2014 

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

Federal Aviation

Administration
2014 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.
2014 NARP – Version 4 Table of Contents

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Table of Contents

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

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

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

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

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

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

FAA’s Research and Development Principles and Goals......................................................... 5

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 ........................................................................................... 36

1.5 Aviation Safety R&D Goals 5 – 6 ................................................................................... 42

1.6 Aviation Safety R&D Goals 7 – 9 ................................................................................... 47

1.7 Aviation Safety R&D Goal 10 ......................................................................................... 49

2.0 R&D Principle 2 - Improve Efficiency .................................................................................. 57

2.1 Efficiency R&D Goal 1 ................................................................................................... 60

2.2 Efficiency R&D Goal 2 ................................................................................................... 62

2.3 Efficiency R&D Goal 3 ................................................................................................... 67

2.4 Efficiency R&D Goal 4 ................................................................................................... 72

2.5 Efficiency R&D Goals 5 – 6 ............................................................................................ 83

2.6 Efficiency R&D Goal 7 ................................................................................................... 87

3.0 R&D Principle 3 - Reduce Environmental Impacts ............................................................... 91

3.1 Environment and Energy R&D Goals 1 – 3 .................................................................... 94

3.2 Environment and Energy R&D Goal 4 .......................................................................... 106

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

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

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

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

4.3 R&D Evaluation............................................................................................................. 122

5.0 Partnership Activities ........................................................................................................... 124

5.1 Federal Government....................................................................................................... 125

5.2 Industry .......................................................................................................................... 127

5.3 Academia ....................................................................................................................... 129

5.4 International ................................................................................................................... 134

Acronyms and Abbreviations ..................................................................................................... 136
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List of Tables

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

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

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

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

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

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

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

Table 1.1.4: Continued Airworthiness Program Milestones .........................................................17

Table 1.1.5: NextGen - Advanced Systems and Software Validation Program Milestones.........19

Table 1.1.6: Propulsion and Fuel Systems Program Milestones ..................................................20

Table 1.1.7: 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 .........................................................33

Table 1.4.1: Systems Safety Management Transformation Program Milestones .........................36

Table 1.4.2: System Safety Management Program Milestones ....................................................39

Table 1.5.1: NextGen - Weather Technology in the Cockpit Program Milestones ......................42

Table 1.5.2: Weather Program Milestones ...................................................................................45

Table 1.6.1: Commercial Space Transportation Safety Program Milestones ...............................47

Table 1.7.1: Airport Cooperative Research Program – Safety Milestones ...................................49

Table 1.7.2: Airport Technology Research Program – Safety Milestones ...................................50

Table 1.7.3: Runway Incursion Reduction Program Milestones ..................................................53

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

Mobility Goals ..........................................................................................................58

Table 2.0.2: Program Funding for R&D Principle 2 - Improve Efficiency ..................................59

Table 2.1.1: Joint Planning and Development Office Milestones ................................................60

Table 2.2.1: NextGen - Wake Turbulence Program Milestones ...................................................62

Table 2.2.2: Wake Turbulence - Re-Categorization Program Milestones ....................................64

Table 2.3.1: NextGen - Air Ground Integration Human Factors Program Milestones.................67

Table 2.3.2: Air Traffic Control/Technical Operations Human Factors Program Milestones .....69

Table 2.4.1: Major Airspace Redesign Program Milestones ........................................................72

Table 2.4.2: New Air Traffic Management Requirements Program Milestones ..........................73

Table 2.4.3: Operations Concept Validation Modeling Program Milestones ...............................77

Table 2.4.4: Operations Concept Validation and Infrastructure Evolution Program Milestones .78

Table 2.4.5: System Capacity, Planning and Improvements Program Milestones .......................80
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Table 2.5.1: NextGen - Weather Technology in the Cockpit Program Milestones ......................83

Table 2.5.2: Weather Program Milestones ...................................................................................85

Table 2.6.1: Airport Cooperative Research Program – Capacity Milestones ...............................87

Table 2.6.2: Airport Technology Research Program – Capacity Milestones ...............................89

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

Energy and Environment Goals ................................................................................92

Table 3.0.2: Program Funding for R&D Principle 3 - Reduce Environmental Impacts ...............93

Table 3.1.1: Environment and Energy Program Milestones .........................................................94

Table 3.1.2: Environment and Energy – Environmental Management System and Advanced 

Noise and Emissions Reduction Program Milestones ...................................................................97

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

Program Milestones .......................................................................................................................99

Table 3.1.4: Operational Assessments - Performance Program Milestones ...............................102

Table 3.1.5: NextGen - Weather Technology in the Cockpit Program Milestones ....................104

Table 3.2.1: Airport Cooperative Research Program – Environment Milestones ......................106

Table 3.2.2: Airport Technology Research Program – Environment Milestones.......................109

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

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

Table 4.2.2: Planned R&D Budget by Requesting Organization ...............................................118

Table 4.2.3: Planned R&D Budget by Research Category .........................................................119

Table 4.2.4: Planned R&D Budget by Performance Goal (Budget Exhibit II) ..........................120

Table 4.2.5: NextGen R&D Funding ..........................................................................................121
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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, the Secretary of Transportation, and the 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 2015, the FAA plans to invest a total of $246,020,000 in R&D. The R&D investment 

spans multiple appropriations for the FAA, including $156,750,000 in RE&D; $44,520,000 in 

F&E; and $44,750,000 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 2012-2016, 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, 

available at http://www.whitehouse.gov/OMB/circulars. 2 The National Science and Technology Council (NSTC) was established by Executive Order 12881 on November 

23, 1993. This Cabinet-level Council is the principal means within the executive branch to coordinate science and 

technology policy across the diverse entities that make up the federal research and development enterprise. For 

more information, 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. 
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Preface 

New this year is a mapping of current NARP principles with FAA Administrator Michael P. 

Huerta’s new strategic vision, Strategic Initiatives 2014-2018 (released in February 2014). This 

strategic document urges the FAA to 1) be more proactive about safety and use safety 

management principles to make smarter, risk-based decisions throughout the agency, with 

industry, and with global stakeholders, 2) safely integrate new types of user technologies, such as 

unmanned aircraft systems and commercial space vehicles, into the airspace; and 3) rationalize 

and rebalance existing services while modernizing existing infrastructure in order to reduce costs 

and become more efficient in the long run. 

Due to extensive changes in the FY 2015 enacted budget amounts across all programs, certain 

programs have either 1) dropped out of the NARP entirely due to discontinuation of funding 

(e.g., Networked Facilities - Staffed NextGen Towers) or 2) had their milestones revised or 

deleted due to funding changes (e.g., Air Traffic Control/Technical Operations Human Factors, 

Joint Planning and Development Office (JPDO), NextGen - Advanced Systems and Software 

Validation, Operations Concept Validation Modeling, and Wake Turbulence - Recategorization). 

Finally, another major change from the 2013 NARP is the fact that the Commercial Space 

Program, whose research used to be funded out of a dedicated Operations (Ops) budget account, 

is now being funded through a RE&D budget account (A12.b NextGen - Air Ground Integration 

Human Factors). All references to Ops have been removed from the NARP and, while the 

Commercial Space milestone and progress item section remains in Chapter 1 (Safety), it is no 

longer identified by its own BLI number. 
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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 aviation.

4

 That proclamation led to the 

Vision 100 – Century of Aviation Reauthorization Act,5

 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 at

http://www.gpo.gov/fdsys/pkg/PLAW-108publ176/pdf/PLAW-108publ176.pdf
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• 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 
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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: http://www.whitehouse.gov/sites/default/files/microsites/ostp/aerordplan-2010.pdf. 

U.S. Department of Transportation Strategic Plan

The U.S. Department of Transportation’s Strategic Plan for Fiscal Years 2012-2016: 

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

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

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

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

growth and stability, and the security of the United States, 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 U.S. resources.

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 

• Livable Communities

• Environmental Sustainability

For more information, see: http://www.dot.gov/dot-strategic-plan. 

 

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

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

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

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

need for transformational change in the face of rapidly changing industry, technological 

opportunities, an uncertain fiscal environment, an evolving workforce, and the global backdrop. 

The Administrator’s priority initiatives include:

• Risk-Based Decision Making 

• National Airspace System (NAS) Initiative

• Global Leadership

• Workforce of the Future 

For more information, see: 

https://ksn2.faa.gov/narp/Home/NARP/Reference%20Documents/faa_strategic_initiatives_plan_

v18_final.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. The NextGen Implementation Plan provides a roadmap of the 

FAA’s ongoing transition to NextGen7. 

For more information, see: http://www.faa.gov/nextgen/. 

 

7 http://www.faa.gov/nextgen/implementation/
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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 the 

goals from other pertinent strategic documents. The following chapters will provide greater 

detail about the 22 underlying goals that support FAA’s accomplishment of these three 

principles. 
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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

Improve Aviation Safety Safety Aviation Safety Risk-Based Decision 

Making

Improve Efficiency Economic 

Competitiveness Mobility

National Airspace 

System (NAS) 

Initiative

Reduce Environmental 

Impacts

Environmental 

Sustainability

Energy and 

Environment

National Airspace 

System (NAS) 

Initiative
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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 all 

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. 
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8 NARP2014-V4 

• 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. 
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Table 1.0.1: Alignment of FAA R&D Safety Goals and Programs with NSTC Aviation 

Safety Goals 

FAA R&D 

Principle FAA R&D Programs NSTC 

Principle

FAA 

Strategic 

Initiative

Advanced Materials/Structural Safety

Aircraft Catastrophic Failure 

Prevention Research

Propulsion and Fuel Systems

Continued Airworthiness

Aircraft Icing/Digital Systems Safety

NextGen – Advanced Systems and 

Software Validation

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

NSTC Goals

Goal 1 - Develop 

Technologies to Reduce 

Accidents and Incidents 

Through Enhanced 

Vehicle Design, 

Structure, and 

Subsystems 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

Risk-Based Decision Making

Improve Aviation Safety

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

Goal 2 - Develop Technologies, for Manned and 

Unmanned Systems, to Reduce Accidents and 

Incidents through Enhanced Aerospace Vehicle 

Operations on the Ground and in the Air

Goal 2 - Develop Technologies, for Manned and 

Unmanned Systems, to Reduce Accidents and 

Incidents through Enhanced Aerospace Vehicle 

Operations on the Ground and in the Air

Goal 2 - Develop Technologies, for Manned and 

Unmanned Systems, to Reduce Accidents and 

Incidents through Enhanced Aerospace Vehicle 

Operations on the Ground and in the Air

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
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In FY 2015, 42 percent of total FAA R&D funding is allocated to R&D Principle 1 - Improve 

Aviation Safety. Program funding levels for the 2014 Enacted and 2015 President’s Request are 

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

Principle 1 in the 2015 President’s Request. Table 1.0.2 also lists the section and page number 

reference for each budget narrative within the FY 2015 Congressional Justification (CJ) for the 

President’s Budget Request. The link to the FY 2015 CJ is: 

http://www.dot.gov/sites/dot.gov/files/docs/FAA-FY2015-Budget-Estimates.pdf. 

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

2015 

BLI Program CJ Reference 

(Section/Page)

Appropriation 

Account

2014 

Enacted

($000)

2015 

Request

($000)

2015 

Percent of 

Program

A11.a Fire Research and Safety 3C/9 RE&D 8,000 6,929 100%

A11.b Propulsion and Fuel Systems 3C/14 RE&D 1,800 2,413 100%

A11.c Advanced Materials/Structural Safety 3C/16 RE&D 2,600 2,909 100%

A11.d Aircraft Icing/Digital System Safety 3C/20 RE&D 7,500 5,889 100%

A11.e Continued Airworthiness 3C/25 RE&D 8,000 9,619 100%

A11.f Aircraft Catastrophic Failure Prevention Research 3C/30 RE&D 1,500 1,567 100%

A11.g Flightdeck/Maintenance/System Integration Human Factors 3C/33 RE&D 5,000 9,897 100%

A11.h System Safety Management 3C/36 RE&D 11,000 7,970 100%

A11.i Air Traffic Control/Technical Operations Human Factors 3C/41 RE&D 5,000 5,898 100%

A11.j Aeromedical Research 3C/46 RE&D 7,000 8,919 100%

A11.k Weather Program 3C/50 RE&D 7,100 8,900 50%

A11.l Unmanned Aircraft Systems Research 3C/57 RE&D 8,644 8,974 100%

A11.n NextGen - Advanced Systems and Software Validation N/A RE&D 1,000 0 100%

A12.b NextGen - Air Ground Integration Human Factors 3C/71 RE&D 7,930 6,788 70%

A12.c NextGen - Weather Technology in the Cockpit 3C/75 RE&D 1,800 1,822 45%

A14.a System Planning and Resource Management 3C/89 RE&D 1,375 1,334 62%

A14.b William J. Hughes Technical Center Laboratory Facility 3C/91 RE&D 2,783 2,759 81%

1A01A Runway Incursion Reduction Program 3B/14 F&E 4,776 3,500 100%

3A09B Systems Safety Management Transformation 3B/258 F&E 7,555 5,700 100%

4A08 Center for Advanced Aviation System Development (CAASD) 3B/294 F&E 2,311 2,311 18%

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

-- Airport Technology Research Program - Safety 3D/26 AIP 15,393 15,523 100%

Total ($000) 123,068 124,621

*Commercial Space Transportation Safety research is no longer being conducted under a dedicated BLI. Funding for this program's research is now being 

allocated from the A12.b NextGen - Air Groud Integration Human Factors ($1.0M in FY 2014 and $1.0M in the FY 2015 request).
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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 

assessing the safety implications of composites, alloys, and other advanced materials, and 

associated structures and fabrication techniques that can help to reduce aviation fatalities. The 

program also supports the goal by increasing the ability of passengers to survive aviation 

accidents by developing advanced methodologies for assessing aircraft crashworthiness. The 

FAA establishes rules for the certification of aircraft designed and constructed using a variety of 

materials and design methods. The program conducts research to support FAA regulatory 

activities, such as rulemaking, guidance, and advisory circulars (ACs), particularly in the area of 

composite materials. 

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 2013 towards achieving the R&D goal.

Table 1.1.1: Advanced Materials/Structural Safety Program Milestones

Year Milestone Status Notes

2013

Establish required skills and develop 

training materials for all second level 

composite structures knowledge 

areas (maintenance, inspection, 

structural engineering, and 

manufacturing) for operational safety

Completed 2013 NARP Status: On schedule

2014

Establish design criteria for restraint 

systems that protect occupants at the 

highest impact levels that the aircraft 

structure can sustain

On schedule

2014

Evaluate field bonded repair 

practices to update related guidance 

and training for composite aircraft 

structures

On schedule New milestone

2014

Evaluate the ability of models to 

predict off-axis and multiple terrain 

impacts

On schedule New milestone

2015

Characterize the effects of blunt 

impact on composite structures 

typically used in fuselage 

applications

On schedule New milestone

2016

Develop standards and methods to 

characterize dynamic properties of 

composite material systems

On schedule New milestone
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Year Milestone Status Notes

2017

Evaluate new material forms (e.g., 

discontinuous fiber composites) that 

have found application in primary 

aircraft structures

On schedule New milestone

2017

Address specific ARAC inputs and 

certification needs for certification of 

composite aircraft

On schedule New milestone

2018

Develop assessment of typical range 

of ditching and other water landing 

scenarios to provide 

recommendations on certification 

requirements

On schedule New milestone

2018

Evaluate composites quality control 

AC 21-26 for necessary updates and 

provide background data

On schedule New milestone

2019

Identify key characteristics of 

metallic aircraft response to crash 

conditions to establish a baseline for 

other structural concepts and 

materials

On schedule New milestone

2019

Develop background information 

and data for creation of a Part 21 AC 

on composite structures

On schedule New milestone

Advanced Materials/Structural Safety Program Progress in FY 2013: 

 Made significant progress in understanding damage formation on aircraft through: 1) 

establishing maintenance practices and educating of the workforce in the new expertise 

area of composite structure; 2) creating a better understanding of crashworthiness issues 

for composites and developing simulation capabilities to replace physical tests; and 3) 

developing a complete understanding of the influences on durability of bonded structure; 

and 4) concluding work in standardizing laboratory test methods to determine maximum 

service temperature for composite structural materials.

 Tested several built-up panels representing fuselage sections and applied simulated 

vehicle impacts. This effort used computer simulation of the impacts to predict the 

resulting damage condition. Additionally, the test results were reviewed to assess the test 

fixture’s capability to replicate an operational environment. Based on the assessment, 

changes are being made to the test to more closely replicate actual service conditions. 

The modeling effort successfully replicated the test results once the test fixture 

constraints were understood. 

 Performed research to characterize the fracture properties of sandwich structure which 

was involved in the Air Transat 961 rudder separation incident. The effort has developed 

test methods that are currently being evaluated by a number of industry and research 

partners. This has led to work in developing design and substantiation information which 

will provide for safer sandwich structure. 
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 Continued work in the development of out-of-plane characterization of notched laminate 

composites structures. The work this year continued efforts that examined tension and 

compression characterization, extending it to the shear force influences.

 Developed training materials to teach the aviation workforce the differences between 

metallic and composite structure: 1) completed development and conducted the first 

Composite Structural Engineering Technology course in the spring of 2013; and 2) 

completed initial draft of the Composite Manufacturing Technology course. 

 Completed a round-robin evaluation of depot bonded repairs for 48 panels at 4 different 

depots in the continuing effort to develop bonded repair standards. 

 Conducted an international round-robin test series to evaluate a new test method used to 

determine composite dynamic tension material properties. The test series also evaluated 

different measurement technologies and the effectiveness of a methodology to correct for 

test facility/equipment influences on the test results. The information will be used to help 

develop a standardized test to determine composite dynamic tension material properties.

 Made modifications to an analytical model of a full-scale aircraft fuselage section to 

more accurately reproduce available test data. The model provided insight into strain rate 

response of the fuselage section as well as developing modeling guide lines and best 

practices. A model of a full-scale, narrow-body transport aircraft is being developed to 

improve understanding of aircraft impact response and help develop aircraft certification 

by supported by test analyses. The analytical model will be used to help identify aircraft 

fuselage response and resulting occupant loading. 

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 also 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 2013 towards achieving the R&D goal.
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Table 1.1.2: Aircraft Catastrophic Failure Prevention Research Program Milestones

Year Milestone Status Notes

2014

Develop and verify an improved

predictive capability for aircraft damage 

associated with engine failure and debris 

impact

On schedule

2015 Complete Inconel testing for certification 

by analysis On schedule New milestone

2016

Develop an anisotropic material model 

for composite impact problems in 

aviation

On schedule New milestone

2016

Complete MAT224 anisotropic metal to 

account for cold working and directional 

manufacture

On schedule New milestone

2016 Complete homogeneous composite failure 

model On schedule New milestone

2017 Complete standard composite tests testing

for certification by analysis On schedule New milestone

2018 Develop new tests needed for composite 

impact and failure On schedule New milestone

2018 Complete verification study for uniaxial 

composite impact On schedule New milestone

2019 Update certification by analysis guidance 

for metals On schedule New milestone

Aircraft Catastrophic Failure Prevention Research Program Progress in FY 2013: 

 Developed predictive metal failure models for impact conditions experienced when 

engine fragments impact either 1) engine containment or 2) the fuselage structure (in rare 

cases when fragments are uncontained). 

 Maintained and improved the Uncontained Engine Debris Damage Assessment Model 

(UEDDAM), which was 1) developed under an interagency agreement with the Naval 

Air Warfare Center (NAWC) to assess the multiple fragment threat from an uncontained 

engine failure at the aircraft level and 2) provides a means to assess the merits of different 

aircraft designs for vulnerability reduction. 

 Per the request of the Transport Airplane Directorate, provided 1) support for the Open 

Rotor Turbine Engine design and 2) ideas to mitigate the vulnerability created when the 

fan containment is removed. The program coordinated work with NASA Glenn and the 

NAWC to use UEDDAM and LS-DYNA to study the impact of adding fuselage 

protection to mitigate the consequences of a released open rotor fan blade. 

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
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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.

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 2013 towards achieving the R&D goal.

Table 1.1.3: Aircraft Icing/Digital System Safety Program Milestones

Year Milestone Status Notes

2013

Identify safety issues and propose 

mitigation approaches when software 

development techniques and tools are 

used in airborne systems

Completed

2014

Develop a cyber-security research plan to 

identify components in airborne networks 

that pose cyber security threats to aircraft 

safety

On schedule New milestone

2014

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

On schedule New milestone

2014

Conduct field campaign on high ice water 

content atmospheric environments out of 

Darwin, Australia

On schedule New milestone

2015

Provide a recommendation for design of 

a generic system architecture for an 

airborne network that identifies cyber 

security vulnerabilities

On schedule New milestone

2015

Test simulated ice shapes with and 

without roughness on swept wing model 

at low to moderate Reynolds number

On schedule New milestone

2016

Provide recommendations for new criteria 

and guidance on multi-core processors 

used in aircraft systems.

On schedule New milestone

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 2013 NARP Status: Delayed from 2014 

to 2016

2017

Conduct aerodynamic test of swept wing 

with ice shapes in ONERA F1 wind 

tunnel

On schedule New milestone

2018

Create a validation database of ice shapes 

and their aerodynamic effects on swept 

wings for computational fluid dynamics

On schedule New milestone

2018

Determine feasibility of dynamic 

allocation of code blocks in multi-core 

processors

On schedule New milestone

2018

Identify airborne electronic hardware 

development error types that remain 

undetected by verification techniques

On schedule New milestone
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Year Milestone Status Notes

2019 Develop criteria to ensure integration of 

complex digital systems On schedule New milestone

2019

Develop methodology to accurately 

calculate WCET (worst case execution 

time) for multi-core processors

On schedule New milestone

2019

Report on use of computational fluid 

dynamics analysis and of test methods 

and scaling for iced swept wings

On schedule New milestone

Aircraft Icing/Digital System Safety Program Progress in FY 2013: 

 Developed a Cyber-Security R&D Collaboration Plan that identifies the FAA’s Aircraft 

Certification Service (AIR) priorities related to cyber security, identifies related efforts 

across the team that could be leveraged in the development of cyber security guidance, 

and provides recommendations in areas that AIR should move forward with to ensure a 

comprehensive approach. Through Executive Order # 13636 (Improving Critical 

Infrastructure Cyber security, dated February 12, 2013), the President has identified the 

need for federal agencies to collaborate on cyber security threats. This plan lays the 

groundwork to ensure that future issuance of cyber security guidance, standards, and 

regulation related to safety is done in a collaborative and efficient manner, according to 

the need identified in the Presidential Executive Order.

 Completed the information package needed to update the annual winter notice providing 

guidance for formulation of ground de-icing plans as required by airlines in CFR 

121.629. Each fall, airlines are required by FAR 121.629 to submit updated ground deicing plans for the coming winter. In preparing these plans, they depend on the 

information in the annual FAA Notice 8900.xx, “Revised FAA-Approved Deicing 

Program Updates, Winter 20xx-20xx”. 

 Identified candidate minimum icing instrumentation requirements and flight and wind 

tunnel test points required for verification of ice protection systems on rotorcraft. The 

first domestic rotorcraft (S-92A) was approved for flight in icing conditions in October 

2005. Several other civil rotorcraft are now in the certification process for flight in icing 

conditions. The FAA corporate knowledge and experience with the certification of 

rotorcraft for flight in icing conditions is limited, and additional information pertaining to 

regulations and guidance materials for rotorcraft icing certification is needed by ACO 

engineers.

 Collaborated with NASA Glenn to complete tunnel and flight testing and the evaluation 

of the Isokinetic Evaporative Probe, which is crucial to the ice crystal research flight 

campaign out of Darwin, Australia (started in mid-January 2014). This is a collaborative 

undertaking between the North American High Ice Water Content project and the 

European High Altitude Ice Crystal project. 
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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 long-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 2013 towards achieving the R&D goal.

Table 1.1.4: Continued Airworthiness Program Milestones

Year Milestone Status Notes

2013

Develop technical data on rotorcraft 

that provide guidance for certification 

of Health and Usage Monitoring 

Systems for usage credits

Completed 2013 NARP Status: On schedule

2013

Develop technical data on the 

performance of advanced 

nondestructive inspection methods and 

procedures for improved damage 

detection in solid composite laminates

Completed 2013 NARP Status: On schedule

2014

Develop technical data to assess the 

application of advanced aluminumlithium metallic alloys for primary 

fuselage structure in transport category 

airplanes

On schedule 2013 NARP Status: On schedule

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.

On schedule New milestone

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 New milestone

2015

Develop test methods and provide data 

to assess arcing damage for new high 

voltage aerospace electrical systems

On schedule New milestone

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 New milestone
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Year Milestone Status Notes

2016

Develop technical data to assess the

fatigue and environmental durability of 

bonded repairs to metallic structure

On schedule 2013 NARP Status: On schedule

2017

Develop technical data to assess 

damage tolerance of aluminum-lithium 

primary structure - follow on effort to 

material characterization

On schedule New milestone

2017

Develop technical data to validate and 

enhance the Health Usage Monitoring 

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

credit

On schedule New milestone

2017

Provide technical data for use by the 

FAA for approving angle of attach

systems installation on General 

aviation airplanes

On schedule New milestone

2018

Develop technical data to evaluate nonflammable electrolyte lithium batteries 

and battery systems for aerospace 

applications

On schedule New milestone

2018 Develop technical data to assess 

bonded repairs of wing structure On schedule New milestone

2018 Develop Property Standards for 

Emerging Process Intensive Materials On schedule New milestone

2019

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

On schedule New milestone

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 New milestone

Continued Airworthiness Program Progress in FY 2013: 

 Obtained preliminary results from Phase 1 of material characterization testing, which 

indicated that aluminum-lithium (Al-Li) has different fatigue and crack growth 

characteristics compared to typical aluminum alloys used in airplanes today. Such 

differences warrant further investigation into the crack growth behavior to validate the 

applicability of existing damage tolerance requirements. Additionally, preliminary Phase 

1 results indicate that Al-Li materials may require more data to adequately characterize 

the material than typically published in MMPDS for stock aluminum material.

