2013 NARP

September 2013

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.
Table of Contents i

2013 NARP

Table of Contents

Executive Summary......................................................................................................................................... v

Preface............................................................................................................................................................ vii

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

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

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

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

 FAA’s Research and Development Principles and Goals........................................................................... 4

1.0 R&D Principle 1 - Improve Aviation Safety............................................................................................. 6

 1.1 Aviation Safety R&D Goal 1............................................................................................................. 10

 1.2 Aviation Safety R&D Goal 2............................................................................................................. 19

 1.3 Aviation Safety R&D Goal 3............................................................................................................. 25

 1.4 Aviation Safety R&D Goal 4............................................................................................................. 30

 1.5 Aviation Safety R&D Goals 5 and 6 ................................................................................................. 37

 1.6 Aviation Safety R&D Goals 7 - 9...................................................................................................... 42

 1.7 Aviation Safety R&D Goal 10........................................................................................................... 45

2.0 R&D Principle 2 - Improve Efficiency ................................................................................................... 54

 2.1 Efficiency R&D Goal 1..................................................................................................................... 58

 2.2 Efficiency R&D Goal 2..................................................................................................................... 59

 2.3 Efficiency R&D Goal 3..................................................................................................................... 63

 2.4 Efficiency R&D Goal 4..................................................................................................................... 68

 2.5 Efficiency R&D Goals 5 and 6.......................................................................................................... 81

 2.6 Efficiency R&D Goal 7..................................................................................................................... 85

3.0 R&D Principle 3 - Reduce Environmental Impacts................................................................................ 92

 3.1 Environment and Energy R&D Goals 1 - 3 ...................................................................................... 96

 3.2 Environment and Energy R&D Goal 4 ........................................................................................... 108

 3.3 Environment and Energy R&D Goal 5 ........................................................................................... 114

4.0 R&D Business Management................................................................................................................. 116

 4.1 Appropriation Accounts .................................................................................................................. 117

 4.2 R&D Summary Budget Tables........................................................................................................ 119

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

5.0 Partnership Activities............................................................................................................................ 128

 5.1 Federal Government........................................................................................................................ 129

 5.2 Industry ........................................................................................................................................... 131

 5.3 Academia......................................................................................................................................... 133

 5.4 International .................................................................................................................................... 137

Acronyms and Abbreviations....................................................................................................................... 140
ii List of Tables

2013 NARP

List of Tables

Strategic Alignment of FAA R&D Principles.................................................................................................. 5

Table 1.0.1: FAA R&D Goals and Programs Alignment with NSTC Aviation Safety Goals.........................8

Table 1.0.2: Program Funding for R&D Principle 1 - Improve Aviation Safety ............................................9

Table 1.1.1: Advanced Materials/Structural Safety Program Milestones.....................................................10

Table 1.1.2: Aircraft Catastrophic Failure Prevention Research Program Milestones.................................12

Table 1.1.3: Aircraft Icing/Digital System Safety Program Milestones ....................................................... 12

Table 1.1.4: Continued Airworthiness Program Milestones......................................................................... 14

Table 1.1.5: NextGen - Advanced Systems and Software Validation Program Milestones.......................... 15

Table 1.1.6: Propulsion and Fuel Systems Program Milestones................................................................... 16

Table 1.1.7: Unmanned Aircraft Systems Research Program Milestones.................................................... 17

Table 1.2.1: Air Traffic Control/Technical Operations Human Factors Program Milestones....................... 19

Table 1.2.2: Flightdeck/Maintenance/System Integration Human Factors Program Milestones ................. 20

Table 1.2.3: NextGen - Air Ground Integration Human Factors Program Milestones................................. 22

Table 1.3.1: Aeromedical Research Program Milestones............................................................................. 25

Table 1.3.2: Fire Research and Safety Program Milestones......................................................................... 29

Table 1.4.1: Safety, Security, Environment – Systems Safety Management Transformation Program 

 Milestones................................................................................................................................. 30

Table 1.4.2: System Safety Management Program Milestones .................................................................... 34

Table 1.5.1: NextGen - Weather Technology in the Cockpit Program Milestones....................................... 37

Table 1.5.2: Weather Program Milestones.................................................................................................... 40

Table 1.6.1: Commercial Space Transportation Safety Program Milestones ............................................... 42

Table 1.7.1: Airport Cooperative Research Program – Safety Milestones................................................... 45

Table 1.7.2: Airport Technology Research Program – Safety Milestones.................................................... 47

Table 1.7.3: Runway Incursion Reduction Program Milestones .................................................................. 50

Table 2.0.1: FAA R&D Goals and Programs Alignment with NSTC Mobility Goals ................................. 56

Table 2.0.2: Program Funding for R&D Principle 2 - Improve Efficiency .................................................. 57

Table 2.1.1: Joint Planning and Development Office Milestones................................................................. 58

Table 2.2.1: NextGen - Wake Turbulence Program Milestones.................................................................... 60

Table 2.2.2: Wake Turbulence - Re-Categorization Program Milestones..................................................... 61

Table 2.3.1: NextGen - Air Ground Integration Human Factors Program Milestones................................. 63

Table 2.3.2: Air Traffic Control/Technical Operations Human Factors (Controller Efficiency and Air

 Ground Integration) Program Milestones................................................................................. 66

Table 2.4.1: Major Airspace Redesign Program Milestones......................................................................... 68

Table 2.4.2: New Air Traffic Management Requirements Program Milestones........................................... 69

Table 2.4.3: Operations Concept Validation Modeling Program Milestones ............................................... 73

Table 2.4.4: Networked Facilities - Staffed NextGen Towers Program Milestones..................................... 74

Table 2.4.5: Operations Concept Validation and Infrastructure Evolution Program Milestones.................. 75
List of Tables iii

2013 NARP

Table 2.4.6: System Capacity, Planning and Improvements Program Milestones ....................................... 77

Table 2.4.7: Demonstrations and Infrastructure Development Program Milestones.................................... 79

Table 2.5.1: NextGen - Weather Technology in the Cockpit Program Milestones....................................... 81

Table 2.5.2: Weather Program Milestones.................................................................................................... 83

Table 2.6.1: Airport Cooperative Research Program – Capacity Milestones............................................... 85

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

Table 3.0.1: FAA R&D Goals and Programs Alignment with NSTC Energy and Environment Goals....... 94

Table 3.0.2: Program Funding for R&D Principle 3 - Reduce Environmental Impacts............................... 95

Table 3.1.1: Environment and Energy Program Milestones......................................................................... 96

Table 3.1.2: Environment and Energy – Environmental Management Systems and Advanced Noise 

 and Emissions Reduction Program Milestones......................................................................... 99

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

 Milestones............................................................................................................................... 101

Table 3.1.4: Safety, Security, Environment – Operational Assessments Program Milestones................... 104

Table 3.1.5: NextGen - Weather Technology in the Cockpit Program Milestones..................................... 106

Table 3.2.1: Airport Cooperative Research Program – Environment Milestones....................................... 108

Table 3.2.2: Airport Technology Research Program – Environment Milestones ....................................... 113

Table 3.3.1: NextGen - Alternative Fuels for General Aviation Program Milestones................................ 114

Table 4.2.1: Planned R&D Budget by Appropriation Account................................................................... 121

Table 4.2.2: Planned R&D Budget by Requesting Organization................................................................ 122

Table 4.2.3: Planned R&D Budget by Research Category ......................................................................... 123

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

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

Executive Summary v

2013 NARP

Executive Summary

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

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

emergency response, personal travel, and leisure. It attracts investment to local communities and opens up 

new domestic and international markets and supply chains. As a result, the U.S. needs a system that leads 

the global aviation community and responds quickly to changing and expanding transportation needs. The 

Federal Aviation Administration (FAA) supports this system through the introduction of new technologies 

and procedures, innovative policies, and advanced management practices.

The National Aviation Research Plan (NARP) is the FAA’s performance-based plan to ensure that research 

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

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

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

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

Administrator. This approach enables the FAA to address the current challenges of operating the safest, 

most efficient air transportation system in the world while building a foundation for the future system in an 

environmentally sound manner. However, in accordance with the Presidential Sequestration Order dated 

March 1, 2013, sequestration impacts accounts funding FAA R&D in FY 2013, and funding impacts this 

year will likely have a continuing effect in FY 2014 and beyond for program plans (e.g. implementation 

schedule delays and out year cost estimate adjustments).

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 four appropriation accounts: Research, Engineering and Development (RE&D), 

Facilities and Equipment (F&E), Grants-In-Aid for Airports (AIP), and Operations (Ops).

In fiscal year (FY) 2014, the FAA plans to invest a total of $309,050,000 in R&D. The R&D investment 

spans multiple appropriations for the FAA, including $166,000,000 in RE&D; $97,550,000 in F&E; 

$44,500,000 in AIP; and $1,000,000 in Ops. The funding will be used to achieve three central FAA R&D 

Principles - 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 FAA strategic planning.

1

 OMB Circular A-11, Preparation, Submission and Execution of the Budget, August 3, 2012, section 84, page 11 (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.

Preface vii

2013 NARP

Preface

In previous years, the FAA’s R&D portfolio and the NARP were aligned with the goals in the FAA Flight 

Plan. Since the Flight Plan has been superseded by other FAA strategic planning, the FAA’s R&D goals 

and the format of the NARP required significant changes. Also, there was a desire to strengthen the 

alignment between the NARP and the NSTC National Aeronautics Research and Development Plan, as 

well as integrate the Next Generation Air Transportation System (NextGen) more uniformly throughout the 

NARP.

In 2012, the R&D Executive Board (REB) thoroughly analyzed the existing 10 R&D goals, R&D Targets, 

and Methods of Validation and replaced them with 3 new R&D principles and 22 R&D goals. The three 

R&D principles align with the NSTC National Aeronautics Research and Development Plan, the U.S. 

Department of Transportation’s Strategic Plan for Fiscal Years 2012–2016, and FAA strategic planning. 

The new R&D goals cover the FAA’s main research areas of Aircraft Safety, Weather, National Airspace 

System (NAS) Operations, Commercial Space, Airports, and Environment and Energy. Perhaps the most 

significant change in the 2013 NARP is that the new R&D principles and R&D goals are mapped to the 

principles and goals of the NSTC National Aeronautics Research and Development Plan.

Existing research milestones in the NARP did not change but were re-distributed to the appropriate new 

R&D principle and R&D goal. In previous NARP publications, all of the program information supporting 

the R&D goals appeared in Chapter 2. In the 2013 NARP, each of the three new R&D principles has 

its own chapter: Chapter 1 – Improve Aviation Safety, Chapter 2 – Improve Efficiency, and Chapter 3 – 

Reduce Environmental Impacts. Within each R&D Principle chapter are the R&D goals and supporting 

program information (program description, milestones, and progress items).

Over the last several years, the FAA’s research community has been integrating the NextGen foundations 

of Safety, Flexibility, and Sustainability into current and future R&D programs. Hence, the previous 

standalone NextGen chapter (Chapter 3 - Alignment with NextGen), which was initially included in the 

2008 NARP, was removed from the 2013 NARP. The majority of the information in the previous NextGen 

chapter was already being captured in other sections of the NARP and/or NextGen documents, such as the 

NextGen Implementation Plan..

To streamline the NARP, the FAA has deleted the volume of appendices. Previously, Appendix A - 

Program Descriptions provided re-printed copies of all the budget narratives for that requested FY. Instead, 

the Program Funding tables at the beginning of each R&D Principle chapter list the section and page 

number reference for each budget narrative within the FAA’s Congressional Justification for the President’s 

Budget Request. The previous Appendix B - Partnership Activities now has a separate chapter within the 

NARP (Chapter 5), but the tables with specific contractual details of agreements are no longer presented. 

The previous Appendix C - Research, Engineering, and Development Advisory Committee (REDAC) has 

been deleted. A link to all of the information for REDAC is provided in Chapter 4. In addition, milestone 

information, which was previously provided in Appendix D - NARP Milestones Status, is now presented in 

tabular form in the corresponding R&D Principle Chapter 1 through 3 under the appropriate program.

Introduction 1

2013 NARP

Introduction

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

also continue to improve upon, the National Airspace System (NAS) so that it remains responsive to 

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

mobility, higher productivity, reduced environmental impact, and greater efficiency are possible through the 

introduction of new technologies and procedures, innovative policies, and advanced management practices. 

Collaborative, needs-driven research and development (R&D) is central to this process, because it enables 

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

affordably, efficiently, and in an environmentally sound manner.

Mission

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

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

and international R&D of aviation-related products and services that will ensure a safe, efficient, and 

environmentally sound global air transportation system. It supports a range of research activities from 

materials and aeromedical research to the development of new products, services, and procedures.

Vision

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

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

Furthermore, 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 aviation3. That proclamation led to the Vision 100 – Century of Aviation 

Reauthorization Act4, 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.

3

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

4

 Vision 100 – Century of Aviation Reauthorization Act, Public Law 108-176, December 12, 2003 (http://www.gpo.gov/fdsys/pkg/

PLAW-108publ176/pdf/PLAW-108publ176.pdf)
2 Introduction

2013 NARP

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.

•	 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 (OST), 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 research and development:

•	 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.
Introduction 3

2013 NARP

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 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/aero-rdplan-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 the 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 U.S., 

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

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

objectives, including the efficient use and conservation of the resources of the U.S.5. The Plan fulfills the 

DOT’s mission and sets the direction for the DOT to provide safe, efficient, convenient, and sustainable 

transportation choices through five strategic goals 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.

5

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

2013 NARP

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 satellitebased system of air traffic management (ATM). This transformation is being realized through the 

development of aviation-specific applications for existing, widely-used technologies, such as the Global 

Positioning System (GPS), and technological innovation in areas such as weather forecasting, data 

networking, and digital communications. 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 NextGen6.

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

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-to-day operations of the NAS 

and the development of NextGen. To achieve balance between the near-, mid-, and far-term, the FAA has 

defined three new 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 new FAA R&D principles, previous FAA 

R&D goals, 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 3 principles.

6 http://www.faa.gov/nextgen/implementation/
Introduction 5

2013 NARP

Strategic Alignment of FAA R&D Principles

Previous FAA R&D Goals

2006-2012 NARP

New FAA 

R&D 

Principles

DOT 

Strategic 

Plan

Goals

National 

Aeronautics 

Research and 

Development 

Plan 

Principles

Situational

Awareness

System

Knowledge

High Quality

Teams and

Individuals

HumanCentered

Design

Human

Protection

Separation

Assurance

Safe 

Aerospace 

Vehicles

Improve 

Aviation Safety Safety Aviation Safety

Fast, 

Flexible, 

and 

Efficient

Improve 

Efficiency

Economic 

Competiveness Mobility

Clean and 

Quiet

Reduce 

Environmental 

Impacts

Environmental 

Sustainability

Energy and 

Environment

World Leadership
Chapter 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.
Chapter 1 - Improve Aviation Safety 7

2013 NARP

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

appropriations (RE&D, F&E, AIP, and Ops):

•	 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 reliable aerospace operations between space and 

Earth.

•	 Goal 8 - 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.

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

operations.

•	 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. Throughout this 

chapter, progress in FY 2012 on 172 milestones across all of these programs is described. As of the end 

of FY 2012, 27 percent of milestones in support of R&D Principle 1 – Improve Aviation Safety were 

completed and 91 percent of active milestones were on schedule.
8 Chapter 1 - Improve Aviation Safety

2013 NARP

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

FAA R&D 

Principle FAA R&D Goals FAA R&D Programs NSTC Goals NSTC Principle

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.

Advanced Materials/Structural Safety

Goal 1 - Develop 

Technologies to Reduce 

Accidents and Incidents 

Through Enhanced Vehicle 

Design, Structure, and 

Subsystems

Aircraft Catastrophic Failure Prevention 

Research

Propulsion and Fuel Systems

Continued Airworthiness Goal 2 - Develop 

Technologies, for Manned 

and Unmanned Systems, to 

Reduce Accidents and 

Aircraft Icing/Digital Systems Safety

NextGen – Advanced Systems and 

Software Validation

Incidents through 

Enhanced Aerospace 

Vehicle Operations on the 

Ground and in the Air Unmanned Aircraft Systems Research 

Program

2 - Improved knowledge of the human-system 

interface and a reduction in accidents and 

incidents through enhanced aerospace vehicle, air 

Air Traffic Control/Technical 

Operations Human Factors Goal 2 - Develop Technologies, for Manned and 

Flightdeck/Maintenance/System Unmanned Systems, to Reduce Accidents and Incidents 

traffic, and technical operations that adapt to, Integration Human Factors through Enhanced Aerospace Vehicle Operations on 

ov Aviation Safety

compensate for, and augment the performance of 

the human.

NextGen - Air Ground Integration 

Human Factors

the Ground and in the Air

Aviation Safety is Paramount

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.

Aeromedical Research

Goal 3 - Demonstrate Enhanced Passenger and Crew 

Survivability in the Event of an Accident

Fire Research and Safety

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.

System Safety Management 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

Safety, Security, Environment – 

Systems Safety Management 

Transformation

5 - Established requirements and standards for 

Impr e

enabling the availability and improving the quality 

and quantity of meteorological information to 

safely implement NextGen operational 

improvements.

NextGen - Weather Technology in the 

Cockpit 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 6 - Improved accuracy and accessibility of 

observed and forecast weather to reduce the 

number of accidents and incidents attributed to Weather Program

hazardous weather.

7 - Optimized technical and regulatory provisions 

and processes used to oversee, coordinate, 

regulate, and promote safe and responsible 

activities reliable aerospace operations between 

space and Earth.

Goal 2 - Develop Technologies, for Manned and 

8 - Improved vehicle safety and risk management, Commercial Space Transportation Unmanned Systems, to Reduce Accidents and Incidents 

including knowledge of all safety-critical Safety through Enhanced Aerospace Vehicle Operations on 

components and systems of the space vehicles and the Ground and in the Air

their operations, to better identify potential 

hazards and apply and verify hazard controls.

9 - Guidance and tools that enhance human safety, 

protection, and survival during space operations.

10 - No fatal accidents on certificated airports as a 

result of airport design, runway incursions or 

excursions, or wildlife strikes.

Runway Incursion Reduction Program 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

Airport Cooperative Research Program - 

Safety

Airport Technology Research Program - 

Safety
Chapter 1 - Improve Aviation Safety 9

2013 NARP

In FY 2014, 42 percent of total FAA R&D funding is allocated to R&D Principle 1 - Improve Aviation 

Safety. Program funding levels for the 2013 Continuing Resolution (CR) Annualized and 2014 President’s 

Request are shown in Table 1.0.2. Percent of Program reflects the part of each program’s contribution 

towards R&D Principle 1 in the 2014 President’s Request. Table 1.0.2 also lists the section and page 

number reference for each budget narrative within the FY 2014 Congressional Justification (CJ) for the 

President’s Budget Request. The link to the FY 2014 CJ is: http://www.dot.gov/sites/dot.dev/files/docs/

FAA_FY2014_Budget_Estimates.pdf.

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

2014 

BLI Program CJ Reference (Section/Page)

Appropriation 

Account

2013 CR 

Annualized

($000)

2014 

Request

($000)

2014 

Percent of 

Program

A11.a Fire Research and Safety 3C/9 RE&D 7,202 8,313 100%

A11.b Propulsion and Fuel Systems 3C/13 RE&D 2,314 1,974 100%

A11.c Advanced Materials/Structural Safety 3C/15 RE&D 2,550 2,607 100%

A11.d Aircraft Icing/Digital System Safety 3C/19 RE&D 5,437 7,582 100%

A11.e Continued Airworthiness 3C/24 RE&D 11,671 8,167 100%

A11.f Aircraft Catastrophic Failure Prevention Research 3C/29 RE&D 1,154 1,652 100%

A11.g Flightdeck/Maintenance/System Integration Human 

Factors

3C/32 RE&D 6,200 5,000 100%

A11.h System Safety Management 3C/35 RE&D 10,088 11,583 100%

A11.i Air Traffic Control/Technical Operations Human Factors 3C/40 RE&D 10,427 6,000 100%

A11.j Aeromedical Research 3C/45 RE&D 11,067 8,672 100%

A11.k Weather Program 3C/48 RE&D 8,071 7,640 50%

A11.l Unmanned Aircraft Systems Research 3C/54 RE&D 3,525 7,500 100%

A11.n NextGen - Advanced Systems and Software Validation 3C/63 RE&D 0 1,021 100%

A12.c NextGen - Air Ground Integration Human Factors 3C/74 RE&D 7,395 7,230 70%

A12.d NextGen - Weather Technology in the Cockpit 3C/78 RE&D 3,622 1,876 45%

A14.a System Planning and Resource Management 3C/92 RE&D 980 1,299 57%

A14.b William J. Hughes Technical Center Laboratory Facility 3C/95 RE&D 2,726 2,473 72%

1A01A Runway Incursion Reduction Program 3B/12 F&E 2,810 5,000 100%

1A07G Safety, Security, Environment – Systems Safety 

Management Transformation

3B/42 F&E 6,250 8,000 100%

4A08A Center for Advanced Aviation System Development 

(CAASD)

3B/323 F&E 3,311 2,972 18%

-- Commercial Space Transportation Safety 3A4/3 Ops 1,000 1,000 100%

-- Airport Cooperative Research Program - Safety 3D/36 AIP 5,030 5,000 100%

-- Airport Technology Research Program - Safety

Total ($000)

3D/28 AIP 15,358 15,393 100%

128,188 127,953
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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 this R&D goal 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 this R&D 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, 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 2012 towards achieving this R&D goal.

