asp. 
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COE for Airport Technology

In 1995, the FAA Administrator selected the COE for Airport Pavement Research with the 

University of Illinois at Urbana-Champaign as the lead member and North Carolina A&T 

University as a participating member. This COE initially focused 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. Over the life of this COE, the FAA awarded $17.4 

million in grants and the COE provided matching contributions in excess of $18 million. This 

COE is self-sufficient and continues to work closely with Chicago O'Hare International Airport 

on modernization efforts. The FAA initiated final close-out activities during FY 2013. For 

further information, see: http://www.ceat.uiuc.edu/. 
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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 European Organisation for the Safety of Air Navigation (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 they 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, see: 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 en route 

oceanic. Demonstrations have resulted in savings in fuel and emissions across all three of these 

domains. For more information, see: 

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, see: 

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 ANSPs focused on environmental stewardship in the Pacific 
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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, see: http://www.aspiregreen.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 percent 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 the Helicopter 

Association International, the American Helicopter Society International, the 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 percent since 2001-

2005. For more information, see: http://www.ihst.org/Default.aspx?tabid=1507&language=enUS. 
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Acronyms and Abbreviations

Acronym Definition

A

AC Advisory Circular

ACAS-X Airborne Collision Avoidance System X

ACER Airliner Cabin Environment

ACRP Airport Cooperative Research Program

ADS-B Automatic Dependent Surveillance-Broadcast

AEDT Aviation Environmental Design Tool

AIP Grants-In-Aid for Airports Appropriation

AIRE Atlantic Interoperability Initiative to Reduce Emissions

AJFE COE for Alternative Jet Fuels and Environment

Al-Li Aluminum-Lithium

AOA Angle of Attack

AOPA Aircraft Owners and Pilots Association

AOV Air Traffic Oversight

ARFF Aircraft Rescue and Firefighting 

ARP Aerospace Recommended Practice

ASCENT Aviation Sustainability Center of Excellence

ASDE-X Airport Surface Detection Equipment, Model X

ASIAS Aviation Safety Information Analysis and Sharing

AsMA Aerospace Medical Association

ASPIRE Asia and Pacific Initiative to Reduce Emissions

ASTM American Society for Testing and Materials 

ATC Air Traffic Control

ATL Hartsfield-Jackson Atlanta International Airport 

ATM Air Traffic Management

ATO Air Traffic Organization 

ATRP Airport Technology Research Program

AVSI Aerospace Vehicle Systems Institute 

B

B/Ep Boron/Epoxy

BLI Budget Line Item

C

CAAFI Commercial Aviation Alternative Fuels Initiative

CAASD Center for Advanced Aviation System Development

CAF Compressed Air Form

CAMI Civil Aerospace Medical Institute
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Acronym Definition

CDTI Cockpit Displays of Traffic Information

CEAT Center of Airport Technology Research 

CFR Code of Federal Regulations

CGAR COE for General Aviation Research 

CIP Current Icing Product

CIP Capital Investment Plan

CJ Congressional Justification

CLEEN Continuous Lower Energy, Emissions and Noise

CMAS Computational Modeling of Aircraft Structures 

CMC Ceramic Matrix Composite

COE Center of Excellence

COMSTAC Commercial Space Transportation Advisory Committee

ConOps Concept of Operations

CRDA Cooperative Research and Development Agreement

CVG Cleveland/North Kentucky Airport

D

DARWIN® Design Assessment Of Reliability With Inspection

DoD U.S. Department of Defense

DOT U.S. Department of Transportation

E

EDR Eddy Dissipation Rate

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

FAA Federal Aviation Administration

FAARFIELD FAA Rigid and Flexible Iterative Elastic Layered Design

FACET Future ATM Concepts Evaluation Tool

FASTER Full-Scale Aircraft Structural Test Evaluation and Research 

FCM Flow Contingency Management

FDM Flight Data Monitoring

FEA Finite Element Analysis

FEM Finite Element Method

FIP Forecast Icing Product

FOD Foreign Object Debris

FRAT Facility Risk Assessment Tool

FSF Fire, Smoke or Fume
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Acronym Definition

FY Fiscal Year

G

GA General Aviation

GAARD General Aviation Airborne Recording Device

GAJSC General Aviation Joint Steering Committee

GEOSS Global Earth Observation System of Systems

GTG Graphical Turbulence Guidance

H

HiRes High Resolution

HITL Human-in-the-Loop

HMA Hot Mix Asphalt 

HRRR High Resolution Rapid Refresh 

HSI Human-System Integration

I

ICAO International Civil Aviation Organization

IDA Integrated Domain Assessment

IHST International Helicopter Safety Team

ISAM Integrated Safety Assessment Model

J

JAMS Joint COE for Advanced Materials

JOCA Jointly Optimal Collision Avoidance

JPDO Joint Planning and Development Office

JRC Joint Resources Council

JUP Joint University Program

K

KEA Knowledge Elicitation Activities

L

LAS Las Vegas International Airport 

LCGS Low Cost Ground Surveillance

LOSA Line Operations Safety Assessment

LVO/SMGCS Low Visibility Operations/Surface Movement Guidance and Control 

System

M

MET Meteorological

MMPDS Metallic Materials Properties Development and Standardization 

MOA Memorandum/a of Agreement

MOC Memorandum/a of Cooperation

MOU Memorandum/a of Understanding

MPAR Multifunctional Phased Array Radar
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Acronym Definition

N

NAIRAS Nowcast of Atmospheric Ionizing Radiation System 

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 

NextGen Next Generation Air Transportation System

NEXTOR National Center of Excellence for Aviation Operations Research

NOx Nitrogen Oxide

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

OEM Original Equipment Manufacturer

OMB Office of Management and Budget

ORD Chicago O'Hare International Airport

P

P3 Processes, Procedures, and Policies

PARTNER Partnership for AiR Transportation Noise and Emissions Reduction

PDARS Performance Data Analysis and Reporting System

PDC Polymer Derived Ceramics

PEGASAS Partnership to Enhance General Aviation Safety, Accountability and 

Sustainability

PHX Phoenix Sky Harbor International Airport

PMO Program Management Organization

R

R&D Research and Development

RE&D Research, Engineering and Development Appropriation

REB Research and Development Executive Board

REDAC Research, Engineering, and Development Advisory Committee

RECAT Re-Categorization of Wake Turbulence Categories

RITE COE for Research in the Intermodal Transport Environment

RMP Research Management Plan 
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Acronym Definition

RSA Runway Safety Area

RTCA Radio Technical Commission for Aeronautics

S

S-CDM Surface Collaborative Decision Making 

SAA Sense and Avoid

SASS Small Airport Surveillance Sensor 

SBIR Small Business Innovation Research 

SESAR Single European Sky ATM Research

SIR Screening Information Request

SME Subject Matter Expert

SWIM System Wide Information Management

T

TAC Technical Advisory Committee 

TAS Terminal Area Safety

TEC Technical Evaluation Committee

TMI Traffic Management Initiative

TORA Take-Off Run Available

TPS Thermal Protection System

TRACON Terminal Radar Approach Control

TRB Transportation Research Board

TSA Transportation Security Administration

U

UAS Unmanned Aircraft System

UAV Unmanned Aerial Vehicle 

U.S. United States

U.S.C. United States Code

USGCRP U.S. Global Change Research Program

V

V&V Validation and Verification 

W

WCET Worst Case Execution Time 

WiSC Wildlife Surveillance Concept

WMA Warm Mix Asphalt 

WTMD Wake Turbulence Mitigation for Departures