 Verified enhancements to the FAA’s Full-Scale Aircraft Structural Test Evaluation and 

Research (FASTER) fixture for mechanical and environmental loading capabilities. This 

unique feature was added to the fixture as part of the Cooperative Research and 

Development Agreement (07-CRDA-0236) between the Aviation Safety Division and 

The Boeing Company, a cost-share arrangement leveraging resources to conduct research 

into areas of safety and structural integrity of bonded repairs. The new capability is being 
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used to gain a better understanding of the environmental durability and damage tolerance 

aspects of bonded repair technology to fuselage structure. 

 Obtained FAA Health Usage Monitoring System (HUMS) data from the U.S. Army and 

Sikorsky, who successfully completed flight tests on UH-60M helicopter to gather direct 

load data on several flight-critical components. The data was compared to the indirect 

method called regime recognition currently used on the HUMS system on the helicopter. 

The direct data will assist in determining the validity of the regime recognition 

algorithms. This is a validation of the existing AC which will facilitate a planned FY

2017 revision. 

1.1.5 NextGen - Advanced Systems and Software Validation (RE&D - A11.n)

The NextGen - Advanced Systems and Software Validation Program is a new program in FY 

2014 that 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 airborne systems requirements definition, validation, and verification.. 

The research milestones and their statuses are shown in Table 1.1.5 below. 

Table 1.1.5: NextGen - Advanced Systems and Software Validation Program Milestones

Year Milestone Status Notes

2015 

Define complexity, investigate 

quantification of complexity beyond 

the usual metrics, and determine if an 

aircraft can become too complex to 

certify

Deleted

Milestone was deleted since it is a 

task under the milestone below. 

2013 NARP Status: Not started

2016 

Identify effects of system complexity 

on aircraft safety margins and 

investigate highly integrated, complex 

airborne systems that are difficult to 

validate and verify and the potential 

for a reduction in aircraft safety 

margins with highly integrated, 

complex airborne systems

On schedule

Milestone is delayed from 2014 to 

2016 since new programs cannot be 

funded under a continuing resolution. 

2013 NARP Status: Not started

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

Milestone is delayed from 2015 to 

2016 since new programs cannot be 

funded under a continuing resolution.

2013 NARP Status: Not started
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Year Milestone Status Notes

2016 

Complete the examination of safety 

issues associated with, and potential 

approaches to, safely approving

independently-verified components 

when part of a larger non-federated 

system

Deleted

Milestone was deleted since it is a 

task under the milestone below.

2013 NARP Status: Not started

2016 

Identify what specific tasks are 

necessary to ensure complex digital 

systems have been fully integrated

Delayed

Milestone is delayed from 2015 to 

2016 and is revised to better reflect 

the scope of work.

Old wording: “Identify specific 

proposals to address what specific 

tasks are necessary to ensure complex 

digital systems have been fully 

integrated.” 

2013 NARP Status: Not started

1.1.6 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 1.1.6 below, followed by a 

summary of the significant progress made in FY 2013 towards achieving the R&D goal.

Table 1.1.6: 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 2013 NARP Status: 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 New milestone

2017

Develop and release new DARWIN® 

analysis mode to address new Advisory 

Circular for attachment slots

On schedule New milestone

2017

Develop and implement improved fleet 

risk analysis methods to address 

corrective actions

On schedule New milestone

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 New milestone
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Year Milestone Status Notes

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 New milestone

Propulsion and Fuel Systems Program Progress in FY 2013: 

 Updated the Design Assessment of Reliability with INspection software code 

(DARWIN® 8.1) developed by the Southwest Research Institute with several new 

capabilities for rotor designers and analysts: 

• Automated inspection assignments for application to autozoning. This capability 

greatly simplifies the inspection definition process and provides a consistent 

framework for zones that are created both manually and via autozoning. 

• Created zones on surfaces and edges of three-dimensional (3D) finite element 

(FE) model geometries. This capability enables the analyst to import and view 

complex 3D FE blade slot models and to select individual finite element faces or

edges for inclusion in zones. 

• Extended the surface treatment residual stress capability for use with 3D FE 

models. This capability enables the analyst to manually define a univariant 

residual stress gradient and to superimpose it with service stresses that are 

extracted along the crack path in 3D FE models. 

• Included a Fleet Assessment module that can be used for Continued 

Airworthiness assessments associated with FAA AC 39-8. This module enables 

the analyst to use results from multiple DARWIN® runs to quantify risk factors 

and risk per flight values addressed in AC 39-8 for a fleet of aircraft. 

These enhancements map directly to future 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, leading to fewer injuries and fatalities.

1.1.7 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 

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 Joint Planning and Development Office 

(JPDO) facilitated the interagency collaboration for the program by generating and executing the 

UAS Comprehensive Plan, which has six National Goals and eight National Objectives for UAS 
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integration. 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 1.1.7 below, followed by a 

summary of the significant progress made in FY 2013 towards achieving the R&D goal.

Table 1.1.7: Unmanned Aircraft Systems Research Program Milestones

Year Milestone Status Notes

2013

Analyze data and identify potential safety 

implications of system performance 

impediments of communications latency

Completed 2013 NARP Status: On schedule

2013

Identify the current technologies for small 

unmanned aircraft systems to establish a 

central repository of historical data used 

to track continuous airworthiness of life 

limited components

Completed 2013 NARP Status: On schedule

2014 

Develop the capability to evaluate 

potential sense-and-avoid logic and 

algorithms; review several available 

algorithms for methodology development

Delayed

Milestone is delayed from 2013 to 2014 

due to changing program priorities.

2013 NARP Status: On schedule

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

On schedule New milestone

2014

Recommend data fusion strategies based 

on review (and validation 

where necessary) of existing sense-andavoid research and documentation

On schedule New milestone

2014

Conduct a human-in-the-loop experiment 

to assess lost link procedures and impacts 

of UAS lost link events on the NAS

On schedule New milestone

2015

Develop a comprehensive list of 

operational and airworthiness approval 

issues based on 14CFR 91 compliance

On schedule New milestone

2015

Define ground control station human 

interface requirements, UAS pilot training 

requirements, and ground observer 

requirements

On schedule

Milestone was revised to clarify the 

research. 

Old wording: “Identify recommended 

strategies for unmanned aircraft systems 

to compensate for missing sensory 

information at the control station and a 

method to assess performance 

requirements and methods of compliance 

for control stations” 

2013 NARP Status: On schedule
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Year Milestone Status Notes

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 2013 NARP Status: On schedule

2017

Develop prototype antenna and 

brassboard electronics, lab-test and flight 

test antenna final designs for ACAS-X 

antennas along with hardware/software 

for test data collection

On schedule New milestone

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 New milestone

2018 Collect and analyze UAS Safety Data 

from congressionally mandated test sites On schedule New milestone

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 New milestone

2019

Develop UAS maintenance programs 

content and related UAS 

accident/incident data reporting 

requirements

On schedule New milestone

Unmanned Aircraft Systems Research Program Progress in FY 2013: 

 Estimated the nominal piloted aircraft response delay to controller clearances to turn, 

climb, or descend in the NAS. The results showed that communication times are similar 

across the ATC environment, but that aircraft start their controller commanded 

maneuvers more quickly in the terminal radar approach control (TRACON) environment 

(Mean Total Time To Aircraft Response = 19.9 seconds) than they do in the en route 

environment (Mean Total Time To Aircraft Response = 34.4 seconds). The results of this 

effort established a benchmark for the UAS response delays.

 Determined the maximum acceptable communication delays associated with step-on(s) 

for UAS. The results showed that the maximum acceptable communication (one way) 

delay is 390 milliseconds. 

 Completed a web-based repository database application to track the continuous 

airworthiness of life limited components of small UAS. The prototype database provides 

for statistical analysis and record tracking of maintenance actions performed in 

accordance with a list of data elements and descriptions for maintenance items for a 

candidate UAS but adaptable to other platforms. The development team implemented the 

DOT E-Authentication Team’s Siteminder Agent and configured the web server to 

authenticate FAA users via the Personal Identity Verification (PIV) Card for MyAccess. 
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This alternate logon system will allow for password and DOT/PIV card access. A login 

scheme for non-FAA email users is also being implemented.

 Modeled and simulated UAS command and control architectures to assess ability to 

safely manage trajectory of aircraft during critical phases of flight despite potential delays 

between control station control inputs and aircraft responses. 

 Identified existing procedures for lost link events and gathered and reviewed existing data 

from prior FAA UAS studies, which may be used in developing simulations. 

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

The Center for Advanced Aviation System Development (CAASD) supports R&D Aviation 

Safety R&D Goal by conducting analyses and assessments of UAS operations in the NAS. 

CAASD made the following progress in FY 2013 towards Aviation Safety R&D Goal 1: 

 Conducted a preliminary analysis of current UAS operations in En Route Class A 

airspace, as allowed per Certificate of Waiver or Authorization operations. This analysis 

included a comparison of flight performance of both unmanned and manned aircraft 

operating in Class A airspace, a review of recent controller and pilot reported UASrelated events in the NAS, and the analysis of sample scenarios of UAS-related events. 

The observations resulting from this assessment are intended to help FAA with initial 

decisions concerning procedures, processes, training, and automation changes to improve 

the efficiency and safety of UAS operations in Class A. 
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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, personnel selection and training, 

and human error and human safety. 

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 2013 towards achieving the R&D goal.

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

Year Milestone Status Notes

2013

Assess the Front Line Manager Quick 

Reference Guide for effectiveness in 

aiding air traffic control safety

Completed 2013 NARP Status: On schedule

2015

Provide a draft of a revised Human 

Factors Design Standard for human 

factors application to air traffic control 

system acquisition

On schedule 2013 NARP Status: Delayed from 2014 

to 2015

2016

Deliver a method for the development of 

TRACON air traffic controller training 

standards

On schedule New milestone

2017

Validate the TRACON training standards 

and determine the reliability of the 

evaluation criteria

On schedule New milestone

2018

Deliver human factors training 

information to support the Air Traffic 

Organization’s Top 5 NAS hazards

On schedule New milestone

2019

Deliver a human performance database to 

support Safety Risk Management 

Documents as part of the FAA 

Acquisition Management System

On schedule New milestone

Air Traffic Control/Technical Operations Human Factors Program Progress in FY 2013: 

 Developed the Front Line Manager’s (FLMs) Quick Reference Guide (QRG) to provide 

management best practices in a format specific to ATC to assist FLMs. The guide has 
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been incorporated into training at both the Academy and the Operations Supervisor 

Workshop for FLM’s. 

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 2013 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

On schedule

Milestone was revised due to program 

management and AVS sponsor 

redirection.

Old wording: “Document the results of jet 

upset/loss of control simulation model 

development and evaluation” 

2013 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

On schedule 2013 NARP Status: On schedule

2015

Conduct field test on alternative Aircraft 

Maintenance Fatigue Risk Management 

techniques and provide assessment and 

implementation recommendations

On schedule New milestone

2016

Provide recommendations for operational 

credit related to equipage with synthetic 

vision systems

On schedule New milestone

2017

Provide recommendations for ADSB/Cockpit Display of Traffic Information

minimum operational performance 

standards and related FAA guidance

On schedule New milestone

2018

Define methods for evaluating both 

traditional and Advanced Qualification 

Program training programs to support 

updates to guidance for crew resource 

management

On schedule New milestone
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Year Milestone Status Notes

2019

Address minimum equipment 

requirements for new operational 

concepts using advanced vision systems 

and Head-Up/Head-Mounted Displays

On schedule New milestone

Flightdeck/Maintenance/System Integration Human Factors Program Progress in FY 2013: 

 Developed a document for use by FAA flight test pilots, engineers, and human factors 

specialists who work in the field doing hands-on evaluations of avionics. The document 

is intended to serve as a single comprehensive source for human factors regulatory and 

guidance material related to flight deck displays and controls, and to facilitate the 

identification and resolution of human factors issues with these systems. Chapters 

address key human factors/pilot interface issues seen across multiple FAA Aircraft 

Certification projects. Appendices provide a variety of sample checklists, testing 

scenarios and procedures, key reference lists, and human factors research reports have 

been useful to both the FAA and industry representatives who evaluate and approve flight 

deck displays and controls. 

1.2.3 NextGen - Air Ground Integration Human Factors (RE&D - A12.c)

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 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) 

program, which addressed human performance and coordination requirements for pilots and Air 

Navigation Service Providers 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. 

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 2013 towards achieving the R&D goal. 
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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 

On schedule

Milestone was revised due to changing 

sponsor requirements.

Old wording: “Complete research to 

identify likely human error modes and 

recommend mitigation strategies in 

closely spaced arrival/departure routings” 

2013 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

On schedule 2013 NARP Status: On schedule

2014

Complete research to enable enhanced 

aircraft spacing for surface movements in 

low visibility conditions guided by 

enhanced and synthetic vision systems

Accelerated

Milestone was revised due to sponsor 

requirements and accelerated from 2015 

to 2014.

Old wording: “Complete research to 

enable enhanced aircraft spacing for 

surface movements in low-visibility 

conditions guided by enhanced and 

synthetic vision systems, as well as 

cockpit displays of aircraft and ground 

vehicles and associated procedures” 

2013 NARP Status: On schedule

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

Milestone was revised to clarify the 

research. 

Old wording: “Complete research and 

provide human factors guidance to reduce 

arrival and departure spacing including 

variable separation in a mixed equipage 

environment” 

2013 NARP Status: On schedule

2015 Enable reduced and delegated separation 

in oceanic airspace and en route corridors Deleted Milestone was deleted due to changing sponsor priorities

NextGen - Air Ground Integration Human Factors Program Progress in FY 2013: 

 Conducted research to support the introduction and use of synthetic vision systems (SVS) 

and enhanced flight vision systems (EFVS) as advanced cockpit vision technologies in 

NextGen operations. Various scenarios were developed to test the potential for using 

EFVS to conduct approach, landing, and roll-out operations in visibility as low as 1,000 

feet runway visual range. SVS was also tested to evaluate the potential for lowering 
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decision heights on certain instrument approach procedures below what can be flown 

today. Research results will be used to develop regulatory standards and design guidance 

for SVS and EFVS. 

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 2013 towards Aviation Safety R&D Goal 2. 

 Developed algorithms that can identify when a block of the airport surface is occupied by 

a vehicle or aircraft, based on output from low-cost magnetic sensors. These algorithms 

have been shown to reliably process sensor data collected during field tests, use that data 

to determine that a vehicle or aircraft is present within the block, and depict that 

information on a graphical user interface. This information may be useful for improving 

controller situation awareness in the tower cab. 
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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 pilot, 

flight attendant, and passenger medical conditions that indicate an inability to meet flight 

demands, both in the absence and in the presence of emergency flight conditions. It also defines 

cabin air quality and analyzes requirements for occupant protection and aircraft decontamination. 

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 2013 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 2013 NARP Status: Delayed from 2012 

to 2014

2014

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

On schedule 2013 NARP Status: On schedule

2014

Develop and analyze methods to detect 

and analyze aircraft cabin 

contamination including chemicalbiological hazards and other airborne 

irritants

Completed 2013 NARP Status: On schedule

2014

Apply and validate advanced air 

sensing technology for volatile organic 

compounds in the aircraft cabin 

environment

Deleted

Milestone was deleted due to changing 

sponsor priorities

2013 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 2013 NARP Status: On schedule
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Year Milestone Status Notes

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 2013 NARP Status: On schedule

2015

Incorporate aerospace medical issues 

in the development of safety strategies 

concerning pilot impairment, 

incapacitation, spatial disorientation, 

and other aeromedical-related factors 

that contribute to loss of aircraft 

control

On schedule 2013 NARP Status: On schedule

2015

Develop advanced methods to extract 

aeromedical information for prognostic 

identification of human safety risks

On schedule 2013 NARP Status: 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 2013 NARP Status: On schedule

2016

Apply and develop advances in gene 

expression, toxicology, and 

bioinformatics technology and 

methods to define human response to 

aerospace stressors

On schedule 2013 NARP Status: 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 New milestone

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 New milestone

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 New milestone

Aeromedical Research Program Progress in FY 2013: 

 Conducted analysis and assessed the distribution of Zolpidem, a prescription medication 

used for the short-term treatment of insomnia, in postmortem specimens from aviation 

accident fatalities. Research involved collaboration with the University of Central 

Oklahoma. 
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 Conducted and updated review of aircraft accidents involving pilot suicide in order to 

assist medical certification review processes in identifying mental disease. 

 Calculated galactic cosmic radiation dose rates in the atmosphere at altitudes above 

60,000 feet, incorporating current recommendations of the International Commission on 

Radiological Protection. Provided flight-dose estimation software (CARI-7) to 

organizations involved in high altitude flight.

 Created a collaborative research program between the FAA-Civil Aeromedical Institute 

(CAMI) in Oklahoma City, OK and the Air Cruisers in Belmar, NJ to evaluate 

performance predictions for emergency evacuation slides. Although the Technical 

Specifications for emergency evacuation slides for many airplanes require operational 

capability at airport altitudes that range from -1,000 feet to 15,000 feet above sea level, 

actual deployment data at high altitudes have not been available. Typically, predictions 

of performance are generated by a combination of ambient tests conducted under factory 

conditions and by analysis of mass flow and the inflation system’s efficiency. The 

altitude chamber at CAMI was used to determine the actual effects of altitude on inflation 

performance of normally aspirated inflatable slides.

 Developed and maintained analytical tools, empirical data and scientific expertise to 

support regulatory actions, standards development, accident investigations, and enhanced 

safety of airplane interior arrangements and emergency equipment/operations, as they 

relate to the ability to evacuate an airplane. The primary outcome was better tools to 

assess the evacuation safety of different interior arrangements under different scenarios, 

and the application of those tools to both certification and accident investigation. The 

research was implemented through updated advisory/policy material and rulemaking as 

needed.

 Created Aerospace Standard 6271 (‘Halon Replacement Hand-Held Fire Extinguisher’) 

in response to a request by the European Aviation Safety Agency to craft the technical 

basis for a European Technical Standard Order that addresses International Civil Aviation 

Organization (ICAO) Assembly Resolution A36-12 regarding the replacement of halon in 

civil aircraft fire extinguishers. The Standard is intended to identify pertinent hand-held 

fire extinguisher requirements selected from the broad range of fire extinguisher 

standards existing across the international community.

 Developed methods to qualify replacement elements for worn seat cushions used in 

transport category seats. Advanced occupant and material modeling techniques will be 

used during development to leverage full-scale and component test results towards 

developing new policy.

 Determined human impact tolerance levels and methods for predicting occupant 

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

enhanced means of mitigating injury causing mechanisms for the brain and leg (2011-

2015). In response to NTSB Safety Recommendation A-10-78, the row-to-row brace 
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positions will be investigated as a potential mitigation method for both head and leg 

injuries.

 Collaborated with the Functional Genomics Research Team to develop a protocol 

investigating the feasibility of novel hypoxia biomarkers (e.g., HPH1, S100B) in rapid 

decompression studies. Awarded the contract to secure volunteer researchers, completed

drills to assure safety in research protocol operations, and conducted the first data 

collection trial in August 2013. 

 Collaborated with the SAE-10 Oxygen Committee to develop a new Aerospace Standard 

(AS 5722) for the performance of aircrew oxygen regulators installed on commercial 

aircraft. Addressed 1) raising the operational ceiling to 45,000 feet from 35,000 feet and 

2) preemptive oxygen breathing requirements. 

 In collaboration with industry, compared the index of passenger health (i.e., cardiac 

events) to that of 10 years ago and provided future planning recommendations regarding 

the incidence of automated external defibrillator use. Based on these findings, provided 

recommendations to improve passenger safety. 

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 2013 towards achieving the R&D goal.

Table 1.3.2: Fire Research and Safety Program Milestones

Year Milestone Status Notes

2013 Recommend a lab-scale flammability test 

method for magnesium seat structure Completed 2013 NARP Status: On schedule

2014

Evaluate the effectiveness of a water 

spray system in a freighter main deck 

cargo compartment

On schedule 2013 NARP Status: On schedule

2015

Develop a performance standard for small 

lithium batteries transported in passenger 

carrying aircraft

On schedule New milestone
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Year Milestone Status Notes

2015 Evaluate aircraft improvements to protect 

against lithium battery cargo fires On schedule New milestone

2015

Analyze the large number of in-flight 

smoke, odor and detector activation 

incidents

On schedule New milestone

2015

Develop and finalize a small-scale 

flammability test method for the in-flight 

fire resistance of composite fuselage 

structure

On schedule New milestone

2016 Develop hidden fire detection and 

extinguishment improvements On schedule 2013 NARP Status: On schedule

2016 Develop a computational fluid dynamics

model for hidden fire growth On schedule New milestone

2017

Evaluate detector technology that 

discriminates between aircraft fire and 

non-fire smoke/odor sources

On schedule New milestone

2017

Determine the efficacy of current 

emergency smoke ventilation procedures 

and certification criteria

On schedule New milestone

2018 Test and evaluate an integrated aircraft 

fire detection and extinguishment system On schedule New milestone

2018

Examine state-of-the-art technology for 

protection of compressed hydrogen in 

aircraft fuel cell applications

On schedule New milestone

2019

Conduct a cost-benefit analysis of an 

integrated fire detection and 

extinguishment system

On schedule New milestone

2019 Develop fire protection measures for 

aircraft fuel cell applications On schedule New milestone

Fire Research and Safety Program Progress in FY 2013: 

 Developed a flammability test method for seat structure incorporating potentially 

combustible materials such as magnesium alloys. A laboratory-scale flammability test 

was developed for magnesium alloys used in the construction of aircraft seats. The test 

utilizes an oil burner as the fire threat, and exposes a 20-inch-long horizontally-oriented 

bar sample for a period of four minutes. In order to pass the test, the sample must not 

ignite prior to two minutes, and must self-extinguish within three minutes of the burner 

flames being removed. When exposed to the burner flames, the magnesium alloy 

samples typically melt and fall into a catch pan situated beneath the sample, and the 

molten residue will continue to burn. Therefore, an allowable weight loss of 10 percent

was an additional criterion added to place a limit on the quantity of sample burned. The 

pass/fail criterion is based on the performance of a fire resistant magnesium alloy that 

was shown not to impact survivability during full-scale post-crash fire tests. 

 Configured the aft section of the DC-10 test article to represent a main deck freighter 

cargo compartment and fire hardened to protect against damage from repeated fire tests. 

A drain system was installed to prevent water leakage into the lower cargo compartments. 

Extensive instrumentation was installed, including a large number of thermocouples as 

well as gas analyzing sampling lines, smoke meters, and different types of power sources. 
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The main deck was then affixed with a ducting system and configured to simulate the 

ventilation conditions in a freighter airplane. The water mist system supply lines were 

plumbed to each zone, which have a separate solenoid valve, and to the water supply 

tank. The water supply system was tested manually for functionality. A computer code 

was written to control the functioning of the zoned water mist system. Nozzles and 

tubing were purchased to complete the zoned water mist system. Upon completion of the 

water mist system installation, tests will be conducted with small fires to optimize nozzle 

configurations and water pressures. Upon completion of these system functionality tests, 

the full scale fire tests will commence on cargo loaded on both palettes and cargo 

container containers for various types of representative cargo, including lithium batteries.
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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 - 3A09B - 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. 

The research milestones and their statuses are shown in Table 1.4.1 below, followed by a 

summary of the significant progress made in FY 2013 towards achieving the R&D goal.