Table 1.1.1: Advanced Materials/Structural Safety Program Milestones

Year Milestone Status Notes

2010

Develop certification methods for 

damage tolerance and fatigue of 

composite airframes

Completed

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

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
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Advanced Materials/Structural Safety Program Progress in FY 2012:

	Developed the Composite Structural Engineering Training course, a considerable achievement 

towards establishing the training and skill level requirements for civil aviation personnel dealing 

with composite aircraft structures. This course will be the second in a series of three that will form 

the second level training for aviation personnel (maintenance, inspection, structural engineering, 

and manufacturing) dealing with composite structures. The first course, Maintenance and 

Inspection, was completed in FY 2008. The final course that will establish the second level training, 

Composites Manufacturing Training, was initiated in FY 2012 and an outline of requirements was 

established.

	Completed aircraft side-facing research using postmortem human subjects to determine aircraft 

side-facing neck injury criteria and tolerances. These results support the FAA in the development of 

side-facing aircraft seat regulations and provide, through the use of an ES-2 anthropomorphic test 

dummy, certification criteria to demonstrate compliance.

	Developed a narrow-body model of a transport category aircraft, and an aircraft section was used 

to evaluate occupant loading in various impact scenarios. Data from the model will be used to 

help determine critical issues concerning aircraft structure, aircraft seats, and seat restraints. The 

research will provide seat and restraint loads at impact levels that the fuselage can sustain and 

impact conditions that result in maximum occupant loads.

1.1.2 Aircraft Catastrophic Failure Prevention Research (RE&D - A11.f)

The Aircraft Catastrophic Failure Prevention Research Program supports this R&D goal 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.
12 Chapter 1 - Improve Aviation Safety

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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 2012 towards achieving this R&D goal.

Table 1.1.2: Aircraft Catastrophic Failure Prevention Research Program Milestones

Year Milestone Status Notes

2014

Develop and verify an improved 

predictive capability for aircraft 

damage associated with engine failure 

and debris impact

On schedule

This milestone has been revised to 

clarify the research need.

Old wording: “Develop and verify a 

generalized damage and failure model 

with regularization for aluminum and 

titanium materials impacted during 

engine failure events”

2012 NARP Status: Delayed from 

2013 to 2014

Aircraft Catastrophic Failure Prevention Research Program Progress in FY 2012:

	Conducted material testing and evaluation of aluminum and titanium to update the current tabulated 

Johnson-Cook method of predicting material failure. Development of an enhanced methodology 

known as the Generalized Yield Failure and Damage Model was initiated to improve the accuracy 

over a wider range of metallic materials and is expected to improve the results for titanium. 

Modeling results will be available to assist both aircraft and engine certifications.

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

The Aircraft Icing/Digital System Safety Program supports this R&D goal by developing and testing 

technologies that detect frozen contamination, predict anti-icing fluid failure, and ensure safe operations 

in atmospheric icing conditions. The program also develops new guidelines for testing, evaluating, and 

approving digital flight controls, avionics, and other systems for use in aircraft and engines.

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 2012 towards achieving this 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

On schedule
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Year Milestone Status Notes

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

Delayed

This milestone has been delayed from 

2014 to 2016 due to major delays in 

preparing the aircraft to be used to 

collect the atmospheric data needed 

for the guidance material.

2012 NARP Status: On schedule

Aircraft Icing/Digital System Safety Program Progress in FY 2012:

	Examined alternative approaches for software assurance used in other industry and engineering 

disciplines to determine if they can be used to demonstrate compliance with the airworthiness rules. 

A survey and a review of other industries’ practices in software assurance were conducted, and 

based on the results, select categories of software assurance approaches were identified for followon research. The research will help alleviate industry concerns over lengthy and expensive software 

assurance processes.

	Applied a System Architecture Virtual Integration’s (SAVI) process on two shadow projects to 

demonstrate the use of annotated architecture models in virtual integration of aircraft systems. The 

SAVI process can eliminate a considerable number of errors very early in the development process, 

achieve safety goals, and generate artifacts for effective and efficient certification. The research will 

address the system consideration for complex digitally intensive systems issues.

	Conducted ice ingestion testing in a simulated warm engine environment. This testing was done 

as part of an ongoing effort to understand and predict ice that forms in the core of a jet engine, 

which has resulted in numerous rollback, surge, stall, and flameout events. Results showed that the 

hardness and shedding of the accreted ice could be correlated with the wet bulb temperature on the 

surface where the ice accreted.

1.1.4 Continued Airworthiness (RE&D - A11.e)

The Continued Airworthiness Program supports this R&D goal by promoting the development of 

technologies, procedures, technical data, and performance models to prevent accidents and mitigate 

accident severity related to civil aircraft failures as a function of their continued operation and usage. The 

program focuses on longer term maintenance of the structural integrity of fixed-wing aircraft and rotorcraft, 

continued safety of aircraft engines, development of inspection technologies, and the safety of electrical 

wiring interconnect systems and mechanical systems.
14 Chapter 1 - Improve Aviation Safety

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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 2012 towards achieving this R&D goal.

Table 1.1.4: Continued Airworthiness Program Milestones

Year Milestone Status Notes

2011

Apply damage-detection technologies 

for inspecting remote and inaccessible 

areas of in-service aircraft with metal 

structures

Completed

2011

Complete the study in usage, design, 

and training issues for rudder control 

systems in transport aircraft

Completed

2011

Complete study of risk-based fleet 

management for small-airplane 

continued operational safety

Completed

2013

Develop technical data on rotorcraft 

that provide guidance for certification 

of Health and Usage Monitoring 

Systems for usage credits

On schedule

2013

Develop technical data on 

the performance of advanced 

nondestructive inspection methods 

and procedures for improved damage 

detection in solid composite laminates

On schedule New milestone

2014

Develop technical data to assess the 

application of advanced aluminumlithium metallic alloys for primary 

fuselage structure in transport category 

airplanes

On schedule

2016

Develop technical data to assess the 

fatigue and environmental durability 

of bonded repairs to metallic structure

On schedule

Continued Airworthiness Program Progress in FY 2012:

	Designed and implemented a field experiment in which a set of composite test panels containing 

various programmed flaws were inspected by airline personnel to determine the probability of 

detection (PoD) of available ultrasonic test methods. The specimens were designed and built 

collaboratively with the aviation industry via the Society of Automotive Engineers Commercial 

Aircraft Composite Repair Committee. A total of 60 inspectors from 15 airlines and maintenance, 

repair, and overhaul organizations voluntarily participated in the study. The results quantified the 

PoD for various laminate thicknesses and geometries and identified best practice recommendations.
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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 for FY 2014 

that supports development of policy, guidance, technology, and training needs for highly integrated and 

complex systems expected to operate in a NextGen environment that rely on digital systems and are tightly 

integrated across airborne and ground-based components. The program includes research to 1) identify 

possible issues and shortcomings with the current processes used by the commercial aviation industry 

regarding requirements definition, validation, and verification for complex airborne digital systems; 2) 

determine acceptable means to analyze, integrate, validate, and verify airborne systems; and 3) investigate 

electromagnetic compatibility and the system safety analysis process for complex systems.

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

2014

Identify effects of system complexity 

on aircraft safety margins and 

investigate highly integrated, complex 

airborne systems being difficult to 

validate and verify and the potential 

for a reduction in aircraft safety 

margins with highly integrated, 

complex airborne systems

Not started New milestone

2014

Define complexity, investigate 

quantification of complexity beyond 

the usual metrics, and determine if an 

aircraft can become too complex to 

certify

Not started New milestone

2015

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

Not started New milestone

2015

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

Not started New milestone

2015

Identify specific proposals to address 

what specific tasks are necessary to 

ensure complex digital systems have 

been fully integrated

Not started New milestone
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1.1.6 Propulsion and Fuel Systems (RE&D - A11.b)

The Propulsion and Fuel Systems Program supports this R&D goal 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 2012 towards achieving this 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 2012 NARP Status: Delayed from 

2014 to 2015

Propulsion and Fuel Systems Program Progress in FY 2012:

	Managed the development of new enhancements in Design Assessment of Reliability With 

INspection (DARWIN®), a program that determines the risk of fracture of turbine engine rotor disks 

containing undetected material anomalies. The enhancements include a new capability to define 

fracture models in general non-hoop stress planes and a new bivariant stress-intensity factor solution 

for semi-elliptical surface cracks at off-center holes. In earlier versions of DARWIN®, fracture 

analysis was limited to hoop, axial, and radial planes for two-dimensional axisymmetric models and 

visualization was limited to hoop planes.

1.1.7 Unmanned Aircraft Systems Research (RE&D - A11.l)

The Unmanned Aircraft Systems Research Program supports this R&D goal by conducting research to ensure 

the safe, efficient, and timely integration of unmanned aircraft systems (UAS) in the NAS by providing 

information 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) is facilitating 

interagency collaboration for the program by formulating the strategic national program plan for UAS 

integration.
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2013 NARP

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 2012 towards achieving this R&D goal.

Table 1.1.7: Unmanned Aircraft Systems Research Program Milestones

Year Milestone Status Notes

2012

Determine a set of performance 

characteristics and operational 

requirements for sense and avoid 

technologies

Deleted

This milestone has been deleted and 

replaced with the one below.

2012 NARP Status: On schedule

2013

Develop the capability to evaluate 

potential Sense and Avoid logic 

and algorithms and review several 

available algorithms for methodology 

development

On schedule New milestone

2013

Analyze data and identify potential 

safety implications of system 

performance impediments of 

communications latency

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

On schedule

2015

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

On schedule

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

This milestone has been revised for 

clarity.

Old wording: “Conduct field 

evaluations of unmanned aircraft 

system technologies in an operational 

environment, including sense and 

avoid, control and communications, 

and contingency management 

technologies. The documented results 

will be used to develop certification 

and airworthiness standards”
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Unmanned Aircraft Systems Research Program Progress in FY 2012:

	Published the UAS Portfolio Research Management Plan (version 1.0), a tool used to document 

current research, identify potential research gaps, and recommend future research.

	Initiated development of a tool suite and conducted research to identify and describe metrics to 

support feasibility and interoperability evaluations of potential sense and avoid (SAA) logic and 

algorithms.

	Conducted research to determine the minimum SAA information a pilot needs to execute a collision 

avoidance maneuver.

	Studied UAS communication security and control link performance requirements.

	Developed a prototype database repository for maintenance and repair data, and began defining data 

elements and descriptions for UAS life-limited parts.
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2013 NARP

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 this R&D goal 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 2012 towards achieving this R&D goal.

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

Year Milestone Status Notes

2012

Improve computer-human interface 

design to reduce information overload 

and resulting errors

Completed 2012 NARP Status: On schedule

2013

Assess the Front Line Manager Quick 

Reference Guide for effectiveness in 

aiding air traffic control safety

On schedule

2015

Provide a draft of a revised Human 

Factors Design Standard for human 

factors application to air traffic control 

system acquisition

Delayed

This milestone has been delayed 

from 2014 to 2015 due to increased 

complexity of the task.

2012 NARP Status: On schedule

Air Traffic Control/Technical Operations Human Factors Program Progress in FY 2012:

	Developed a symbology standard for the creation, use, structure, and content of symbols, icons, 

markings, legends, text and any other construct conveying information on ATC displays. The 

standard will mitigate differences in design of symbols used across legacy, new, and upgraded 

ATC systems. The standard will be applied as a requirements document for future ATC system 

acquisitions.
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1.2.2 Flightdeck/Maintenance/System Integration Human Factors (RE&D - 

A11.g)

The Flightdeck/Maintenance/System Integration Human Factors Program supports this R&D goal by 

providing the human factors research for guidelines, handbooks, advisory circulars, 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 2012 towards achieving this R&D goal.

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

Year Milestone Status Notes

2012

Develop human factors guidance for 

Automatic Dependent Surveillance – 

Broadcast enabled Cockpit Display of 

Traffic Information certification and 

operational approval

Completed 2012 NARP Status: On schedule

2012 Provide human factors guidance for 

the design of instrument procedures Completed 2012 NARP Status: On schedule

2014

Document the results of jet upset/

loss of control simulation model 

development and evaluation

On schedule New milestone

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 New milestone

Flightdeck/Maintenance/System Integration Human Factors Program Progress in FY 2012:

	Administered research to develop techniques to measure the effective intensity of flashing lights, 

such as aircraft anti-collision lights, that incorporate new technologies such as light-emitting diodes 

(LED). Since it has been proposed that LED anti-collision lights replace xenon strobe light sources, 

it was imperative to update current testing methods. Experiments compared steady versus flashing 

LEDs, collected subject data, and employed several different analysis techniques, such as Signal 

Detection Theory, Method of Limits, and Contrast versus Threshold. The research will produce 

criteria for aircraft manufacturers and maintainers that ensure the conspicuity of LED lights.
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	Developed three significant documents that contain human factors guidance for Automatic 

Dependent Surveillance – Broadcast (ADS-B) enabled Cockpit Display of Traffic Information 

(CDTI) certification and operational approval. The first report, Human Factors Considerations 

for Flight Deck Alerts, provides recommendations that can be applied in assessing new systems, 

including the operational need, salience, and location for alerts. The second report, Airline 

Operational Evaluation of the Cockpit Display of Traffic Information, provides recommendations 

for data collection for operational evaluations of CDTI (including oceanic and pair-wise delegated 

separation). The results are expected to assist the Office of Aircraft Certification in the evaluation of 

CDTIs and ADS-B technology as well as identify issues that need to be addressed for the successful 

implementation of ADS-B. The third report, ADS-B Symbol Intuitiveness Study, describes the 

research to understand which traffic symbols are perceived to be useful and intuitive for pilots when 

displayed on a surface moving map. The results are intended to support development of RTCA DO317 Minimum Operational Performance Standards for Aircraft Surveillance Applications System.

	Developed recommendations to improve the employment and reliability of aeronautical charts for 

new performance-based navigation (PBN) instrument procedures based on Area Navigation (RNAV) 

and Required Navigation Performance (RNP). Since new procedures may result in increased visual 

complexity and pilot workload, the research aimed at producing recommendations that would 

ultimately reduce the susceptibility to errors by pilots. Results will enable the FAA to modify, 

update, and improve related guidance documents (e.g., FAA Orders in the 8260 series, FAA Order 

8900.1, and Advisory Circular (AC) 120-76).

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

The NextGen - Air Ground Integration Human Factors Program supports this R&D goal by addressing 

flight deck and ATC integration for NextGen operational capabilities. It focuses on human factors issues 

that primarily affect the pilot side of the air-ground integration challenge. It conducts research to ensure 

pilots receive the right information at the right time for decision-making and collaboration with ATC 

to operate in the NAS safely. The program also includes research done in the former NextGen - SelfSeparation Human Factors (A12d.) program, which addressed human performance and coordination 

requirements for pilots and Air Navigation Service Providers (ANSPs) 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.
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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 2012 towards achieving this R&D goal.

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

Year Milestone Status Notes

2012

Complete research to evaluate 

and recommend minimum display 

standards for use of enhanced and 

synthetic vision systems, as well 

as airport markings and signage, to 

conduct surface movements across a 

range of visibility conditions

Completed

This milestone has been revised to 

clarify the result of the research.

Old wording: “Complete initial 

research to evaluate and recommend 

minimum display standards for use 

of enhanced and synthetic vision 

systems, as well as airport markings 

and signage, to conduct surface 

movements across a range of visibility 

conditions”

2012 NARP Status: On schedule

2012

Complete initial research to evaluate 

the impact and potential risks 

associated with use of the Traffic Alert 

and Collision Avoidance System in 

NextGen procedures

Completed 2012 NARP Status: Delayed from 

2011 to 2012

2012

Complete initial research to evaluate 

and recommend procedures, equipage, 

and training to safely conduct oceanic 

and en route pair-wise delegated 

separation

Completed 2012 NARP Status: Delayed from 

2011 to 2012

2014

Complete research to identify likely 

human error modes and recommend 

mitigation strategies in closely spaced 

arrival/departure routings

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

2015

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

On schedule 2012 NARP Status: Accelerated from 

2016 to 2015
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Year Milestone Status Notes

2015

Complete research and provide human 

factors guidance to reduce arrival and 

departure spacing including variable 

separation in a mixed equipage 

environment

On schedule

2015

Enable reduced and delegated 

separation in oceanic airspace and en 

route corridors

On schedule

NextGen - Air Ground Integration Human Factors Program Progress in FY 2012:

	Conducted pilot-in-the-loop simulations and flight testing to collect empirical operational data 

in support of the use of Synthetic Vision Systems and Enhanced Flight Vision Systems (SEVS) 

advanced cockpit vision technologies in NextGen operations. SEVS could enable equivalent 

operational efficiencies in both the low visibility and visual terminal environments. Some results 

indicate that expanding the Enhanced Flight Vision Systems visual segment from decision height to 

the runway in visibilities as low as 1000 feet runway visual range appears to be viable. These data 

will be used by RTCA SC-213 Enhanced Flight Vision Systems and Synthetic Vision Systems (EFVS/

SVS) in the development of minimum aviation system performance standards for SEVS technologies 

and by the FAA for possible rule-making and regulatory activities.

	Completed two studies on the factors driving effective pilot interaction with the Traffic Alert 

and Collision Avoidance System (TCAS) in the NextGen environment. While TCAS has been 

extremely successful in reducing the risk of midair collisions, these studies sought to address the 

human factors concerns associated with the transition to NextGen. TCAS first delivers a Traffic 

Advisory (recommendation but not a command or authorization for an avoidance maneuver) and 

then delivers a Resolution Advisory (RA) (vertical avoidance maneuver or limits on vertical speed 

to maintain separation). The first study evaluated NextGen applications that allow for reduced 

separation, which then may create a need for introduction of horizontal RAs to provide additional 

flexibility to safely resolve conflicts. Results showed that both pilots and controllers found 

horizontal RAs to be a potentially viable solution. The second study investigated five key variables 

believed to impact pilot interaction with TCAS: type of RA relative to the immediate trajectory, 

prior interaction with ATC, RA execution by the autopilot, pilot training, and near-and far-term 

variants of the TCAS Traffic Situation Display.
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1.2.4 Center for Advanced Aviation System Development (F&E - 4A08A)

The Center for Advanced Aviation System Development (CAASD) Program supports this R&D goal by 

working collaboratively with the FAA and the aviation community to model and simulate operational 

improvements and identify issues of PBN, leading to improved safety.

CAASD made the following progress in FY 2012 towards Aviation Safety R&D Goal 2.

	Examined the possibility of reducing minimums for RNAV approaches to short or narrow runways. 

The research was part of a multi-year effort to evaluate the implications of adjustments to airport 

design standards for accommodating RNAV approaches. Initially, the study focused on aircraft in 

Aircraft Approach Category B (≥91 but <121 knots). A pilot-in-the-loop experiment was conducted 

in a King Air 200 Full Flight Simulator at the Flight Safety International Atlanta Learning Center 

with 50 private, commercial, or airline transport pilots. Follow-on pilot-in-the-loop experiments at 

another facility were initiated in Aircraft Approach Category A aircraft (<91 knots).
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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 this R&D goal 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 2012 towards achieving this R&D goal.

Table 1.3.1: Aeromedical Research Program Milestones

Year Milestone Status Notes

2010

Validate computational models of 

chemical air contaminants, such 

as volatile organic compounds, to 

evaluate health and safety impacts on 

passengers and crew

Completed

2014

Develop and validate chemical kinetic 

models for bleed air systems for health 

and safety effects on passengers and 

crew

Delayed

This milestone has been delayed 

from 2012 to 2014 due to changing 

Aeromedical Research program 

priorities.

2012 NARP Status: On schedule

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 2012 NARP Status: Delayed from 

2012 to 2014

2014

Develop and analyze methods to 

detect and analyze aircraft cabin 

contamination including chemicalbiological hazards and other airborne 

irritants

On schedule
26 Chapter 1 - Improve Aviation Safety

2013 NARP

Year Milestone Status Notes

2014

Apply and validate advanced air 

sensing technology for volatile organic 

compounds in the aircraft cabin 

environment

On schedule

2015

Establish validation parameters for 

mathematical models that can evaluate 

whether aircraft type designs meet 

requirements for evacuation and 

emergency response capability, in lieu 

of actual tests

On schedule

2015

Develop bleed air contamination 

models of engine compressors and 

high temperature air system for effects 

on the health and safety of passengers 

and crew

On schedule

2015

Incorporate aerospace medical issues 

in the development of safety strategies 

concerning pilot impairment, 

incapacitation, spatial disorientation, 

and other aeromedical-related factors 

that contribute to loss of aircraft 

control

On schedule

2015

Develop advanced methods to 

extract aeromedical information for 

prognostic identification of human 

safety risks

On schedule

2015

Deploy a system (Aerospace Accident 

Injury and Autopsy Data System) 

capable of compiling, classifying, 

assessing, and determining causal 

factors of aviation-related injuries. 

The system will link aviation-related 

injuries to autopsy findings, medical 

certification data, aircraft cabin 

configurations, and biodynamic test 

results

On schedule

This milestone was revised to clarify 

that the system would be deployed 

instead of developed in 2015.

Old wording: “Develop a system 

(Aerospace Accident Injury and 

Autopsy Data System) capable of 

compiling, classifying, assessing, and 

determining causal factors of aviationrelated injuries. The system will link 

aviation-related injuries to autopsy 

findings, medical certification data, 

aircraft cabin configurations, and 

biodynamic test results”

2016

Apply and develop advances in 

gene expression, toxicology, and 

bioinformatics technology and 

methods to define human response to 

aerospace stressors

On schedule
Chapter 1 - Improve Aviation Safety 27

2013 NARP

Aeromedical Research Program Progress in FY 2012:

	Identified, assessed, and developed improved cabin evacuation equipment and cabin evacuation aids 

to enhance rapid evacuation. Research included assessments on visual, aural, and tactile evacuation 

aides, such as lighting, aural way-finding systems, and symbolic information media. The results of 

study will support the development of additional guidance material and potential new regulatory 

requirements, to include operational advice on the early adoption of enhanced systems in the form 

of Safety Alerts for Operators. Detailed analysis and findings are in the report Advancements in 

Wayfinding Technology and its Application to Aircraft Emergency Evacuation.

	Completed Aerospace Accident Injury and Autopsy Data System (AA-IADS) user acceptance 

testing and began collaboration with biodynamics research engineers. AA-IADS employs 

systematic and continuous monitoring of aviation accident data to proactively identify hazards 

and resulting injuries, injury mechanisms, and mitigation strategies to reduce future injuries 

and fatalities. AA-IADS uses sophisticated analysis tools to detect trends, identify precursors, 

assess risks, and identify previously undiscovered risks that are buried in aircraft accident injury 

information. AA-IADS is scheduled to be deployed and fully operational in 2015.

	Completed a study that examined the frequency of laser illumination events and their adverse effects 

involving helicopters compared with fixed-wing aircraft for a 32-year study period (1980-2010). 

Results of the study indicated that the majority of helicopter laser exposures (70 percent) were 

within the altitude limit established for the Laser Free Zone (≤ 2,000 feet) versus only 18 percent of 

fixed-wing aircraft. More than 86 percent of all adverse effects reported by helicopter pilots were 

in this altitude range, compared to 29 percent of all fixed-wing effects reported. Special protective 

measures may be needed for helicopters due to the higher percentage of adverse effects associated 

with these events and the increased risk inherent in low-altitude flight operations. Detailed analysis 

and findings are in the report Laser Illumination of Helicopters: A Comparative Analysis with 

Fixed-wing Aircraft for the Period 1980 – 2010.

	Conducted a study on fatal aviation accidents from 2010-2011 to identify potential aeromedical 

hazards and report that information to FAA accident investigators. This study identified 

possible medical factors that require further attention during accident investigations. Data was 

collected from FAA databases and autopsy reports and posted in the Civil Aerospace Medical 

Institute Medical Analysis TRAcking (MANTRA) system and analyzed for demographics and 

trends. During the period studied, there were 549 fatal accidents involving 623 pilots that were 

predominantly male (96 percent). The average age was approximately 53 and roughly half of the 

pilots in fatal accidents had been issued class 3 medical certificates. Detailed analysis and findings 

are in the report Medical Review of U.S. Fatal Accidents: FY 2010-FY 2011.
28 Chapter 1 - Improve Aviation Safety

2013 NARP

	Conducted a study to determine the status and disposition of pilots’ applications for special 

issuance medical certificates after reporting the use of FAA-approved antidepressant medications. 

Aeromedical records of pilot applicants who reported the use of these Selective Serotonin Reuptake 

Inhibitors (SSRIs) were reviewed. The process included a review by the FAA Office of Aerospace 

Medicine of several neurocognitive tests and other reports from the treating psychiatrist, the airman, 

and other sources. The study found that the FAA SSRI medical certification program, though 

cumbersome, has been successful in returning airmen undergoing treatment with common SSRIs to 

flying status. Detailed analysis and findings are in the report Aeromedical Certification: Serotonin 

Reuptake Inhibitors.

	Conducted a study to assess postmortem concentrations of sertraline, an antidepressant medication 

of the SSRI class, in human specimens obtained from aviation accidents. The results of this study 

will enhance accident investigation strategies and aviation safety decision-making processes. 

Details of the research findings are available in Analysis of Sertraline in Postmortem Fluids and 

Tissues in Aviation Accident Victims.

	Conducted a study to evaluate the effects of exposure of pooled blood to an atmosphere containing 

carbon monoxide and hydrogen cyanide, two primary combustion gases, on their concentrations in 

blood. Findings of the evaluation will be useful in the investigation of aviation accidents involving 

fires by correctly interpreting the levels of carboxyhemoglobin and cyanide in blood collected from 

the victims exposed to these fire and smoke gases. Details of the research findings are available 

in In Vitro Absorption of Atmospheric Carbon Monoxide and Hydrogen Cyanide in Undisturbed 

Pooled Blood.

	Developed an upgraded Windows 64-bit version of the FAA’s CARI software program that 

calculates the effective dose of galactic cosmic radiation received by an individual on an aircraft. 

This improvement will allow CARI to function in modern computers and assess thousands of 

flights. The software will also be available for download and data analysis.

	Conducted a study to establish times of useful consciousness for aviators exposed to high altitude 

rapid decompressions. The study investigated possible physiological determinants of hypoxia 

tolerance using a heterogeneous population of aviators who were given 5-minute hypobaric and 

normobaric exposures to 25,000 ft. The data from the study was used to update FAA AC 61-107B. 

Details of the research findings are available in Physiological Basis for Individual Differences in 

Hypoxia Tolerance in Humans.

	Performed a study on the environmental conditions and cabin air contaminants measured on 83 

aircraft, across 3 different airlines, operating 8 airplane models, and compared these conditions and 

contaminants to existing standards as well as other indoor environments. This study revealed direct 

evidence of ozone chemical reactions forming irritating carbonyls and ultrafine particles in aircraft 

cabins. The study offers further evidence that cabin ozone levels can exceed Federal Aviation 

Regulations, and that ozone converters will substantially reduce the chance for high excursions. 

Details of the research findings are available in In-Flight/Onboard Monitoring: ACER’s Component 

for ASHRAE 1262, Part 2.
Chapter 1 - Improve Aviation Safety 29

2013 NARP

1.3.2 Fire Research and Safety (RE&D - A11.a)

The Fire Research and Safety Program supports this R&D goal 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 inflight fires, and post-crash survivability. Far-term research focuses on the enabling technology for ultrafire-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 2012 towards achieving this R&D goal.

Table 1.3.2: Fire Research and Safety Program Milestones

Year Milestone Status Notes

2011 Provide comprehensive guidance on 

lithium battery fire safety Completed

2012 Define composite fuselage fire safety 

design criteria Completed 2012 NARP Status: On schedule

2013

Recommend a lab-scale flammability 

test method for magnesium seat 

structure

On schedule New milestone

2014

Evaluate the effectiveness of a water 

spray system in a freighter main deck 

cargo compartment

On schedule New milestone

2016 Develop hidden fire detection and 

extinguishment improvements On schedule New milestone

Fire Research and Safety Program Progress in FY 2012:

	Developed fire safety criteria and guidance for new large transport aircraft constructed of a structural 

composite fuselage and wings. The areas addressed were post-crash fire survivability, hidden inflight fire protection, and fuel vapor flammability in composite wing tanks. Criteria were developed 

for toxic gas emissions to ensure passenger survivability during a post-crash fire. New fire test 

criteria for fuselage structure will prevent in-flight fires from propagating in vulnerable hidden areas. 

Data from fuel tank experiments showed that both composite and aluminum wing fuel tanks are 

most vulnerable to a fuel tank explosion on the ground on a hot sunny day and shortly after take-off, 

underscoring the importance of fuel tank inerting protection during this critical regime.
30 Chapter 1 - Improve Aviation Safety

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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 Safety, Security, Environment – Systems Safety Management 

Transformation (F&E - 1A07G - NextGen – Systems Development)

The Safety, Security, Environment – Systems Safety Management Transformation Program supports 

this R&D goal 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 2012 towards achieving this R&D goal.

Table 1.4.1: Safety, Security, Environment – Systems Safety Management Transformation Program 

Milestones

Year Milestone Status Notes

2009

Evaluate current information 

protection and assurance models 

and evaluate potential conflicts with 

privacy and consumer advocacy 

groups

Completed

2011

Develop proof of concept for 

NextGen including a prototype 

to implement on a trial basis with 

selected participants that involve a 

cross-section of air service providers

Completed

2012

Using the existing Aviation Safety 

Information Analysis and Sharing 

system architecture, develop a 

proof-of-concept and prototype 

for the sharing of aviation safety 

information among Joint Planning 

and Development Office member 

agencies, participants, and 

stakeholders

Completed
Chapter 1 - Improve Aviation Safety 31

2013 NARP

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

2014

Demonstrate a National Level System 

Safety Assessment capability that will 

proactively identify emerging risk 

across NextGen

Deleted

This milestone has been deleted to 

ensure alignment with the Capital 

Investment Plan.

2012 NARP Status: On schedule

2014

Develop standard platform software 

incorporating previously deployed 

surface and terminal area risk 

analysis capabilities

On schedule New milestone

2014

Produce an annual comparison of 

predicted versus actual events and 

precursor rates for severe accident 

scenarios

On schedule New milestone

2014

Provide a safety report on surface 

movement for facilities with Airport 

Surface Detection Equipment, Model 

X and other surveillance data

On schedule New milestone

2014

Deliver advisory group recommended 

analyses of operational safety 

assessments for NextGen concepts

On schedule New milestone

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 New milestone

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 New milestone
32 Chapter 1 - Improve Aviation Safety

2013 NARP

Year Milestone Status Notes

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 New milestone

2014

Develop baseline event sequence 

diagrams and probabilistic riskbased calculations for 30 accident 

scenarios relevant to aviation safety, 

calibrated to U.S. historical data, and 

accompanying fault tree analysis

On schedule New milestone

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 New milestone

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 New milestone

2014

Deploy model-based risk calculation 

software in a secure web-based 

environment and produce a precursor 

data tracking requirements document

On schedule New milestone

2014

Deliver an annual NAS-wide risk 

impact assessment for NextGen 

implementation segments

On schedule New milestone

2014

Develop and conduct human-in-theloop protocol for expert-judgment 

assessment of NextGen safety 

impacts and capture data into the 

Integrated Safety Assessment Model

On schedule New milestone

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 FAAwide hazard tracking systems into the 

system risk baseline analysis

On schedule New milestone
Chapter 1 - Improve Aviation Safety 33

2013 NARP

Safety, Security, Environment – Systems Safety Management Transformation Program Progress in FY 

2012:

	Demonstrated to the JPDO how non-commercial airlines can participate in Aviation Safety 

Information Analysis and Sharing (ASIAS) by taking Flight Operational Quality Assurance records 

from the Air Force and creating benchmarks identical to those received by ASIAS stakeholder 

airlines. Non-commercial airlines (in this case, the U.S. Department of Defense , or DoD) use 

variants of commercial aircraft (i.e., B737 and B757), fly in the same airspace, and use the same 

airports as commercial operators. Therefore, information gained from comparing potential safety 

issues for non-commercial flights to the millions of commercial flights allows operators to identify 

and mitigate undesired operational states which may be more prevalent in their particular types of 

operations.

	Expanded integration of the network-based ASIAS system to six new air carriers. The networkbased architecture includes an infrastructure of hardware, networking, and software components 

both at a central location and at participants’ locations, supporting secure and de-identified data 

entry, advanced data management processes, and a range of analytic tools for monitoring, trending, 

and visualizing data.

	Achieved the ability to detect exceedingly rare (defined as a 1-in-3,000,000 chance of occurrence) 

Part 121 Air Carrier Certification events, across the NAS with a confidence level of 95 percent, 

using ASIAS data sources.

	Coordinated reliable and consistent data sharing of safety information between the Air Traffic Safety 

Action Program, the Technical Operations Safety Action Program, and ASIAS.

	Completed full-scale assessments of the Airport Surface Anomaly Investigation Capability at all 35 

commercial U.S. airports with significant activity (Operational Evolution Partnership airports). This 

capability identifies, diagnoses, and detects taxi and gate area operational anomalies for independent 

investigation. This approach provided the first operational taxiway safety baseline for aircraft and 

vehicle movements available to the FAA. Additionally, this methodology was incorporated into a 

tablet application that can be used by management to review events, replay radar images, and obtain 

diagnostic information such as braking profile, taxi distance, and taxi speed.

	Transitioned the Integrated Safety Assessment Model (ISAM) to a web-based environment 

and established an accident risk baseline by embedding into the model all accident scenarios 

resulting in fatalities since 1990. This version of ISAM also represented the NextGen operational 

improvements, their dependencies and enabling capabilities, and allowed analysts to evaluate how 

various accident scenarios might be affected by the implementation of NextGen.

	Conducted a software demonstration and analysis of an integrated baseline terminal model of 

operational improvements supporting RNAV/RNP and Collaborative Air Traffic Management to 

work towards proactively identifying emerging risks.
34 Chapter 1 - Improve Aviation Safety

2013 NARP

1.4.2 System Safety Management (RE&D - A11.h)

The System Safety Management Program supports this R&D goal 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 2012 towards achieving this R&D goal.

Table 1.4.2: System Safety Management Program Milestones

Year Milestone Status Notes

2010 Demonstrate a one-third reduction in 

the rate of fatalities and injuries Completed

2011 Develop automated tools to monitor 

databases for potential safety issues Completed

2012

Demonstrate a working prototype 

of network-based integration of 

information extracted from diverse, 

distributed sources

Completed 2012 NARP Status: On schedule

2012

Develop a quantitative and objective 

approach to prioritize new and 

evolving safety risks identified through 

analysis of multiple databases

Completed 2012 NARP Status: On schedule

2012

Develop a user interface and trend 

analysis capability that monitors NAS 

performance with respect to failures, 

risks, impact on air traffic control and 

other off-nominal occurrences

Completed 2012 NARP Status: On schedule

2012 Complete representative stall model 

for upset recovery training Completed 2012 NARP Status: On schedule

2012

Complete a pilot-in-the-loop 

evaluation of radius-to-fix turns during 

departure procedures

Completed 2012 NARP Status: On schedule

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 2012 NARP Status: Delayed from 

2012 to 2014

2015

Expand the Aviation Safety 

Information Analysis and Sharing 

system safety analysis to other 

domains (e.g., general aviation, 

rotorcraft, corporate, military)

On schedule
Chapter 1 - Improve Aviation Safety 35

2013 NARP

Year Milestone Status Notes

2016 Establish safety metrics to align with 

NextGen system changes On schedule

2016

Complete an evaluation of the reported 

runway slipperiness condition from all 

potential runway surface conditions 

and airplane configurations

On schedule

2016

Develop test criteria by varying 

motion characteristics to span the 

domain of the criteria and compare 

variations against subjective opinions 

of motion quality

On schedule

System Safety Management Program Progress in FY 2012:

	Developed a prototype solution for integrating network-based safety information. The prototype 

system, built on a Service Oriented Architecture using System Wide Information Management 

(SWIM) standards, provides a core infrastructure for sharing safety related information to individual 

safety analysts and safety applications throughout the FAA. The infrastructure facilitates (1) data 

sharing services that allow researchers, safety analysts, and safety systems secure and readily 

available access to safety related information, (2) infrastructure services that provide researchers 

access to external laboratories for conducting research, and (3) safety services that provide access to 

safety data analysis tools and risk assessment instruments. The research team completed integration 

of the network infrastructure with other FAA, National Aeronautics and Space Administration 

(NASA), DoD, federally funded research development centers, and university laboratory assets 

through the NextGen R&D domain.

	Completed the Strategic Analysis of ATO Technical Operations and System-level Monitoring of 

Safety Performance report that presents a framework for capturing system-level performance of the 

Air Traffic Organization’s (ATO) technical operations using outage trends of unscheduled facilities 

NAS-wide. A complementary effort, the Safety Indicators / Analysis Report describes the daily 

tracking of technical operation activities on a specific NAS facility and the impact on NAS safety. 

A proof-of-concept prototype with a flexible user interface was developed to demonstrate the safety 

indicators and trend analysis capabilities that enable the FAA’s Air Traffic Safety Oversight Service 

to monitor facility operations in the NAS.

	Developed an RNP departure prototype consisting of several tight Radius-to-Fix turns close to the 

departure end of a runway to evaluate the Flight Management System’s capacity to maintain the 

performance of various aircraft types within the RNP boundaries. The evaluation was conducted 

using pilot-in-the-loop simulation tests in full flight simulators of three different aircraft types, 

including large, regional, and business jets. The analysis of the simulation tests, combined with 

other FAA Aircraft Flight Safety research efforts on avionics designs, bench tests, and operational 

experience, were used to support changes to the assumed bank angles for PBN procedure design 

criteria.
36 Chapter 1 - Improve Aviation Safety

2013 NARP

	Examined two approaches for updating stall models to improve upset prevention simulator training 

and reduce loss-of-control accidents. One approach was to create a type-specific stall model using 

data from actual flight test stalls of the aircraft from the aircraft manufacturer. The other approach 

was to create a representative model using engineering analyses, wind tunnel data, and subjective 

evaluation with pilots who had stalled the actual aircraft in certification testing. The two models 

will be implemented in an FAA simulator and evaluated, and the results will support the revision 

of 14 CFR Part 60 simulator standards. The revision will meet the Congressional mandate that 

the FAA require transport category pilots receive upset prevention and recovery training to reduce 

accidents arising from loss-of-control, the leading cause of fatalities in commercial jets.

	Developed a quantitative and objective approach to prioritize new and evolving safety risks 

identified through information gained from multiple proprietary databases. The process will be 

used for prioritizing safety events potentially identified for ASIAS analyses. The FAA internal 

report ASIAS Safety Risk Assessment provides the results of the process applied to case studies and 

describes how the risk assessment process fits into the overall study prioritization process.
Chapter 1 - Improve Aviation Safety 37

2013 NARP

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 these R&D goals 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 2012 towards achieving these R&D goals.

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

Year Milestone Status Notes

2010

Assess bandwidth demand of 

graphical icing products (Current Icing 

Product and Forecast Icing Product) 

and graphical turbulence products 

(Graphical Turbulence Guidance) for 

potential delivery via existing and 

planned FAA data link services

Completed

2011

Identify, validate, and document data 

link system attributes that may affect 

use of weather in the cockpit

Completed

2012

Simulate and evaluate the benefits and 

impacts of presenting impact-oriented 

meteorological information in the 

cockpit in a collaborative decision 

environment

Completed 2012 NARP Status: On schedule
38 Chapter 1 - Improve Aviation Safety

2013 NARP

Year Milestone Status Notes

2013

Identify specific and recurring 

weather-related causes in reported 

safety incidents/accidents that identify 

weather as a primary cause

Delayed

This milestone has been delayed from 

2012 to 2013 due to an increase in 

scope to investigate additional weather-related incidents.

2012 NARP Status: On schedule

2013

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

On schedule

2014

Develop and implement resolutions 

to prevent recurrence of previously 

researched weather-related safety 

incidents/accidents

Delayed

This milestone has been delayed 

from 2013 to 2014 due to an increase 

in scope to investigate additional 

weather-related incidents. See also 

the delayed 2013 milestone: “Identify 

specific and recurring weather-related 

causes in reported safety incidents/

accidents that identify weather as a 

primary cause” milestone.

This milestone has been revised for 

clarity.