Table 1.4.1: Systems Safety Management Transformation Program Milestones

Year Milestone Status Notes

2013

Complete the Aviation Safety 

Information Analysis and Sharing

system pre-implementation activities, 

including concept definition, with other 

Joint Planning and Development Office 

member agencies, participants, and 

stakeholders

Completed 2013 NARP Status: On schedule

2014

Develop standard platform software 

incorporating previously deployed 

surface and terminal area risk analysis 

capabilities

On schedule 2013 NARP Status: On schedule

2014

Produce an annual comparison of 

predicted versus actual events and 

precursor rates for severe accident 

scenarios

On schedule 2013 NARP Status: On schedule

2014

Provide a safety report on surface 

movement for facilities with Airport 

Surface Detection Equipment, Model X 

and other surveillance data

On schedule 2013 NARP Status: On schedule

2014

Deliver advisory group recommended 

analyses of operational safety 

assessments for NextGen concepts

On schedule 2013 NARP Status: On schedule
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Year Milestone Status Notes

2014

Conduct an annual FAA-wide safety risk 

management coordination workshop 

including all Systems Safety 

Management Transformation 

stakeholders to discuss and critique 

methodologies, topics and results of 

recent activities

On schedule 2013 NARP Status: On schedule

2014

Conduct local surface and terminal area 

risk impact analyses for potential 

NextGen improvements with local risk 

forecast modeling assumptions adjusted 

to reflect the impact of NextGen 

improvements on throughput, delay and 

potential safety impacts

On schedule 2013 NARP Status: On schedule

2014

Deliver stakeholder-required analyses 

and reports for the advisory group using 

the integrated safety modeling 

capabilities. User requirements and 

feedback will be incorporated into 

changes in airport surface and terminal 

area risk baselines

On schedule 2013 NARP Status: On schedule

2014

Develop baseline event sequence 

diagrams and probabilistic risk-based 

calculations for 30 accident scenarios 

relevant to aviation safety, calibrated to 

U.S. historical data, and accompanying 

fault tree analysis

On schedule 2013 NARP Status: On schedule

2014

Establish an Aviation Safety Information 

Analysis and Sharing data interchange 

protocol and produce a report that 

provides a model-based risk assessment 

of an airport surface safety risk

On schedule 2013 NARP Status: On schedule

2014

Deliver a preliminary peer-review report 

featuring FAA and European 

Organisation for the Safety of Air 

Navigation data exchange on Integrated 

Safety Assessment Model and Single 

European Sky Air Traffic Management

Research Accident Incident Model for 

system risk baselines

On schedule 2013 NARP Status: On schedule

2014

Deploy model-based risk calculation 

software in a secure web-based 

environment and produce a precursor 

data tracking requirements document

On schedule 2013 NARP Status: On schedule

2014

Deliver an annual NAS-wide risk impact 

assessment for NextGen implementation 

segments

On schedule 2013 NARP Status: On schedule

2014

Develop and conduct human-in-the-loop 

protocol for expert-judgment assessment 

of NextGen safety impacts and capture 

data into the Integrated Safety 

Assessment Model

On schedule 2013 NARP Status: On schedule
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Year Milestone Status Notes

2014

Establish software access to the 

NextGen program office and other FAA 

safety and operational organizations so 

that they can provide integrated data 

collected via FAA-wide hazard tracking 

systems into the system risk baseline 

analysis

On schedule 2013 NARP Status: On schedule

2015

Develop prototype system baseline risk 

software for airports and terminal areas 

without sophisticated surveillance 

(ASDE-X sites

On schedule New milestone

2015

Develop prototype system risk forecast 

software for airports and terminal areas 

without sophisticated surveillance 

(ASDE-X sites)

On schedule New milestone

2015

Test the prototype baseline and forecast 

software at the top 100 US airports with 

and without sophisticated surveillance

On schedule New milestone

2015

Test the prototype forecast software at 

the top 100 US airports with and without 

sophisticated surveillance

On schedule New milestone

2015

Deliver trend analysis software for risk 

estimates for top 100 US airports with 

data requirements for trend validation

On schedule New milestone

2015

Develop baseline event sequence 

diagrams and probabilistic risk-based 

calculations for 30 accident scenarios 

relevant to aviation safety calibrated to 

US historical data as well as additional 

accident scenarios relevant to Unmanned 

Aerial Vehicle (UAV) activity

On schedule New milestone

2015

Implement fault-trees associated with 

primary failure modes relevant to the 30 

accident scenarios in a web-based 

environment

On schedule New milestone

2015

Customize risk-based reports for 

scenarios relevant to the FAA Lines of 

Business

On schedule New milestone

2015

Develop ASIAS data interchange 

protocol and report that provides a 

model-based risk assessment of an 

airport surface safety risk

On schedule New milestone

2015

Integrate international risk baselines 

(and a comparison report) through 

cooperative research activity with 

SESAR

On schedule New milestone

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 New milestone

2015

Deliver model-based risk calculation 

software deployed in web-based 

environment extended to include new 

vehicles (UAV)

On schedule New milestone
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Year Milestone Status Notes

2015

Produce precursor data tracking 

requirements document, including data 

requirements for UAV modeling

On schedule New milestone

2015

Conduct annual NAS-wide risk impact 

assessment for implementation of 

NextGen using ISAM model and expert 

assessments

On schedule New milestone

2015

Provide results of expert-judgment 

assessment of NextGen safety impacts 

on operational scenarios

On schedule New milestone

2015

Deliver a peer review coordination 

report: ISAM results of NextGen and 

SESAR impacts (FAA/Eurocontrol 

cooperative effort)

On schedule New milestone

2015

Conduct test of Standardized Hazard 

Taxonomy and associated Event 

Sequence Diagram and Fault Tree 

associations

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 2013 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

On schedule 2013 NARP Status: On schedule

2015

Complete the study on best practices for 

training and using AOA Equipment in 

general aviation operations

On schedule New milestone

2015

Expand the Aviation Safety Information 

Analysis and Sharing system safety 

analysis to other domains (e.g., general 

aviation, rotorcraft, corporate, military)

On schedule 2013 NARP Status: On schedule
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Year Milestone Status Notes

2016 Establish safety metrics to align with 

NextGen system changes Deleted

Milestone was deleted due to area of 

focus being shifted to the System Safety 

Management Transformation program.

2013 NARP Status: 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

Milestone was revised for clarity

Old wording: “Complete an evaluation of 

the reported runway slipperiness 

condition from all potential runway 

surface conditions and airplane 

configurations” 

2013 NARP Status: 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 2013 NARP Status: 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 New milestone

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 New milestone

2017

Develop concept of operations and a 

model to establish safety oversight 

profiles for ATO facilities, systems, 

procedures, and safety standards 

On schedule New milestone

2017

Expand the Integrated Domain 

Assessment from eight selected NAS 

systems to all major NAS systems

On schedule New milestone

2017

Complete an initial feasibility assessment 

of air traffic controllers calling for goarounds according to the to-be-defined 

stabilized approach criteria

On schedule New milestone

2018

Conduct exploratory simulation study of 

appropriate angle-of-attack sensor and 

display combinations for mitigating low 

airspeed and upset events

On schedule New milestone

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 New milestone

2018

Develop additional capability for the 

Integrated Domain Assessment tool 

functions to support the evaluation of 

NAS procedure changes related to 

separation minima

On schedule New milestone
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Year Milestone Status Notes

2019

Develop and demonstrate Safety 

Oversight Management System prototype 

tool and case studies for Air Traffic 

Safety Oversight Service

On schedule New milestone

2019

Demonstrate applications of the 

Integrated Domain Assessment tool 

functions

On schedule New milestone

System Safety Management Program Progress in FY 2013: 

 Developed a data-driven estimate of flight crew error rates for situations when certain 

aircraft failures, warnings, or other abnormal conditions occur. The cockpit en-route 

inspection data, which resides in The National Program Tracking and Reporting System 

database, were used in this study. Due to the small sample size of the cockpit en-route 

inspection data, alternate data sources are being considered to determine a more reliable 

and practical estimate for the flight crew error rates. Final estimates will be used in the 

transport airplane Continued Operational Safety process. 

 Conducted a computational simulation study to evaluate methods to estimate runway 

slipperiness conditions by using information from airplane's on-board sensor systems. 

An algorithm was developed based on detailed knowledge of the aerodynamic and engine 

performance for a particular regional jet, and was then applied to a high fidelity 

simulation program. The evaluation of the algorithm included an assessment of the 

impact of realistic noise and biases on the on-board measurements and the impact of 

modeling errors associated with proprietary engine and aerodynamic data. The 

simulation study showed promising feasibility of using aircraft on-broad data to provide 

useful runway condition estimates for improving runway safety. Additional approaches 

will be tested and evaluated in follow-up studies. 

 Initiated exploratory development for a simulation study that aims to minimize the danger 

of inappropriate simulator training caused by unsatisfactory motion cueing. The 

preparation included the development of an experimental plan for simulator tests, review 

of modeling modifications and motion algorithms, and installation and evaluation of 

software and hardware changes on the NASA Ames Vertical Motion Simulator. These 

simulation modifications are essential to support the subjective evaluation tests and data 

collection on the Vertical Motion Simulator for the requirements associated with 

objective motion cueing criteria.
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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.d)

The NextGen - Weather Technology in the Cockpit 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 

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.

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 2013 towards achieving the R&D goals. 

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

Year Milestone Status Notes

2013

Identify specific and recurring 

weather-related causes in reported 

safety incidents/accidents that identify 

weather as a primary cause

Completed 2013 NARP Status: Delayed from 

2012 to 2013

2013

Develop preliminary recommendations 

for a minimum weather service for 

mobile devices, and a preliminary 

associated concept of operations for 

mobile MET applications

Completed

Milestone was revised to better align 

the research and its deliverables with 

the overall program

Old wording: “Assess the impacts 

and benefits of mobile/portable 

devices for use in providing 

increased common meteorological 

situational awareness between the 

cockpit crew and ground based 

traffic managers” 

2013 NARP Status: On schedule
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Year Milestone Status Notes

2014

Quantify the impacts to the NAS of 

uplinking Graphical Turbulence 

Guidance and Eddy Dissipation Rate 

to the cockpit

On schedule

Milestone was revised due to 

changing NextGen - Weather 

Technology in the Cockpit program 

priorities

Old wording: “Assess and quantify 

the safety benefits to the NAS of 

providing Graphical Turbulence 

Guidance, Eddy Dissipation Rate, 

and icing to the cockpit” 

2013 NARP Status: Delayed from 

2013 to 2014

2014

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

On schedule 2013 NARP Status: Delayed from 

2013 to 2014

2014

Develop recommendations for 

standards on time stamping of cockpit 

composite weather presentations

On schedule

Milestone was revised to clarify the 

research

Old wording: “Develop standards for 

time stamping of cockpit composite 

weather presentations” 

2013 NARP Status: On schedule

2015 

Propose standards and develop 

recommendations to address 

meteorological information shortfalls 

that were identified as causal factors in 

selected weather-related safety 

incidents/accidents

Delayed

Milestone was revised to clarify the 

research and delayed from 2014 to 

2015 due to a need for gap analysis

Old wording: “Develop and 

implement resolutions to prevent 

recurrence of previously researched 

weather-related safety 

incidents/accidents” 

2013 NARP Status: Delayed from 

2013 to 2014

2016

Develop recommendations for 

providing meteorological-uncertainty 

information to the cockpit to increase 

pilot confidence in weather forecasts

Delayed

Milestone was revised and delayed 

from 2015 to 2016 due to changing 

NextGen - Weather Technology in 

the Cockpit program priorities

Old wording: “Simulate, test, and 

evaluate cockpit use of weather 

decision support tools, including 

probabilistic forecasts” 

2013 NARP Status: Delayed from 

2014 to 2015
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Year Milestone Status Notes

2016

Safety reporting systems indicate 

success of corrective actions and 

enhanced meteorological information 

(turbulence and icing) to reduce 

weather-related accidents/incidents

Deleted

Milestone was deleted since it is no 

longer in scope.

2013 NARP Status: Delayed from 

2015 to 2016

2016

Implement cockpit alerting to enhance 

pilot awareness of adverse weather 

(e.g., turbulence, icing)

Deleted

Milestone was deleted as it is 

duplicative of other NextGen - 

Weather Technology in the Cockpit

milestones.

2013 NARP Status: On schedule

2016

Provide recommendations on optimal 

presentation of general aviation 

weather information

On schedule 2013 NARP Status: On schedule

2017

Demonstrate the integration of 

navigation information and flight 

information, including weather 

information, into cockpit decisionmaking and shared situational 

awareness among pilots, dispatchers, 

and air traffic controllers supported by 

NextGen air and ground capabilities

Delayed

Milestone is delayed from 2016 to 

2017 due to delays in supporting 

milestones.

2013 NARP Status: Delayed from 

2015 to 2016

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 New milestone

NextGen - Weather Technology in the Cockpit Program Progress in FY 2013: 

 Completed research using NASA's Aviation Safety Reporting System database and 

NTSB accident reports to identify trends of weather-related causes in reported 

incident/accident reports. The Weather Technology in the Cockpit program is now able 

to focus future research on the resolutions of the identified trends to enhance safety. 

 Complied a prioritized list of information and capabilities for a mobile MET application

and developed a preliminary Concept of Operations. These products will be used to 

develop guidance for a mobile MET application minimum weather service (information 

content, quality, latency, presentation, etc.) to enhance general aviation (GA) safety by 

resolving current gaps and shortfalls in mobile MET applications currently in use by GA 

pilots.
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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.

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 2013 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

On schedule New milestone

2015

Transition in-flight icing Alaska forecast 

and analysis capability for 

implementation (as detailed in NextGen 

Plans) 

Delayed

Milestone is delayed from 2014 to 2015 

due to a new research approach resulting 

from collaboration with the National 

Weather Service; it has also been revised 

to include a reference to NextGen Plans

Old wording: “Transition in-flight icing 

Alaska forecast and analysis capability 

for implementation” 

2013 NARP Status: On schedule

2015

Demonstrate integrated FAA/National 

Weather Service ceiling and visibility 

forecast capability

On schedule 2013 NARP Status: On schedule

2016

Transition ceiling and visibility Alaska 

analysis capability for implementation (as 

detailed in NextGen Plans)

On schedule New milestone

2016

Complete initial demonstration/ 

validation of 0-36 hour probabilistic 

forecast of oceanic convection

On schedule

Milestone was revised to clarify the 

research. 

Old wording: “Demonstrate and validate 

prototype oceanic convection forecast 

capability” 

2013 NARP Status: On schedule

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 NextGen 

Plans)

On schedule New milestone
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Weather Program Progress in FY 2013: 

 Upgraded 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 and vertical 

resolution and extend the forecast from 12 hours out to 18 hours. After completion of an 

operational evaluation at the Aviation Weather Center, CIP/FIP HiRes are anticipated to 

become operational on Aviation Digital Data Service (ADDS) by the 4th quarter of 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) 

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. 

Starting in 2014, R&D for the Commercial Space Transportation Program is conducted through 

its Center of Excellence and is funded through the NextGen – Air Ground Integration Human 

Factors (A12.c) budget line item (BLI). 

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 2013 towards achieving the R&D goals. 

Table 1.6.1: Commercial Space Transportation Safety Program Milestones

Year Milestone Status Notes

2014

Develop FACET model to calculate 

probabilistic four-dimensional rocket 

trajectory envelopes to minimize impact 

on NAS

On schedule 2013 NARP Status: On schedule

2014

Develop and deliver "anytime" version of 

Space Based Model Predictive 

Optimization to optimize power 

consumption and minimum energy 

trajectory calculations

On schedule 2013 NARP Status: On schedule

2014

Report results of thermal ablation testing 

and analysis of ultra-high temperature 

composites for thermal protection 

systems in liquid rocket engine plume

On schedule 2013 NARP Status: On schedule
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Year Milestone Status Notes

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

Delayed

Milestone is delayed from 2014 to 2015 

due to changing organizational priorities

2013 NARP Status: Delayed from 2012 

to 2014 due to changing laboratory 

facility sites.

2015

Complete Whole Atmosphere Model 

implementation coupling ionosphere and 

magnetospheric forcing and assimilate 

high-resolution data

On schedule 2013 NARP Status: On schedule

2015 Report centrifuge test results evaluating 

biomedical monitoring equipment On schedule 2013 NARP Status: On schedule
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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 2013 towards achieving the R&D goal.

Table 1.7.1: Airport Cooperative Research Program – Safety Milestones

Year Milestone Status Notes

2013 

Develop a tool to help define the roles of 

airports and airlines in the transmission 

and spread of insect-borne human 

diseases

Completed 2013 NARP Status: On schedule

2013

Determine high-risk areas and activities 

conducive to human disease at airports 

and on aircraft and identify mitigation 

measures to address those risks

Completed 2013 NARP Status: On schedule

2013

Develop guidance for airport operators to 

help them understand the capabilities, 

benefits, and challenges of integrating 

geographical information systems into 

emergency management

Completed 2013 NARP Status: On schedule

2013

Develop guidance to evaluate and 

implement web-based collaboration tools 

that provide a common operating picture 

for both day-to-day operations and full 

emergency response management

Completed 2013 NARP Status: On schedule

2013

Develop a model Community Emergency 

Response Team program for the airport 

community

Completed 2013 NARP Status: On schedule

2013

Provide guidance to all size airports in 

integrating National Incident 

Management System in response to 

incidents/accidents and events regardless 

of the size, cause, or complexity of such 

events

Completed 2013 NARP Status: On schedule

2014

Develop a runway veer-off location 

distribution risk assessment model with 

guidelines for reporting and collecting 

runway veer-off incident/accident data

On schedule 2013 NARP Status: On schedule
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Year Milestone Status Notes

2014

Develop a scalable tool to create and 

maintain integrated incident response 

plans for hazards in and around airport 

terminals

On schedule 2013 NARP Status: On schedule

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 2013 towards achieving the R&D goal.

Table 1.7.2: Airport Technology Research Program – Safety Milestones

Year Milestone Status Notes

2013

Complete assessment of the safety 

implications of using long-range acoustic 

devices on civil airports to deter 

hazardous bird species

Completed 2013 NARP Status: On schedule

2013

Complete characterization of foreign 

object debris at Chicago O'Hare 

International Airport (ORD)

Completed 2013 NARP Status: On schedule

2013

Develop visual aid enhancements for 

Engineered Materials Arresting System 

beds

Completed 2013 NARP Status: On schedule

2013

Update the Airport Safety Database and 

conduct analysis to identify the top 

airport risk areas, mitigation strategies 

and implementation methods 

Completed

Milestone was revised to clarify the 

research and to reflect research results

Old wording: “Develop a safety database 

to identify the top five airport risk areas, 

mitigation strategies and implementation” 

2013 NARP Status: On schedule

2013

Develop aircraft rescue and firefighting 

procedures and equipment for improved 

freighter aircraft fire fighting

Completed 2013 NARP Status: On schedule

2013 Develop improved tactics and strategies 

for freighter aircraft fire fighting Completed 2013 NARP Status: On schedule

2013

Complete evaluation of operational and 

technical performance requirements of an 

alternative airfield lighting infrastructure 

(Electrical Infrastructure Research)

Completed 2013 NARP Status: On schedule

2014

Complete human factor laboratory/

simulation tests on use of linear light 

sources on airports

On schedule 2013 NARP Status: On schedule
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Year Milestone Status Notes

2014

Complete in-service testing of new light 

emitting diode lighting circuits at a large 

and small airport

On schedule 2013 NARP Status: On schedule

2014 Update the Airport Safety Database and 

publish updated analysis report On schedule 2013 NARP Status: On schedule

2014

Complete evaluation to determine 

feasibility of implementing bird radar 

displays in air traffic control towers

On schedule 2013 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

On schedule 2013 NARP Status: On schedule

2014

Complete Taxiway Centerline Deviation 

data collection for Airplane Design Group 

- III

On schedule New milestone

2014

Conduct an evaluation of Approach 

Hold/Runway Safety Area signage and 

markings

On schedule New milestone

2014

Complete a review of problematic 

taxiway locations leading to runway 

incursions

On schedule New milestone

2014

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

On schedule New milestone

2014

Publish report on characterization of 

foreign object debris collected at Chicago 

O’Hare International Airport (ORD)

On schedule New milestone

2014 Complete construction of the High 

Temperature Pavement Test Facility On schedule 2013 NARP Status: On schedule

2014

Complete upgrade of all FAA Pavement 

Software to Windows Presentation 

Foundation to create a common platform 

to integrate the programs

On schedule

Milestone was revised to clarify the 

research. 

Old wording: “Complete upgrade of all 

FAA Pavement Software to Windows 

Presentation Foundation” 

2013 NARP Status: On schedule

2014 Complete definition of airport pavement 

failure for 40 Year Pavement Life project On schedule 2013 NARP Status: On schedule

2015 Complete rehabilitation of the Airport 

Technology Research Taxiway Delayed

Milestone is delayed from 2014 to 2015 

due to refining the specifications of the 

project.

2013 NARP Status: On schedule
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Year Milestone Status Notes

2015

Complete Mu-Slip testing with nose gear 

brake testing and main gear brake testing, 

both on contaminated runway surfaces

Delayed

Milestone is delayed from 2014 to 2015 

and the wording revised due to the 

expansion of the testing program.

Old wording: “Complete mu-slip testing 

with aircraft landing gear brakes on 

contaminated runway surfaces” 

2013 NARP Status: On schedule

2015 Complete draft concept of operations for 

bird radar in air traffic control On schedule New milestone

2015 Complete first round of small-scale fire 

testing of aviation biofuels On schedule New milestone

2016

Survey airport communities to update 

dose response curves for aircraft noise 

annoyance and sleep disturbance

Delayed

Milestone is delayed from 2013 to 2016 

due to a change in scope.

2013 NARP Status: On schedule

2016

Publish Guidebook on dynamic test 

performance requirements for frangible 

connections/structures utilized in runway 

and terminal safety areas

On schedule New milestone

Airport Technology Research Program – Safety Progress in FY 2013: 

 Completed an assessment of the safety implications of using long-range acoustic devices 

on civil airports. A draft final report titled Safe Operation of Acoustic Hailing Devices as 

Wildlife Deterrents on Airports has been written and should be published by the end of

2014. 

 Completed a two-year data collection period, accumulating 78 weekly samples, to 

identify and characterize the number and type of foreign object debris found on a single 

runway at Chicago O'Hare International (ORD). A final report covering the analysis of 

the data will be published by the end of 2014. 

 Identifed additional visual aids for Engineered Materials Arresting Systems. This task 

involved the development of prototype signs and retro-reflective markers for field testing 

at the FAA Technical Center and Baton Rouge Metropolitan Airport as well as 

simulation testing at the Airways Facilities Tower Integration Lab. A report was 

completed that detailed the research and provides recommendations for new visual aids 

standards. 

 Updated the Airport Safety Database to include an additional five years of data and 

additional airports. The updated analysis report was completed on June 30, 2013. The 

top airport risks areas were identified as: Runway Excursions, Runway Incursions, and 

Wildlife Strikes. A mitigation team was created for each top risk and identified tasks for 

implementation that could mitigate/reduce the risks. The Mitigation Plans were 

completed on August 28, 2013. 
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 Developed new, improved tactics and strategies for freighter aircraft fire fighting through 

the execution of full-scale live fire tests using an Airbus A310 cargo aircraft. At the 

conclusion of the research, a report was published, entitled DOT/FAA/TC-13/30, FullScale Evaluation of ARFF Tactics and Strategies and DOT/FAA/TC- TN13/11, 

Prototype Aircraft Skin Penetrating Nozzles. 

1.7.3 Runway Incursion Reduction Program (F&E - 1A01A – 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 and medium-size 

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) for high density airports.

The research milestones and their statuses are shown in Table 1.7.3 below, followed by a 

summary of the significant progress made in FY 2013 towards achieving the R&D goal.

Table 1.7.3: Runway Incursion Reduction Program Milestones

Year Milestone Status Notes

2013

Complete the development of the 

interface required for the activation of 

direct-to-pilot indications using a lowcost Surface Movement Radar as the 

surveillance sensor

Completed 2013 NARP Status: On schedule

2013

Complete human-in-the-loop simulation 

scenario coordination meeting with the 

William J. Hughes Technical Center

Surface Lighting Team

Completed 2013 NARP Status: On schedule

2013

Complete final luminosity and 

operational evaluation report on San 

Diego International Airport’s (SAN) light 

emitting diode Runway Status Lights

system

Completed 2013 NARP Status: On schedule

2013

Develop an annual technical and 

operational evaluation report of the 

existing Enhanced Final Approach 

Runway Occupancy Signal prototype 

system

Completed 2013 NARP Status: On schedule

2013

Publish an initial cost-benefit analysis for 

Enhanced Final Approach Runway 

Occupancy Signal

Completed 2013 NARP Status: On schedule
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Year Milestone Status Notes

2013

Develop an annual technical and 

operational evaluation report of the 

existing Runway Status Lights prototype 

systems

Completed

Milestone was revised to clarify the 

research

Old wording: “Develop an annual 

technical and operational evaluation 

report of the existing prototype systems” 

2013 NARP Status: On schedule

2014

Develop annual technical and operational 

evaluation report of four Low Cost 

Ground Surveillance pilot systems

Deleted

Milestone was deleted due to the FAA’s 

Joint Resources Council’s June 19, 2013

decision to discontinue further Low Cost 

Ground Surveillance evaluation

2013 NARP Status: On schedule

2014

Develop annual technical and operational 

evaluation report of existing Runway 

Status Lights prototype systems

Deleted

Milestone was deleted due to the FAA’s 

Joint Resources Council’s June 19, 2013

decision to discontinue further Low Cost 

Ground Surveillance evaluation

2013 NARP Status: On schedule

2014

Develop annual technical and operational 

evaluation report for Runway Intersection 

Lights at Boston Logan International 

Airport (BOS)

Deleted

Milestone was deleted due to the 

transition of Runway Status Lights sites 

to the FAA Program Management Office

2013 NARP Status: On schedule

2014

Complete the installation and produce 

operational evaluation report of a runway 

safety system for direct-to-pilot 

indications, using a low cost Surface 

Movement Radar as the surveillance 

sensor

Deleted

Milestone was deleted due to the FAA’s 

Joint Resources Council’s June 19, 2013

decision to discontinue further Low Cost 

Ground Surveillance evaluation

2013 NARP Status: On schedule

2014 Remove Low Cost Ground Surveillance 

pilot sites On schedule New milestone

2014

Complete installation and implementation 

of Enhanced Final Approach Runway 

Occupancy Signal units at Boston Logan 

International Airport (BOS) and 

commence operational evaluation

On schedule

Milestone was revised to clarify the 

research

Old wording: “Complete installation and 

implementation of Enhanced Final 

Approach Runway Occupancy Signal 

units at second prototype location and 

commence operational evaluation."

2013 NARP Status: On schedule

2014

Develop annual technical and operational 

evaluation report of Enhanced Final 

Approach Runway Occupancy Signal

units at all prototype locations

On schedule 2013 NARP Status: On schedule

2014

Complete report on cockpit simulations at 

MITRE Center for Advanced Aviation 

System Development testing Human 

Factors, safety logic, aircraft 

performance, or any uncertainty or 

deficiency pertaining to surface based 

runway incursion indications

Deleted

Milestone was deleted due to changing 

program priorities

2013 NARP Status: On schedule
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Year Milestone Status Notes

2014

Complete report on testing of safety logic 

enhancements to runway incursion

detection and prevention products

Deleted

Milestone was deleted due to changing 

program priorities

2013 NARP Status: On schedule 

2014

Publish initial report on field evaluation 

of alternative direct-to-pilot testing 

system at the FAA William J. Hughes 

Technical Center

Deleted

Milestone was deleted due to changing 

program priorities

2013 NARP Status: On schedule 

2014

Develop Preliminary Requirements 

Document for Enhanced Final Approach 

Runway Occupancy Signal

On schedule

Milestone was revised to clarify the 

research

Old wording: “Complete initial 

requirements document for Enhanced 

Final Approach Runway Occupancy 

Signal” 

2013 NARP Status: On schedule 

2014

Publish the initial project plan and 

resource management plan for the 

utilization of fiber optics as a sensor to 

drive the activation of direct-to-pilot 

alerting safety logic

Deleted

Milestone was deleted due to a 

prerequisite need for the outcome of 2014 

analysis and reports on new runway

incursion reduction technologies

2013 NARP Status: On schedule 

2014 Develop Runway Incursion Prevention 

Shortfall Analysis report On schedule New milestone

2014

Develop report on proposed solution set 

for new runway incursion reduction 

technologies based on market survey 

assessment and shortfall analysis report

On schedule New milestone

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

Delayed

Milestone is delayed from 2014 to 2015

due to the shift of the creation of the 

preliminary requirements document to FY 

2014

2013 NARP Status: 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 

PMO

On schedule New milestone

2015

Develop annual technical and operational 

evaluation report of Enhanced Final 

Approach Runway Occupancy Signal

units at all prototype locations

On schedule New milestone

2015

Complete report on testing of safety logic 

enhancements to runway incursion 

detection and prevention products

On schedule New milestone

2015

Publish initial Project Plan for evaluation 

of new initiative identified for runway 

incursion detection and prevention

On schedule New milestone
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Runway Incursion Reduction Program Progress in FY 2013: 

 Completed development of the interface required for LCGS to operate as a sensor to 

drive the activation of direct-to-pilot alerting safety logic. Data recordings from the 

LCGS system at Spokane International Airport (GEG) were post-processed and tested 

with the interface to successfully prove the viability of using LCGS as a sensor to drive 

eFAROS safety logic.

 Began installation of the eFAROS prototype system at Boston Logan International 

Airport (BOS). A Safety Risk Management Panel was conducted at BOS for the 

eFAROS system, and Flashing Precision Approach Path Indicator (PAPI) modification 

kits were installed at three PAPI facilities at BOS. Engineering Development and 

Shadow Operations Tests were also carried out to successfully test the eFAROS safety 

logic for BOS.

 Completed development of an initial cost-benefit analysis for eFAROS. 
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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.

Seven 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 - Necessary NextGen related research priorities are identified, defined, and 

coordinated with partner agencies for improvements in efficiency and capacity. 

• Goal 2 - Improved aircraft separation processes associated with current generalized and static 

air navigation service provider wake turbulence mitigation separation standards. 

• Goal 3 - 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 4 – Established feasible procedures, operational methods, and technologically-advanced 

systems that can decrease workload and increase efficiency of the NAS. 

• Goal 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. 

• Goal 6 - 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 7 - 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. 
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Table 2.0.1: Alignment of FAA R&D Efficiency Goals and Programs with NSTC Mobility 

Goals 

FAA R&D 

Principle FAA R&D Programs NSTC Principle

FAA 

Strategic 

Initiative

NextGen - Wake Turbulence

Wake Turbulence - Re-categorization

NextGen - Air Ground Integration 

Human Factors

Air Traffic Control/Technical 

Operations Human Factors

New Air Traffic Management 

Requirements

Major Airspace Redesign

System Capacity, Planning and 

Improvements

Operations Concept Validation 

Modeling

Networked Facilities - Staffed 

NextGen Towers

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

National Airspace System (NAS)

NSTC Goals

Improve Efficiency

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

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 

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

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
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In FY 2015, 33 percent of total FAA R&D funding is allocated to R&D Principle 2 - Improve 

Efficiency. Program funding levels for the 2014 Enacted and 2015 President’s Request are 

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

Principle 2 in the 2015 President’s Request. Table 2.0.2 also lists the section and page number 

reference for each budget narrative within the FY 2015 CJ for the President’s Budget Request. 

The link to the FY 2015 CJ is: http://www.dot.gov/sites/dot.gov/files/docs/FAA-FY2015-

Budget-Estimates.pdf. 

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

 

2015 

BLI Program CJ Reference (Section/Page)

Appropriation 

Account

2014 

Enacted

($000)

2015 

Request

($000)

2015 

Percent of 

Program

A11.k Weather Program 3C/50 RE&D 7,100 8,900 50%

A12.a NextGen - Wake Turbulence 3C/66 RE&D 9,000 8,541 100%

A12.b NextGen - Air Ground Integration Human Factors 3C/71 RE&D 3,399 2,909 30%

A12.c NextGen - Weather Technology in the Cockpit 3C/75 RE&D 1,800 1,822 45%

A14.a System Planning and Resource Management 3C/89 RE&D 324 315 15%

A14.b William J. Hughes Technical Center Laboratory Facility 3C/91 RE&D 657 651 19%

1A01B System Capacity, Planning and Improvements 3B/14 F&E 5,349 6,000 100%

1A01C Operations Concept Validation and Infrastructure Evolution 3B/14 F&E 3,821 4,000 100%

1A01D Major Airspace Redesign 3B/14 F&E 4,776 5,000 100%

1A10E New Air Traffic Management Requirements 3B/53 F&E 20,775 4,980 100%

4A08 Center for Advanced Aviation System Development (CAASD) 3B/294 F&E 9,502 9,502 74%

-- Air Traffic Control/Technical Operations Human Factors N/A F&E 4,721 0 100%

-- Networked Facilities - Staffed NextGen Towers N/A F&E 1,889 0 100%

-- Operations Concept Validation Modeling N/A F&E 4,722 0 100%

-- Wake Turbulence - Re-categorization N/A F&E 1,416 0 100%

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

-- Airport Technology Research Program - Capacity 3D/26 AIP 12,607 12,714 100%

Total ($000) 96,857 70,333
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2.1 Efficiency R&D Goal 1 

Necessary NextGen related research priorities are identified, defined, 

and coordinated with partner agencies for improvements in efficiency 

and capacity.

2.1.1 Joint Planning and Development Office (RE&D) 

The JPDO supports Efficiency R&D Goal 1 by ensuring efficient coordination and collaboration 

among NextGen partner agencies and reinforcing agency accountability for NextGen through 

agency plans and reports that complement the long-term strategic plan. The program addresses 

key interagency priorities identified by the Cabinet-level Senior Policy Committee for NextGen.

Beginning in FY 2014, JPDO activities have been assumed by various offices in the NextGen 

organization; as such, this BLI will no longer appear in future volumes of the NARP. 

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 2013 towards achieving the R&D goal.

Table 2.1.1: Joint Planning and Development Office Milestones

Year Milestone Status Notes

2013

Formulate the strategic national 

program plan for unmanned aircraft 

system integration

Completed 2013 NARP Status: On schedule

2013

Participate in a bi-agency capability 

evaluation between the FAA and the 

National Weather Service by June 30, 

2013

Completed 2013 NARP Status: On schedule

Joint Planning and Development Office Program Progress in FY 2013: 

 Collaborated with the NextGen partner agencies to develop the UAS Comprehensive 

Plan, which includes six national goals and eight objectives that set the overarching 

approach to integrating UAS into the NAS. The Plan also highlights other important 

topics for safe integration, such as UAS R&D, UAS Test Ranges, and the Small UAS 

Rule. The UAS Comprehensive Plan, which was prepared by the JPDO and approved by 

the JPDO Board, was signed by the Secretary of Transportation and submitted to 

Congress on November 6, 2013. 

 Facilitated a bi-agency capability evaluation that was conducted in June and successfully 

demonstrated the NextGen concept of providing a common weather picture for all 

aviation system users and decision makers. The capability evaluation included end-toend (source to pilot) use cases with prototyped applications. The capability evaluation 

was a collaborative effort between our National Oceanic and Atmospheric Administration 

/National Weather Service partner in NextGen Weather and three FAA programs: 
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Common Support Services-Weather, Aircraft Access to System Wide Information 

Management (SWIM), and Weather Technology in the Cockpit. 
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2.2 Efficiency R&D Goal 2 

Improved aircraft separation processes associated with current 

generalized and static air navigation service provider wake 

turbulence mitigation separation standards.

2.2.1 NextGen - Wake Turbulence (RE&D - A12.b)

The NextGen - Wake Turbulence Program supports Efficiency R&D Goal 2 by conducting 

research to increase airport runway capacity safely by reducing aircraft wake separation minima 

under certain conditions and addressing wake turbulence restrictions in today’s terminal, en route 

airspace, and future NextGen airspace designs.

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 2013 towards achieving the R&D goal.

Table 2.2.1: NextGen - Wake Turbulence Program Milestones

Year Milestone Status Notes

2013

Modify procedures as requested to allow 

use of closely spaced parallel runways for 

arrival operations during non-visual 

conditions (two to three airports per year 

per Task Force 5 recommendations and 

for requests from airports)

Completed 2013 NARP Status: On schedule

2014

Provide wake separation 

recommendations for Airbus 350 series 

aircraft

On schedule 2013 NARP Status: On schedule

2014

Add Phoenix (PHX) and Las Vegas

(LAS) airports to those approved to use 

7110.308 procedures for their closely 

spaced parallel runways

On schedule New milestone

2015

Evaluate air traffic control procedures for 

providing wake mitigation separations 

between unmanned aeronautical systems 

and piloted aircraft

On schedule New milestone

2015

Deliver statistics based wake encounter 

risk evaluation tool for use in evaluating 

NextGen Trajectory Based Operations 

flight routing procedures

On schedule New milestone

2016

Develop 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

On schedule 2013 NARP Status: On schedule

2017

Develop prototype information display 

for the controller decision support tool 

used to allow reduced wake separations 

for instrument approaches to a single 

runway

On schedule New milestone
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Year Milestone Status Notes

2018

Produce the initial draft of a safety risk 

management document for the Wake 

Turbulence Mitigation for Arrivals - 

system

On schedule New milestone

2019

Submit a draft of the safety risk 

management document for Wake 

Turbulence Mitigation for Arrivals - 

system

On schedule New milestone

NextGen - Wake Turbulence Program Progress in FY 2013: 

 Added San Francisco International Airport (SFO) runway and Newark International 

Airport (EWR) runway criteria modifications to Order 7110.308 (Change 3) for use of 

the runway throughput capacity increasing instrument approach procedure. FAA ATC 

Order 7110.308 documents the procedures and the closely spaced parallel runways 

(CSPR) that are approved for reduced diagonal wake separation spacing between pairs of 

aircraft conducting instrument approaches to an airport’s runways. On September 30, 

2013, SFO began use of the 7110.308 procedure. Also, completed the documentation 

(mainly an update of the Order's Safety Risk Management Document to include the 

analyses for additional airport runways and criteria for use of the procedure at the 

additional airports) for Change 4 to 7110.308 that will, when approved, allow the use of 

the 7110.308 ATC instrument approach procedure at the Phoenix (PHX) and Las Vegas 

(LAS) airports.

 Deployed the LIDAR wind profiler (which is man portable and less than three feet in 

height, thus is easy to place for acquiring wind profile measurements on or near an 

airport) under the BOS and JFK approach corridors. The wind profile data from these 

field trials was processed to extract information concerning aircraft wakes. The 

information provided measured values of a wake characterization parameter that in prior 

data collections had to be estimated from aircraft types and other measured parameters. 

The measured parameter will provide greater accuracy in models used to estimate the 

strength and duration of wakes generated by specific aircraft types. Further field 

evaluations of the Next Generation LIDAR wind profiler are planned in FY 2014. 

 MIT Lincoln Laboratory upgraded the Wind Forecast Algorithm (WFA) design 

(developed for use in the currently deployed Wake Turbulence Mitigation for Departures 

controller decision support tool) to accept wind data from additional information sources. 

Work in FY 2014 and FY 2015 will focus on using these new NextGen era information 

sources to enhance the accuracy of the WFA tactical and strategic crosswind forecasts for 

airport arrival and departure corridors. WFA will provide controllers information on 

when and which runways will allow for reduced wake separation between aircraft pairs.

 Completed validation testing of an aircraft flight data recorder screening tool that that is 

able to detect for further study likely wake encounters (minor or less) that occurred 

during an aircraft’s flight. Tool was validated using flight data recordings from over 

86,000 Boeing 737-800 flight hours and over 9600 Airbus A330-200 flight hours. In FY 

2014, the tool will be adapted for use with Boeing 777 and Airbus 320 aircraft flight data 
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recorders. The screening tool will be used by the FAA to help establish the statistical 

frequency of wake encounters occurring in today’s operating environment. Additionally 

in FY 2013, the FAA Flight Standards Service Flight Simulation Branch continued 

research to determine metrics for quantifying the definition for minor and major wake 

encounter events. Using its flight simulators, Flight Standards collected data from a 

series of simulator runs using “line” commercial pilots with various simulated wake 

encounter events. The data analysis from these simulator runs shows a strong correlation 

between pilot perceived severity of encounter and several parameters of the simulated 

encounter. 

 Developed several procedures for potential use by controllers in NextGen era congested 

airspace when an aircraft needs to climb or descend and other aircraft are either in front 

of or behind the aircraft. A National Center of Excellence for Aviation Operations 

Research (NEXTOR) II-developed statistics model using NASA-developed fast time 

wake transport models was used to evaluate the likelihood of a wake encounter if the en

route ATC procedure was used. The evaluation allowed the most promising procedure to 

be selected for more detailed development and validation.

2.2.2 Wake Turbulence - Re-Categorization (F&E - 1A06B – NextGen – 

Separation Management Portfolio) 

The Wake Turbulence - Re-Categorization Program supports Efficiency R&D Goal 2 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. As part of the program, wake encounter severity models are developed and used in 

combination with aircraft wake turbulence data collected by the NextGen – Wake Turbulence 

Program, NASA, and other global research partners. The models, in conjunction with measured 

data, are used in benefit and safety analyses of the project’s developed proposed changes to ATC 

wake mitigation procedures and separation standards. 

The research milestones and their statuses are shown in Table 2.2.2 below, followed by a 

summary of the significant progress made in FY 2013 towards achieving the R&D goal.

Table 2.2.2: Wake Turbulence - Re-Categorization Program Milestones

Year Milestone Status Notes

2013

Develop the initial concept of operations 

document for leader/follower pair-wise 

static operations

Completed 2013 NARP Status: On schedule

2013

Develop a benefits assessment based on 

the initial concept of operations document 

data collected for 6 Category wake 

standards

Completed 2013 NARP Status: On schedule

2014 Implement Chicago Airspace Project final 

phase On schedule New milestone

2014 Support infrastructure changes resulting 

from Las Vegas optimization On schedule New milestone
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Year Milestone Status Notes

2014 Conduct engineering for airspace 

redesign implementation On schedule New milestone

Wake Turbulence - Re-Categorization Program Progress in FY 2013: 

 Held a working meeting the first week of February at the EUROCONTROL facility in 

Bretigny, France to discuss Leader/Follower Pair Wise Static standards alternatives and 

to select a concept for their application. On-going meetings are being held with 

EUROCONTROL to further define the matrix of aircraft separation distances. 

 Implemented the R,E,&D concept of safe but greater capacity ATC wake separation 

standards (6 Category Standards) at the Memphis International Airport (MEM) on 

November 1, 2012, providing the major air carrier at MEM, FedEx, up to a 20 percent

increase in runway departure capacity at MEM during their Thanksgiving and Christmas 

holiday rush. Use of the new standards by the MEM ATC has reduced to near zero the 

departure delays incurred by FedEx prior to the introduction of the new wake separation 

standards. Additionally, FedEx is seeing a 16 percent reduction in the time its aircraft 

spend in the MEM terminal airspace, providing a significant fuel savings to its 

operations. The 6 Category standards were next implemented at Louisville International 

Airport (SDF) in September 2013. The major SDF air carrier, UPS, is also seeing 

significant reductions in departure delays and time spent in terminal airspace. 

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

The Center for Advanced Aviation System Development (CAASD) supports Efficiency R&D

Goal 2 by performing benefit analyses of operational impacts of new separation standards under

Re-Categorization of Wake Turbulence Categories (RECAT). 

 

CAASD made the following progress in FY 2013 towards Efficiency R&D Goal 2: 

 The Re-Categorization of Wake Turbulence Categories (RECAT) is an ongoing 

international effort to safely reduce and standardize minimum wake turbulence separation 

distances. RECAT is a three-phase approach that will incrementally progress toward the 

availability of dynamic, pairwise wake separation standards for any combination of 

leader/follower aircraft types. The implementation of RECAT Phase I at the first key 

site, MEM, occurred on November 1, 2012. The FAA Wake Program Office asked 

CAASD to perform an initial benefits analysis of arrival and departure operations at 

MEM to depict the operational impact of new separation standards under RECAT Phase 

I. CAASD conducted a first look analysis comparing pre- and post-RECAT operations 

shortly after RECAT implementation, provided monthly analysis updates, and delivered a 

final report that examined the twelve months before and the nine months after RECAT 

implementation. Quantitative results of the analysis demonstrated significant departure 

benefits from the outset of RECAT Phase I implementation in terms of decreased 

separation, increased throughput, increased capacity, and decreased taxi times during 

MEM’s busiest departure hours. More modest arrival benefits were observed, but were 
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expected because the scheduling of aircraft to MEM was not changed during busy 

periods. CAASD’s analyses provided key quantitative evidence to support FAA and 

industry claims of improved operational performance due to RECAT implementation at 

MEM.
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2.3 Efficiency R&D Goal 3 

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. 

2.3.1 NextGen - Air Ground Integration Human Factors (RE&D - A12.c)

The NextGen - Air Ground Integration Human Factors Program supports Efficiency R&D Goal 

3 by addressing flight deck and ATC integration for NextGen operational capabilities. It focuses 

on human factors 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 decisionmaking and collaboration with ATC to operate in the NAS efficiently. 

The research milestones and their statuses are shown in Table 2.3.1 below, followed by a 

summary of the significant progress made in FY 2013 towards achieving the R&D goal.

Table 2.3.1: NextGen - Air Ground Integration Human Factors Program Milestones

Year Milestone Status Notes

2013

Complete research to identify human 

factors issues and potential mitigation 

strategies for display of 4-D trajectory 

routings in the flight deck Navigation 

Display 

Completed

Milestone was revised due to changing 

sponsor priorities

Old wording: “Complete research to 

identify human factors issues and 

potential mitigation strategies for the use 

of legacy avionics in NextGen 

procedures” 

2013 NARP Status: On schedule

2014

Develop initial guidance (evaluation 

methods and techniques) for Aircraft 

Certification personnel responsible for 

evaluating NextGen Avionics for 

potential human errors and error 

mitigation 

On schedule

Milestone was revised due to changing 

sponsor priorities

Old wording: “Develop initial guidance 

on training methods to support detection 

and correction of human errors in near- to 

mid-term NextGen procedures” 

2013 NARP Status: On schedule
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Year Milestone Status Notes

2016

Complete research and recommendations 

for developing, evaluating, and/or 

approving standard operating procedures 

in NextGen

On schedule

Milestone was revised due to changing 

sponsor priorities

Old wording: “Complete research to 

assess procedures, training, display, and 

alerting requirements to support 

development and evaluation of planned 

and unplanned transitions between 

NextGen and legacy airspace procedures” 

2013 NARP Status: On schedule

2016

Complete initial research to enable safe 

and effective changes to controller roles 

and responsibilities for NextGen 

procedures

Deleted

Milestone was deleted due to changing 

sponsor priorities

2013 NARP Status: On schedule

2016

Complete research to identify and manage 

the risks posed by new and altered human 

error modes in the use of NextGen 

procedures and equipment

Deleted

Milestone was deleted due to changing 

sponsor priorities

2013 NARP Status: On schedule

2017

Complete a functional simulation – 

simulate integrated pilot and controller 

functional capabilities

Deleted

Milestone was deleted due to changing 

sponsor priorities

2013 NARP Status: 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 New milestone

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 New milestone

2019

Create a report describing the research 

and experimental findings related to 

knowledge and skill loss on the flight 

deck in the NextGen operating 

environment, where greater reliance on 

automation is anticipated; report will 

include enhanced training considerations 

and mitigations for skill loss

On schedule New milestone

NextGen - Air Ground Integration Human Factors Program Progress in FY 2013: 

 Evaluated concepts for alternative flight deck displays with graphics, hybrid text and 

graphics, and other formats that could be integrated with existing navigation displays and 

with new data communications displays. Twenty-seven specific recommended 

guidelines for use of graphic and text flight deck displays of complex flight paths will 

support FAA efforts to update relevant regulatory guidance involving data 

communications and complex trajectories.
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 Conducted a series of human-in-the-loop (HITL) experiments to evaluate human 

performance using text clearances and hybrid graphic and text clearances for uplink 

messages to the flight deck and downlink messages from the flight deck to ATC (research 

performed by Wright State University). Wright State also developed a highly-portable 

scenario-based tool, the Data Communications Message Assessment Tool, used for 

obtaining pilot performance and subjective assessments of various concepts under 

consideration. A portable, dynamic, low fidelity simulator was also developed for 

evaluation of pilot performance using graphic clearances including and subjective pilot 

responses to alternative graphic approaches for creating concatenated downlink 

messages.

2.3.2 Air Traffic Control/Technical Operations Human Factors (NextGen – 

System Development and Support Portfolio) 

The Air Traffic Control/Technical Operations Human Factors Program supports Efficiency R&D

Goal 3 by evaluating the effect of NextGen on the human performance of NAS actors in the 

larger context of the integration of NextGen improvements with existing tools. The program 

provides requirements and recommendations for achieving human performance for inclusion in 

the development of NextGen systems and procedures. Examples of the areas of human 

performance of this program may include: 

1. Improve controller decision making. 

2. Proactively identify human performance hazards and their mitigation measures. 

3. Improve automation integration and consistency. 

4. Provide guidance to ensure training is targeted for NextGen human performance.

This program is structured according to a subset of the HSI domains: human performance in 

safety, engineering, and training. These HSI efforts are orchestrated by overarching activities 

which guide how the work is performed, communicated, and structured. These activities include 

the tools, processes, and lessons learned in HSI, FAA NAS enterprise architecture, and NextGen 

system implementation support.

This program did not receive funding in FY 2015 and per OMB, will no longer exist as a standalone BLI beginning in FY 2016. As such, activities for this program will not appear in the 

NARP after 2014. 

The research milestones and their statuses are shown in Table 2.3.2 below, followed by a 

summary of the significant progress made in FY 2013 towards achieving the R&D goal.

Table 2.3.2: Air Traffic Control/Technical Operations Human Factors Program Milestones

Year Milestone Status Notes

2013

Conduct a conceptual high-level job 

analysis for NextGen midterm air traffic 

controllers’ activities, tools, and 

equipment

Completed 2013 NARP Status: On schedule
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Year Milestone Status Notes

2014 Develop a human error/safety database 

for NextGen capabilities On schedule 2013 NARP Status: On schedule

2014 Publish the Human System Integration 

Roadmap On schedule 2013 NARP Status: On schedule

2014 Conduct EnRoute/TRACON functional 

commonality assessment On schedule

Milestone was revised due to changing 

program priorities.

Old wording: “Develop traffic 

management coordinator dispatcher, 

controller, and pilot information 

requirements document” 

2013 NARP Status: On schedule

2015 Conduct NextGen strategic job and 

training analyses for technical operations Delayed

Milestone is delayed from 2014 to 2015 

and was revised due to changing program 

priorities.

Old wording: “Develop NextGen humanautomation interaction functional 

requirements and resolution guidance 

documents” 

2013 NARP Status: On schedule

2015

Prepare a report identifying causes and 

potential fixes to reduce nonconformance to Performance Based 

Navigation Required Area 

Navigation/Required Performance 

Navigation standards

Delayed

Milestone is delayed from 2014 to 2015 

due to changing program priorities.

2013 NARP Status: On schedule

2016 Update NextGen controller strategic job 

analysis and training needs documents Delayed

Milestone is delayed from 2014 to 2016 

due to changing program priorities.

2013 NARP Status: On schedule

Air Traffic Control/Technical Operations Human Factors Program Progress in FY 2013: 

 Conducted strategic analyses to determine the impact of NextGen operations on air traffic 

controllers in 2018 to support pre-employment and selection processes. The study 

included an analysis of the job tasks, required skills, and equipment used in current day 

operations as compared to 2018. Results suggested that NextGen will not substantively 

change what air traffic controllers do in 2018, but will change how they do it. As a 

result, no substantive changes were recommended to the FAA’s controller preemployment selection test battery. However, due to the extensive impact of NextGen on 

the required knowledge and skill, the FAA’s training program will likely be affected. 

Continuation of this research in 2013 provided estimates of the impact of the 2018 

changes on training development, resources, and time. 

2.3.3 Center for Advanced Aviation System Development (F&E - 4A08)
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The Center for Advanced Aviation System Development (CAASD) supports Efficiency R&D 

Goal 3 by leveraging key NextGen capabilities such as ADS-B In and ADS-B Out into a 

collaborative ATC and flight crew procedure that enables airports with closely spaced parallel 

runways to recover most of the capacity they lose when weather conditions deteriorate. Closely 

spaced parallel runways are runways that are closer than 4,300 feet. Such runways lose half their 

arrival capacity when weather conditions deteriorate below good visual conditions. 

 

CAASD made the following progress in FY 2013 towards Efficiency R&D Goal 3: 

 Developed a Paired Approach procedure that enables airports and users to recoup 75 

percent of the capacity when weather conditions deteriorate. CAASD showed that the 

procedure is technically feasible and could be supported by the current ADS-B Out rule 

as well as by the navigation systems currently available in the NAS. CAASD also 

conducted HITL simulations with pilots and controllers. These real-time simulations 

showed that the pilots as well as the controllers were comfortable conducting this 

procedure. As a result, the FAA is now planning to deploy this capability in the pre-2020 

time frame.
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2.4 Efficiency R&D Goal 4 

Established feasible procedures, operational methods, and 

technologically-advanced systems that can decrease workload and 

increase efficiency of the NAS.