Old wording: “Develop and implement resolutions to prevent recurrence 

of reported weather-related safety incidents/accidents that were researched in 

FY 2012”

2012 NARP Status: On schedule

2014

Assess and quantify the safety 

benefits to the NAS of providing 

Graphical Turbulence Guidance, Eddy 

Dissipation Rate, and icing to the 

cockpit

Delayed

This milestone has been delayed 

from 2013 to 2014 due to changing 

NextGen - Weather Technology in the 

Cockpit program priorities.

2012 NARP Status: On schedule

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

Delayed

This milestone has been delayed 

from 2013 to 2014 due to changing 

NextGen - Weather Technology in the 

Cockpit program priorities.

2012 NARP Status: Delayed from 

2011 to 2013
Chapter 1 - Improve Aviation Safety 39

2013 NARP

Year Milestone Status Notes

2014

Simulate, test, and evaluate fullyintegrated cockpit use of NextGen 

operational concepts, including 

Weather Technology in the Cockpit

Deleted

This milestone has been deleted 

due to changing NextGen - Weather 

Technology in the Cockpit program 

priorities.

2012 NARP Status: On schedule

2014

Develop standards for time stamping 

of cockpit composite weather 

presentations

On schedule New milestone

2015

Simulate, test, and evaluate cockpit 

use of weather decision support tools, 

including probabilistic forecasts

Delayed

This milestone has been delayed 

from 2014 to 2015 due to changing 

NextGen - Weather Technology in the 

Cockpit program priorities.

2012 NARP Status: On schedule

2016

Safety reporting systems indicate 

success of corrective actions and 

enhanced meteorological information 

(turbulence and icing) to reduce 

weather-related accidents/incidents

Delayed

This milestone has been delayed 

from 2015 to 2016 due to changing 

NextGen - Weather Technology in the 

Cockpit program priorities upon which 

this milestone depends.

2012 NARP Status: On schedule

2016

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

This milestone has been delayed from 

2015 to 2016 due to delays in projects 

upon which this milestone depends.

2012 NARP Status: On schedule

2016

Implement cockpit alerting to enhance 

pilot awareness of adverse weather 

(e.g., turbulence, icing)

On schedule New milestone

2016

Provide recommendations on optimal 

presentation of general aviation 

weather information

On schedule New milestone
40 Chapter 1 - Improve Aviation Safety

2013 NARP

NextGen - Weather Technology in the Cockpit Program Progress in FY 2012:

	Completed the first year of detailed callbacks and analysis of incident and accident reports linked 

to weather as a causal factor for data linked weather equipped aircraft. The research examined 

approximately 60 reported incidents in depth and determined that at least 100 reports are needed 

to perform a detailed trend analysis. The effort was extended into 2013 for an additional year of 

callbacks. The final report for the first year was completed and is being reviewed for trends and the 

potential for corrective actions.

	Completed a human-over-the-loop demonstration of providing cloud top information to pilots and 

controllers in a collaborative environment while aircraft were in oceanic and other data sparse 

regions. The demonstration results indicated that this impact information provided substantial utility 

in making adverse weather decisions.

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

The Weather Program supports these R&D goals 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 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 2012 towards achieving these R&D goals.

Table 1.5.2: Weather Program Milestones

Year Milestone Status Notes

2010

Develop Continental U.S. ceiling, 

visibility, and flight category forecast 

capability

Completed

2012

Develop Continental U.S. ceiling and 

visibility forecast to merge with National Weather Service capabilityCompleted 2012 NARP Status: On schedule 

2014

Transition in-flight icing Alaska forecast and analysis capability for implementation

On schedule

2014 Transition in-flight icing Alaska forecast for implementation Deleted

This milestone has been deleted as it 

is a duplicate of the 2014 milestone 

“Transition in-flight icing Alaska 

forecast and analysis capability for 

implementation”.

2012 NARP Status: On schedule
Chapter 1 - Improve Aviation Safety 41

2013 NARP

Year Milestone Status Notes

2015

Demonstrate integrated FAA/National 

Weather Service ceiling and visibility 

forecast capability

On schedule

2016 Demonstrate and validate prototype 

oceanic convection forecast capability On schedule New milestone

Weather Program Progress in FY 2012:

	Developed a ceiling and visibility forecast (CVF) capability that provides real-time 12 hour 

forecasts of low ceilings, restricted visibility, and flight category conditions, updated every 5 

minutes with a 5 kilometer grid, across the U.S. A collaborative effort with the National Weather 

Service (NWS) is merging the CVF with the NWS Localized Aviation Model Output Statistics 

Product to form the basis of a gridded product. Initial verification and assessment of the additional 

capabilities that CVF provides is being quantified, and a modify-test-verify cycle will be used to 

implement overall algorithm improvements.
42 Chapter 1 - Improve Aviation Safety

2013 NARP

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 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 (Ops)

The Commercial Space Transportation Safety Program supports these R&D goals 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. R&D for the Commercial Space Transportation Program is conducted through its 

Center of Excellence.

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 2012 towards achieving these R&D goals.

Table 1.6.1: Commercial Space Transportation Safety Program Milestones

Year Milestone Status Notes

2009

Conduct a study to determine the need 

to develop a temporal wind database to 

support the launch of wind-weighted, 

unguided, suborbital rockets launched 

from nonfederal launch sites

Completed

2009

Review integrated operations of 

reusable launch vehicles from joint 

use airports and spaceports and the 

surrounding airspace and provide 

recommendations to safely integrate 

and conduct routine operations from 

these facilities

Completed
Chapter 1 - Improve Aviation Safety 43

2013 NARP

Year Milestone Status Notes

2009

Conduct a study to survey the 

existing technologies available for 

determining wind conditions from the 

upper troposphere to the stratosphere. 

The study will address possible 

modifications of radar wind profiler to 

obtain winds to greater altitudes than 

currently available

Completed

2010

Conduct a study with current 

information related to the state of the 

commercial suborbital transportation 

industry with a focus on market 

demand, safety, operability, and 

international coordination

Completed

2010

Conduct a study to examine the 

operational environment, determine 

the number of sensors needed, define 

the data recovery process, and provide 

black box survivability criteria for 

use in developing requirements for 

a black box system to be used in 

commercial space transportation 

systems (expendable launch vehicles 

and reusable launch vehicles)

Completed

2011

Release Commercial Space 

Transportation Research Road Map 

document, v1.0

Completed

2011

Conduct a study to provide guidance 

to the FAA and industry on the 

use of operational limitations and 

inspection requirements for suborbital 

reusable launch vehicles comprised 

of composite materials. The results 

of this study will help to develop 

effective rules for operations and 

maintenance for use of composite 

materials, as they apply to commercial 

space transportation

Completed

2012

Conduct a study to provide 

information on the capability, 

limitations, and considerations 

for global positioning system 

implementation in space launch 

and reentry environments, such as 

space and air traffic control, to help 

determine system usage and future 

technologies

Completed 2012 NARP Status: Delayed from 

2011 to 2012
44 Chapter 1 - Improve Aviation Safety

2013 NARP

Year Milestone Status Notes

2014

Conduct a study to identify means of 

preventing hazards (such as fires and 

explosions) involving nontraditional 

monopropellants and oxidizers 

(specifically hydrogen peroxide, 

H2O2, and nitrous oxide, N2O) used 

in propulsion systems in commercial 

space applications

Delayed

This milestone has been delayed 

from 2012 to 2014 due to changing 

laboratory facility sites.

2012 NARP Status: Delayed from 

2011 to 2012

2014

Develop FACET model to calculate 

probabilistic four-dimensional rocket 

trajectory envelopes to minimize 

impact on NAS

On schedule New milestone

2014

Develop and deliver “anytime” version 

of Space Based Model Predictive 

Optimization to optimize power 

consumption and minimum energy 

trajectory calculations

On schedule New milestone

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 New milestone

2015

Complete Whole Atmosphere Model 

implementation coupling ionosphere 

and magnetospheric forcing and 

assimilate high-resolution data

On schedule New milestone

2015

Report centrifuge test results 

evaluating biomedical monitoring 

equipment

On schedule New milestone

Commercial Space Transportation Safety Program Progress in FY 2012:

	Launched an ADS-B payload into space on two missions that re-entered the Earth’s atmosphere. 

In the first, ADS-B flew on a sounding rocket in April 2012 where the payload withstood a 

maximum acceleration of 16 g during a 12-second launch and successfully transmitted throughout 

the flight. During this flight, the payload provided information on the capability, limitations, and 

considerations for GPS-based systems in space launch and reentry environments. Tracking was 

conducted by FAA ground-based terminals in New Mexico and Texas, displaying the entry descent 

and landing of rocket in real time at the William J. Hughes Technical Center. On the second 

mission, the payload flew at the Team America Rocket Challenge in May 2012 on a large amateur 

rocket and was tracked in real time by mobile equipment and the FAA ground-based terminals in 

Northern Virginia.
Chapter 1 - Improve Aviation Safety 45

2013 NARP

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 this R&D goal 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 2012 towards achieving this R&D goal.

Table 1.7.1: Airport Cooperative Research Program – Safety Milestones

Year Milestone Status Notes

2011

Develop and validate a software 

tool to quantify risk and support 

engineering decision-making related to 

runway safety area requirements

Completed

2012

Develop and test a simulation tool that 

helps decision making during airport 

emergency management situations

Completed New milestone

2012 Publish guidance for airport mutual 

aid programs Completed New milestone

2013

Develop a tool to help define the 

roles of airports and airlines in the 

transmission and spread of insectborne human diseases

On schedule

The completion year for this milestone 

has been corrected to 2013 and status 

changed to “On schedule” to align 

with the expected publication date of 

this report.

This milestone has been revised for 

clarity.

Old wording: “Assess the role of 

airports and airlines in the spread of 

vector borne-diseases”

2013

Determine high-risk areas and 

activities conducive to human disease 

at airports and on aircraft and identify 

mitigation measures to address those 

risks

On schedule New milestone
46 Chapter 1 - Improve Aviation Safety

2013 NARP

Year Milestone Status Notes

2013

Develop guidance for airport 

operators to help them understand the 

capabilities, benefits, and challenges of 

integrating geographical information 

systems into emergency management

On schedule New milestone

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

On schedule New milestone

2013

Develop a model Community 

Emergency Response Team program 

for the airport community

On schedule New milestone

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

On schedule New milestone

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 New milestone

2014

Develop a scalable tool to create and 

maintain integrated incident response 

plans for hazards in and around airport 

terminals

On schedule New milestone

Airport Cooperative Research Program – Safety Progress in FY 2012:

	Developed and completed four field tests of Airport Emergency Response Operations Simulation 

(AEROS), a tool that provides a training-centered suite of exercise scenarios focused on decision 

making during airport emergency management situations. AEROS provides web-based exercises 

for command roles in the emergency operations center for the FAA-required hazards as listed in 

scenarios in 14 CFR Part 139.325, Airport Emergency Plan.

	Published a report titled Airport-to-Airport Mutual Aid Programs, which guides airports to develop 

and implement national and/or regional airport-to-airport mutual aid programs (MAPs) to plan, 

assess, respond, and recover from an event that adversely affects operations of the airport. The 

report describes the potential benefits of and different issues that should be considered when 

creating airport-to-airport MAPs.
Chapter 1 - Improve Aviation Safety 47

2013 NARP

1.7.2 Airport Technology Research Program – Safety (AIP)

The Airport Technology Research Program – Safety supports this R&D goal 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 2012 towards achieving this R&D goal.

Table 1.7.2: Airport Technology Research Program – Safety Milestones

Year Milestone Status Notes

2010 Develop advisory material to install 

new visual guidance systems Completed

2011 Develop performance standards for 

avian radar use on airports Completed

2011

Complete evaluation of new airport 

runway pavement groove shape 

to reduce risk of overrun due to 

hydroplaning

Completed

2012

Develop aircraft rescue and firefighting procedures and equipment 

standards to address double-decked 

large aircraft

Completed 2012 NARP Status: On schedule

2012

Develop guidance material for airport 

planning to ensure consistency from 

the operator’s perspective from airport 

to airport

Completed 2012 NARP Status: On schedule

2013

Complete assessment of the safety 

implications of using long range 

acoustic devices on civil airports to 

deter hazardous bird species

On schedule New milestone

2013

Complete characterization of Foreign 

Object Debris at Chicago O’Hare 

International Airport

On schedule New milestone

2013

Survey airport communities to update 

dose-response curves for aircraft noise 

annoyance and sleep disturbance

On schedule New milestone

2013

Develop visual aid enhancements 

for Engineered Materials Arresting 

System beds

On schedule New milestone

2013

Develop a safety database to 

identify the top five airport risk 

areas, mitigation strategies and 

implementation

On schedule New milestone
48 Chapter 1 - Improve Aviation Safety

2013 NARP

Year Milestone Status Notes

2013

Develop aircraft rescue and 

firefighting procedures and equipment 

for improved freighter aircraft fire 

fighting

On schedule New milestone

2013

Develop improved tactics and 

strategies for freighter aircraft fire 

fighting

On schedule New milestone

2013

Complete evaluation of operational 

and technical performance 

requirements of an alternative airfield 

lighting infrastructure (Electrical 

Infrastructure Research)

On schedule New milestone

2014 Complete rehabilitation of the Airport 

Technology Research Taxiway On schedule New milestone

2014

Complete human factor laboratory/

simulation tests on use of linear light 

sources on airports

On schedule New milestone

2014

Complete in-service testing of new 

light emitting diode lighting circuits at 

a large and small airport

On schedule New milestone

2014 Update the Airport Safety Database 

and publish updated analysis report On schedule New milestone

2014

Complete evaluation to determine 

feasibility of implementing bird radar 

displays in air traffic control towers

On schedule New milestone

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 FullScale Mockup

On schedule New milestone

2014

Complete mu-slip testing with aircraft 

landing gear brakes on contaminated 

runway surfaces

On schedule New milestone

2014 Complete construction of the High 

Temperature Pavement Test Facility On schedule New milestone

2014

Complete upgrade of all FAA 

Pavement Software to Windows 

Presentation Foundation

On schedule New milestone

2014

Complete definition of airport 

pavement failure for 40 Year Pavement 

Life project

On schedule New milestone
Chapter 1 - Improve Aviation Safety 49

2013 NARP

Airport Technology Research Program – Safety Progress in FY 2012:

	Developed guidance for using avian radar to supplement binoculars and point counts during airport 

wildlife hazard assessments. The guidance is based on research conducted with an avian radar 

system to demonstrate its usefulness as a supplement to a scheduled monthly observation that was 

part of a year-long wildlife hazard assessment at the Cedar City Regional Airport in Utah. The avian 

radar consistently observed more bird targets than were identified by visual observation and provided a 

useful data set for analyses that supported the development of the airport’s Wildlife Hazard Management 

Plan.

	Completed research needed to develop aircraft rescue and fire-fighting procedures and equipment 

standards to address double-decked large aircraft. The effort identified new firefighting strategies for 

these types of aircraft, as well information on agent quantities, aircraft systems and components, and 

best practices in new large aircraft firefighting strategies.

	Completed taxiway deviation data collection activity at four Design Group III airports. The research 

is part of a large research effort to characterize different design group aircraft taxiing behavior on 

appropriately-wide taxiways. Using measurement data collected on the location of the aircraft in 

relation to the centerline of the taxiway, researchers performed statistical analysis of the data to 

determine the probability of an aircraft deviating from the centerline. In total, over 35,000 aircraft 

were measured at Palm Beach International Airport, Salisbury Ocean City Wicomico Airport, Key West 

International Airport, and Westchester County Airport.

1.7.3 Runway Incursion Reduction Program (F&E - 1A01A – Advanced 

Technology Development and Prototyping)

The Runway Incursion Reduction Program supports this R&D goal by conducting research, development, 

and operational evaluation of technologies to increase runway safety. Emphasis is on technologies that 

provide for direct safety indications and alerts to pilots at large airports as well as those that can be applied 

cost effectively at small to medium airports. The program tests alternative airport surface detection 

technologies and the application of these technologies for pilot, controller, and vehicle operator situational 

awareness tools. Program initiatives include Runway Status Lights technology enhancements such as 

Runway Intersection Lights (RIL) logic, LED technology, Low Cost Ground Surveillance (LCGS) pilot 

sites, Runway Safety Assessment studies, Final Approach Runway Occupancy Signal, and Enhanced Final 

Approach Runway Occupancy Signal (eFAROS) for high density airports.
50 Chapter 1 - Improve Aviation Safety

2013 NARP

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 2012 towards achieving this R&D goal.

Table 1.7.3: Runway Incursion Reduction Program Milestones

Year Milestone Status Notes

2010 Develop system enhancements for 

Runway Status Lights Completed

2011

Continue development of Runway 

Status Lights system enhancements, 

install additional Low Cost Ground 

Surveillance pilot sites, and assess 

runway incursion mitigation programs 

via simulation

Completed

2013

Complete the development of the 

interface required for the activation of 

direct to pilot indications using a low 

cost Surface Movement Radar as the 

surveillance sensor

On schedule New milestone

2013

Complete human-in-the-loop 

simulation scenario coordination 

meeting with the William J. Hughes 

Technical Center Surface Lighting 

Team

On schedule New milestone

2013

Complete final luminosity and 

operational evaluation report on San 

Diego International Airport’s light 

emitting diode Runway Status Lights 

system

On schedule New milestone

2013

Develop an annual technical and 

operational evaluation report of the 

existing Enhanced Final Approach 

Runway Occupancy Signal prototype 

system

On schedule New milestone

2013

Publish an initial cost-benefit analysis 

for Enhanced Final Approach Runway 

Occupancy Signal

On schedule New milestone

2013

Develop an annual technical and 

operational evaluation report of the 

existing prototype systems

On schedule New milestone

2014

Develop annual technical and 

operational evaluation report of four 

Low Cost Ground Surveillance pilot 

systems

On schedule New milestone

2014

Develop annual technical and 

operational evaluation report of 

existing Runway Status Lights 

prototype systems

On schedule New milestone
Chapter 1 - Improve Aviation Safety 51

2013 NARP

Year Milestone Status Notes

2014

Develop annual technical and 

operational evaluation report for 

Runway Intersection Lights at Boston 

Logan International Airport

On schedule New milestone

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

On schedule New milestone

2014

Complete installation and 

implementation of Enhanced Final 

Approach Runway Occupancy Signal 

units at second prototype location and 

commence operational evaluation

On schedule New milestone

2014

Develop readiness report based 

on coordination of preliminary 

requirements document and cost 

benefit analysis documents required 

for Enhanced Final Approach Runway 

Occupancy Signal Investment 

Analysis Readiness Decision

On schedule New milestone

2014

Develop annual technical and 

operational evaluation report of 

Enhanced Final Approach Runway 

Occupancy Signal units at all 

prototype locations

On schedule New milestone

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

On schedule New milestone

2014

Complete report on testing of safety 

logic enhancements to runway 

incursion detection and prevention 

products

On schedule New milestone

2014

Publish initial report on field 

evaluation of alternative direct to pilot 

testing system at the FAA William J. 

Hughes Technical Center

On schedule New milestone

2014

Complete initial requirements 

document for Enhanced Final 

Approach Runway Occupancy Signal

On schedule New milestone
52 Chapter 1 - Improve Aviation Safety

2013 NARP

Year Milestone Status Notes

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

On schedule New milestone

Runway Incursion Reduction Program Progress in FY 2012:

	Completed the coordination for installation and operational evaluation of low-power light emitting 

diode fixtures at San Diego International Airport. The prototype was evaluated to study the cost 

savings realized from lower energy consumption and reduced maintenance of the lamp fixtures.

	Published the final feasibility study report on whether LCGS can operate as a sensor to drive 

the activation of direct to pilot alerting safety logic. Data from the LCGS system at Spokane 

International Airport was analyzed and post-processed to assess the use of LCGS as a sensor to drive 

eFAROS safety logic.

	Installed and implemented the eFAROS at Dallas-Fort Worth International Airport (DFW). Flashing 

Precision Approach Path Indicator (PAPI) modification kits were installed at 8 PAPI facilities 

at DFW where a successful flight check of the eFAROS system was conducted. Boston Logan 

International Airport (BOS) was identified as the second location for the installation of a prototype 

eFAROS system. Development of the communications interface for use with the PAPI systems 

currently installed at BOS was completed which will enable remote monitoring and control of the 

PAPI modification kits.

	Published the initial requirements document and cost benefit analysis for RIL based on data gathered 

at BOS.
Chapter 1 - Improve Aviation Safety 53

2013 NARP

1.7.4 Center for Advanced Aviation System Development (F&E - 4A08A)

The CAASD Program supports this R&D goal by conducting analysis and field evaluations for early 

evaluation of capabilities to increase surface situational awareness and pilot warning to accelerate the 

implementation of Next Gen airport capacity and safety improvements.