2.4.1 Major Airspace Redesign (F&E - 1A01D - Advanced Technology 

Development and Prototyping) 

The Major Airspace Redesign Program supports Efficiency R&D Goal 4 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.

The research milestones and their statuses are shown in Table 2.4.1 below. 

Table 2.4.1: Major Airspace Redesign Program Milestones

Year Milestone Status Notes

2014 Implement Chicago Airspace Project final 

phase On schedule 2013 NARP Status: On schedule

2014 Support infrastructure changes resulting 

from Las Vegas optimization On schedule 2013 NARP Status: On schedule

2014 Conduct engineering for airspace 

redesign implementation On schedule 2013 NARP Status: On schedule

2015 Conduct post- implementation 

evaluations On schedule New milestone

2015 Conduct engineering for airspace 

redesign implementation On schedule New milestone

2015 Support infrastructure changes resulting 

from airspace redesign On schedule New milestone

2.4.2 New Air Traffic Management Requirements (F&E - 1A10E – NextGen – 

NAS Infrastructure Portfolio) 

The New Air Traffic Management Requirements Program supports Efficiency R&D Goal 4 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 
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operations in the NAS. 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 SWIM, weather 

transition, cloud computing, automation convergence, synchronization of air/ground procedures, 

and advanced air ground communications. 

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 2013 towards achieving the R&D goal.

Table 2.4.2: New Air Traffic Management Requirements Program Milestones

Year Milestone Status Notes

2013

Complete phase one of the Airborne 

Access to System Wide Information 

Management concept of operations 

service level review for bi-directional

Completed

Milestone was revised to clarify the 

research phase actually completed in FY 

2013

Old wording: “Complete the Airborne 

Access to System Wide Information 

Management concept of operations 

service level review for bi-directional” 

2013 NARP Status: On schedule

2013 Develop trajectory schema air-ground and 

ground-ground exchange Completed 2013 NARP Status: On schedule

2013 Develop evaluation model to assess 

common trajectory Completed 2013 NARP Status: On schedule

2013

Develop initial Airborne Access to 

System Wide Information Management

bi-directional shortfall analysis

Completed 2013 NARP Status: On schedule

2013

Conduct validation activities for Airborne 

Access to System Wide Information 

Management

Completed 2013 NARP Status: On schedule

2014

Develop Traffic Alert and Collision 

Avoidance System and Automatic 

Dependent Surveillance-Broadcast

compatibility and future requirements 

document

On schedule 2013 NARP Status: On schedule

2014

Develop future Collision Avoidance 

System logic development and future 

surveillance requirements document

On schedule 2013 NARP Status: On schedule

2014

Develop Collision Avoidance System 

logic assessment, avionics model future 

surveillance assessment, and Traffic Alert 

and Collision Avoidance System - 

Automatic Dependent SurveillanceBroadcast compatibility engineering 

study

On schedule 2013 NARP Status: On schedule

2014

Develop Acquisition Management 

System artifacts for the investment 

analysis readiness decision for the 

NextGen surveillance and weather radar 

capability

On schedule 2013 NARP Status: On schedule
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Year Milestone Status Notes

2014

Update the multi-function phased array 

radar concept of operations for New 

Radar Requirements (Surveillance and 

Weather)

On schedule 2013 NARP Status: On schedule

2014

Develop multi-function phased array 

radar demonstration strategy for New 

Radar Requirements (Surveillance and 

Weather)

On schedule 2013 NARP Status: On schedule

2014 Finalize documentation of data elements 

needed to support Trajectory Modeling On schedule 2013 NARP Status: On schedule

2014

Develop standard of use document for 

different classes of trajectories for 

Trajectory Modeling

On schedule 2013 NARP Status: On schedule

2014

Conduct validation of the information 

requirements for Airborne Access to 

System Wide Information Management, 

which will study the feasibility and 

benefit of providing operational, weather, 

and regulatory data to pilots in flight, 

using Class I and II Electronic Flight 

Bags receiving data via a commercial 

data provider

On schedule 2013 NARP Status: On schedule

2014

Develop a requirements allocation and 

validation document with the National 

Weather Service for Weather Transition

On schedule 2013 NARP Status: On schedule

2014

Conduct a weather concept demonstration 

and prepare report of evaluation of 

demonstration for Weather Transition

On schedule 2013 NARP Status: On schedule

2014

Conduct an assessment of mature 

research for transition to the National 

Weather Service for Weather Transition

On schedule 2013 NARP Status: On schedule

2014

Develop an engineering study Cloud 

Computing evaluating NAS systems for 

potential assignment to cloud 

environment and data center rather than 

the local environment

On schedule 2013 NARP Status: On schedule

2014

Update technical assumptions 

documentation for Cloud Computing 

based on safety and mission criticality 

and the ability of current architecture to 

provide service in a point-to-point 

environment

On schedule 2013 NARP Status: On schedule

2014

Develop an engineering study identifying 

potential systems/displays for 

convergence including plug and play 

displays requirements, common Human 

Machine Interface implementation 

requirements

On schedule 2013 NARP Status: On schedule

2014

Develop an engineering study which 

analyzes gaps in common display 

coordinates among current and future 

automation systems

On schedule 2013 NARP Status: On schedule
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Year Milestone Status Notes

2015

Develop operational requirements for 

Airborne Access to System Wide 

Information Management (2-way)

Delayed

Milestone delayed from 2014 to 2015 due 

to required additional maturation 

activities 

2013 NARP Status: On schedule

2015

Conduct functional analysis and 

allocation for Airborne Access to System 

Wide Information Management (2-way)

Delayed

Milestone delayed from 2014 to 2015 due 

to the need for additional maturation 

activities 

2013 NARP Status: On schedule

2015

Develop high level requirements 

document for the Multifunction Phased 

Array Radar (MPAR)

On schedule New milestone

2015 Complete update to Multifunction Phased 

Array Radar (MPAR) Cost Model On schedule New milestone

2015

Identify the shortfalls in moving from 

data sharing to a network environment 

including information protocol and 

exchange standards and evaluation 

techniques, criteria for managing 

standards, and conformance monitoring 

techniques and policies to ensure 

compliance

On schedule New milestone

2015 Develop and implement required 

capabilities and governance On schedule New milestone

2015

Develop strategy to ensure NAS systems 

maintain compliance with developed 

standards and protocols

On schedule New milestone

2016

Develop cost estimates for Airborne 

Access to System Wide Information 

Management (2-way)

Delayed

Milestone delayed from 2014 to 2016 due 

to the need for additional maturation 

activities 

2013 NARP Status: On schedule

New Air Traffic Management Requirements Program Progress in FY 2013: 

 Developed a document that defined five basic trajectory information areas under which 

activities are classified:

1. Trajectory Concept Options/Trajectory Alternatives Analysis; 

2. Trajectory Information Analysis; 

3. Trajectory Applications Analysis; 

4. Integrated Solutions; and

5. Global Harmonization and Outreach. 

 Developed an AAtS Concept of Use document focusing on the uplink of tailored, ondemand, digital NAS information to flight crews through authorized service providers 

using an interface to a common infrastructure. The research outlined in this document 

primarily satisfies operational improvements in the mid-term (2015-2020) and is 

expected to be implemented during that timeframe.
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 Developed a document providing a progress status in the area of trajectory prediction and 

exchange stand across projects in the USA and Europe. A review of past activities in 

trajectory prediction, with particular emphasis on the FAA/EUROCONTROL Action 

Plan 16 on Common Trajectory Prediction Capabilities, was undertaken and summary 

conclusions were drawn from the past research.

 Identified existing and future gaps in the provision of data to flight crews and flight data 

to the FAA that Airborne Access to SWIM (AAtS) will be able to fill. 

 Conducted an AAtS HITL simulation at the NextGen Integration and Evaluation 

Capability (NIEC) at the William J. Hughes Technical Center. The HITL: 1) evaluated 

the effect of additional weather and flight information presented on an electronic flight 

bag (EFB) on pilot workload and pilot-controller communications under arrival and 

departure scenarios, and 2) assessed what information sources most contribute to pilot 

situational awareness, which is critical for successful strategic planning. Results revealed 

pilot acceptance of the AAtS concept, and supporting evidence for specific information 

sources and elements pilots want for maintaining situational awareness. 

2.4.3 Operations Concept Validation Modeling (F&E - NextGen – System 

Development and Support Portfolio) 

The Operations Concept Validation Modeling Program supports Efficiency R&D Goal 4 by 

developing and validating future gate-to-gate (flight planning through arrival) operational 

concepts that will increase capacity and improve efficiency and throughput. Special emphasis is 

placed on researching changes in roles and responsibilities between the FAA and airspace users 

(e.g., pilots and airlines), as well as the human interaction with automation systems. The 

program identifies procedures to decrease workload and increase reliance on automation for 

routine tasking to increase efficiency of the NAS. The program works toward developing 

operational methods to expand capacity by addressing future growth in demand and reducing 

transit times. Products developed by the program include concepts of operations, reports 

documenting findings of fast-time and real-time concept validation studies, operational 

requirements associated with validated concepts, shortfall and benefits analysis, and safety 

assessments.

This program did not receive funding in FY 2015 and, per OMB, will no longer exist as a standalone BLI beginning in FY 2016. As such, activities for this program will not appear in the 

NARP after 2014. 

The research milestones and their statuses are shown in Table 2.4.3 below, followed by a 

summary of the significant progress made in FY 2013 towards achieving the R&D goal.
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Table 2.4.3: Operations Concept Validation Modeling Program Milestones 

Year Milestone Status Notes

2013

Complete a report on Three-Dimensional 

Path Arrival Management research for 

nominal and off-nominal events for 

Efficient Descent Advisor evolution 

analysis to support interval management

Completed 2013 NARP Status: On schedule

2013

Deliver the initial concept of operations 

for optimized route coordination for 

optimized route coordinator concept 

exploration

Completed 2013 NARP Status: On schedule

2014

Conduct concept validation studies and 

document findings in a concept validation 

report for end-to-end and lower level 

operational concepts for implementation 

in 2020 and beyond

On schedule 2013 NARP Status: On schedule

2014

Develop operational requirements and 

other documents required for technical 

transfer for validated concepts for 

implementation in 2017-2019 and beyond

On schedule 2013 NARP Status: On schedule

2014

Develop research papers on reducing risk

and uncertainties of NextGen midterm

operational concepts

On schedule 2013 NARP Status: On schedule

2014

Document procedures to decrease 

workload and increase reliance on 

automation for routine tasking to increase 

efficiency of the NAS

On schedule 2013 NARP Status: On schedule

2014

Develop an operational methods 

document to address future growth in 

demand and reduce transit time

On schedule 2013 NARP Status: On schedule

Operations Concept Validation Modeling Program Progress in FY 2013 

 Developed an initial functional analysis and operational requirements for the integration 

of UAS into the NAS. This effort supports the planning work needed to integrate UAS 

Operations into the NAS while minimizing the impact to other NAS users.

 Developed a functional analysis for an Optimized Route Capability being developed to 

assist controllers with trajectory and flow management functions in a metroplex 

environment by optimizing airspace and route configurations based on demand and 

capacity.

 Completed an analysis that assessed the potential benefit of improved departure time 

predictions from various data sources on overall traffic management delays. 

 Conducted a shortfall analysis for the impact of increased commercial space vehicle 

operations on the NAS. 
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2.4.4 Operations Concept Validation and Infrastructure Evolution (F&E - 

1A01C - Advanced Technology Development and Prototyping) 

The Operations Concept Validation and Infrastructure Evolution Program supports Efficiency 

R&D Goal 4 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 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 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. 

The research milestones and their statuses are shown in Table 2.4.5 below, followed by a 

summary of the significant progress made in FY 2013 towards achieving the R&D goal.

Table 2.4.4: Operations Concept Validation and Infrastructure Evolution Program Milestones 

Year Milestone Status Notes

2013

Provide an updated concept gap analysis 

that identifies concept shortfalls, 

including a revised concept hierarchy 

identifying relationships, dependencies,

and duplicative efforts for traceability and 

greater alignment across NextGen midterm concepts

Completed 2013 NARP Status: On schedule

2013

Evaluate aircraft fuel consumption

modeling by comparing model results to 

actual data from recorded flight

operations

Completed 2013 NARP Status: On schedule

2014

Conduct analyses to support assessments 

of new air traffic control operational 

concepts

On schedule 2013 NARP Status: On schedule

2014

Develop common concept development, 

validation, and measurement 

methodologies to support the Single 

European Sky Air Traffic Management

Research joint undertaking

On schedule 2013 NARP Status: On schedule

2014

Develop concepts of use to describe the 

operational use of new communication, 

navigation, automation, surveillance, and 

flight deck capabilities

On schedule 2013 NARP Status: On schedule
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Year Milestone Status Notes

2014

Produce reports on concept development 

and validation findings, including secondlevel concepts, fast-time analyses, and 

human-in-the-loop real time studies

On schedule 2013 NARP Status: On schedule

2014 Develop operational, information, and 

performance requirements On schedule 2013 NARP Status: On schedule

2014

Develop and provide annual updates to 

the NAS Enterprise Level Operational 

Requirements to reflect the results of 

research and development conducted in 

2013

On schedule 2013 NARP Status: On schedule

2014

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 2013

On schedule 2013 NARP Status: On schedule

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 New milestone

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 New milestone

Operations Concept Validation and Infrastructure Evolution Program Progress in FY 2013 

 Aligned the concepts within the NextGen Repository to the near/mid-term operational 

improvements in the NAS enterprise architecture and identified the gaps in 

documentation for the bundles of services defined on the Concept Hierarchy. 

 Delivered a report evaluating the FAA Advanced Operational Concept Division’s 

modeling effort and documenting a comparison of modeled data to fuel consumption 

results from recorded flight operations. 

 Conducted an independent validation of the aircraft performance and controller task 

modeling in the prototype simulation tool AGENTFLY. Results showed the simulated 

flights are comparable to operational flight data, and the simulation controller behaves 

similarly to real controllers. Study methodology and results are documented in a 

validation report. 
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2.4.5 System Capacity, Planning and Improvements (F&E - 1A01B - 

Advanced Technology Development and Prototyping) 

The System Capacity, Planning and Improvements Program supports Efficiency R&D Goal 4 by

providing data and analyses on NAS operations to identify deficiencies and develop proposals to 

improve NAS performance. The program conducts airport modeling and analysis using actual 

data collected from ATC systems in the field to determine the value of potential improvements in 

airspace or airfield modifications. In addition, the program performs enhancements of the 

Performance Data Analysis and Reporting System, a fully integrated performance measurement 

tool designed to improve the NAS by tracking the daily operations of the ATC system and its 

environmental impacts. The program also develops new Agency-level metrics to enhance 

management awareness of, and response to, system performance.

The research milestones and their statuses are shown in Table 2.4.5 below. 

Table 2.4.5: System Capacity, Planning and Improvements Program Milestones

Year Milestone Status Notes

2013

Program the Performance Data and 

Analysis Reporting System (PDARS) to 

calculate surface metrics at one airport

Completed 2013 NARP Status: On schedule

2013 Complete the build-out of the gate-to-gate 

performance measurement system Completed 2013 NARP Status: On schedule

2013

Complete PDARS conversion to the FAA 

Telecommunications Infrastructure 

network

Completed 2013 NARP Status: On schedule

2013 Define a flight predictability metric and

develop a conceptual approach Completed 2013 NARP Status: On schedule

2013 Define a weather efficiency metric and 

develop a conceptual prototype Completed 2013 NARP Status: On schedule

2014

Complete PDARS connectivity with 

Airport Surface Detection Equipment, 

Model X at up to 30 core airports

On schedule 2013 NARP Status: On schedule

2014 Initiate PDARS connectivity to En Route 

Automation Modernization (10 sites) On schedule 2013 NARP Status: On schedule

2014

Develop a plan to complete connectivity 

to Automatic Dependent SurveillanceBroadcastOn schedule 2013 NARP Status: On schedule

2014

Complete an implementation plan to 

integrate Ocean 21 data into a full 

automated gate-to-gate analysis capability

On schedule 2013 NARP Status: On schedule

2014

Complete a plan to expand Performance 

Data and Analysis Reporting System 

analysis capabilities to evaluate NextGen 

technology demonstrations

On schedule 2013 NARP Status: On schedule

2014

Incorporate noise profiling technology via 

the Aviation Environmental Design Tool 

module

On schedule 2013 NARP Status: On schedule

2014

Complete an operations research report to 

support the Science, Technology, 

Engineering and Math strategic initiative

On schedule 2013 NARP Status: On schedule
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Year Milestone Status Notes

2014

Prepare a bi-annual joint performance 

benchmark report with the European 

Organisation for the Safety of Air 

Navigation

On schedule 2013 NARP Status: On schedule

2014

Complete PDARS analysis to evaluate 

and improve the flight predictability 

metric

On schedule 2013 NARP Status: On schedule

2014 Complete PDARS analysis to evaluate 

and improve the weather metric On schedule 2013 NARP Status: On schedule

2014 Complete the PDARS capability 

improvement evaluation On schedule 2013 NARP Status: On schedule

2015 Develop concept of operations to convert 

PDARS into a net centric system On schedule New milestone

2015

Support PDARS enhancement as needed 

to support NextGen Programs and 

Technologies

On schedule New milestone

2015

Support NextGen reporting capabilities to 

improve NextGen Program and 

Technology analysis

On schedule New milestone

2015

Complete connectivity to En Route 

Automation Modernization to include 

remaining available sites

On schedule New milestone

2015

Provide PDARS baseline data for 

before/after analysis of NextGen 

programs

On schedule New milestone

2015

Incorporate noise profiling technology via 

the Aviation Environmental Design Tool 

module

On schedule New milestone

2015 Complete PDARS analysis to evaluate

and improve the weather metric On schedule New milestone

2015 Produce Joint Performance Benchmark 

Report with EUROCONTROL On schedule New milestone

2015 Complete PDARS modernization plan On schedule New milestone

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 ADS-B Out 

over the North Atlantic

On schedule New milestone

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

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

R&D Goal 4 by the identification and evaluation of airport arrival and departure metrics, their 

measurement methodologies, and controller guidance to increase efficiencies.

CAASD made the following progress in FY 2013 towards Efficiency R&D Goal 4. 

 Developed next-day metrics for the FAA to measure airport departure efficiency so that 

performance issues can be identified and efficiency can be increased. A methodology 
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was developed to detect taxi-backs, departing flights that return to the gate after having 

started the taxi-out phase, for five selected airports on a next-day basis. The taxi-back 

information is reviewed at the FAA Air Traffic Control System Command Center 

(ATCSCC) and published in the ATCSCC AERO report used in the ATCSCC’s daily 

operations telcon and transferred daily to the FAA Aviation System Performance Metrics 

(ASPM) data base. The five airports selected by the FAA are Hartsfield-Jackson Atlanta 

International (ATL), Newark Liberty International (EWR), John F. Kennedy International 

Airport (JFK), La Guardia Airport (LGA), and Chicago O’Hare International (ORD).

 Enhanced a previously developed working prototype, “Arrival-Departure Runway 

Integration Scheduler,” and conducted a second HITL simulation of a terminal 

automation capability, which increases runway throughput at airports where there is a 

dependency between arrival and departure operations. The concept is to provide 

approach controllers with spacing guidance cues that are tailored in real time to the 

departure demand. Results indicated that controllers achieved a high level of 

conformance to guidance, workload levels were within a safe range, and both arrival and 

departure throughput could potentially be increased by using automated spacing 

guidance.
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2.5 Efficiency R&D Goals 5 and 6

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).

2.5.1 NextGen - Weather Technology in the Cockpit (RE&D - A12.d)

The NextGen - Weather Technology in the Cockpit Program supports Efficiency 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 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 2.5.1 below, followed by a 

summary of the significant progress made in FY 2013 towards achieving the R&D goals. 

Table 2.5.1: NextGen - Weather Technology in the Cockpit Program Milestones

Year Milestone Status Notes

2013

Evaluate and compare pilot performance 

using three prototype Weather Avoidance 

Fields cockpit presentations based on the 

Convective Weather Avoidance Model

Completed 2013 NARP Status: On schedule

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

Delayed

Milestone is delayed from 2013 to 2014 

due to a change in scope.

2013 NARP Status: On schedule

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

On schedule 2013 NARP Status: On schedule
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Year Milestone Status Notes

2016

Initial verification demonstrations of 

recommended implementations of 

adverse weather alerting functions for the 

flight deck

On schedule

Milestone was revised due to changing 

NextGen - Weather Technology in the 

Cockpit program priorities

Old wording: “Complete demonstrations 

of alerting functions to improve pilot 

awareness of changing runway conditions 

resulting from adverse weather” 

2013 NARP Status: On schedule

2016

Develop models to run simulations to 

quantify NAS benefits from 

uplinking/crosslink of enhanced 

meteorological information to the cockpit

On schedule

Milestone was revised due to a change in 

scope

Old wording: “Complete an assessment 

on the benefits to NAS efficiency of 

providing Eddy Dissipation Rate and 

Graphical Turbulence Guidance to 

cockpits to reduce turbulence-induced 

airspace avoidance (reduced capacity)” 

2013 NARP Status: 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

2013 NARP Status: On schedule

2018

Propose standards for improving weather 

information to the flight deck in oceanic 

and non-controlled airspace

On schedule New milestone

2019

Complete development of 

recommendations for Part 121/135 

Minimum Weather Service attributes that 

resolve gaps associated with pilot roles in 

NAS efficiency

On schedule New milestone

NextGen - Weather Technology in the Cockpit Program Progress in FY 2013: 

 Produced a final report detailing the prototypes that were used, the demonstration 

procedures results, and recommendations pursuant to the evaluation of pilot performance 

using three Weather Avoidance Fields cockpit presentations. 

2.5.2 Weather Program (RE&D - A11.k)

The Weather Program supports Efficiency R&D Goals 5 and 6 by conducting applied research 

focused on improving weather information required for integration into decision-support tools to 

reduce the impact of adverse weather on the NAS. The improved weather information enhances 

NAS efficiency and capacity by supporting better operational planning and decision-making by 

ATM, dispatchers, and pilots. 
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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 2013 towards achieving the R&D goals. 

Table 2.5.2: Weather Program Milestones

Year Milestone Status Notes

2013 Transition 0-8 hour advanced storm 

prediction algorithm for implementation Completed 2013 NARP Status: Completed

2013 Transition mountain-wave turbulence 

forecast capability for implementation Completed 2013 NARP Status: Completed

2015

Transition turbulence forecast capability 

for all flight levels for implementation (as 

detailed in NextGen Plans) 

On schedule

Milestone was revised to include a 

reference to NextGen Plans

Old wording: “Transition turbulence 

forecast capability for all flight levels for 

implementation” 

2013 NARP Status: On schedule

2016 Demonstrate and evaluate lightning 

prediction prototype capability On schedule New milestone

2016 Transition global turbulence forecast 

capability for implementation On schedule 2013 NARP Status: On schedule

2016

Transition High Resolution Rapid 

Refresh weather forecast model to the 

National Weather Service for operational 

implementation

On schedule 2013 NARP Status: On schedule

2017

Transition convectively-induced 

turbulence forecast capability for 

implementation (as detailed in NextGen 

Plans) 

On schedule

Milestone was revised to include a 

reference to NextGen Plans

Old wording: “Transition convectivelyinduced turbulence forecast capability for 

implementation” 

2013 NARP Status: On schedule

2018

Transition Alaska turbulence forecast 

capability for implementation (as detailed 

in NextGen Plans)

On schedule New milestone

2019

Transition global-scale probabilistic 

convection guidance capability for 

implementation

On schedule New milestone

Weather Program Progress in FY 2013: 

 Modified the current Graphical Turbulence Guidance algorithm capability to also provide 

mountain-wave turbulence forecasts. After conduct of a quality assessment of scientific 

validity, evaluation and demonstration of operational relevancy and suitability, and safety 

risk management, this capability will become operational on Aviation Digital Data 

Service (ADDS) in FY 2014. 

2.5.3 Center for Advanced Aviation System Development (F&E - 4A08)
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The Center for Advanced Aviation System Development (CAASD) supports R&D Goal 5 by the 

development of a simulation model for the impacts of forecasted weather on NAS traffic. 

CAASD made the following progress in FY 2013 towards Efficiency R&D Goal 5. 

 Developed a prototype capability for strategic traffic flow management planning that 

simulates the impact of forecasted weather, or other NAS constraints, on predicted traffic. 

The capability, intended for stakeholder use 2-24 hours prior to a weather event, enables 

decision makers to determine the likelihood of a given event occurring, the severity, 

timing and location of the impact, as well as the benefit and costs of potential mitigation 

strategies. The mitigation strategies are defined by a set of Traffic Management 

Initiatives, whose parameters can be set manually by the decision maker or via

automation. Through the prototype’s graphic user interface, multiple mitigation 

strategies can be compared against a variety of potential weather scenarios, enabling 

quantitative evaluation and situational awareness for all stakeholders involved. 
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2.6 Efficiency R&D Goal 7 

Availability of existing airport facilities protected and used as 

efficiently as possible, while making strategic investments in new 

facilities consistent with evolving aviation needs.

2.6.1 Airport Cooperative Research Program – Capacity (AIP)

The Airport Cooperative Research Program – Capacity supports Efficiency R&D Goal 7 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 2.6.1 below, followed by a 

summary of the significant progress made in FY 2013 towards achieving the R&D goal.