CAASD made the following progress in FY 2012 towards Aviation Safety R&D Goal 10.

	Investigated the Closed Runway Operation Prevention Device, which uses speech recognition 

technology to prevent closed runway operations. The approach is to adapt commercial speechrecognition technology to monitor the delivery of clearances and to generate an alert when a 

controller issues a landing or departure clearance to a closed runway. This concept requires minimal 

controller attention, is designed to alert controllers before the operation has occurred, allows 

time for corrective action, and has a low false alarm rate. Results provide a baseline for speech 

recognition performance applied in the context of tower operations.

	Developed a controller display prototype and defined a concept of operations for Block OccupancyBased Surface Surveillance that uses inexpensive magnetic sensors to create block boundaries to 

monitor entering and exiting aircraft and ground vehicles. The surveillance system identifies the 

occupancy status of each block, which is sent wirelessly to the tower, and presented to controllers. 

The prototype was integrated with CAASD’s Aviation IDEA Laboratory for evaluation using 

experienced tower control personnel. Simulations examined the impact on controller workload, 

situational awareness, and response to off-nominal events (e.g., blunders) under high and low 

visibility conditions and with varying levels of traffic. Initial results suggest that controllers accept 

this capability, particularly under low visibility conditions, and it enhances controllers’ ability to 

quickly detect off-nominal runway events.
Chapter 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.
Chapter 2 - Improve Efficiency 55

2013 NARP

Seven 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 - 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. Throughout this chapter, 

progress in FY 2012 on 164 milestones across all of these programs is described. As of the end of FY 

2012, 21 percent of milestones in support of R&D Principle 2 – Improve Efficiency were completed and 

100 percent of active milestones were on schedule.
56 Chapter 2 - Improve Efficiency

2013 NARP

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

FAA R&D 

Principle FAA R&D Goals FAA R&D Programs NSTC Goals NSTC Principle

1 - Necessary NextGen related research priorities 

are identified, defined, and coordinated with 

partner agencies for improvements in efficiency 

and capacity.

Joint Planning and Development Office

Goal 5 - Develop Expanded Manned and Unmanned 

Aircraft System Capabilities to Take Advantage of 

Increased Air Transportation System Performance

Mobility Through the A

2 - Improved aircraft separation processes 

associated with current generalized and static air 

navigation service provider wake turbulence 

mitigation separation standards.

NextGen - Wake Turbulence Goal 1 - Develop Reduced Aircraft Separation in 

Trajectory- and Performance-Based Operations

Goal 4 - Maximize Arrivals and Departures at Airports 

and in Metroplex Areas Wake Turbulence - Re-categorization

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.

NextGen - Air Ground Integration 

Human Factors Goal 1 - Develop Reduced Aircraft Separation in 

Trajectory- and Performance-Based Operations

Goal 4 - Maximize Arrivals and Departures at Airports 

and in Metroplex Areas

Air Traffic Control/Technical 

Operations Human Factors (Controller 

Efficiency and Air Ground Integration)

Goal 1 - Develop Reduced 

New Air Traffic Management 

Requirements

Goal 2 - Develop Increased 

NAS Capacity by 

Aircraft Separation in 

Trajectory- and 

Performance-Based 

Operations

ir is Vital t

Improve Efficiency

4 - Feasible procedures, operational methods, and 

technologically-advanced systems that can 

decrease workload and increase efficiency of the 

Major Airspace Redesign

Managing NAS Resources 

and Air Traffic Flow 

Contingencies

Goal 4 - Maximize 

Arrivals and Departures at 

Airports and in Metroplex 

Areas

o Economic

NAS. System Capacity, Planning and 

 St

Improvements

abilit

Operations Concept Validation 

Modeling

y, Gr

Networked Facilities - Staffed NextGen 

Towers

owth

Operations Concept Validation and 

Infrastructure Evolution

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.

NextGen - Weather Technology in the 

Cockpit 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

6 - Improved accuracy and accessibility of 

observed and forecast weather information to 

improve NAS efficiency (e.g., reduced delays and Weather Program

, and Security as a Nation

cancellations, increased capacity in high traffic 

areas).

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.

Airport Cooperative Research Program - 

Capacity Goal 2 - Develop Increased NAS Capacity by 

Managing NAS Resources and Air Traffic Flow 

Airport Technology Research Program - Contingencies

Capacity
Chapter 2 - Improve Efficiency 57

2013 NARP

In FY 2014, 37 percent of total FAA R&D funding is allocated to R&D Principle 2 - Improve Efficiency. 

Program funding levels for the 2013 CR Annualized and 2014 President’s Request are shown in Table 

2.0.2. Percent of Program reflects the part of each program’s contribution towards R&D Principle 2 in the 

2014 President’s Request. Table 2.0.2 also lists the section and page number reference for each budget 

narrative within the FY 2014 CJ for the President’s Budget Request. The link to the FY 2014 CJ is: http://

www.dot.gov/sites/dot.dev/files/docs/FAA_FY2014_Budget_Estimates.pdf.

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

2014 

BLI Program CJ Reference (Section/Page)

Appropriation 

Account

2013 CR 

Annualized

($000)

2014 

Request

($000)

2014 

Percent of 

Program

A11.k Weather Program 3C/48 RE&D 8,071 7,640 50%

A12.a Joint Planning and Development Office (JPDO) 3C/65 RE&D 5,031 12,057 100%

A12.b NextGen - Wake Turbulence 3C/70 RE&D 10,739 9,267 100%

A12.c NextGen - Air Ground Integration Human Factors 3C/74 RE&D 3,169 3,099 30%

A12.d NextGen - Weather Technology in the Cockpit 3C/78 RE&D 3,622 1,876 45%

A14.a System Planning and Resource Management 3C/92 RE&D 386 512 22%

A14.b William J. Hughes Technical Center Laboratory Facility 3C/95 RE&D 1,074 974 28%

1A01B System Capacity, Planning and Improvements 3B/12 F&E 5,430 5,600 100%

1A01C Operations Concept Validation and Infrastructure 

Evolution

3B/12 F&E 4,170 4,000 100%

1A01D Major Airspace Redesign 3B/12 F&E 5,915 5,000 100%

1A07A Air Traffic Control/Technical Operations Human Factors 

(Controller Efficiency and Air Ground Integration)

3B/42 F&E 4,165 5,000 100%

1A07B New Air Traffic Management Requirements 3B/42 F&E 18,320 22,000 100%

1A07C Operations Concept Validation Modeling 3B/42 F&E 4,165 5,000 100%

1A07E Wake Turbulence - Re-categorization 3B/42 F&E 1,250 1,500 100%

1A07H Networked Facilities - Staffed NextGen Towers 3B/42 F&E 2,915 2,000 100%

4A08A Center for Advanced Aviation System Development 

(CAASD)

3B/323 F&E 13,555 12,165 74%

-- Airport Cooperative Research Program - Capacity 3D/36 AIP 5,031 5,000 100%

-- Airport Technology Research Program - Capacity

Total ($000)

3D/28 AIP 12,571 12,607 100%

109,579 115,296
58 Chapter 2 - Improve Efficiency

2013 NARP

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 - A12.a)

The JPDO supports this R&D goal 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. It addresses key interagency priorities identified by the Cabinetlevel Senior Policy Committee for NextGen.

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 2012 towards achieving this 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

On schedule New milestone

2013

Participate in a bi-agency capability 

evaluation between the FAA and the 

National Weather Service by June 30, 

2013

On schedule New milestone

2014

Execute the strategic national program 

plan for unmanned aircraft system 

integration

On schedule New milestone

2014

Identify existing net-centric 

capabilities to support interagency 

requirements

On schedule New milestone

Joint Planning and Development Office Program Progress in FY 2012:

	Developed initial safety case plan for the implementation of trajectory-based operations (TBO) 

built off a 2009 government/industry study team recommendation report for necessary operational 

improvements, research, policy, and procedures. This plan identifies areas where concept 

development is needed to address gaps, research is needed to enable a safety case to be made that 

demonstrates the acceptability of TBO, and policy decisions are needed to permit greater air-ground 

integration of the type TBO will introduce.

	Conducted a TBO Capability Safety Assessment to determine whether TBO capabilities, operational 

improvements, and enablers described in the JPDO Integrated Work Plan can be executed safely, 

given the state of maturity of the concepts being addressed.
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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 this R&D goal 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 and en route airspace and in the 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 2012 towards achieving this R&D goal.

Table 2.2.1: NextGen - Wake Turbulence Program Milestones

Year Milestone Status Notes

2010

Determine Air Navigation Service 

Provider (and pilot as needed) 

situational aircraft separation display 

concepts required for implementation 

of the NextGen Trajectory-Based 

Operation and High Density concepts

Completed

2011

Determine initial set of optimal 

aircraft flight characteristics and 

weather parameters for use in setting 

wake separation minimums

Completed

This milestone was completed under 

the NextGen - Wake Turbulence 

(A12.b) Program, not the Wake 

Turbulence - Re-Categorization 

(1A07E) Program, as previously 

reported.

2012

Determine the NAS infrastructure 

requirements (ground and aircraft) for 

implementing the NextGen TrajectoryBased Operation and High Density 

concepts within the constraints of 

aircraft-generated wake vortices and 

aircraft collision risk

Completed 2012 NARP Status: On schedule

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)

On schedule
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Year Milestone Status Notes

2014

Provide wake separation 

recommendations for Airbus 350 

series aircraft

On schedule New milestone

2016

Develop the algorithms that will be 

used in the Air Navigation Service 

Provider (and flight deck as needed) 

automation systems for setting 

dynamic wake separation minimum 

for each pair of aircraft

On schedule

Research for this milestone is being 

conducted under the NextGen - Wake 

Turbulence (A12.b) Program, not the 

Wake Turbulence - Re-Categorization 

(1A07E) Program, as previously 

reported.

NextGen - Wake Turbulence Program Progress in FY 2012:

	Completed detailed analyses of terminal area procedures at San Francisco International Airport 

(SFO) and Newark Liberty International Airport and determined they could use the air traffic 

control closely spaced runway diagonal wake separation procedure detailed in FAA Order 7110.308, 

contingent upon necessary changes to their runway glide slopes. Use of this procedure will 

significantly minimize the reduction in runway landing capacity associated with inclement weather 

or other conditions at these two airports.

	Published the Radio Technical Commission for Aeronautics (RTCA) document Aircraft Derived 

Meteorological Data via Data Link for Wake Vortex, Air Traffic Management and Weather 

Applications - Operational Services and Environmental Definition (OSED). This document defines 

a concept of operations for transmitting aircraft-derived meteorological data to enable a wide range 

of NextGen and Single European Sky ATM Research (SESAR) applications in the areas of wake 

turbulence, air traffic management, and meteorology. The document represents a potential sea 

change in the thinking related to acquisition and use of aircraft-derived meteorological data.

	Established the Seal Point light detection and radar based data collection site at an adjacent park 

overlooking SFO. Data collected at SFO, a reliable measurement location for aircraft wakes, will 

be used in alternative analyses and safety assessments to support NextGen era changes in wake 

separation standards and applicable air traffic control procedures.

	Developed a data extraction tool to scan flight data recorders for potential low impact wake vortex 

encounters during an aircraft’s flight. The tool was successfully tuned to the flight characteristics 

of the Boeing 737-800 by running it against 86,000 actual flight hours of recorded data. The tool 

aids in the understanding of how aircraft wakes affect other aircraft traveling on NextGen era 

trajectories.
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2.2.2 Wake Turbulence - Re-Categorization (F&E - 1A07E – NextGen – 

Systems Development)

The Wake Turbulence - Re-Categorization Program supports this R&D goal 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 2012 towards achieving this R&D goal.

Table 2.2.2: Wake Turbulence - Re-Categorization Program Milestones

Year Milestone Status Notes

2011

Refine the boundaries of the current 

six weight categories for the NAS 

fleet mix and define automation 

requirements to support those 

modifications

Completed

2013

Develop the initial concept of 

operations document for leader/

follower pair-wise static operations

On schedule

This milestone has been revised to 

ensure alignment with the Capital 

Investment Plan.

Old wording: “Determine how best 

to incorporate the leader/follower 

based wake separation standards into 

the en route and terminal automation 

platforms”

2013

Develop a benefits assessment based 

on the initial concept of operations 

document data collected for 6 

Category wake standards

On schedule New milestone

2014 Complete modifications to FAA 

Orders for Static 6 Category standards On schedule New milestone

2014 Complete leader/follower pair-wise 

static standards development On schedule New milestone

2014

Complete development of a set of 

enhanced process and procedure 

modeling tools to evaluate proposed 

pair-wise dynamic aircraft wake 

hazard mitigation procedures

On schedule New milestone
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Year Milestone Status Notes

2014

Complete the implementation plan 

for the leader/follower pair-wise 

static tailored aircraft wake separation 

standards procedures and processes

On schedule New milestone

2015

Together with the European 

Organisation for the Safety of Air 

Navigation, deliver a more capacityefficient set of wake separation 

standards to the International Civil 

Aviation Organization (leader-follower 

pair-wise static)

Deleted

This milestone has been deleted to 

ensure alignment with the Capital 

Investment Plan.

2012 NARP Status: On schedule

Wake Turbulence - Re-Categorization Program Progress in FY 2012:

	Selected Memphis International Airport (MEM) as the first air traffic control facility to use the 6 

Category Wake Separation Standards. To this end, a waiver to the FAA ATC Order 7110.65 was 

approved, software adaptation changes to the MEM terminal automation systems were developed 

and tested, and training system equipment was installed. In addition, MEM controller training and 

the use of associated new standards were initiated. Using the enhanced wake separation standards, 

MEM expects to achieve at least a seven percent increase in the airport’s landing capacity when 

weather or other events dictates instrument flight rule operations during the FedEx evening rush.

	Completed an initial concept of operations document for more efficient leader/follower wake 

turbulence separation standards.
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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 this R&D goal by addressing 

flight deck and ATC integration for NextGen operational capabilities. It focuses on human factors issues 

that primarily affect the pilot side of the air-ground integration challenge. It conducts research to ensure 

pilots receive the right information at the right time for decision-making and collaboration with ATC to 

operate in the NAS efficiently.

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

significant progress made in FY 2012 towards achieving this R&D goal.

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

Year Milestone Status Notes

2010

Initiate research to identify equipment 

categories for legacy flight deck 

avionics to support human factors 

evaluations of use of these systems in 

NextGen flight procedures

Completed

2011

Develop initial mid-term analysis 

describing the relationship between 

human pilots and controllers with 

associated automated systems

Completed

2012

Complete initial research to evaluate 

and recommend procedures for 

negotiations and shared decisionmaking between pilots and controllers

Completed 2012 NARP Status: On schedule

2012

Complete research to develop methods 

to mitigate mode errors in use of 

NextGen equipment

Completed 2012 NARP Status: On schedule 

2012

Initiate research to assess pilot 

performance in normal and nonnormal NextGen procedures, including 

single pilot operations

Completed 2012 NARP Status: On schedule

2013

Complete research to identify human 

factors issues and potential mitigation 

strategies for the use of legacy 

avionics in NextGen procedures

On schedule
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Year Milestone Status Notes

2014

Develop initial guidance on training methods to support detection and 

correction of human errors in near- to 

mid-term NextGen procedures

On schedule

2016

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

On schedule

2016

Complete initial research to enable 

safe and effective changes to controller roles and responsibilities for NextGen procedures

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

On schedule

2017

Complete a functional simulation – 

simulate integrated pilot and controller 

functional capabilities

On schedule

NextGen - Air Ground Integration Human Factors Program Progress in FY 2012:

	Assessed pilot situational awareness, decision-making, and workload comparing data 

communications (Data Comm) to voice communications. Results indicated that with a welldesigned Data Comm interface, sufficient training, and clear procedures, there may not be a loss of 

situational awareness, degradation of decision-making, or increase in workload when using Data 

Comm instead of voice communications.

	Evaluated procedures for receiving and reading Data Comm messages and generating the 

appropriate response while evaluating alternative flight crew procedures. Results suggested that 

the optimal procedure would be for both pilots to read the clearance silently, and then for the pilot 

monitoring to initiate discussion to obtain concurrence from the pilot flying by reading the clearance 

aloud.
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	Investigated the cognitive load impact on single pilots operating integrated glass cockpit aircraft 

and developed recommendations for pilots executing NextGen procedures. Results indicated that 

integrated glass cockpit systems place a heavy cognitive load on pilots. Recommendations include: 

(1) pilots should try to complete short tasks associated with ATC clearances quickly, such as dialing 

in a new heading, while listening to the rest of the ATC clearance; (2) pilots should avail themselves 

of the full range of workload management strategies such as reducing airspeed (with notification 

to ATC as required); and (3) pilots should be intentional with the shedding or truncating of tasks, 

altering type of management automation selected, and asking for ATC assistance (e.g., vectors, a 

hold). The results provide input to the FAA for guidance to reduce the cognitive complexity of these 

systems, minimize the likelihood of human error, and better support pilots managing the workload 

and resources of single-pilot operations.

	Published a report on mode awareness in the cockpit, which reviewed the state-of-the-art in mode 

awareness research, identified current known mode and mode transition issues, investigated 

NextGen technologies with potential mode awareness impacts, and identified significant mode 

awareness issues for near- and mid- term NextGen applications.

	Created a database of NextGen human error hazards, which contains prioritized human performance 

hazards and associated mitigation strategies. The database contains information from many human 

factors safety analyses, including assessments of operational event scenarios, Data Comm, and 

NextGen operational improvements and increments. The database contains filters for hazard 

conditions, human error potentials, mode errors, worst credible outcomes, and human performance 

risk categories. Mitigation strategies of design, training, and research requirements were identified 

for each hazard. The database is available for use in system safety and risk analysis for new air 

traffic control capabilities.

2.3.2 Air Traffic Control/Technical Operations Human Factors (Controller 

Efficiency and Air Ground Integration) (F&E - 1A07A – NextGen – Systems 

Development)

The Air Traffic Control/Technical Operations Human Factors (Controller Efficiency and Air Ground 

Integration) Program supports this R&D goal by addressing human system integration and human 

performance issues related to improving controller efficiency to yield greater traffic throughput without a 

commensurate increase in the number of ANSP personnel. It examines how ANSP personnel can achieve 

higher efficiency levels through the integration of automation, decision support tools, workstation displays, 

and procedures. The program also works together with the NextGen - Air Ground Integration Human 

Factors Program to address the air-ground integration required to transition from the current system to 

NextGen. It addresses changes in responsibilities and examines new types of human error modes to 

manage safety risk.
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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 2012 towards achieving this R&D goal.

Table 2.3.2: Air Traffic Control/Technical Operations Human Factors (Controller Efficiency and Air 

Ground Integration) Program Milestones

Year Milestone Status Notes

2010

Define anticipated controller workload 

reductions due to implementation of 

data communications

Completed

2010

Define initial requirements and 

anticipated efficiency benefits for 

merging and spacing decision support 

tools to support continuous descent 

approach in the terminal area

Completed

2012

Apply program-generated human 

factors knowledge to improve aviation 

system personnel selection and 

training

Completed 2012 NARP Status: On schedule

2013

Conduct a conceptual high-level job 

analysis for NextGen midterm air 

traffic controllers’ activities, tools, and 

equipment

On schedule

This milestone has been revised to 

ensure alignment with the Capital 

Investment Plan.

Old wording: “Analyze controller 

roles in a strategic air traffic 

environment for the impact on 

personnel selection and training”

2013

Demonstrate collaborative air traffic 

management efficiencies enabled by 

common situation awareness between 

flight operators and Air Navigation 

Service Providers

Deleted

This milestone has been deleted due 

to changing program priorities. The 

simulation exercises which would 

have demonstrated this collaboration 

will not occur.

2012 NARP Status: On schedule

2013

Demonstrate increased Air Navigation 

Service Provider efficiencies through 

new procedures that allow the 

introduction of routing, airspace, and 

equipage mix changes in the dynamic 

air traffic environment

Deleted

This milestone has been deleted due 

to changing program priorities. The 

simulation exercises which would 

have demonstrated these efficiencies 

will not occur.

2012 NARP Status: On schedule

2014

Update NextGen controller strategic 

job analysis and training needs 

documents

On schedule New milestone
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Year Milestone Status Notes

2014

Prepare a report identifying causes 

and potential fixes to reduce nonconformance to Performance Based 

Navigation Required Area Navigation/

Required Performance Navigation 

standards

On schedule New milestone

2014 Develop a human error/safety database 

for NextGen capabilities On schedule New milestone

2014 Publish the Human System Integration 

Roadmap On schedule New milestone

2014

Develop traffic management 

coordinator dispatcher, controller, 

and pilot information requirements 

document

On schedule New milestone

2014

Develop NextGen human-automation 

interaction functional requirements 

and resolution guidance documents

On schedule New milestone

2015

Develop selection procedures to 

transform the workforce into a new 

generation of service providers that 

can manage traffic flows in a highly 

automated system

Deleted

This milestone has been deleted to 

ensure alignment with the Capital 

Investment Plan.