Table 2.6.1: Airport Cooperative Research Program – Capacity Milestones

Year Milestone Status Notes

2013

Prepare guidance for airports that 

provides strategies for developing and 

maintaining stakeholder support when 

undertaking new airport capacity 

initiatives

Completed 2013 NARP Status: On schedule

2013 

Produce global best practices for 

improving terminal design to increase 

revenue generation and customer 

satisfaction

Completed 2013 NARP Status: On schedule

2013

Develop best practices for planning, 

designing, and marking apron areas for all 

sizes of airports in the U.S.

Completed 2013 NARP Status: On schedule

2013

Develop guidance for airports to create a 

collaborative environment between 

operations and maintenance departments

Completed 2013 NARP Status: On schedule

2013

Develop guidance for operational and 

business continuity planning for 

prolonged airport disruptions

Completed 2013 NARP Status: On schedule

2013

Identify and quantify the cumulative 

effects of regulatory compliance 

requirements at small and non-hub 

airports

Completed 2013 NARP Status: On schedule

2014

Identify best practices and develop tools, 

techniques, and training aids for working 

in or near airport movement areas

Delayed

Milestone is delayed from 2013 to 2014 

due to underestimation of project 

complexity

2013 NARP Status: On schedule
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Year Milestone Status Notes

2014

Develop guidance for defining and 

measuring aircraft delay and airport 

capacity thresholds

Delayed

Milestone is delayed from 2013 to 2014 

due to underestimation of project 

complexity

2013 NARP Status: On schedule

2014

Assess the factors that drive airline 

service decisions and passenger choice in 

multi-airport regions

Delayed

Milestone is delayed from 2013 to 2014 

due to underestimation of project 

complexity

2013 NARP Status: On schedule

2014 Estimate the economic impact of air 

cargo at airports Delayed

Milestone is delayed from 2013 to 2014 

due to underestimation of project 

complexity

2013 NARP Status: On schedule

2014

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 2013 to 2014 

due to underestimation of project 

complexity

2013 NARP Status: On schedule

2014

Develop methods and tools necessary to 

improve integration of rail services with 

airports

Delayed

Milestone is delayed from 2013 to 2014 

due to underestimation of project 

complexity

2013 NARP Status: On schedule

2014 Develop guidelines for air cargo facility 

planning and development at airports Delayed

Milestone is delayed from 2013 to 2014 

due to underestimation of project 

complexity

2013 NARP Status: On schedule

2014

Identify, test, and evaluate methods for 

obtaining aircraft operations counts at 

non-towered airports

On schedule 2013 NARP Status: On schedule

2014

Quantify the national aggregate value of 

airports to communities and to aviation 

stakeholders

On schedule 2013 NARP Status: On schedule

2014 Develop a guidebook to plan general 

aviation facilities On schedule 2013 NARP Status: On schedule

2014

Produce guidance to evaluate cost-saving 

and energy reduction technologies for 

escalators and moving walks at airports

On schedule 2013 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

On schedule 2013 NARP Status: On schedule

2014

Provide guidance to help airports identify 

optimal lighting solutions for parking 

garage facilities

On schedule 2013 NARP Status: On schedule

2014

Develop a primer on the benefits of a 

whole-building systems lifecycle 

approach to airport operations and 

maintenance optimization and 

recommissioning

On schedule 2013 NARP Status: On schedule
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Year Milestone Status Notes

2014

Create guidance on successful Computer 

Maintenance Management Systems 

selection and practices

On schedule 2013 NARP Status: On schedule

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

On schedule 2013 NARP Status: On schedule

2.6.2 Airport Technology Research Program – Capacity (AIP)

The Airport Technology Research Program – Capacity supports Efficiency R&D Goal 7 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 2.6.2 below, followed by a 

summary of the significant progress made in FY 2013 towards achieving the R&D goal.

Table 2.6.2: Airport Technology Research Program – Capacity Milestones

Year Milestone Status Notes

2013

Update the Airport and Airspace 

Simulation Model to Engine Version 4.0 

and 4.1

Completed

Milestone was revised to correct a typo in 

the stated version numbers

Old wording: “Update the Airport and 

Airspace Simulation Model to Engine 

Version 3.5.10 and 3.11” 

2013 NARP Status: On schedule

2013 Complete the North Atlantic Fuel Burn 

Study Completed 2013 NARP Status: On schedule

2014 Complete the Accelerated Airport 

Pavement Test Vehicle Delayed

Milestone is delayed from 2013 to 2014 

due to a manufacturing redesign

2013 NARP Status: On schedule

2014 Complete construction of High 

Temperature Pavement Test Facility On schedule 2013 NARP Status: On schedule

2014

Complete upgrade of all pavement 

software to Windows Presentation 

Foundation

On schedule 2013 NARP Status: On schedule

2014

Complete definition of airport pavement 

failure for the 40-Year Pavement Life 

project

On schedule 2013 NARP Status: On schedule
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Year Milestone Status Notes

2014

Complete scheduled software engine 

version 4.2 and 4.3 for the Airport and 

Airspace simulation model

On schedule

Milestone was revised to clarify the 

research

Old wording: “Complete scheduled 

software revisions for the Airport and 

Airspace Simulation Model”

2013 NARP Status: On schedule

2014

Complete development of display 

playback animation software for the 

Airport and Airspace Simulation Model

On schedule 2013 NARP Status: On schedule

2014

Complete the update of the Airfield 

Modeling Database with all new runway, 

taxiway, and gate data

On schedule 2013 NARP Status: On schedule

2014 Complete beta version of FAARFIELD 

1.4 On schedule New milestone

2014

Complete construction and performance 

data for 8 large and medium hub runways 

to the 40-year life PAVEAIR data 

warehouse

On schedule New milestone

2014

Complete tests on subgrade, and 

aggregate samples collected from 3 

airport construction projects

On schedule New milestone

2014

Finalize the work underway to determine 

values of in-service airport pavement 

roughness using the Mike Monroney 

Aeronautical Center Boeing B-737 

simulator

On schedule New milestone

2014 Perform Reflective Cracking Pavement 

Tests On schedule New milestone

2015 Perform Economic Analysis of Heated 

Pavements at Selected Airports On schedule New milestone

Airport Technology Research Program – Capacity Progress in FY 2013: 

 Released Engine Version 4.0 in March 2013 with 30 enhancements that covered: 1) a 

major deicing upgrade; 2) simulations of multiple flight levels on one node-link level; 

and 3) miscellaneous bug fixes. Engine Version 4.1 was released in September 2013 

with 29 enhancements that covered: 1) dynamic taxiing enhancements; 2) dynamic gate 

re-evaluation; 3) new Performance Data Analysis and Reporting System output format 

for animation software; 4) airspace movement and blocking enhancements; 5) new output 

tables to validate runway occupancy data and airspace separations; 6) improved gate 

logic for efficient gate usage; and 7) various bug fixes. 

 Implemented enhancements to meet requirements of the FAA’s North Atlantic fuel burn 

study to improve cruise altitude logic. Also, made refinements to the fuel burn equations. 

User friendly methods to analyze fuel burn of specific flights were added to make fuel 

burn studies more straight forward. Also, added new output tables with detailed fuel burn 

results to the airport and airspace simulation model.
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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 Goals and Programs with NSTC 

Energy and Environment Goals 

FAA R&D 

Principle FAA R&D Programs NSTC Principle

FAA 

Strategic 

Initiative

Environment and Energy

NextGen - Environmental Research - 

Aircraft Technologies, Fuels, and 

Metrics

Environment and Energy – 

Environmental Management Systems 

and Advanced Noise and Emissions 

Reduction

Operational Assessments - 

Performance

NextGen - Weather Technology in 

the Cockpit

Airport Cooperative Research 

Program - Environment

Airport Technology Research 

Program - Environment

NextGen - Alternative Fuels for 

General Aviation

NSTC Goals

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

National Airspace System (NAS)

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

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

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 2015, 25 percent of total FAA R&D funding is allocated to R&D Principle 3 - Reduce 

Environmental Impacts. Program funding levels for the 2014 Enacted and 2015 President’s 

Request 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 2015 President’s Request. Table 3.0.2 also lists the 

section and page number reference for each budget narrative within the FY 2015 CJ for the 

President’s Budget Request. The link to the FY 2015 CJ is: 

http://www.dot.gov/sites/dot.gov/files/docs/FAA-FY2015-Budget-Estimates.pdf. 

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

2015 

BLI Program CJ Reference (Section/Page)

Appropriation 

Account

2014 

Enacted

($000)

2015 

Request

($000)

2015 

Percent of 

Program

A11.m NextGen - Alternative Fuels for General Aviation 3C/61 RE&D 6,000 5,700 100%

A12.c NextGen - Weather Technology in the Cockpit 3C/75 RE&D 400 405 10%

A13.a Environment and Energy 3C/79 RE&D 14,600 14,921 100%

A13.b NextGen - Environmental Research - Aircraft Technologies, 

Fuels, and Metrics

3C/84 RE&D 26,979 19,514 100%

A14.a System Planning and Resource Management 3C/89 RE&D 501 486 23%

1A08 Environment and Energy - Environmental Management Systems 

and Advanced Noise and Emissions Reduction

3B/45 F&E 9,443 2,500 100%

4A08 Center for Advanced Aviation System Development (CAASD) 3B/294 F&E 1,027 1,027 8%

-- Operational Assessments - Performance 3B/58 F&E 7,555 0 100%

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

-- Airport Technology Research Program - Environment 3D/26 AIP 1,500 1,513 100%

Total ($000) 73,005 51,066
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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 2013 towards achieving the R&D goals.

Table 3.1.1: Environment and Energy Program Milestones

Year Milestone Status Notes

2013

Examine the suitability of aircraft noise 

and emissions metrics to establish 

environmental standards

Completed 2013 NARP Status: Completed

2013

Evaluate noise propagation 

methodologies to predict surface noise 

levels

Completed 2013 NARP Status: On schedule

2013 Refine the estimates of aircraft 

contribution to climate change Completed

The NextGen - Environmental Research -

Aircraft Technologies, Fuels, and Metrics

(A13.b) Program is also responsible for 

this milestone

2013 NARP Status: On schedule

2013

Develop a technique to estimate domestic 

U.S.-wide impacts of aviation emissions 

on surface air quality

Completed 2013 NARP Status: On schedule
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Year Milestone Status Notes

2014

Obtain direct measurements of aircraft 

particulate matter data to support 

development of internationally approved 

methodology

On schedule

Milestone was revised to clarify the 

research

Old wording: “Obtain direct 

measurements of particulate matter data 

to update environmental modeling tools” 

2013 NARP Status: Delayed from 2013 

to 2014

2014

Refine methods and tools to estimate 

impacts of global aviation emissions on 

surface air quality

On schedule New milestone

2015 Advance the understanding of noise 

impacts on social welfare and health On schedule New milestone

2015

Develop approved method for measuring 

particulate matter from gas turbine 

engines

On schedule New milestone

2015 Develop methods to account for regional 

climate impact of aviation emissions On schedule New milestone

2015 Improve understanding of the impacts of 

aircraft emissions in the airport vicinity On schedule

Milestone was revised to clarify the 

research

Old wording: “Refine methods and tools 

to estimate impacts of aviation emissions 

on air quality in the vicinity of the 

airport” 

2013 NARP Status: On schedule

2016 Advance the understanding of noise 

impacts on social welfare and health On schedule 2013 NARP Status: On schedule

2016

Refine the estimates of aircraft 

contribution to climate change using the 

latest methods and knowledge

On schedule

The NextGen - Environmental Research -

Aircraft Technologies, Fuels, and Metrics

(A13.b) Program is also responsible for 

this milestone

2016

Develop new standards and 

methodologies to quantify and assess the 

impact of aircraft noise and aviation 

emissions

On schedule New milestone

2017 Advance the understanding of noise 

impacts on social welfare and health On schedule New milestone

2018 Develop air quality model to capture 

global impacts of aviation emissions On schedule New milestone

2019 Develop new standard for particulate 

matter emissions On schedule New milestone

Environment and Energy Program Progress in FY 2013: 

 Conducted research to improve the noise propagation methodology, a key aspect of noise 

modeling, in the environmental modeling tools. One important factor to ensure accurate 

calculation of the number of people exposed to significant commercial aircraft noise in 

the U.S. is proper noise modeling. The FAA has taken great strides in improving the 

methodology through international collaboration and advancing research. The FAA has 
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worked with propagation experts in Europe to validate and compare current propagation 

methodologies between the U.S and European countries. In addition, the international 

collaboration has led to the availability of data that can be used to validate emerging 

propagation methodologies and an opportunity to utilize mature propagation 

methodologies, validated with European models in the FAA environmental tools. In 

addition, collaboration with NASA has led to the opportunity to collect additional data 

that can be used to validate emerging propagation methodologies. The overall work in 

noise propagation will continue to mature and be implemented into the FAA 

environmental models. These models are used for National Environmental Policy Act 

review, to complete Noise Exposure Maps under the FAA’s Part 150 program, and to 

provide the FAA’s annual noise exposure number, among other uses. 

 Developed a tool to quantify and track year to year changes in health impacts. The tool, 

based on the Community Multi-scale Air Quality (CMAQ) modeling framework, was 

used to examine the years 2005 and 2010. The background emissions from non-aviation 

sources and meteorology were standardized for use in the CMAQ modeling framework, 

as these important factors can lead to considerable year-to-year variability if not included 

in the model. The inclusion of non-aviation sources allows for a more consistent and 

accurate quantification of health impacts due to aviation. While prior approaches had 

only included health impacts due to particulate matter, a number of additional factors 

were included to estimate significant health impacts. The tool was used to estimate both 

premature mortalities and monetary damage for 2005 and 2010, and it will be used to 

track the trajectory of health impacts for current and future years. 

3.1.2 Environment and Energy – Environmental Management System and 

Advanced Noise and Emissions Reduction (F&E - 1A08 – NextGen – 

Environment Portfolio) 

The Environment and Energy – Environmental Management System and Advanced Noise and 

Emissions 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 will dynamically manage NextGen environmental impacts and help to define and 

identify optimum mitigation actions and their benefits. The program also evaluates the benefits 

of aviation environmental mitigation options and identifies ways to integrate them into the NAS 

infrastructure and demonstrate any NAS adaptation required to realize their full benefits. These 

options include new Continuous Lower Emissions, Energy, and Noise (CLEEN) aircraft 

technologies, alternative fuels, environmental and energy-efficient operational policies and 

procedures, environmental standards, and market-based measures.

The research milestones and their statuses are shown in Table 3.1.2 below, followed by a 

summary of the significant progress made in FY 2013 towards achieving the R&D goals.
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Table 3.1.2: Environment and Energy – Environmental Management System and Advanced 

Noise and Emissions Reduction Program Milestones

Year Milestone Status Notes

2013

Evaluate, refine, and apply 

Environmental Management System 

decision support tools to the aviation 

system

Completed 2013 NARP Status: On schedule

2014 

Demonstrate collaborative surface 

management techniques that could reduce 

fuel burn and emissions

Delayed

Milestone is delayed from 2013 to 2014 

as a required field demonstration has yet 

to be completed

2013 NARP Status: On schedule

2014

Develop report on development and 

testing of the annual assessment and 

review process, including an evaluation 

of progress made towards meeting 

NextGen environmental goals with an 

assessment of knowledge gaps and 

technology needs

Deleted

Milestone was deleted due to changing 

program priorities

2013 NARP Status: On schedule

2014

Establish Beta Emergency Management 

System website and collaboration portal 

that includes communication materials

On schedule 2013 NARP Status: On schedule

2014

Develop a report on refinements to the 

program offices’ collaboration protocols 

and reward and recognition program Deleted

Milestone was deleted due to changing 

program priorities

2013 NARP Status: On schedule

2014

Develop an initial approach to integrate 

National Environmental Policy Act 

considerations into existing FAA 

Acquisition Management System 

guidance

Deleted

Milestone was deleted due to changing 

program priorities

2013 NARP Status: On schedule

2014

Perform flight demonstration of Flight 

Management System (FMS)-engine 

technology and validation of trajectory 

optimization algorithm for FMS/ATM 

Integration

On schedule

Milestone was revised to better reflect the 

work that is planned

Old wording: “Develop a report on tests 

and demonstrations of Continuous Lower 

Emissions, Energy, and Noise Air Traffic 

Management-related aircraft 

technologies” 

2013 NARP Status: On schedule

2014

Develop a report on exploration, 

demonstrations and assessments of 

environmentally and energy efficient 

gate-to-gate operational procedures

Deleted

Milestone was deleted due to changing 

program priorities

2013 NARP Status: On schedule
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Year Milestone Status Notes

2015

Assess NAS-wide environmental benefits 

of Continuous Lower Emissions, Energy, 

and Noise (CLEEN) aircraft technologies

Delayed

Milestone is delayed from 2014 to 2015 

to include CLEEN Phase I technologies 

that will be matured by 2015 and revised 

to better reflect the work that is planned

Old wording: “Develop a report on NASwide assessments of environmental 

benefits of Continuous Lower Emissions, 

Energy, and Noise aircraft technologies” 

2013 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

Delayed

Milestone is delayed from 2014 to 2015 

due to time needed to make progress on 

international discussion and revised to 

better reflect the work that is planned

Old wording: “Develop a report on NASwide impacts of environmental standards 

for aircraft noise and emissions and other 

policy measures to limit aircraft 

emissions and noise and increase fuel 

efficiency”

2013 NARP Status: On schedule

2015

Submit a report on development of the 

initial operational version of NextGen 

environmental management system 

(EMS) framework

On schedule New milestone

2015

Develop a report on demonstration of 

Flight Management System/ATM 

Integration for Trajectory Optimization

On schedule New milestone

2015

Update report on assessments of NASwide environmental benefits of new 

aircraft technologies including those from 

the CLEEN program

On schedule New milestone

2015

Develop a report on assessments of 

environmentally and energy efficient 

gate-to-gate operational procedures

On schedule New milestone

2015

Develop a report on assessments of NASwide impacts of environmental standards 

and policy measures

On schedule New milestone

Environment and Energy – Environmental Management System and Advanced Noise and 

Emissions Reduction Program Progress in FY 2013: 

 Demonstrated the benefits of the N-control strategy at BOS (Phase I). Aircraft taxiing on 

the surface contributes significantly to the fuel burn and emissions at airports. The 

quantities of fuel burned and emissions of different pollutants are proportional to the taxi 

times of aircraft, in combination with other factors such as the throttle settings, number of 

engines that are powered, and pilot and airline decisions regarding engine shutdowns 

during delays. A simple airport congestion control strategy would be a pushback 

procedure aimed at reducing congestion on the ground that would consider the situation 
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on the airport surface (also called the state). The N-control strategy is one such approach, 

and was first considered in the Departure Planner project. Several variants of this 

procedure have been reported in literature. The procedure is effectively a simple 

threshold heuristic: if the total number of departing aircraft on the ground exceeds a 

certain threshold, further pushbacks are stopped until the number of aircraft on the 

ground drops below the threshold. 

 Focused Environmental Management System (EMS) development on several fronts that 

include higher tier management program and stakeholder collaboration programs. In 

addition, continued work on EMS website development and environmental data 

management. In particular, work continued to proactively identify “strategic” 

environmental issues critical to achieving NextGen, consider environmental 

impacts/constraints as part of operational decision-making, improve coordination and 

communication across stakeholders, and leverage information/data for better decisionmaking. 

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 CLEEN Program to reduce noise and emissions at the source level. It 

assesses, demonstrates, and supports qualification of alternative aviation fuels that reduce 

emissions that impact air quality and climate change. Availability of alternative aviation fuels 

also increases energy security. The program also supports research to determine the appropriate 

goals and metrics to manage NextGen aviation environmental impacts needed to support EMS. 

The research milestones and their statuses are shown in Table 3.1.3 below, followed by a 

summary of the significant progress made in FY 2013 towards achieving the R&D goals.

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

Program Milestones

Year Milestone Status Notes

2013 Refine the estimates of aircraft 

contribution to climate change Completed

The Environment and Energy (A13.a) 

Program is also responsible for this 

milestone

2013 NARP Status: On schedule

2013

Develop plans for Continuous Lower 

Energy, Emissions and Noise Phase II 

activities

Completed 2013 NARP Status: On schedule
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Year Milestone Status Notes

2013

Demonstrate compatibility of future 

alternative jet fuel pathways with existing 

aircraft and infrastructure to expand 

feedstock options for sustainable fuel 

production

Completed 2013 NARP Status: On schedule

2014

Demonstrate Continuous Lower Energy, 

Emissions and Noise Ceramic Matrix 

Composite nozzle technology

On schedule

Milestone was incorrectly identified as 

FY 2013 in past NARPs, when in fact it is 

a FY 2014 milestone; the completion year 

has been corrected to 2014 but the 

milestone is not considered to be delayed

2014

Evaluate the environmental and economic 

sustainability of future alternative turbine 

engine fuels

On schedule 2013 NARP Status: On schedule

2015 

Demonstrate Continuous Lower Energy, 

Emissions and Noise Engine Weight 

Reduction and High Temperature 

Impeller technologies

On schedule New milestone

2015

Evaluate novel future alternative jet fuels 

to ensure their compatibility with existing 

aircraft and fueling infrastructure

On schedule 2013 NARP Status: On schedule

2015

Assess the environmental benefits of the 

first round of Continuous Lower Energy

Emissions and Noise airframe and engine 

technologies

On schedule 2013 NARP Status: On schedule

2015

Initiate Continuous Lower Energy, 

Emissions and Noise Phase II activities to 

demonstrate technologies that can reduce 

energy use, emissions, and noise

On schedule 2013 NARP Status: On schedule

2016

Refine the estimates of aircraft 

contribution to climate change using the 

latest methods and knowledge

On schedule 2013 NARP Status: On schedule

2016

Refine the environmental and economic 

sustainability assessment of renewable 

alternative turbine engine fuels using the 

latest methods and knowledge

On schedule 2013 NARP Status: On schedule

2016

Demonstrate Continuous Lower Energy, 

Emissions and Noise Ultra High Bypass 

Ratio Gear Turbo Fan Technology

On schedule New milestone

2017

Demonstrate Continuous Lower Energy, 

Emissions and Noise Advanced Turbine 

Components

On schedule New milestone

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 2013 NARP Status: On schedule

2018 Advance approval methodology for 

alternative jet fuels On schedule New milestone

2019

Advance the understanding of alternative 

jet fuel composition and environmental 

performance

On schedule New milestone
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NextGen - Environmental Research - Aircraft Technologies, Fuels, and Metrics Program 

Progress in FY 2013: 

 Addressed the main goal of the Aviation Climate Change Research Initiative (ACCRI) 

program: to reduce uncertainties and improve understanding of how aviation impacts the 

climate. This improvement was achieved by combining observationally based estimates 

of contrail and contrail-induced cirrus cover effects with modeling simulations. 

 Provided valuable information on the non-carbon dioxide climatic impacts of present-day 

aviation emissions as well as those from a future (2050) aviation growth scenario through 

ACCRI. 

 Helped identify new mechanisms wherein aviation impacts the climate. Three pertain to 

improved understanding of atmospheric chemical effects initiated by aviation emissions, 

and two pertain to the non-linear effects of aerosols such as sulfates and black carbon on 

existing and aviation generated cirrus clouds. Further investigation is needed to fully 

understand and characterize these impacts. The ACCRI program also developed 

preliminary estimates of climate benefits that could be achieved from the extensive use of 

alternative fuels.

 Conducted a market survey to gauge interest and to inform the FAA about technological 

options for potential maturation under a second phase of the CLEEN program (CLEEN 

II). The CLEEN program is a NextGen effort to accelerate development and commercial 

deployment of environmentally promising aircraft technologies and sustainable 

alternative jet fuels. The FAA has developed draft environmental and fuel burn goals 

that will be targeted under CLEEN II. These goals, along with a draft version of the 

statement of work will be discussed at the CLEEN II Industry Day, which was held in 

December 2013 in Washington, D.C. The FAA expects to release the CLEEN II 

solicitation in the summer of 2014. CLEEN II will have a five year duration from 2015 

to 2020. 

 Used contractual avenues, including CLEEN program to fund alternative jet fuel 

performance testing by Honeywell, Pratt & Whitney, Boeing and Rolls Royce. Testing 

included fuel property, material compatibility, engine rig, auxiliary power unit and 

turbine engine tests of multiple alternative jet fuels including fuels made from sugars, 

plant oils, waste greases, and waste gases from industrial sources. Results from the 

testing are crucial to the process of approval of the fuels for use by commercial aviation 

via ASTM International. FAA continues to working with the U.S. Air Force to jointly 

fund and accomplish much of this testing. In addition, work to produce novel alternative 

jet fuels was completed by three innovative alternative fuel companies funded by the 

FAA. Virent Inc., Lanzatech / Swedish Biofuels and Honeywell UOP delivered fuel 

samples and preliminary testing of those fuel samples was completed. The fuels are 

slated to be performance tested this year, and the resulting data will support future fuel 

approval. 
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3.1.4 Operational Assessments - Performance (F&E - NextGen) 

The Operational Assessments Program supports Environment and Energy Goals 1, 2, and 3 by

assessing system-wide NAS performance, safety, and environmental impacts. The transition to 

NextGen requires the conduct of operational assessments to ensure that new capabilities include 

safety, environmental, and system performance considerations, enabling an integrated 

implementation of NextGen. The program supports NextGen implementation by performing 

analyses in three areas: Systems Analysis, Environmental Assessments, and NextGen 

Performance Snapshots. Systems Analysis prepares quantitative estimates of the anticipated 

operational benefits of the NextGen portfolio. Environmental Assessments establishes the 

environmental impacts of the current aviation system to quantify the change in environmental 

measures from NextGen implementation, using assessment tools such as the Aviation 

Environment Design Tool (AEDT) and Aviation Environment Portfolio Management Tool. The 

NextGen Performance Snapshots website provides post-implementation performance 

information at 21 Metroplexes, as well as at selected airports and airspace.

Per OMB, this program will no longer exist as a stand-alone BLI beginning in FY 2015. As 

such, activities for this program will not appear in the NARP after 2014. Milestones for 2015 

were not input for this program, since the program’s work has now been integrated into the 

NextGen Laboratories at WJHTC program and is no longer considered research. 

The research milestones and their statuses are shown in Table 3.1.4 below, followed by a 

summary of the significant progress made in FY 2013 towards achieving the R&D goals.

Table 3.1.4: Operational Assessments - Performance Program Milestones

Year Milestone Status Notes

2013

Develop and implement NAS-wide 

demand forecasting, economic and 

environmental analysis capability with 

Aviation Environmental Portfolio 

Management Tool

Completed 2013 NARP Status: Completed

2013

Interface/integrate environmental 

assessment capability with NextGen NAS 

models

Completed 2013 NARP Status: On schedule

2013

Complete a customized Performance Data 

Analysis and Reporting System dataset 

created for Performance Based 

Navigation analysis

Deleted

Milestone was deleted as it falls under a 

non-research portion of the program

2013 NARP Status: On schedule

2013

Collect and analyze studies from 

constituent program offices to provide a 

comprehensive view of NextGen costs 

and benefits

Deleted

Milestone was deleted as it falls under a 

non-research portion of the program

2013 NARP Status: On schedule

2013 Develop the NextGen 2012 Performance 

Assessment Report Deleted

Milestone was deleted as it falls under a 

non-research portion of the program.

2013 NARP Status: On schedule
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Year Milestone Status Notes

2014

Interface Aviation Environment Design 

Tool environmental assessment 

capabilities with NextGen NAS 

simulation models

Deleted

Milestone was deleted due to realignment 

of work program priorities

2013 NARP Status: On schedule

2014

Assess NAS-wide environmental benefits 

of NextGen implementation to ensure 

that new capabilities include 

environmental performance 

considerations, enabling an integrated 

implementation of NextGen

On schedule

Milestone was revised to better reflect the 

work that is planned

Old wording: “Update document which 

analyzes and assesses NAS-wide 

environmental benefits of NextGen 

implementation” 

2013 NARP Status: On schedule

2014

Update NextGen cost estimates, benefits 

estimates, and the overall NextGen 

business case Deleted

Milestone was deleted as it falls under a 

non-research portion of the program

2013 NARP Status: On schedule

2014

Publish an updated NextGen Business 

Case document Deleted

Milestone was deleted as it falls under a 

non-research portion of the program

2013 NARP Status: On schedule

2014

Evaluate the operational performance 

impacts of NextGen technologies and 

procedures, and publish an annual report Deleted

Milestone was deleted as it falls under a 

non-research portion of the program

2013 NARP Status: On schedule

2014

Complete additional upgrades and 

maintenance of the website for NextGen 

Performance Snapshots to aid in the 

tracking and reporting of progress within 

NextGen

Deleted

Milestone was deleted as it falls under a 

non-research portion of the program

2013 NARP Status: On schedule

2014

Update and maintain the NextGen 

Segment Implementation Plan to aid the 

planning and deployment of NextGen 

portfolio in the mid-term timeframe

Deleted

Milestone was deleted as it falls under a 

non-research portion of the program

2013 NARP Status: On schedule

2015 

Develop improved methodology to assess 

the domestic/regional NAS-wide 

environmental performance of NextGen

Delayed

Milestone is delayed from 2014 to 2015 

due to a broader scope and revised to 

better reflect the work that is planned

Old wording: “Develop Aviation 

Environment Portfolio Management Tool 

for domestic/ regional NAS-wide 

NextGen environmental performance 

optimization and impact analysis” 

2013 NARP Status: On schedule

2015

Release Aviation Environment Design 

Tool publicly with capability to perform 

airport to NAS level integrated fuel burn, 

noise and emissions analyses

On schedule

Milestone completion date corrected to 

FY 2015 as work is expected to be 

completed in December 2014

2013 NARP Status: On schedule
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Operational Assessments - Performance Program Progress in FY 2013: 

 Established a framework to link models of ATM or air transportation operations to the 

AEDT, the next generation environmental consequences modeling tool. The two 

airspace system models that were selected for this integration are the Total Airport and 

Airspace Modeler (TAAM) and the System-Wide Analysis Capability (SWAC), which 

represent the extremes of the spectrum of modeling detail and area of application. The 

first version of AEDT, version 2a, was released on March 21, 2012 and was designed 

specifically to assess the environmental consequences of airspace redesign actions. The 

first phase of the integration work was targeted towards understanding the differences 

between the TAAM and SWAC modeling domains, and the development of a guidance 

document targeted specifically to the AEDT 2a capabilities. The resulting final 

document was delivered in 2013 and was designed to support operations and 

environmental modelers in bridging the data and assumptions gaps to establish a 

successful workflow for the integration of the two modeling domains. 

3.1.5 NextGen - Weather Technology in the Cockpit (RE&D - A12.d)

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 meteorological 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 3.1.5 below, followed by a 

summary of the significant progress made in FY 2013 towards achieving the R&D goals.

Table 3.1.5: NextGen - Weather Technology in the Cockpit Program Milestones

Year Milestone Status Notes

2014

Complete wind modeling simulation 

framework and initial data plots of wind 

errors (forecast and Flight Management 

System) versus fuel burn rates for 

selected NextGen operational applications

Completed 2013 NARP Status: On schedule

2016

Complete service analysis on the weather 

information and presentations in the 

cockpit to enhance NAS efficiency in 

adverse weather 

On schedule

Milestone was revised to clarify the 

research. 

Old wording: “Complete service analysis 

on the information and presentations in 

the cockpit for adverse weather re-route 

options and ground-air negotiations to 

enable reduced fuel burn from more 

efficient reroute decisions due to adverse 

weather” 

2013 NARP Status: On schedule
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NextGen - Weather Technology in the Cockpit Program Progress in FY 2013: 

 Developed a wind modeling simulation framework more quickly than originally 

scheduled due to the use of an existing lab (versus the original plan of building new lab 

capabilities). The framework was used to successfully run the initial simulations and 

develop the trade study data plots for Required Time of Arrival in the Terminal Area.

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

The Center for Advanced Aviation System Development Program supports Environment and 

Energy Goals 1, 2, and 3 by conducting research on enabling NAS-wide assessment of noise, 

emissions, and fuel burn impacts of NextGen operational initiatives. 

CAASD made the following progress in FY 2013 towards R&D goals 1 - 3.

 Developed an integrated analysis capability to determine tradeoffs between operational 

and environmental goals in the NAS by leveraging existing and well-established air 

traffic simulation tools and environmental models. Research was focused on 

harmonizing common inputs and assumptions across the models used in this effort - 

systemwideModeler and the FAA’s Aviation Environmental Design Tool Version 2a SP1 

(AEDT). A prototype software tool that transformed systemwideModeler simulation 

results into appropriate input formats for AEDT was developed to test the integration 

methods adopted. This software tool can also be used to generate environmental study 

inputs for AEDT using other simulation outputs or radar track data. Finally, a case study 

evaluating NAS-wide operational and environmental impacts of proposed NextGen 

airport capacity improvements was undertaken. This notional case study highlighted the 

NAS-wide delay savings and fuel burn reductions resulting from airport capacity 

improvements. 
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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 environmentally friendly 

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 2013 towards achieving the R&D goal.

Table 3.2.1: Airport Cooperative Research Program – Environment Milestones

Year Milestone Status Notes

2013 Develop an aircraft departure 

environmental optimization methodology Completed 2013 NARP Status: On schedule

2013

Design and implement a measurement 

campaign of particulate matter emissions 

from the use of aircraft auxiliary power 

units and aircraft brake and tire wear 

during landing

Completed 2013 NARP Status: On schedule

2013

Develop guidance for airport operators 

and state and local air quality planners 

that describes the development of the 

airport emissions component of a State 

Implementation Plan

Completed 2013 NARP Status: On schedule

2013

Identify applicable federal and state 

statutes and regulations, federal grant 

assurances, and FAA directives and 

advisory documents that apply to airport 

protection of wildlife on-airport or 

promotion of compatible land use offairport

Completed 2013 NARP Status: On schedule

2013 Develop guidelines for airport sound 

insulation programs Completed 2013 NARP Status: On schedule 

2013

Develop a noise-power-distance and 

spectral class database for nominal taxi, 

break-away, and idle thrust levels for use 

in FAA’s Integrated Noise Model

Completed 2013 NARP Status: On schedule
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Year Milestone Status Notes

2013

Identify available and emerging onsite 

and offsite technologies for treating storm 

water impacted by airport deicing 

activities

Completed 2013 NARP Status: On schedule

2013 Assess the effectiveness of sound 

insulation programs Completed 2013 NARP Status: On schedule

2014 

Identify and evaluate metrics for and 

conditions under which aircraft noise 

affects student learning

Delayed

Milestone is delayed from 2013 to 2014 

due to underestimation of project 

complexity

2013 NARP Status: On schedule

2014

Provide practical mitigation alternatives 

for managing nuisance microbial 

communities caused by airport deicing 

activities

Delayed

Milestone is delayed from 2013 to 2014 

due to underestimation of project 

complexity

2013 NARP Status: On schedule

2014

Develop an interactive electronic tool to 

assist airport stakeholders in estimating 

airport construction emissions

Delayed

Milestone is delayed from 2013 to 2014 

due to underestimation of project 

complexity

2013 NARP Status: On schedule

2014

Develop an inventory methodology to 

help airports quantify aircraft lead 

emissions at airports

Delayed

Milestone is delayed from 2013 to 2014 

due to underestimation of project 

complexity

2013 NARP Status: On schedule

2014

Develop and validate a research protocol 

for a large-scale study of aircraft noise 

exposure/annoyance response 

relationships across the U.S.

Delayed

Milestone is delayed from 2013 to 2014 

due to underestimation of project 

complexity

2013 NARP Status: On schedule

2014

Assess the predictive accuracy of the 

FAA's Integrated Noise Model for 

general aviation aircraft

Delayed

Milestone is delayed from 2013 to 2014 

due to underestimation of project 

complexity

2013 NARP Status: On schedule

2014

Assess the current body of knowledge 

regarding the impact of airport operations 

on air quality and public health

Delayed

Milestone is delayed from 2013 to 2014 

due to underestimation of project 

complexity

2013 NARP Status: On schedule

2014

Create best practices for aviation safety 

associated with planning, developing and 

constructing energy production and 

transmission technologies at and around 

airports

On schedule 2013 NARP Status: On schedule 

2014

Produce guidance on the application of 

whole effluent toxicity testing to airport 

deicing runoff

On schedule 2013 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

On schedule 2013 NARP Status: On schedule 
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Year Milestone Status Notes

2014

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

On schedule 2013 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

On schedule 2013 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

On schedule 2013 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

On schedule 2013 NARP Status: On schedule 

2015 

Develop a decision tool for airports to 

identify, evaluate, prioritize, and select 

sustainability practices

Delayed

Milestone is delayed from 2013 to 2015 

due to an expanded scope of research

2013 NARP Status: On schedule

2015

Improve, enhance, and update the 

Sustainable Aviation Guidance Alliance 

website with new and existing sustainable 

practices data

Delayed

Milestone is delayed from 2014 to 2015 

due to a change in scope

2013 NARP Status: On schedule

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

On schedule New milestone

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. 

The research milestones and their statuses are shown in Table 3.2.2 below, followed by a 

summary of the significant progress made in FY 2013 towards achieving the R&D goal.
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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

Delayed

Milestone is delayed from 2013 to 2014 

due to delays in preparing the survey 

instrument

2013 NARP Status: On schedule

2014

Develop and gain approval for a survey 

instrument to collect data for the Aircraft 

Noise and Annoyance Study

On schedule 2013 NARP Status: On schedule

2015 Complete data collection for the Aircraft 

Noise and Annoyance Study On schedule 2013 NARP Status: On schedule

2015

Complete the study on analyzing air 

quality samples from forcible entry 

testing on composite materials

On schedule New milestone

2015

Evaluate the effectiveness of using 

artificial turf in Runway Safety Areas to 

mitigate the burrowing of the protected 

Gopher Tortoise

On schedule New milestone

2016

Complete updates to the dose-response 

curves for U.S. airports using data 

collected from the Aircraft Noise and 

Annoyance Study

On schedule 2013 NARP Status: On schedule

Airport Technology Research Program – Environment Progress in FY 2013: 

 Initiated a project to evaluate the effectiveness of using artificial turf in runway safety 

areas to mitigate the burrowing of the protected Gopher Tortoise. The evaluations will 

take place at Orlando-Sanford International Airport (MCO) and will be completed in FY 

2015. 
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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 2013 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 New milestone

2016 

Develop engine and fuel test methods to 

evaluate the performance, safety, 

durability, and operability of unleaded 

aviation gasoline

On schedule 2013 NARP Status: On schedule

2016 Complete laboratory and rig testing On schedule New milestone

2017 Perform initial engine and aircraft testing On schedule New milestone

2018 Perform engine and aircraft testing to 

address remaining areas of concern On schedule New milestone

2019 Complete engine and aircraft testing On schedule New milestone

NextGen - Alternative Fuels for General Aviation Program Progress in FY 2013 

 Developed and successfully balloted an ASTM International Standard Practice for 

Detonation detection in aircraft engines in cooperation with the Coordinating Research 

Council Piston Fuels Group. This method includes reference standards for equipment, 

installation, calibration, analyses algorithms, power settings, and engine operating testing 

conditions. To date, the engine and airframe OEMs have diverged in their approach to 

detonation detection and a formal correlation to the FAA TC ASTM referee method has 

not been performed. This correlation will inform development of a standardized 

detonation testing procedure to be used to evaluate all unleaded candidate fuels submitted 

to the Piston Aviation Fuels Initiative for the replacement of 100 low-lead (100LL) 

aviation gasoline. 

 Created a data set documenting the performance of a high octane, non-lead containing 

quality aviation alkylate currently in production. While this significantly reduced octane 

may not be suitable for many high performance aircraft, the research illustrated the size 

of the fleet that could operate safely with no changes to aircraft materials, operating 
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procedures or safety margins. This research will support the eventual balloting of a 

UL94 unleaded aviation alkylate standard specification at ASTM International. 

 Established a capability to measure bulk gas emissions. The research is significant as it 

supports the Piston Aviation Fuels Initiative of evaluating engine-out emissions of 

unleaded candidate replacement fuels in comparison to the existing leaded 100LL to 

ensure that unleaded replacement fuels are not significantly worse than 100LL regarding 

engine-out exhaust emissions. 

 Completed initial engine testing investigating the impact of engine inlet air temperature 

and humidity, fuel temperature, engine cylinder head temperature and engine ignition 

timing effects on octane requirement. This research informs the development of standard 

detonation testing procedures for the evaluation of replacement unleaded fuels. 
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4.0 R&D Business Management

This chapter reviews the FAA R&D portfolio according to the FY 2015 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 accounts8 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 half 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 as designated 

R&D sub budget line items. 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, including 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 

 

8 FAA Order 2500.8B, Funding Criteria for Operations, Facilities and Equipment (F&E), and Research, Engineering 

and Development (RE&D) Accounts, 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 2014 Enacted

and FY 2015 President’s Request, and planned funding for FY 2016 through 2019, which are 

estimates and subject to change. The amounts shown for F&E programs reflect only R&D 

activities and do not include acquisition, operational testing, or other non-R&D activities. The 

amounts shown for CAASD include only the R&D portion of the total CAASD line item 

amount, which is 21.4 percent in FY 2014. 

4.2.1 Appropriation Account

Table 4.2.1 shows the FAA R&D FY 2014 Enacted and FY 2015 President’s Request budgets 

and the estimated funding through FY 2019, 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 2014 Enacted and FY 2015 President’s Request budgets 

and the estimated funding through FY 2019, grouped by requesting organization. Requesting 

(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-11.9

 

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 2014 through 

2019. 

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 2015. The R&D programs apply to three of the goals in the 

U.S. Department of Transportation’s Strategic Plan for Fiscal Years 2012–2016: Safety, 

Economic Competitiveness, and Environmental Sustainability. Many R&D programs apply to 

more than one goal. However, for budgeting purposes, most programs are included under only 

 

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

available at http://www.whitehouse.gov/OMB/circulars.
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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 57 percent, Economic Competitiveness at 22 percent, and 

Environmental Sustainability at 21 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, and also in the NextGen Implementation Plan. 

The FAA NextGen R&D portfolio represents 19 percent of the total requested R&D budget 

reported in the NARP for FY 2015, and it represents 6 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. 
2014 NARP – Version 4 Chapter 4 - R&D Business Management

117 NARP2014-V4 

Table 4.2.1: Planned R&D Budget by Appropriation Account

2015 

BLI Program Appropriation Account

2014

Enacted

($000)

2015

Request

($000)

2016

Estimate

($000)

2017

Estimate

($000)

2018

Estimate

($000)

2019

Estimate

($000)

A11.a Fire Research and Safety RE&D 8,000 6,929 7,043 7,181 7,289 7,427

A11.b Propulsion and Fuel Systems RE&D 1,800 2,413 2,465 2,530 2,578 2,643

A11.c Advanced Materials/Structural Safety RE&D 2,600 2,909 2,969 3,044 3,100 3,174

A11.d Aircraft Icing/Digital System Safety RE&D 7,500 5,889 6,010 6,159 6,270 6,420

A11.e Continued Airworthiness RE&D 8,000 9,619 9,820 10,069 10,255 10,503

A11.f Aircraft Catastrophic Failure Prevention Research RE&D 1,500 1,567 1,603 1,649 1,682 1,727

A11.g Flightdeck/Maintenance/System Integration Human Factors RE&D 5,000 9,897 10,088 10,321 10,498 10,732

A11.h System Safety Management RE&D 11,000 7,970 8,145 8,354 8,510 8,719

A11.i Air Traffic Control/Technical Operations Human Factors RE&D 5,000 5,898 5,959 6,027 6,088 6,157

A11.j Aeromedical Research RE&D 7,000 8,919 9,043 9,189 9,306 9,452

A11.k Weather Program RE&D 14,200 17,800 18,266 18,849 19,272 19,855

A11.l Unmanned Aircraft Systems Research RE&D 8,644 8,974 9,192 9,464 9,664 9,935

A11.m NextGen - Alternative Fuels for General Aviation RE&D 6,000 5,700 5,818 5,963 6,072 6,217

A11.n NextGen - Advanced Systems and Software Validation RE&D 1,000 0 0 0 0 0

A12.a NextGen - Wake Turbulence RE&D 9,000 8,541 8,719 8,940 9,106 9,326

A12.b NextGen - Air Ground Integration Human Factors RE&D 11,329 9,697 9,899 10,149 10,335 10,584

A12.c NextGen - Weather Technology in the Cockpit RE&D 4,000 4,048 4,123 4,213 4,282 4,373

A13.a Environment and Energy RE&D 14,600 14,921 15,276 15,720 16,049 16,495

A13.b NextGen - Environmental Research - Aircraft Technologies, Fuels, 

and Metrics

RE&D 26,979 19,514 19,925 20,433 20,811 21,318

A14.a System Planning and Resource Management RE&D 2,200 2,135 2,172 2,216 2,251 2,296

A14.b William J. Hughes Technical Center Laboratory Facility RE&D 3,440 3,410 3,465 3,530 3,582 3,647

RE&D TOTAL RE&D 158,792 156,750 160,000 164,000 167,000 171,000

1A01A Runway Incursion Reduction Program F&E 4,776 3,500 5,000 5,000 5,000 5,000

1A01B System Capacity, Planning and Improvements F&E 5,349 6,000 6,000 6,500 6,500 6,500

1A01C Operations Concept Validation and Infrastructure Evolution F&E 3,821 4,000 4,000 4,000 6,000 6,000

1A01D Major Airspace Redesign F&E 4,776 5,000 5,000 5,000 5,000 5,000

1A08 Environment and Energy - Environmental Management Systems and 

Advanced Noise and Emissions Reduction

F&E 9,443 2,500 3,500 3,500 3,500 3,500

1A10E New Air Traffic Management Requirements F&E 20,775 4,980 11,000 14,000 14,000 14,000

3A09B Systems Safety Management Transformation F&E 7,555 5,700 2,000 3,000 3,000 3,000

4A08 Center for Advanced Aviation System Development (CAASD) F&E 12,840 12,840 12,840 13,910 13,910 13,910

-- Air Traffic Control/Technical Operations Human Factors F&E 4,721 0 4,000 4,000 4,000 5,000

-- Networked Facilities - Staffed NextGen Towers F&E 1,889 0 0 0 0 0

-- Operational Assessments - Performance F&E 7,555 0 0 0 0 0

-- Operations Concept Validation Modeling F&E 4,722 0 4,900 4,000 4,000 5,000

-- Wake Turbulence - Re-categorization F&E 1,416 0 1,500 1,800 2,500 2,500

F&E TOTAL F&E 89,638 44,520 59,740 64,710 67,410 69,410

-- 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 12,607 12,714 12,714 12,714 12,714 12,714

-- Airport Technology Research Program - Environment AIP 1,500 1,513 1,513 1,513 1,513 1,513

-- Airport Technology Research Program - Safety AIP 15,393 15,523 15,523 15,523 15,523 15,523

AIP TOTAL AIP 44,500 44,750 44,750 44,750 44,750 44,750

GRAND TOTAL $292,930 $246,020 $264,490 $273,460 $279,160 $285,160

Research, Engineering and Development (RE&D)

Facilities & Equipment (F&E)

Grants-In-Aid for Airports (AIP)
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118 NARP2014-V4 

Table 4.2.2: Planned R&D Budget by Requesting Organization

 

2015 

BLI Program Appropriation 

Account

2014

Enacted

($000)

2015

Request

($000)

2016

Estimate

($000)

2017

Estimate

($000)

2018

Estimate

($000)

2019

Estimate

($000)

A11.a Fire Research and Safety RE&D 8,000 6,929 7,043 7,181 7,289 7,427

A11.b Propulsion and Fuel Systems RE&D 1,800 2,413 2,465 2,530 2,578 2,643

A11.c Advanced Materials/Structural Safety RE&D 2,600 2,909 2,969 3,044 3,100 3,174

A11.d Aircraft Icing/Digital System Safety RE&D 7,500 5,889 6,010 6,159 6,270 6,420

A11.e Continued Airworthiness RE&D 8,000 9,619 9,820 10,069 10,255 10,503

A11.f Aircraft Catastrophic Failure Prevention Research RE&D 1,500 1,567 1,603 1,649 1,682 1,727

A11.g Flightdeck/Maintenance/System Integration Human Factors RE&D 5,000 9,897 10,088 10,321 10,498 10,732

A11.h System Safety Management RE&D 11,000 7,970 8,145 8,354 8,510 8,719

A11.j Aeromedical Research RE&D 7,000 8,919 9,043 9,189 9,306 9,452

A11.l Unmanned Aircraft Systems Research RE&D 8,644 8,974 9,192 9,464 9,664 9,935

A11.n NextGen - Advanced Systems and Software Validation RE&D 1,000 0 0 0 0 0

AVS TOTAL 62,044 65,086 66,378 67,960 69,152 70,732

A11.m NextGen - Alternative Fuels for General Aviation RE&D 6,000 5,700 5,818 5,963 6,072 6,217

A12.a NextGen - Wake Turbulence RE&D 9,000 8,541 8,719 8,940 9,106 9,326

A12.b NextGen - Air Ground Integration Human Factors RE&D 11,329 9,697 9,899 10,149 10,335 10,584

A12.c NextGen - Weather Technology in the Cockpit RE&D 4,000 4,048 4,123 4,213 4,282 4,373

A14.a System Planning and Resource Management RE&D 2,200 2,135 2,172 2,216 2,251 2,296

A14.b William J. Hughes Technical Center Laboratory Facility RE&D 3,440 3,410 3,465 3,530 3,582 3,647

Subtotal RE&D 35,969 33,531 34,196 35,011 35,628 36,443

1A10E New Air Traffic Management Requirements F&E 20,775 4,980 11,000 14,000 14,000 14,000

3A09B Systems Safety Management Transformation F&E 7,555 5,700 2,000 3,000 3,000 3,000

-- Air Traffic Control/Technical Operations Human Factors F&E 4,721 0 4,000 4,000 4,000 5,000

-- Networked Facilities - Staffed NextGen Towers F&E 1,889 0 0 0 0 0

-- Operational Assessments - Performance F&E 7,555 0 0 0 0 0

-- Operations Concept Validation Modeling F&E 4,722 0 4,900 4,000 4,000 5,000

-- Wake Turbulence - Re-categorization F&E 1,416 0 1,500 1,800 2,500 2,500

Subtotal F&E 48,633 10,680 23,400 26,800 27,500 29,500

ANG TOTAL 84,602 44,211 57,596 61,811 63,128 65,943

A11.i Air Traffic Control/Technical Operations Human Factors RE&D 5,000 5,898 5,959 6,027 6,088 6,157 

A11.k Weather Program RE&D 14,200 17,800 18,266 18,849 19,272 19,855

Subtotal RE&D 19,200 23,698 24,225 24,876 25,360 26,012

1A01A Runway Incursion Reduction Program F&E 4,776 3,500 5,000 5,000 5,000 5,000

1A01B System Capacity, Planning and Improvements F&E 5,349 6,000 6,000 6,500 6,500 6,500

1A01C Operations Concept Validation and Infrastructure Evolution F&E 3,821 4,000 4,000 4,000 6,000 6,000