2012 NARP Status: On schedule

2016

Perform an analysis of controller roles 

in terms of the services they provide 

during a given phase of flight as the 

differences between en route and 

terminal begin to blur

Deleted

This milestone has been deleted to 

ensure alignment with the Capital 

Investment Plan.

2012 NARP Status: On schedule

Air Traffic Control/Technical Operations Human Factors (Controller Efficiency and Air Ground 

Integration) Program Progress in FY 2012:

	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 suggest that NextGen will not substantively change what air traffic controllers do 

in 2018, but it will change how they do it. As a result, no substantive changes are recommended to 

the FAA’s controller pre-employment 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.

	Conducted a demonstration of the Human Error/Safety Database for off-nominal NextGen 

conditions and collected information on opportunities for human errors and associated severity and 

likelihood.
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2.4 Efficiency R&D Goal 4

Feasible procedures, operational methods, and technologicallyadvanced 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 (formerly known as the Airspace Management Program) 

supports this R&D goal 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 New milestone

2014 Support infrastructure changes 

resulting from Las Vegas optimization On schedule New milestone

2014 Conduct engineering for airspace 

redesign implementation On schedule New milestone
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2.4.2 New Air Traffic Management Requirements (F&E - 1A07B – NextGen – 

Systems Development)

The New Air Traffic Management Requirements Program supports this R&D goal by identifying new 

opportunities to improve the efficiency and effectiveness of air traffic management and expanding capacity 

by developing decision support tools that improve the strategic management of operations in the NAS. The 

New Air Traffic Management Requirements Program explores opportunities in the following areas: TCAS, 

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 2012 towards achieving this R&D goal.

Table 2.4.2: New Air Traffic Management Requirements Program Milestones

Year Milestone Status Notes

2013

Complete the Airborne Access 

to System Wide Information 

Management concept of operations 

service level review for bi-directional

On schedule New milestone

2013 Develop trajectory schema air-ground 

and ground-ground exchange On schedule New milestone

2013 Develop evaluation model to assess 

common trajectory On schedule New milestone

2013

Develop initial Airborne Access 

to System Wide Information 

Management bi-directional shortfall 

analysis

On schedule New milestone

2013

Conduct validation activities for 

Airborne Access to System Wide 

Information Management

On schedule New milestone

2014

Develop Traffic Alert and Collision 

Avoidance System and Automatic 

Dependent Surveillance-Broadcast 

compatibility and future requirements 

document

On schedule New milestone

2014

Develop future Collision Avoidance 

System logic development and future 

surveillance requirements document

On schedule New milestone

2014

Develop Collision Avoidance System 

logic assessment, avionics model 

future surveillance assessment, and 

Traffic Alert and Collision Avoidance 

System - Automatic Dependent 

Surveillance-Broadcast compatibility 

engineering study

On schedule New milestone
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Year Milestone Status Notes

2014

Develop Acquisition Management 

System artifacts for the investment 

analysis readiness decision for the 

NextGen surveillance and weather 

radar capability

On schedule New milestone

2014

Update the multi-function phased 

array radar concept of operations 

for New Radar Requirements 

(Surveillance and Weather)

On schedule New milestone

2014

Develop multi-function phased array 

radar demonstration strategy for New 

Radar Requirements (Surveillance and 

Weather)

On schedule New milestone

2014

Finalize documentation of data 

elements needed to support Trajectory 

Modeling

On schedule New milestone

2014

Develop standard of use document 

for different classes of trajectories for 

Trajectory Modeling

On schedule New milestone

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 New milestone

2014

Develop operational requirements 

for Airborne Access to System Wide 

Information Management (2-way)

On schedule New milestone

2014

Conduct functional analysis and 

allocation for Airborne Access 

to System Wide Information 

Management (2-way)

On schedule New milestone

2014

Develop cost estimates for Airborne 

Access to System Wide Information 

Management (2-way)

On schedule New milestone

2014

Develop a requirements allocation 

and validation document with the 

National Weather Service for Weather 

Transition

On schedule New milestone

2014

Conduct a weather concept 

demonstration and prepare report 

of evaluation of demonstration for 

Weather Transition

On schedule New milestone
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Year Milestone Status Notes

2014

Conduct an assessment of mature 

research for transition to the National 

Weather Service for Weather 

Transition

On schedule New milestone

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 New milestone

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 New milestone

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 New milestone

2014

Develop an engineering study which 

analyzes gaps in common display 

coordinates among current and future 

automation systems

On schedule New milestone

New Air Traffic Management Requirements Program Progress in FY 2012:

	Completed the L-band Digital Aviation Communications System (LDACS) compatibility study, 

which provides an overview of LDACS technical assessment activities and RTCA L-band activities. 

The LDACS technical assessment focused on collaboration with the European Organisation for the 

Safety of Air Navigation (EUROCONTROL) to ensure that proposed solutions meet potential U.S. 

needs for the Future Communications Infrastructure (FCI) and to augment the capabilities of the 

FAA’s Data Comm Program. RTCA L-band activities involved monitoring the progress of RTCA 

special committees to identify and assess other activities relating to development of potential L-band 

communications requirements that might impact the design and development of the en route L-band 

FCI.

	Completed the baseline requirements for future TCAS that define the operational and technical 

requirements underlying the present TCAS II equipment and standards.
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	Conducted evaluations of a new approach to airborne collision avoidance system called Airborne 

Collision Avoidance System X (ACAS-X). The evaluations were performed using the same safety 

simulation methodology used in studies of the current TCAS. The evaluations indicated, relative 

to TCAS, that the ACAS-X approach significantly reduces the probability of a near midair collision 

while also significantly reducing the number of alerts and RA reversals. Consequently, the ACAS-X 

technology transitioned from NextGen R&D to the ATO Program Office for continued concept 

maturation and NAS implementation.

	Conducted the first hardware-in-the-loop simulation for the Airborne Access to SWIM (AAtS) 

concept evaluation. The simulation was conducted using an Airbus 320 cockpit simulator with 

integrated simulated ATC systems and realistic communications with ATC subject matter experts. 

The effects of additional weather and flight information via electronic flight bag on pilot workload 

and pilot-controller communications under arrival and departure scenarios were evaluated. Overall, 

there was pilot acceptance of the AAtS concept, and simulation results indicate the need for specific 

information sources and elements to maintain situational awareness.

	Finalized the integrated operational and technical requirements document for AAtS to support the 

exchange of air traffic management information.

	Published a report titled Analysis of 4D Trajectory Activities in Single European Sky ATM Research 

(SESAR), which provides an overview of how four-dimensional (4D) trajectory management is 

addressed within the SESAR target concept of operations and how 4D trajectory management has 

progressed from operational requirements to system developments. The report is a significant 

achievement in the analysis of various ANSP 4D trajectory operations initiatives, as it describes 

features necessary to better understand the target concepts and activities currently under 

development and validation in Europe.

2.4.3 Operations Concept Validation Modeling (F&E - 1A07C – NextGen – 

Systems Development)

The Operations Concept Validation Modeling Program supports this R&D goal 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.
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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 2012 towards achieving this R&D goal.

Table 2.4.3: Operations Concept Validation Modeling Program Milestones

Year Milestone Status Notes

2011

Demonstrate an increase in capacity 

and efficiency at 2018 forecasted 

traffic levels

Completed

The Operations Concept Validation 

and Infrastructure Evolution (1A01C) 

Program and System Capacity, 

Planning and Improvements (1A01B) 

Program were also responsible for this 

milestone.

2013

Demonstrate an increase in capacity 

and efficiency at 2021 forecasted 

traffic levels

Deleted

This milestone has been deleted in 

favor of program-specific milestones 

and to ensure alignment with the 

Capital Investment Plan.

2012 NARP Status: On schedule

2013

Complete a report on ThreeDimensional Path Arrival Management 

research for nominal and off-nominal 

events for Efficient Descent Advisor 

evolution analysis to support interval 

management

On schedule New milestone

2013

Deliver the initial concept of 

operations for optimized route 

coordination for optimized route 

coordinator concept exploration

On schedule New milestone

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 New milestone

2014

Develop operational requirements and 

other documents required for technical 

transfer for validated concepts for 

implementation in 2017-2019 and 

beyond

On schedule New milestone

2014

Develop research papers on reducing 

risk and uncertainties of NextGen 

midterm operational concepts

On schedule New milestone

2014

Document procedures to decrease 

workload and increase reliance on 

automation for routine tasking to 

increase efficiency of the NAS

On schedule New milestone

2014

Develop an operational methods 

document to address future growth in 

demand and reduce transit time

On schedule New milestone
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Year Milestone Status Notes

2016

Demonstrate an increase in capacity 

and efficiency at 2025 forecasted 

traffic levels

Deleted

This milestone has been deleted in 

favor of program-specific milestones 

and to ensure alignment with the 

Capital Investment Plan.

2012 NARP Status: On schedule

Operations Concept Validation Modeling Program Progress in FY 2012

	Evaluated the NextGen Midterm Concept of Operations update to determine if changes were needed 

based on research results and maturing concepts. As a result of the evaluation, minor changes were 

identified and documented that will help refine the future end-to-end operational concept.

2.4.4 Networked Facilities - Staffed NextGen Towers (F&E - 1A07H – 

NextGen – Systems Development)

The Networked Facilities - Staffed NextGen Towers Program supports this R&D goal by providing a 

conceptual shift from using the out-the-window view as the primary means for providing tower control 

services to using surface surveillance approved for operational use. With the expected increase in air traffic 

in the United States over the next several decades, there is a need for new, innovative ways to provide 

tower services. This Staffed NextGen Towers (SNT) concept is planned for high density airports as these 

airports are likely to have the surveillance infrastructure and most aircraft equipped with avionics that will 

support SNT operations. The program is developing the necessary requirements, operational procedures, 

and supporting documentation for the SNT concept. The application of SNT for small and medium airports 

is under concept exploration and development.

The research milestones and their statuses are shown in Table 2.4.4 below, followed by a summary of the 

significant progress made in FY 2012 towards achieving this R&D goal.

Table 2.4.4: Networked Facilities - Staffed NextGen Towers Program Milestones

Year Milestone Status Notes

2014

Develop a preliminary operational 

procedures document in support of 

operationally-approved surface surveillance

On schedule New milestone

2014

Complete an update of the requirements document for operationally 

approved surface surveillance

On schedule New milestone

Networked Facilities - Staffed NextGen Towers Program Progress in FY 2012:

	Updated the Staffed NextGen Towers Program requirements document and completed the report 

from second field demonstration.
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2.4.5 Operations Concept Validation and Infrastructure Evolution (F&E - 

1A01C - Advanced Technology Development and Prototyping)

The Operations Concept Validation and Infrastructure Evolution Program supports this R&D goal by 

developing and validating NAS level operational concepts that are key to the FAA’s modernization 

programs and NextGen. The program conducts the overall analysis and planning for NAS evolution 

by determining the required annual updates to the following NAS Enterprise Architecture products: 

Operational Improvements, Operational Sustainment, and Operational Requirements. It executes 

research, engineering analysis, and evaluation in support of mission analysis and investment analysis. 

The program conducts shortfall analyses as part of service analysis and ensures the linkage of proposed 

solutions back to validated operational needs to support budget planning and investment decisions. The 

program develops and 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 2012 towards achieving this R&D goal.

Table 2.4.5: Operations Concept Validation and Infrastructure Evolution Program Milestones

Year Milestone Status Notes

2011

Demonstrate an increase in capacity 

and efficiency at 2018 forecasted 

traffic levels

Completed

The Operations Concept Validation 

Modeling (1A07C) Program and 

System Capacity, Planning and 

Improvements (1A01B) Program were 

also responsible for this milestone.

2013

Demonstrate an increase in capacity 

and efficiency at 2021 forecasted 

traffic levels

Deleted

This milestone has been deleted in 

favor of program-specific milestones 

and to ensure alignment with the 

Capital Investment Plan.

2012 NARP Status: On schedule 

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 mid-term concepts

On schedule New milestone

2013

Evaluate aircraft fuel consumption 

modeling by comparing model results 

to actual data from recorded flight 

operations

On schedule New milestone
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Year Milestone Status Notes

2014

Conduct analyses to support 

assessments of new air traffic control 

operational concepts

On schedule New milestone

2014

Develop common concept 

development, validation, and 

measurement methodologies to 

support the Single European Sky Air 

Traffic Management Research joint 

undertaking

On schedule New milestone

2014

Develop concepts of use to 

describe the operational use of 

new communication, navigation, 

automation, surveillance, and flight 

deck capabilities

On schedule New milestone

2014

Produce reports on concept 

development and validation findings 

including second-level concepts, fasttime analyses, and human-in-the-loop 

real time studies

On schedule New milestone

2014 Develop operational, information, and 

performance requirements On schedule New milestone

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 New milestone

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 New milestone

2016

Demonstrate an increase in capacity 

and efficiency at 2025 forecasted 

traffic levels

Deleted

This milestone has been deleted in 

favor of program-specific milestones 

and to ensure alignment with the 

Capital Investment Plan.

2012 NARP Status: On schedule 

Operations Concept Validation and Infrastructure Evolution Program Progress in FY 2012

	Developed agent based representations of an air traffic controller, radar tracking automation, intersector communication and coordination, and a tactical conflict probe (ground automation to alert 

near term aircraft-to-aircraft separation violations) through fast-time modeling and simulation. 

These simulations examined the cognitive issues faced by humans and changes in operating 

procedures or tools as a result of NextGen. The ability to represent air traffic controllers in a 

fast-time simulation environment allows researchers to identify potential issues related to human 

performance before conducting more costly human-in-the-loop simulations.
Chapter 2 - Improve Efficiency 77

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2.4.6 System Capacity, Planning and Improvements (F&E - 1A01B - Advanced 

Technology Development and Prototyping)

The System Capacity, Planning and Improvements Program supports this R&D goal 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. Furthermore, the program 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 2.4.6 below.

Table 2.4.6: System Capacity, Planning and Improvements Program Milestones

Year Milestone Status Notes

2011

Demonstrate an increase in capacity 

and efficiency at 2018 forecasted 

traffic levels

Completed

The Operations Concept Validation 

and Infrastructure Evolution (1A01C) 

Program and Operations Concept 

Validation Modeling (1A07C) 

Program were also responsible for this 

milestone.

2013

Demonstrate an increase in capacity 

and efficiency at 2021 forecasted 

traffic levels

Deleted

This milestone has been deleted in 

favor of program-specific milestones 

and to ensure alignment with the 

Capital Investment Plan.

2012 NARP Status: On schedule 

2013

Program the Performance Data 

and Analysis Reporting System to 

calculate surface metrics at one airport

On schedule New milestone

2013 Complete the build-out of the gate-togate performance measurement system On schedule New milestone

2013

Complete Performance Data and 

Analysis Reporting System conversion 

to the FAA Telecommunications 

Infrastructure network

On schedule New milestone

2013 Define a flight predictability metric 

and develop a conceptual approach On schedule New milestone

2013 Define a weather efficiency metric and 

develop a conceptual prototype On schedule New milestone

2014

Complete Performance Data 

and Analysis Reporting System 

connectivity with Airport Surface 

Detection Equipment, Model X at up 

to 30 core airports

On schedule New milestone
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Year Milestone Status Notes

2014

Initiate Performance Data and 

Analysis Reporting System 

connectivity to En Route Automation 

Modernization (10 sites)

On schedule New milestone

2014

Develop a plan to complete 

connectivity to Automatic Dependent 

Surveillance-Broadcast

On schedule New milestone

2014

Complete an implementation plan 

to integrate Ocean 21 data into a 

full automated gate-to-gate analysis 

capability

On schedule New milestone

2014

Complete a plan to expand 

Performance Data and Analysis 

Reporting System analysis capabilities 

to evaluate NextGen technology 

demonstrations

On schedule New milestone

2014

Incorporate noise profiling technology 

via the Aviation Environmental Design 

Tool module

On schedule New milestone

2014

Complete an operations research 

report to support the Destination 2025 

Science, Technology, Engineering and 

Math strategic initiative

On schedule New milestone

2014

Prepare a bi-annual joint performance 

benchmark report with the European 

Organisation for the Safety of Air 

Navigation

On schedule New milestone

2014

Complete Performance Data and 

Analysis Reporting System analysis 

to evaluate and improve the flight 

predictability metric

On schedule New milestone

2014

Complete Performance Data and 

Analysis Reporting System analysis 

to evaluate and improve the weather 

metric

On schedule New milestone

2014

Complete the Performance Data and 

Analysis Reporting System capability 

improvement evaluation

On schedule New milestone

2016

Demonstrate an increase in capacity 

and efficiency at 2025 forecasted 

traffic levels

Deleted

This milestone has been deleted in 

favor of program-specific milestones 

and to ensure alignment with the 

Capital Investment Plan.

2012 NARP Status: On schedule
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2.4.7 Demonstrations and Infrastructure Development (F&E – 1A06 – 

NextGen Demonstrations and Infrastructure Development)

The Demonstrations and Infrastructure Development Program previously supported this R&D goal by 

demonstrating and testing concepts related to NextGen, including trajectory-based operations and super 

density operations to mature technologies, support investment decisions, and deploy new capabilities. 

It identified early implementation opportunities, refined longer-term objectives, and, if results dictated, 

eliminated certain NextGen concepts from further consideration. The program is no longer considered 

R&D by the FAA, as it has progressed further along in the acquisition cycle.

The completed research milestones are shown in Table 2.4.7 below.

Table 2.4.7: Demonstrations and Infrastructure Development Program Milestones

Year Milestone Status Notes

2009

Demonstrate the addition of convective weather 

(current and forecast) into Traffic Management 

Advisor routing to increase throughput and 

efficiency for large, super density airports

Completed

2009

Demonstrate via simulation standard separation in 

a full-equipage, fully automated environment with 

no voice communication

Completed

2009

Develop and simulate separation procedures that 

vary according to aircraft capability and pilot 

training

Completed
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2.4.8 Center for Advanced Aviation System Development (F&E - 4A08A)

The Center for Advanced Aviation System Development (CAASD) Program supports this R&D goal by 

promoting the integration of the modernized Traffic Flow Management (TFM) system with the evolution 

of the en route modernization plans, terminal systems, and NAS-wide operations while increasing common 

situational awareness and collaborative decision making with ATM stakeholders.

CAASD made the following progress in FY 2012 towards Efficiency R&D Goal 4.

	Developed a scientific approach that captures the traffic and weather uncertainties and impacts 

associated with TFM operations. The approach included the development of weather impact 

models that translate probabilistic weather forecasts into trajectories of TFM impact with associated 

statistics of likelihood. The research contributes to learning how sensitivity analysis methods and 

heuristic optimization approaches aid in the development of an integrated solution to strategic TFM 

problems.

	Created a working prototype and conducted a hardware-in-the-loop simulation of the Standard 

Terminal Automation Replacement System, 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 these R&D goals 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 2012 towards achieving these R&D goals.

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

Year Milestone Status Notes

2012

Establish “proof of concept” Wind 

Information Analysis Framework 

and produce sample and quantitative 

requirements for terminal-area wind 

diagnosis and forecast capabilities 

to improve benefits from fourdimensional Trajectory Based 

Operations

Completed

This milestone was revised to reduce 

1) technical and program risks and 2) 

Phase 1 scope and lab fidelity due to 

changing program priorities.

Old wording: “Establish and justify 

quantitative requirements for terminalarea wind diagnosis and forecast 

capabilities to improve benefits from 

four-dimensional Trajectory Based 

Operations”

2012 NARP Status: On schedule
82 Chapter 2 - Improve Efficiency

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Year Milestone Status Notes

2013

Produce plots of wind forecast and 

diagnosis errors versus performance 

of selected NextGen operations 

using realistic scenarios and 

sufficient fidelity to enable standards 

development

On schedule

This milestone was revised for 

clarification.

Old wording: “Expand wind 

studies to more comprehensive 

environments and procedures, and 

more comprehensive assessment of 

benefits versus wind modeling error 

and evaluate weather prediction 

technology relative to wind modeling 

accuracy”

2013

Evaluate and compare pilot 

performance using three prototype 

Weather Avoidance Fields cockpit 

presentations based on the Convective 

Weather Avoidance Model

On schedule New milestone

2015

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

On schedule

This milestone was revised for 

clarification.