1A01D Major Airspace Redesign F&E 4,776 5,000 5,000 5,000 5,000 5,000 

4A08 Center for Advanced Aviation System Development (CAASD) F&E 12,840 12,840 12,840 13,910 13,910 13,910

Subtotal F&E 31,562 31,340 32,840 34,410 36,410 36,410

ATO TOTAL 50,762 55,038 57,065 59,286 61,770 62,422

-- 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 12,607 12,714 12,714 12,714 12,714 12,714

-- Airport Technology Research Program - Environment AIP 1,500 1,513 1,513 1,513 1,513 1,513

-- Airport Technology Research Program - Safety AIP 15,393 15,523 15,523 15,523 15,523 15,523

ARP TOTAL 44,500 44,750 44,750 44,750 44,750 44,750

A13.a Environment and Energy RE&D 14,600 14,921 15,276 15,720 16,049 16,495

A13.b NextGen - Environmental Research - Aircraft Technologies, Fuels, 

and Metrics

RE&D 26,979 19,514 19,925 20,433 20,811 21,318

Subtotal RE&D 41,579 34,435 35,201 36,153 36,860 37,813

1A08 Environment and Energy - Environmental Management Systems and 

Advanced Noise and Emissions Reduction

F&E 9,443 2,500 3,500 3,500 3,500 3,500

Subtotal F&E 9,443 2,500 3,500 3,500 3,500 3,500

APL TOTAL 51,022 36,935 38,701 39,653 40,360 41,313

GRAND TOTAL $292,930 $246,020 $264,490 $273,460 $279,160 $285,160

Aviation Safety (AVS)

NextGen (ANG)

Air Traffic Organization (ATO)

Airports (ARP)

Policy, International Affairs, and Environment (APL)
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119 NARP2014-V4 

Table 4.2.3: Planned R&D Budget by Research Category

2015 

BLI Program Appropriation Account

2014

Enacted

($000)

2015

Request

($000)

2016

Estimate

($000)

2017

Estimate

($000)

2018

Estimate

($000)

2019

Estimate

($000)

A11.a Fire Research and Safety RE&D 8,000 6,929 7,043 7,181 7,289 7,427

A11.b Propulsion and Fuel Systems RE&D 1,800 2,413 2,465 2,530 2,578 2,643

A11.c Advanced Materials/Structural Safety RE&D 2,600 2,909 2,969 3,044 3,100 3,174

A11.d Aircraft Icing/Digital System Safety RE&D 7,500 5,889 6,010 6,159 6,270 6,420

A11.e Continued Airworthiness RE&D 8,000 9,619 9,820 10,069 10,255 10,503

A11.f Aircraft Catastrophic Failure Prevention Research RE&D 1,500 1,567 1,603 1,649 1,682 1,727

A11.g Flightdeck/Maintenance/System Integration Human Factors RE&D 5,000 9,897 10,088 10,321 10,498 10,732

A11.h System Safety Management RE&D 11,000 7,970 8,145 8,354 8,510 8,719

A11.i Air Traffic Control/Technical Operations Human Factors RE&D 5,000 5,898 5,959 6,027 6,088 6,157

A11.j Aeromedical Research RE&D 7,000 8,919 9,043 9,189 9,306 9,452

A11.k Weather Program RE&D 14,200 17,800 18,266 18,849 19,272 19,855

A11.l Unmanned Aircraft Systems Research RE&D 8,644 8,974 9,192 9,464 9,664 9,935

A11.m NextGen - Alternative Fuels for General Aviation RE&D 6,000 5,700 5,818 5,963 6,072 6,217

A11.n NextGen - Advanced Systems and Software Validation RE&D 1,000 0 0 0 0 0

A12.a NextGen - Wake Turbulence RE&D 9,000 8,541 8,719 8,940 9,106 9,326

A12.b NextGen - Air Ground Integration Human Factors RE&D 11,329 9,697 9,899 10,149 10,335 10,584

A12.c NextGen - Weather Technology in the Cockpit RE&D 4,000 4,048 4,123 4,213 4,282 4,373

A13.a Environment and Energy RE&D 14,600 14,921 15,276 15,720 16,049 16,495

A13.b NextGen - Environmental Research - Aircraft Technologies, Fuels, 

and Metrics

RE&D 26,979 19,514 19,925 20,433 20,811 21,318

A14.a System Planning and Resource Management RE&D 2,200 2,135 2,172 2,216 2,251 2,296

A14.b William J. Hughes Technical Center Laboratory Facility RE&D 3,440 3,410 3,465 3,530 3,582 3,647

Subtotal RE&D 158,792 156,750 160,000 164,000 167,000 171,000

-- 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 12,607 12,714 12,714 12,714 12,714 12,714

-- Airport Technology Research Program - Environment AIP 1,500 1,513 1,513 1,513 1,513 1,513

-- Airport Technology Research Program - Safety AIP 15,393 15,523 15,523 15,523 15,523 15,523

Subtotal AIP 44,500 44,750 44,750 44,750 44,750 44,750

Applied Research TOTAL 203,292 201,500 204,750 208,750 211,750 215,750

Applied Research PERCENT 69.4% 81.9% 77.4% 76.3% 75.9% 75.7%

1A01A Runway Incursion Reduction Program F&E 4,776 3,500 5,000 5,000 5,000 5,000

1A01B System Capacity, Planning and Improvements F&E 5,349 6,000 6,000 6,500 6,500 6,500

1A01C Operations Concept Validation and Infrastructure Evolution F&E 3,821 4,000 4,000 4,000 6,000 6,000

1A01D Major Airspace Redesign F&E 4,776 5,000 5,000 5,000 5,000 5,000 

1A08 Environment and Energy - Environmental Management Systems and 

Advanced Noise and Emissions Reduction

F&E 9,443 2,500 3,500 3,500 3,500 3,500

1A10E New Air Traffic Management Requirements F&E 20,775 4,980 11,000 14,000 14,000 14,000

3A09B Systems Safety Management Transformation F&E 7,555 5,700 2,000 3,000 3,000 3,000

4A08 Center for Advanced Aviation System Development (CAASD) F&E 12,840 12,840 12,840 13,910 13,910 13,910

-- Air Traffic Control/Technical Operations Human Factors F&E 4,721 0 4,000 4,000 4,000 5,000

-- Networked Facilities - Staffed NextGen Towers F&E 1,889 0 0 0 0 0

-- Operational Assessments - Performance F&E 7,555 0 0 0 0 0

-- Operations Concept Validation Modeling F&E 4,722 0 4,900 4,000 4,000 5,000

-- Wake Turbulence - Re-categorization F&E 1,416 0 1,500 1,800 2,500 2,500

Development TOTAL 89,638 44,520 59,740 64,710 67,410 69,410

Development PERCENT 30.6% 18.1% 22.6% 23.7% 24.1% 24.3%

GRAND TOTAL $292,930 $246,020 $264,490 $273,460 $279,160 $285,160

Applied Research

Development
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120 NARP2014-V4 

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

 

2015 

BLI Program Appropriation Account

2015 Contract 

Costs

($000)

2015 Personnel 

Costs

($000)

2015 Other Inhouse Costs

($000)

2015 Total 

Request

($000)

A11.a Fire Research and Safety RE&D 3,262 3,507 160 6,929

A11.b Propulsion and Fuel Systems RE&D 1,770 606 37 2,413

A11.c Advanced Materials/Structural Safety RE&D 2,006 823 80 2,909

A11.d Aircraft Icing/Digital System Safety RE&D 3,983 1,802 104 5,889

A11.e Continued Airworthiness RE&D 6,705 2,771 143 9,619

A11.f Aircraft Catastrophic Failure Prevention Research RE&D 1,276 271 20 1,567

A11.g Flightdeck/Maintenance/System Integration Human Factors RE&D 6,057 3,695 145 9,897

A11.h System Safety Management RE&D 5,669 2,216 85 7,970

A11.i Air Traffic Control/Technical Operations Human Factors RE&D 718 5,001 179 5,898

A11.j Aeromedical Research RE&D 2,994 5,793 132 8,919

A11.k Weather Program RE&D 17,128 614 58 17,800

A11.l Unmanned Aircraft Systems Research RE&D 7,795 1,126 53 8,974

A11.m NextGen - Alternative Fuels for General Aviation RE&D 5,397 303 0 5,700

A14.a System Planning and Resource Management RE&D 680 611 43 1,334

A14.b William J. Hughes Technical Center Laboratory Facility RE&D 1,227 1,467 65 2,759

 Subtotal RE&D 66,667 30,606 1,304 98,577

1A01A Runway Incursion Reduction Program F&E 3,500 0 0 3,500

Subtotal F&E 3,500 0 0 3,500

-- Airport Cooperative Research Program - Safety AIP 4,903 97 0 5,000

-- Airport Technology Research Program - Safety AIP 13,723 1,800 0 15,523

Subtotal AIP 18,626 1,897 0 20,523

1. Safety TOTAL 88,793 32,503 1,304 122,600

A12.a NextGen - Wake Turbulence RE&D 8,220 157 164 8,541

A12.b NextGen - Air Ground Integration Human Factors RE&D 9,285 349 63 9,697

A12.c NextGen - Weather Technology in the Cockpit RE&D 3,188 826 34 4,048

A14.a System Planning and Resource Management RE&D 160 144 10 315

A14.b William J. Hughes Technical Center Laboratory Facility RE&D 290 346 15 651

Subtotal RE&D 21,143 1,822 286 23,251

1A01B System Capacity, Planning and Improvements F&E 6,000 0 0 6,000

1A01C Operations Concept Validation and Infrastructure Evolution F&E 4,000 0 0 4,000

1A01D Major Airspace Redesign F&E 5,000 0 0 5,000

1A08 Environment and Energy - Environmental Management Systems and 

Advanced Noise and Emissions Reduction

F&E 2,500 0 0 2,500

1A10E New Air Traffic Management Requirements F&E 4,980 0 0 4,980

3A09B Systems Safety Management Transformation F&E 5,700 0 0 5,700

4A08 Center for Advanced Aviation System Development (CAASD) F&E 12,840 0 0 12,840

-- Air Traffic Control/Technical Operations Human Factors F&E 0 0 0 0

-- Operational Assessments - Performance F&E 0 0 0 0

-- Operations Concept Validation Modeling F&E 0 0 0 0

-- Wake Turbulence - Re-categorization F&E 0 0 0 0

Subtotal F&E 41,020 0 0 41,020

-- Airport Cooperative Research Program - Capacity AIP 4,903 97 0 5,000

-- Airport Technology Research Program - Capacity AIP 11,240 1,474 0 12,714

Subtotal AIP 16,143 1,571 0 17,714

 2. Economic Competitiveness TOTAL 78,306 3,394 286 81,985

A13.a Environment and Energy RE&D 12,662 1,870 389 14,921

A13.b NextGen - Environmental Research - Aircraft Technologies, Fuels, 

and Metrics

RE&D 18,979 418 117 19,514

A14.a System Planning and Resource Management RE&D 248 223 16 486

Subtotal RE&D 31,889 2,511 522 34,921

-- Airport Cooperative Research Program - Environment AIP 4,903 97 0 5,000

-- Airport Technology Research Program - Environment AIP 1,338 175 0 1,513

Subtotal AIP 6,241 272 0 6,513

4. Environmental Sustainability TOTAL 38,129 2,783 522 41,434

GRAND TOTAL $205,228 $38,680 $2,112 $246,020

1. Safety

2. Economic Competitiveness

4. Environmental Sustainability
2014 NARP – Version 4 Chapter 4 - R&D Business Management

121 NARP2014-V4 

Table 4.2.5: NextGen R&D Funding

2015 

BLI Program Appropriation Account

2014

Enacted

($000)

2015

Request

($000)

2016

Estimate

($000)

2017

Estimate

($000)

2018

Estimate

($000)

2019

Estimate

($000)

1A08 Environment and Energy - Environmental Management Systems 

and Advanced Noise and Emissions Reduction

F&E 9,443 2,500 3,500 3,500 3,500 3,500

1A10E New Air Traffic Management Requirements F&E 20,775 4,980 11,000 14,000 14,000 14,000

3A09B Systems Safety Management Transformation F&E 7,555 5,700 2,000 3,000 3,000 3,000

-- Air Traffic Control/Technical Operations Human Factors F&E 4,721 0 4,000 4,000 4,000 5,000

-- Networked Facilities - Staffed NextGen Towers F&E 1,889 0 0 0 0 0

-- Operational Assessments - Performance F&E 7,555 0 0 0 0 0

-- Operations Concept Validation Modeling F&E 4,722 0 4,900 4,000 4,000 5,000

-- Wake Turbulence - Re-categorization F&E 1,416 0 1,500 1,800 2,500 2,500

F&E TOTAL F&E 20,303 0 10,400 9,800 10,500 12,500

A11.m NextGen - Alternative Fuels for General Aviation RE&D 6,000 5,700 5,818 5,963 6,072 6,217

A11.n NextGen - Advanced Systems and Software Validation RE&D 1,000 0 0 0 0 0

A12.a NextGen - Wake Turbulence RE&D 9,000 8,541 8,719 8,940 9,106 9,326

A12.b NextGen - Air Ground Integration Human Factors RE&D 11,329 9,697 9,899 10,149 10,335 10,584

A12.c NextGen - Weather Technology in the Cockpit RE&D 4,000 4,048 4,123 4,213 4,282 4,373

A13.b NextGen - Environmental Research - Aircraft Technologies, Fuels, 

and Metrics

RE&D 26,979 19,514 19,925 20,433 20,811 21,318

RE&D TOTAL RE&D 58,308 47,500 48,484 49,698 50,606 51,818

NextGen R&D TOTAL $78,611 $47,500 $58,884 $59,498 $61,106 $64,318

NextGen - F&E

NextGen RE&D
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122 NARP2014-V4 

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. 

The Committee also assists in ensuring FAA research activities are coordinated with other 
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government agencies and industry.10 The REDAC considers aviation research needs in five 

areas: NAS operations, airport technology, aviation safety, human factors, and environment and 

energy. During 2013, 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 25 

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, see: 

http://www.faa.gov/about/office_org/headquarters_offices/ast/advisory_committee/. 

Transportation Research Board 

The National Research Council established the TRB in 1920 as the National Advisory Board on 

Highway Research. In 1974, the Board was renamed TRB to reflect its expanded services to all 

modes of transportation. The TRB mission is to promote innovation and progress in 

transportation through research. 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 2013 projects in August 2012. 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. These projects include standard subjects in 

the areas of safety, environment, and capacity. For more information, see: 

http://www.trb.org/ACRP/Public/. 

 

10 See 49 U.S.C. § 44508.
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5.0 Partnership Activities 

The FAA enhances and expands its R&D capabilities through partnerships with other 

government, industry, academic, and international organizations. Such partnerships help the 

FAA leverage critical resources and capabilities to ensure that the Agency can achieve its goals 

and objectives. By partnering with other organizations, the FAA gains access to both internal 

and external innovators, promotes the transfer of FAA technologies to the private sector for other 

civil and commercial applications, and expands the U.S. technology base. The FAA uses a 

variety of partnership mechanisms described in this chapter. 
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5.1 Federal Government

Other federal departments and agencies conduct aviation-related R&D that directly or indirectly 

supports the FAA goals and objectives. To leverage 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 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 Department of Defense (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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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, 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 (P.L. 101-606), which 

called for “a comprehensive and integrated U.S. research program which will help the Nation 

and the world understand, assess, predict, and respond to human-induced and natural processes 

of global change.” Thirteen federal departments and agencies participate in the USGCRP 

including the DOT. The FAA contributes by assessing and identifying potential measures to 

reduce fuel consumption and greenhouse gas emissions and by conducting research to support 

USGCRP Goal 2, 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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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 DoD. 

General Aviation Joint Steering Committee 

As part of the Safer Skies Focused Safety Agenda launched in 1998, the FAA and the GA 

community agreed to a goal of reducing the overall GA fatal accident rate. The General 

Aviation Joint Steering Committee (GAJSC), co-chaired by the FAA and the Aircraft Owners 

and Pilots Association (AOPA) Air Safety Institute, is the primary conduit for government and 

aviation industry cooperation, communication, and coordination for aircraft accident mitigation. 

The GAJSC conducts its activities through three working groups: personal/sport aviation, 

technically advanced aircraft/automation, and turbine aircraft operations. Members of GAJSC 

include 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 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. 
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Patents Issued through the U.S. Patent and Trademark Office

The FAA encourages its inventors to patent new 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 with royalty payments shared with the inventor 

and the agency. Legislation allows inventors to receive up to $150,000 per year over their salary 

from royalty payments. The FAA has identified approximately 60 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. The agency’s 

Technology Transfer Program Office promotes the agency’s patents for commercialization. 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.

Aerospace Vehicle Systems Institute

The Aerospace Vehicle Systems Institute 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/. 
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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

Public Law 101-508 Section 9205 authorizes the FAA to establish research grant programs that 

encompass a broad spectrum of aviation research activities. These programs encourage and 

support innovative and advanced research with potential benefit to the FAA mission. All 

colleges, universities, and other non-profit research institutions qualify for research grants. This 

FAA program also supports the long-term growth of the aviation industry by encouraging 

academic institutions to establish and nurture aviation research programs that increase the talent

base in aviation. 

5.3.3 Air Transportation Centers of Excellence

The FAA recognizes the critical need to develop the nation’s technology base and support the 

next generation of aviation engineers and scientists. Following a rigorous competitive process to 

address this need, the FAA COEs establish long-term cooperative agreements with the nation’s 

universities to conduct research and develop in specific mission critical focus areas. The 

program encourages collaboration between government, academia, and industry to advance 

aviation technologies and expand our research capabilities through required matching 

contributions. COE university members match FAA grant awards, dollar for dollar, with 

contributions from nonfederal sources, and may also provide additional contributions through 

cost-share contracts. The COE cooperative agreement provides for base funding in support of 

center research and related 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. Self-sufficiency enables the COE university members to continue 

supporting the FAA; however, the agency is no longer committed to annual base funding levels 
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and the COE universities may conduct research that is fully funded by the agency or other 

entities. Because of its developed expertise, COE members are expected to generate interest, 

support, and be able to compete for and conduct research activities for industry and other 

government entities.

The FAA has current cooperative agreements with seven competitively selected COEs that have 

been established as public-private partnerships with academic institutions and their industry and 

other affiliates throughout the U.S. COE members assist in conducting mission-critical research 

and technology in areas that focus on topics that include alternative jet fuels and environment, 

accessibility and sustainability, commercial space transportation, advanced materials, airliner 

cabin environment research and intermodal transportation research, airport technology, GA, 

aircraft noise and aviation emissions mitigation, and operations research. Through these longterm 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 other professionals. The nonfederal affiliates and 

COE universities have provided more than $250 million in matching contributions to help 

augment critical FAA research efforts.

Since the inception of the COE program, the FAA Administrator has selected COE teams to 

focus on 11 topic areas. Four of the centers, Computational Modeling of Aircraft Structures, 

Aviation Operations Research (NEXTOR), Airworthiness Assurance (AACE), and Airport 

Technology Research (CEAT), have satisfied their requirements. Currently, NEXTOR serves as 

a self-sufficient resource for the aviation community, and CEAT continues to conduct major 

research initiatives to support modernization efforts with ORD. In 2013, the FAA sponsored 

seven active public-private research centers with academic institutions throughout the U.S. and 

their industry and other affiliates:

• COE for Alternative Jet Fuels and Environment 

• COE for Commercial Space Transportation

• COE for General Aviation Safety, Accessibility and Sustainability

• COE for Research in the Intermodal Transport Environment 

• Joint COE for Advanced Materials 

• COE Partnership for AiR Transportation Noise and Emission Reduction 

• COE for General Aviation Research

For more information, see: http://www.faa.gov/go/coe. 

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. The R&D efforts of this COE will 

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 
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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 awarded $100,000 to the 16 member universities late in FY 

2013 to establish Phase I of this research partnership. 

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: (1) space launch traffic management and launch operations; (2) launch vehicles, 

operations, technologies and payloads; (3) human spaceflight; and (4) 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 Colorado, and the University of Texas - Medical Branch. The FAA supported 

related tasks, awarding $1.13 million in grants through nine cooperative agreements with 

member universities. The universities with their affiliates provided excess matching 

contributions of $8 million. This COE is expected to be operational through 2015. 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). This COE was fully operational in 2013 and 

focuses 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 on this team: The Ohio State University, Iowa State University, 

Georgia Institute of Technology, Florida Institute of Technology, Texas A&M University. The 

FAA awarded $1.68 million to the six member universities in FY 2013 to begin projects. This 

COE is generating dollar-for-dollar contributions from nonfederal sources to match COE grant 

awards. For additional information, see: https://www.pegasas.aero/. 

COE for Research in the Intermodal Transport Environment

In 2004, the Administrator selected the COE for Airliner Cabin Environment (ACER) with 

Harvard University and Purdue University as the technical leads and Auburn University as the 

administrative lead. Following the Phase I evaluation, the COE expanded scope from airliner 
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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 related topics. 

In FY 2010, the FAA entered into final cooperative agreements with each of the RITE COE 

leads and members in preparation for the COE becoming self-sufficient in 2014. Under the ongoing 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. The 

FAA awarded close to $1 million to this COE in FY 2013. The center has generated close to $1 

million in matching contributions in FY 2013 and began preparing for close-out activities. For 

additional information, see: http://www.acer-coe.org/. 

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 Washington State University. The FAA awarded $1.9 million in FY 

2013 to support related research and the COE members and affiliates haves generated matching 

contributions of more than $2.5 million in FY 2013. For additional information, see: 

http://www.jams-coe.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. 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 $7 million to this COE during the final research phase and 

the COE members and affiliates have generated matching contributions of $7 million in FY

2013. The COE began preparing for close-out activities. For additional information, see: 

http://partner.mit.edu/. 
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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. The FAA provided final 

project support in 2013 to assure orderly phase-out of research, educational and related activities. 

This center generated matching contributions in excess of $280,000 in FY 2013 and entered into 

close out. For more information, see: http://www.cgar.org/about.asp. 

COE for Airport Technology

In 1995, the 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 

Center of Excellence 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 continues to work closely with Chicago O'Hare International Airport (ORD) 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 

In the spring of 2004, Transport Canada joined FAA and NASA as a sponsor of the PARTNER 

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. As a member state of 

the ICAO, Canada 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 

Ocean region. Under ASPIRE, current and future partners pledge to adopt and promote best 
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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 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

1-9

3D Three-Dimensional

A

AC Advisory Circular

ACAS-X Airborne Collision Avoidance System X

ACCRI Aviation Climate Change Research Initiative

ACRP Airport Cooperative Research Program

ADDS Aviation Digital Data Service 

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

AOPA Aircraft Owners and Pilots Association

ASPIRE Asia and Pacific Initiative to Reduce Emissions

ATC Air Traffic Control

ATM Air Traffic Management

ATRP Airport Technology Research Program

B

BLI Budget Line Item

BOS Boston Logan International Airport

C

CAASD Center for Advanced Aviation System Development

CAMI Civil Aeromedical Institute

CAST Commercial Aviation Safety Team

CIP Current Icing Product

CJ Congressional Justification

CLEEN Continuous Lower Energy, Emissions and Noise

CMAQ Community Multi-scale Air Quality

CO2 Carbon Dioxide

COE Center of Excellence

COMSTAC Commercial Space Transportation Advisory Committee

ConOps Concept of Operations

CRDA Cooperative Research and Development Agreement

D

DARWIN® Design Assessment Of Reliability With Inspection

DoD U.S. Department of Defense
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Acronym Definition

DOT U.S. Department of Transportation

E

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

FE Finite Element

FIP Forecast Icing Product

FLM Front Line Manager

FY Fiscal Year

G

GA General Aviation

GAJSC General Aviation Joint Steering Committee

GEOSS Global Earth Observation System of Systems

H

HiRes High Resolution

HITL Human-in-the-Loop

HSI Human-System Integration

HUMS Health Usage Monitoring System

I

ICAO International Civil Aviation Organization

IHST International Helicopter Safety Team

ISAM Integrated Safety Assessment Model

J

JAMS Joint COE for Advanced Materials

JPDO Joint Planning and Development Office

JRC Joint Resources Council

JUP Joint University Program

L

LCGS Low Cost Ground Surveillance

M

MEM Memphis International Airport

MET Meteorological

MOA Memorandum/a of Agreement

MOC Memorandum/a of Cooperation
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Acronym Definition

MOU Memorandum/a of Understanding

N

NARP National Aviation Research Plan

NAS National Airspace System

NASA National Aeronautics and Space Administration

NAWC Naval Air Warfare Center

NextGen Next Generation Air Transportation System

NEXTOR National Center of Excellence for Aviation Operations Research

NOx Nitrogen Oxide

NSTC National Science and Technology Council

NTSB National Transportation Safety Board

O

OMB Office of Management and Budget

Ops Operations Appropriation

ORD Chicago O'Hare International Airport

P

PAPI Precision Approach Path Indicator

PARTNER Partnership for AiR Transportation Noise and Emissions Reduction

PIV Personal Identity Verification

Q

QRG Quick Reference Guide

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

RTCA Radio Technical Commission for Aeronautics

S

SESAR Single European Sky ATM Research

SFO San Francisco International Airport

SVS/EFVS Synthetic Vision Systems and Enhanced Flight Vision System

SWAC System-Wide Analysis Capability

SWIM System Wide Information Management

T

TAAM Total Airport and Airspace Modeler

Tech Ops Technical Operations
2014 NARP – Version 4 Acronyms and Abbreviations

139 NARP2014-V4 

Acronym Definition

TRACON Terminal Radar Approach Control

TRB Transportation Research Board

TSA Transportation Security Administration

U

UAS Unmanned Aircraft System

U.S. United States

U.S.C. United States Code

USGCRP U.S. Global Change Research Program

W

WFA Wind Forecast Algorithm