Old wording: “Provide accurate and 

timely wind information to the Flight 

Management System and Air Traffic 

Control systems, and demonstrate 

Trajectory-Based Operation benefits”

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

This milestone was revised for clarity.

Old wording: “Demonstrations 

completed and data available 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”

2016

Complete demonstrations of alerting 

functions to improve pilot awareness 

of changing runway conditions 

resulting from adverse weather

On schedule New milestone

2016

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)

On schedule New milestone
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NextGen - Weather Technology in the Cockpit Program Progress in FY 2012:

	Completed the first phase of a project to provide data for the development of wind quality standards 

to support multiple NextGen application programs and objectives. This was primarily a proof 

of concept phase that developed an initial framework for simulating the impacts of various wind 

quality forecasts and Flight Management System wind quality on multiple NextGen initiatives, 

including TBO, time metering, and reduced emissions. The framework was completed and applied 

to basic procedures, select aircraft, and a common wind scenario of vertical wind shear. Results 

indicated the concept is able to classify sources of wind errors, define metrics for wind quality, and 

provide preliminary data that show clear evidence of a point of diminishing returns for wind quality 

against multiple NextGen applications.

	Completed a laboratory demonstration using a general aviation (GA) flight simulator to explore the 

effects of cockpit weather presentations on GA pilot weather avoidance, weather presentation usage, 

and cognitive workload. Results indicated that variations in the presentation of weather information 

affect pilot behavior, workload, and decision-making.

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

The Weather Program supports these R&D goals by conducting applied research focused on improving 

weather information required for integration into decision-support tools to reduce the impact of adverse 

weather on the NAS. The improved weather information enhances NAS efficiency and capacity by 

supporting better operational planning and decision-making by ATM, dispatchers, and pilots.

The research milestones and their statuses are shown in Table 2.5.2 below, followed by a summary of the 

significant progress made in FY 2012 towards achieving these R&D goals.

Table 2.5.2: Weather Program Milestones

Year Milestone Status Notes

2010 Develop 0-8 hour advanced storm 

prediction algorithm Completed

2010

Transition Rapid Refresh Weather 

Forecast Model for implementation 

at National Oceanic and Atmospheric 

Administration National Centers for 

Environmental Prediction

Completed

2011 Demonstrate 0-8 hour advanced storm 

prediction algorithm Completed

2013

Transition 0-8 hour advanced 

storm prediction algorithm for 

implementation

Completed

2013 Transition mountain-wave turbulence 

forecast capability for implementation On schedule 2012 NARP Status: Delayed from 2012 to 2013
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Year Milestone Status Notes

2015

Transition turbulence forecast 

capability for all flight levels for 

implementation

On schedule

2016 Transition global turbulence forecast 

capability for implementation On schedule

2016

Transition High Resolution Rapid 

Refresh weather forecast model to 

the National Weather Service for 

operational implementation

On schedule New milestone

2017

Transition convectively-induced 

turbulence forecast capability for 

implementation

On schedule

Weather Program Progress in FY 2012:

	Transitioned the 0-8 hour advanced storm prediction algorithm to the FAA ATO for proof of concept 

and risk mitigation planning prior to implementation. The algorithm was designed and developed 

to minimize flight delays caused by convective weather (i.e., thunderstorms). The algorithm 

was evaluated by ATM users over two summers of convective weather and was found to provide 

information that enhanced strategic traffic flow management planning.
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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 this R&D goal 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 2012 towards achieving this R&D goal.

Table 2.6.1: Airport Cooperative Research Program – Capacity Milestones

Year Milestone Status Notes

2011

Develop a guidebook for airport 

operators and air cargo industry 

stakeholders that provides tools and 

techniques for measuring economic 

impacts of air cargo activities at the 

national, regional, and local level

Completed

2011

Document ramp operational and safety 

techniques and how airport operators 

implement pavement maintenance 

programs

Completed

2012

Develop a guidebook to assist airport 

planners with airfield and airspace 

capacity evaluation

Completed

The completion date of this milestone 

has been changed from 2011 to 2012 

to reflect the accurate publication date 

of the report.

2012 Document performance measures for 

automated people mover systems Completed New milestone

2012

Develop guidebook to assist airport 

operators with forecasting peak period 

activity

Completed New milestone

2012

Publish best practices for 

implementing and evaluating 

passenger conveyance systems

Completed New milestone

2012

Detail how airport ground access 

information can be disseminated using 

various intelligent transportation 

systems

Completed New milestone
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Year Milestone Status Notes

2012

Create a reference for integrating 

proven asset and infrastructure 

management practices and techniques 

at airports of all sizes

Completed New milestone

2012

Develop methodology for augmenting 

standard airport master planning and 

strategic planning approaches

Completed New milestone

2012

Identify procedures to eliminate or 

reduce baggage recheck for arriving 

international passengers

Completed New milestone

2012

Publish guidance that assists aviation 

system partners in improving their 

response to customer care during a 

broad array of irregular operations

Completed New milestone

2013

Prepare guidance for airports that 

provides strategies for developing 

and maintaining stakeholder support 

when undertaking new airport capacity 

initiatives

On schedule New milestone

2013

Produce global best practices for 

improving terminal design to increase 

revenue generation and customer 

satisfaction

On schedule New milestone

2013

Develop best practices for planning, 

designing, and marking apron areas 

for all sizes of airports in the U.S.

On schedule New milestone

2013

Identify best practices and develop 

tools, techniques, and training aids for 

working in or near airport movement 

areas

On schedule New milestone

2013

Develop guidance for airports to 

create a collaborative environment 

between operations and maintenance 

departments

On schedule New milestone

2013

Develop guidance for operational 

and business continuity planning for 

prolonged airport disruptions

On schedule New milestone

2013

Develop guidance for defining and 

measuring aircraft delay and airport 

capacity thresholds

On schedule New milestone

2013

Assess the factors that drive airline 

service decisions and passenger choice 

in multi-airport regions

On schedule New milestone

2013 Estimate the economic impact of air 

cargo at airports On schedule New milestone
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Year Milestone Status Notes

2013

Prepare guidance to assist airports in 

using benefit-cost analysis and other 

analytical techniques to make airport 

capital investment decisions

On schedule New milestone

2013

Develop methods and tools necessary 

to improve integration of rail services 

with airports

On schedule New milestone

2013

Develop guidelines for air cargo 

facility planning and development at 

airports

On schedule New milestone

2013

Identify and quantify the cumulative 

effects of regulatory compliance 

requirements at small and non-hub 

airports

On schedule New milestone

2014

Identify, test, and evaluate methods for 

obtaining aircraft operations counts at 

non-towered airports

On schedule New milestone

2014

Quantify the national aggregate value 

of airports to communities and to 

aviation stakeholders

On schedule New milestone

2014 Develop a guidebook to plan general 

aviation facilities On schedule New milestone

2014

Produce guidance to evaluate 

cost-saving and energy reduction 

technologies for escalators and moving 

walks at airports

On schedule New milestone

2014

Develop guidance to determine 

the location, number, size, and 

configuration of airport terminal 

restroom facilities to best meet 

customer needs

On schedule New milestone

2014

Provide guidance to help airports 

identify optimal lighting solutions for 

parking garage facilities

On schedule New milestone

2014

Develop a primer on the benefits of 

a whole-building systems lifecycle 

approach to airport operations and 

maintenance optimization and 

recommissioning

On schedule New milestone

2014

Create guidance on successful 

Computer Maintenance Management 

Systems selection and practices

On schedule New milestone

2014

Help airports prepare for, operate 

during, and recover from disruptive 

winter events as well as manage 

airport user expectations

On schedule New milestone
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Airport Cooperative Research Program – Capacity Progress in FY 2012

	Published the Guidebook for Measuring Performance of Automated People Mover Systems at 

Airports, which identifies a set of performance measures and associated data requirements for 

automated people mover (APM) operators at airports to assess and improve performance, compare 

APM systems, and plan and design future APM systems. The project developed forms to help 

airports compile data for performance measurement process and an interactive model that tracks 

system-wide performance and service characteristics.

	Published a report titled Preparing Peak Period and Operational Profiles—Guidebook, which 

describes a process and includes software for converting annual airport activity forecasts into daily 

or hourly peak period activity forecasts. The software estimates current and future design day 

aircraft and passenger operation levels based on user-defined design day parameters. This report 

enhances the ability of airport operators to address demand and operational constraints and enabled 

users to create alternative growth and development scenarios by analyzing effects of potential 

change in aircraft, passenger, demographic, environmental and other relevant factors.

	Published a report titled Airport Passenger Conveyance Systems Planning Guidebook, which 

prescribes best practices and specific design considerations and presents decision-making 

frameworks for implementing and evaluating passenger conveyance systems at airports.

	Published the Guidebook for Implementing Intelligent Transportation Systems Elements to 

Improve Airport Traveler Access Information, which provides descriptions, component details, and 

examples of how airport ground access information can be disseminated using various intelligent 

transportation systems (ITS) technologies. The guidebook contains tables to help airport operators 

determine the applicability of certain ITS strategies based on airport operational needs and airport 

size.

	Published a report titled Asset and Infrastructure Management for Airports—Primer and Guidebook, 

which addresses asset and infrastructure management applicable to all areas of the operation of an 

airport and explores the benefits and costs of implementation. The report describes a systematic 

management approach for promoting the efficient use of airport resources in a proactive rather 

than reactive decision-making process. The report provides examples from various airports and is 

designed to be a reference for integrating proven asset and infrastructure management practices and 

techniques at airports of all sizes.

	Published a report titled Evaluating Airfield Capacity, which assists airport planners with airfield 

and airspace capacity evaluations at a wide range of airports. The report describes available 

methods to evaluate existing and future airfield capacity; provides guidance on selecting an 

appropriate capacity analysis method; offers best practices in assessing airfield capacity and 

applying modeling techniques; and outlines specifications for new models, tools, and enhancements.
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	Published a report titled Addressing Uncertainty about Future Airport Activity Levels in Airport 

Decision Making, which provides a systems analysis methodology that augments standard airport 

master planning and strategic planning approaches and includes a set of tools for improving the 

understanding and application of risk and uncertainty in air traffic forecasts as well as for increasing 

the overall effectiveness of airport planning and decision making.

	Published a report titled Elimination or Reduction of Baggage Recheck for Arriving International 

Passengers, which identifies potential alternative procedures to help reduce or eliminate the need for 

the recheck of baggage for arriving international passengers at U.S. airports. The report describes 

the potential benefits and costs to airports, airlines, and federal agencies in adopting the procedures 

and also compares the alternative procedures with current practices.

	Published the Guidebook for Airport Irregular Operations (IROPS) Contingency Planning, which 

is designed for commercial passenger service airports of all sizes to develop, continually evaluate, 

and/or update their contingency plans for procedures pertaining to Irregular Operations (IROPS) 

that may cause significant disruptions to customers. The research assists aviation system partners 

in improving their response to customer care during a broad array of IROPS conditions and 

devises a step-by-step template for the preparation of contingency plans that include necessary 

communications, collaboration, and coordination to address customer needs.

2.6.2 Airport Technology Research Program – Capacity (AIP)

The Airport Technology Research Program – Capacity supports this R&D goal 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 2012 towards achieving this R&D goal.

Table 2.6.2: Airport Technology Research Program – Capacity Milestones

Year Milestone Status Notes

2012 Develop new standards and guidelines 

for runway pavement design Completed 2012 NARP Status: On schedule

2013 Complete the Accelerated Airport 

Pavement Test Vehicle On schedule New milestone

2013

Update the Airport and Airspace 

Simulation Model to Engine Version 

3.5.10 and 3.11

On schedule New milestone

2013 Complete the North Atlantic Fuel Burn 

Study On schedule New milestone

2014 Complete construction of High 

Temperature Pavement Test Facility On schedule New milestone
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Year Milestone Status Notes

2014

Complete upgrade of all pavement 

software to Windows Presentation 

Foundation

On schedule New milestone

2014

Complete definition of airport 

pavement failure for the 40-Year 

Pavement Life project

On schedule New milestone

2014

Complete scheduled software 

revisions for the Airport and Airspace 

Simulation Model

On schedule New milestone

2014

Complete development of display 

playback animation software for the 

Airport and Airspace Simulation 

Model

On schedule New milestone

2014

Complete the update of the Airfield 

Modeling Database with all new 

runway, taxiway, and gate data

On schedule New milestone

Airport Technology Research Program – Capacity Progress in FY 2012:

	Completed seven new enhancements to the FAA’s Airport and Airspace Simulation Model, which is 

used to test and analyze the impact of various air traffic scenarios. The enhancements will improve 

the model’s ability to simulate the movement of individual aircraft along airspace routes, runways, 

taxiways, and gates, as well as compute aircraft travel times and delay statistics.

	Investigated the integration of actual Airport Surface Detection Equipment, Model X data into FAA 

capacity models to provide more realistic forecasting. The Airport Database (and digitization of 

airports) has continued to be improved through: the integration of new fuel burn studies; updating 

of the database with new runways, taxiways, and gates; physical onsite data collection at several 

airports; and the electronic merging of several key capacity-related computer tools.

	Released an upgraded version of the FAA Rigid and Flexible Iterative Elastic Layered Design 

(FAARFIELD) software, which is used to design the thickness of new pavement and overlays of 

existing pavement for runways, taxiways, and aprons. The software accompanies AC 150/5320-6E 

Airport Pavement Design and Evaluation in the development of new computer-based standards for 

airport pavement structural design, a shift from design charts to desktop computing. The upgraded 

FAARFIELD 1.305 replaces all previous versions and incorporates full three-dimensional (3D) 

finite element responses to aircraft loads (for new rigid pavements and rigid overlays) and is fully 

compatible with 64-bit operating systems.

Chapter 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.
Chapter 3 - Reduce Environmental Effects 93

2013 NARP

Five goals support R&D Principle 3 - Reduce Environmental Effects 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. 

Throughout this chapter, progress in FY 2012 on 103 milestones across all of these programs is described. 

As of the end of FY 2012, 30 percent of milestones in support of R&D Principle 3 – Reduce Environmental 

Impacts were completed and 99 percent of active milestones were on schedule.
94 Chapter 3 - Reduce Environmental Effects

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Table 3.0.1: FAA R&D Goals and Programs Alignment with NSTC Energy and Environment Goals

FAA R&D 

Principle FAA R&D Goals FAA R&D Programs NSTC Goals NSTC Principle

1 - Reduced significant community noise impacts 

in absolute terms.

2 - Reduced impact of aviation emissions on air 

quality and global climate.

Environment and Energy

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 

Goal 3 - Advance 

Development of 

Technologies and 

Operational 

Procedures to 

Decrease the 

Significant 

Environmental 

Assuring Energy Availability a

and the Environment M

NextGen - Environmental Research - 

Aircraft Technologies, Fuels, and 

Metrics

Environment and Energy – 

Environmental Management Systems Increases in the Impacts of the 

3 - Improved energy efficiency and assured and Advanced Noise and Emissions Energy Aviation System

nd E

ust be

availability of sustainable alternative jet fuels. Reduction Efficiency of the 

ctpa

Aviation System

 P

ff

m

Safety, Security, Environment – 

ic

rote

e l Inta

Operational Assessments

iency is Centr

cted while

NextGen - Weather Technology in the 

 E onmnvir

Cockpit

al to the

 Susta

Goal 1 - Enable New Aviation Fuels 

educ

Derived from Diverse and Domestic 

ining Gr

Resources to Improve Fuel Supply Goal 3 - Advance 

Re

Security and Price Stability Development of 

 Gr

Airport Cooperative Research Program - Technologies and 

owth of

4 - Established requirements, policies, procedures, 

and resources to allow airports in the United States 

to become environmentally-friendly neighbors.

Environment Goal 2 - Advance Development of 

Technologies and Operations to 

Enable Significant Increases in the 

Energy Efficiency of the Aviation 

Operational 

Procedures to 

Decrease the 

ifSign icant 

 the

owth in A

System Environmental 

 Aer

ir Tr

actImp e s of th o

Aviation System

an

na

Airport Technology Research Program - 

sporta

utic

Environment

s Enterprise,

tion

5 - Established data and methodologies to support 

certification of alternative fuels for General 

Aviation aircraft.

NextGen - Alternative Fuels for General 

Aviation

Goal 3 - Advance Development of Technologies and 

Operational Procedures to Decrease the Significant 

Environmental Impacts of the Aviation System
Chapter 3 - Reduce Environmental Effects 95

2013 NARP

In FY 2014, 21 percent of total FAA R&D funding is allocated to R&D Principle 3 - Reduce Environmental 

Impacts. Program funding levels for the 2013 CR Annualized and 2014 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 2014 President’s Request. Table 3.0.2 also lists the section and page number reference for each 

budget narrative within the FY 2014 CJ for the President’s Budget Request. The link to the FY 2014 CJ is: 

http://www.dot.gov/sites/dot.dev/files/docs/FAA_FY2014_Budget_Estimates.pdf.

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

2014 

BLI

A

Program

ssm

CJ Reference 

(Section/Page)

Appropriation 

Account

2013 CR 

Annualized

($000)

2014 

Request

($000)

2014 

Percent of 

Program

A11.m

sse

NextGen - Alternative Fuels for General Aviation

n

3C/58 RE&D 1,995 5,571 100%

A12.d

e

NextGen - Weather Technology in the Cockpit

t

3C/78 RE&D 805 417 10%

A13.a Environment and Energy

s

3C/82 RE&D 15,166 14,542 100%

A13.b NextGen - Environmental Research - Aircraft 

Technologies, Fuels, and Metrics

3C/87 RE&D 23,644 18,979 100%

A14.a System Planning and Resource Management 3C/92 RE&D 361 479 21%

1A07D Environment and Energy - Environmental Management 

Systems and Advanced Noise and Emissions Reduction

3B/42 F&E 7,915 10,000 100%

1A07F Safety, Security, Environment – Operational 3B/42 F&E 7,000 8,000 100%

4A08A Center for Advanced Aviation System Development 

(CAASD)

3B/323 F&E 1,463 1,313 8%

-- Airport Cooperative Research Program - Environment 3D/36 AIP 5,031 5,000 100%

-- Airport Technology Research Program - Environment

Total ($000)

3D/28 AIP 1,500 1,500 100%

64,881 65,801
96 Chapter 3 - Reduce Environmental Effects

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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 these R&D goals by characterizing aircraft noise and 

emissions and their consequential impacts on the environment. Subsequently, the program 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 2012 towards achieving these R&D goals.

Table 3.1.1: Environment and Energy Program Milestones

Year Milestone Status Notes

2009

Develop methodologies to quantify 

and assess the impact of Particulate 

Matter and Hazardous Air Pollutants

Completed

2010

Develop a preliminary planning 

version of an Aviation Environmental 

Design Tool that will allow integrated 

assessment of noise and emissions 

impact at the local and global levels

Completed

2010

Assess the impacts of aviation on 

regional air quality, including the 

effects of nitrogen oxide (NOx) 

emissions from aircraft climb and 

cruise

Completed

2010

Develop new standards and 

methodologies to quantify and assess 

the impact of aircraft noise and 

aviation emissions

Completed
Chapter 3 - Reduce Environmental Effects 97

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Year Milestone Status Notes

2011

Assess the level of certainty of 

aviation’s impact on climate change, 

with special emphasis on the effects of 

contrails

Completed

2011

Complete development of firstgeneration ground plume model for 

aircraft engine exhaust

Completed

2011

Develop a new metric to quantify the 

environmental impacts of new aircraft 

types

Completed

2011

Investigate feasibility of metrics for 

new aircraft standards for carbon 

dioxide (CO2) emissions

Completed

2011

Determine how aviation-generated 

particulate matter and hazardous 

air pollutants impact local health, 

visibility, and global climate

Completed

The NextGen - Environmental 

Research - Aircraft Technologies, 

Fuels, and Metrics (A13.b) Program 

was also responsible for this 

milestone.

2012 Expand noise data collection to very 

light jets and supersonic aircraft Deleted

This milestone has been deleted due to 

a change in emphasis of the research 

by the Environment and Energy 

Program Office.

2012 NARP Status: On schedule

2013

Examine the suitability of aircraft 

noise and emissions metrics to 

establish environmental standards

Completed 2012 NARP Status: On schedule

2013

Evaluate noise propagation 

methodologies to predict surface noise 

levels

On schedule

This milestone was revised to clarify 

the research.

Old wording: “Update environmental 

assessment models to incorporate new 

noise metrics”

2013 Refine the estimates of aircraft 

contribution to climate change On schedule

The NextGen - Environmental 

Research - Aircraft Technologies, 

Fuels, and Metrics (A13.b) Program is 

also responsible for this milestone.

2013

Develop a technique to estimate 

domestic U.S.-wide impacts of 

aviation emissions on surface air 

quality

On schedule

This milestone was revised to 

clarify the research. The NextGen 

- Environmental Research - Aircraft 

Technologies, Fuels, and Metrics 

(A13.b) Program was removed from 

this milestone to accurately reflect the 

research execution.

Old wording: “Refine estimates of 

aircraft emitted particulate matter on 

climate, air quality and human health”
98 Chapter 3 - Reduce Environmental Effects

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Year Milestone Status Notes

2014

Obtain direct measurements of 

particulate matter data to update 

environmental modeling tools

Delayed

This milestone has been delayed from 

2013 to 2014 because the focus of the 

research has changed and has been 

re-prioritized by the Environment 

and Energy Program Office. The 

milestone has been revised to clarify 

the research.

Old wording: “Obtain direct 

measurements of hazardous air 

pollutants and particulate matter data 

to update modeling tools”

2012 NARP Status: On schedule

2014

Complete development and field a 

fully validated suite of tools, including 

the Aviation Environmental Design 

Tool and the Aviation Environmental 

Portfolio Management Tool

Deleted

This milestone has been deleted 

and replaced with a similar 

milestone under the Safety, Security, 

Environment – Operational 

Assessments (1A07F) Program.

2012 NARP Status: On schedule

2015

Refine methods and tools to estimate 

impacts of aviation emissions on air 

quality in the vicinity of the airport

On schedule New milestone

2016 Advance the understanding of noise 

impacts on social welfare and health On schedule New milestone

2016

Refine the estimates of aircraft 

contribution to climate change using 

the latest methods and knowledge

On schedule

New milestone

The NextGen - Environmental 

Research - Aircraft Technologies, 

Fuels, and Metrics (A13.b) Program is 

also responsible for this milestone.

Environment and Energy Program Progress in FY 2012:

	Completed development of carbon dioxide (CO2) emission metrics for Commercial Aircraft 

Certification. Aircraft regulatory standards, or aircraft certification requirements with associated 

stringency levels, are among the set of mechanisms that can be used to analyze emission 

performance of the existing and new aircraft fleet. The research consisted of defining and 

identifying a system composed of a metric, correlating parameter, evaluation options, stringency 

level, and scope of applicability (i.e., type of aircraft). The developed metric standard was accepted 

by the international community.
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3.1.2 Environment and Energy – Environmental Management Systems and 

Advanced Noise and Emissions Reduction (F&E - 1A07D – NextGen – Systems 

Development)

The Environment and Energy – Environmental Management Systems and Advanced Noise and Emissions 

Reduction Program supports these R&D goals 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 2012 towards achieving these R&D goals.

Table 3.1.2: Environment and Energy – Environmental Management Systems and Advanced Noise and 

Emissions Reduction Program Milestones

Year Milestone Status Notes

2010

Develop algorithms to optimize 

ground and airspace operations by 

leveraging communication, navigation, 

and surveillance technology in the 

short- to medium-term to optimize 

aircraft sequencing and timing on the 

surface and in the terminal area

Completed

2013

Identify and pursue the development 

of a Flight Management System and 

other system technologies that will 

be the most effective at producing 

environmental benefits

Deleted

This milestone has been deleted to 

ensure alignment with the Capital 

Investment Plan.

2012 NARP Status: On schedule

2013

Demonstrate collaborative surface 

management techniques that could 

reduce fuel burn and emissions

On schedule

This milestone was revised to clarify 

the research.

Old wording: “Demonstrate optimized 

airport and terminal area operations 

that reduce or mitigate aviation 

impacts on noise, air quality, or water 

quality in the vicinity of the airport”

2013

Evaluate, refine, and apply 

Environmental Management System 

decision support tools to the aviation 

system

On schedule
100 Chapter 3 - Reduce Environmental Effects

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Year Milestone Status Notes

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

On schedule New milestone

2014

Establish Beta Emergency 

Management System website and 

collaboration portal that includes 

communication materials

On schedule New milestone

2014

Develop a report on refinements to 

the program offices’ collaboration 

protocols and reward and recognition 

program

On schedule New milestone

2014

Develop an initial approach to 

integrate National Environmental 

Policy Act considerations into existing 

FAA Acquisition Management System 

guidance

On schedule New milestone

2014

Develop a report on tests and 

demonstrations of Continuous Lower 

Emissions, Energy, and Noise Air 

Traffic Management-related aircraft 

technologies

On schedule New milestone

2014

Develop a report on NAS-wide 

assessments of environmental 

benefits of Continuous Lower 

Emissions, Energy, and Noise aircraft 

technologies

On schedule New milestone

2014

Develop a report on exploration, 

demonstrations and assessments of 

environmentally and energy efficient 

gate-to-gate operational procedures

On schedule New milestone

2014

Develop a report on 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

On schedule New milestone

2014

Assess NAS-wide benefits of 

environmental mitigation solutions 

comprised of new technologies, 

alternative fuels, advanced operational 

procedures, market measures, and 

options for policy and noise/emissions 

standards

Deleted

This milestone has been deleted to 

ensure alignment with the Capital 

Investment Plan.

2012 NARP Status: On schedule
Chapter 3 - Reduce Environmental Effects 101

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Year Milestone Status Notes

2015

Refine and update approaches for 

Environmental Management System 

performance tracking

Deleted

This milestone has been deleted to 

ensure alignment with the Capital 

Investment Plan.

2012 NARP Status: On schedule 

Environment and Energy – Environmental Management Systems and Advanced Noise and Emissions 

Reduction Program Progress in FY 2012:

	Conducted flight testing of adaptive trailing edge technology as part of the CLEEN program. 

Boeing integrated an Adaptive Trailing Edge on a modified 737-800 aircraft, completing ground 

tests and flight tests. This technology is expected to reduce aircraft fuel burn by up to two percent 

by increasing wing aerodynamic efficiency and decrease aircraft noise during approach.

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 

these R&D goals 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 2012 towards achieving these R&D goals.

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

Milestones

Year Milestone Status Notes

2010

Complete detailed feasibility study, 

including economic feasibility, 

measure environmental impacts, and 

demonstrate drop-in potential for 

alternative fuels

Completed

2011

Determine how aviation-generated 

particulate matter and hazardous 

air pollutants impact local health, 

visibility, and global climate

Completed

The Environment and Energy (A13.a) 

Program was also responsible for this 

milestone.
102 Chapter 3 - Reduce Environmental Effects

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Year Milestone Status Notes

2011

Complete detailed feasibility study, 

including economic and environmental 

impacts and an assessment of the 

potential of renewable alternative fuels 

for gas turbine engines

Completed

2011

Establish the relationship between 

aviation engine exhaust and the 

gases and particulate matter that are 

deposited in the atmosphere

Completed

2011

Complete tests and data collection to 

determine if the right metrics are being 

used to assess the impact of aircraft 

noise

Completed

2013 Refine the estimates of aircraft 

contribution to climate change On schedule

The Environment and Energy (A13.a) 

Program is also responsible for this 

milestone.

2013

Demonstrate Continuous Lower 

Energy, Emissions and Noise Ceramic 

Matrix Composite nozzle technology

On schedule

This milestone was revised to clarify 

the research.

Old wording: “Identify and pursue the 

development of engine and airframe 

technologies that will be the most 

effective at producing environmental 

benefits”

2013

Develop plans for Continuous Lower 

Energy, Emissions and Noise Phase II 

activities

On schedule New milestone

2013

Demonstrate compatibility of future 

alternative jet fuel pathways with 

existing aircraft and infrastructure 

to expand feedstock options for 

sustainable fuel production

On schedule

This milestone was revised to clarify 

the research.

Old wording: “Complete significant 

demonstration of “drop-in” alternative 

turbine engine fuels”

2013

Demonstrate airframe and engine 

technologies to reduce noise and 

emissions

Deleted

This milestone has been deleted 

because it is redundant with the 

milestone “Demonstrate Continuous 

Lower Energy, Emissions and Noise 

(CLEEN) Ceramic Matrix Composite 

nozzle technology”.

2012 NARP Status: On schedule

2014

Evaluate the environmental and 

economic sustainability of future 

alternative turbine engine fuels

On schedule

This milestone was revised to clarify 

the research.

Old wording: “Complete assessment 

of renewable alternative turbine engine 

fuels”
Chapter 3 - Reduce Environmental Effects 103

2013 NARP

Year Milestone Status Notes

2015

Evaluate novel future alternative jet 

fuels to ensure their compatibility 

with existing aircraft and fueling 

infrastructure

On schedule

This milestone was revised to clarify 

the research.

Old wording: “Complete transition 

plans for renewable alternative fuels”

2015

Assess the environmental benefits of 

the first round of Continuous Lower 

Energy Emissions and Noise airframe 

and engine technologies

On schedule

This milestone was revised to clarify 

the research.

Old wording: “Assess the 

environmental benefits of the first 

round of Continuous Lower Energy, 

Emissions and Noise airframe and 

engine technologies through integrated 

flight demonstration”

2015

Initiate Continuous Lower Energy, 

Emissions and Noise Phase II 

activities to demonstrate technologies 

that can reduce energy use, emissions, 

and noise

On schedule New milestone

2016

Refine the estimates of aircraft 

contribution to climate change using 

the latest methods and knowledge

On schedule

New milestone

The Environment and Energy (A13.a) 

Program is also responsible for this 

milestone.

2016

Refine the environmental and 

economic sustainability assessment of 

renewable alternative turbine engine 

fuels using the latest methods and 

knowledge

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 New milestone
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NextGen - Environmental Research - Aircraft Technologies, Fuels, and Metrics Program Progress in FY 

2012:

	Examined the non-CO2 climate impacts of aviation emissions as part of the Aviation Climate Change 

Research Initiative (ACCRI) Program. Current and future global scenarios addressing varying 

aviation capacity growth, technology and operational improvements, and the use of alternative fuels 

have been computed and specified for use by the ACCRI Consortium. Significant results included: 

better characterization of uncertainties in the calculation of chemical impacts on NOx-O3 and NOxCH4

; improvements in the characterization of moisture fields to enable calculation of the formation 

of contrails and contrail-induced cirrus clouds; improvements in the optical characterization of 

aerosols and contrail particles by modeling and laboratory investigations; and estimation of spatial 

extent and persistence of contrails and contrail-induced cirrus clouds using satellite observations and 

models.

3.1.4 Safety, Security, Environment – Operational Assessments (F&E - 1A07F 

– NextGen – Systems Development)

The Safety, Security, Environment – Operational Assessments Program supports these R&D goals 

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.

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 2012 towards achieving these R&D goals.

Table 3.1.4: Safety, Security, Environment – Operational Assessments Program Milestones

Year Milestone Status Notes

2009

Develop and implement NAS-wide 

regional environmental analysis 

capability within the Aviation 

Environmental Design Tool

Completed

2010

Implement weather effects in 

Aviation Environmental Design Tool 

environmental analyses

Completed
Chapter 3 - Reduce Environmental Effects 105

2013 NARP

Year Milestone Status Notes

2011

Enhance regional analysis capability 

in aviation environmental analysis 

tools

Completed

2013

Develop and implement NAS-wide 

demand forecasting, economic and 

environmental analysis capability 

with Aviation Environmental Portfolio 

Management Tool

Completed 2012 NARP Status: Delayed from 

2012 to 2013

2013

Interface/integrate environmental 

assessment capability with NextGen 

NAS models

On schedule

This milestone was revised to clarify 

the research.

Old wording: “Explore options to 

integrate environmental assessment 

capability with NextGen NAS models”

2013

Complete a customized Performance 

Data Analysis and Reporting System 

dataset created for Performance Based 

Navigation analysis

On schedule New milestone

2013

Collect and analyze studies from 

constituent program offices to provide 

a comprehensive view of NextGen 

costs and benefits

On schedule New milestone

2013 Develop the NextGen 2012 

Performance Assessment Report On schedule New milestone

2014

Release Aviation Environment 

Design Tool publicly with capability 

to perform airport to NAS level 

integrated fuel burn, noise and 

emissions analyses

On schedule New milestone

2014

Interface Aviation Environment 

Design Tool environmental assessment 

capabilities with NextGen NAS 

simulation models

On schedule New milestone

2014

Develop Aviation Environment 

Portfolio Management Tool for 

domestic/ regional NAS-wide 

NextGen environmental performance 

optimization and impact analysis

On schedule New milestone

2014

Update document which analyzes and 

assesses NAS-wide environmental 

benefits of NextGen implementation

On schedule New milestone

2014

Update NextGen cost estimates, 

benefits estimates, and the overall 

NextGen business case

On schedule New milestone

2014 Publish an updated NextGen Business 

Case document On schedule New milestone
106 Chapter 3 - Reduce Environmental Effects

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Year Milestone Status Notes

2014

Evaluate the operational performance 

impacts of NextGen technologies and 

procedures, and publish an annual 

report

On schedule New milestone

2014

Complete additional upgrades and 

maintenance of the website for 

NextGen Performance Snapshots to 

aid in the tracking and reporting of 

progress within NextGen

On schedule New milestone

2014

Update and maintain the NextGen 

Segment Implementation Plan to 

aid the planning and deployment of 

NextGen portfolio in the mid-term 

timeframe

On schedule New milestone

2016

Employ the Aviation Environmental 

Design Tool and the Aviation 

Environmental Portfolio Management 

Tool for NAS-wide environmental 

analyses

Deleted

This milestone has been deleted to 

ensure alignment with the Capital 

Investment Plan.

2012 NARP Status: On schedule

Safety, Security, Environment – Operational Assessments Program Progress in FY 2012:

	Publicly released AEDT version 2a, which replaced the Noise Integrated Routing System legacy 

tool for National Environmental Policy Act airspace environmental compliance of air traffic airspace 

and procedure actions.

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

The NextGen - Weather Technology in the Cockpit Program supports these R&D goals 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 2012 towards achieving these 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

On schedule New milestone
Chapter 3 - Reduce Environmental Effects 107

2013 NARP

Year Milestone Status Notes

2016

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

On schedule New milestone

NextGen - Weather Technology in the Cockpit Program Progress in FY 2012:

	Simulated and verified proof of concept for future research on impacts of simple wind conditions, 

aircraft, and operational procedures on selected NextGen applications.

	Began planning for pilot-in-the-loop demonstrations of providing Eddy Dissipation Rate / 

Graphical Turbulence Guidance (EDR/GTG) to cockpits including the completion of a test plan and 

preliminary assessments of tablet PCs to be used for presenting the EDR/GTG information in the 

cockpit.

3.1.6 Center for Advanced Aviation System Development (F&E - 4A08A)

The Center for Advanced Aviation System Development Program supports these R&D goals 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 2012 towards Environment and Energy R&D Goals 1 - 3.

	Refined the systemwideModeler tool flight trajectory representation for environmental modeling 

purposes using the AEDT. The enhancements to systemwideModeler trajectories included improved 

trajectory fidelity in the terminal area (through the use of radar track data) and incorporation of 

speed changes, vectors, and holds as en route delay absorption mechanisms for modeling the 

delay predicted by the simulation. Research activities included statistical analysis to support the 

creation of a terminal area path library that represents average annual conditions at the 30 core 

airports, refinement of trajectory altitude and speed profiles, software development to support AEDT 

study generation, sample studies for testing the methodology, and publication of findings through 

conference papers.
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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 this R&D goal 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 2012 towards achieving this R&D goal.

Table 3.2.1: Airport Cooperative Research Program – Environment Milestones

Year Milestone Status Notes

2012

Develop procedures to assess air 

pollution concentrations in the vicinity 

of airports

Completed New milestone

2012

Develop a guidebook of recycling 

strategies for airport-industry 

recycling practitioners

Completed New milestone

2012 Improve the assessment of hazardous 

air pollutants emissions at airports Completed New milestone

2012

Develop a process for monitoring 

storm water that is subject to runoff 

containing deicing materials

Completed New milestone

2012

Assess and mitigate the contribution 

of ground support equipment to air 

quality impacts at airports

Completed New milestone

2012

Publish guidelines for integrating 

alternative jet fuel into the airport 

setting

Completed New milestone

2012

Identify factors in defining a winter 

design storm for use in sizing airport 

deicing runoff management systems 

and components

Completed New milestone

2012

Define the benefits of incorporating 

sustainability into traditional airport 

projects

Completed New milestone
Chapter 3 - Reduce Environmental Effects 109

2013 NARP

Year Milestone Status Notes

2012

Publish guidance on how alternative 

fuels can reduce PM2.5 emissions at 

airports

Completed New milestone

2012

Develop guidance for airports to 

introduce and market alternative fuels 

to their airport community

Completed New milestone

2013

Develop an aircraft departure 

environmental optimization 

methodology

On schedule New milestone

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

On schedule New milestone

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

On schedule New milestone

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 

off-airport

On schedule New milestone

2013

Identify and evaluate metrics for and 

conditions under which aircraft noise 

affects student learning

On schedule New milestone

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

On schedule New milestone

2013

Develop a decision tool for airports to 

identify, evaluate, prioritize, and select 

sustainability practices

On schedule New milestone

2013

Identify available and emerging onsite 

and offsite technologies for treating 

storm water impacted by airport 

deicing activities

On schedule New milestone

2013 Assess the effectiveness of sound 

insulation programs On schedule New milestone

2013

Provide practical mitigation 

alternatives for managing nuisance 

microbial communities caused by 

airport deicing activities

On schedule New milestone
110 Chapter 3 - Reduce Environmental Effects

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Year Milestone Status Notes

2013

Develop an interactive electronic 

tool to assist airport stakeholders 

in estimating airport construction 

emissions

On schedule New milestone

2013

Develop an inventory methodology 

to help airports quantify aircraft lead 

emissions at airports

On schedule New milestone

2013

Develop and validate a research 

protocol for a large-scale study of 

aircraft noise exposure-annoyance 

response relationships across the U.S.

On schedule New milestone

2013

Assess the predictive accuracy of the 

FAA’s Integrated Noise Model for 

general aviation aircraft

On schedule New milestone

2013

Assess the current body of knowledge 

regarding the impact of airport 

operations on air quality and public 

health

On schedule New milestone

2013 Develop guidelines for airport sound 

insulation programs On schedule New milestone

2014

Create best practices for aviation 

safety associated with planning, 

developing and constructing energy 

production and transmission 

technologies at and around airports

On schedule New milestone

2014

Produce guidance on the application 

of whole effluent toxicity testing to 

airport deicing runoff

On schedule New milestone

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 New milestone

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 New milestone

2014

Improve, enhance, and update the 

Sustainable Aviation Guidance 

Alliance website with new and 

existing sustainable practices data

On schedule New milestone
Chapter 3 - Reduce Environmental Effects 111

2013 NARP

Year Milestone Status Notes

2014

Develop a process to evaluate 

sustainability practices as they relate 

to the impacts on day-to-day airport 

operations and maintenance

On schedule New milestone

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 New milestone

2014

Develop a primer to help airports 

address federal and state threatened 

and endangered species issues on or 

near their airport

On schedule New milestone

Airport Cooperative Research Program – Environment Progress in FY 2012:

	Published a report titled Guidance for Quantifying the Contribution of Airport Emissions to Local 

air Quality, which created procedures for using air quality models in combination with on-site 

measurement equipment to prepare a comprehensive assessment of air pollution concentrations in 

the vicinity of airports. This guidance helps airports respond to regulatory needs, including those of 

the National Environmental Policy Act, and generate information desired by local communities as 

they seek to develop more detailed local air quality assessments.

	Developed a guidebook of recycling strategies, including a set of fact sheets targeted to specific 

airport-industry recycling practitioners. The guidebook and fact sheets describe procedures for 

recycling airport, airline, and flight kitchen waste; recommend action plans to improve recycling and 

reduce waste disposal costs for airports of varying sizes and characteristics; and identify existing 

program gaps and how components of the industry could work together to bridge those gaps.

	Published a report titled Measurement of Gaseous HAP Emissions from Idling Aircraft as a Function 

of Engine and Ambient Conditions, which helps improve the assessment of hazardous air pollutants 

(HAP) emissions at airports based on specific aircraft operating parameters and changes in ambient 

conditions.

	Published the Guidebook for Selecting Methods to Monitor Airport and Aircraft Deicing Materials, 

which provides a step-by-step process for identifying, evaluating, and selecting methods to monitor 

storm water that is subject to runoff containing deicing materials. The report addresses identifying 

the parameters to be monitored and discusses the appropriateness of various monitoring methods 

and instrument types to meet an airport’s specific needs. The report also provides guidance for 

setup, operation, and maintenance of each monitoring method.
112 Chapter 3 - Reduce Environmental Effects

2013 NARP

	Published a report titled Airport Ground Support Equipment (GSE): Emission Reduction Strategies, 

Inventory, and Tutorial, which is designed to help assess and mitigate the contribution of ground 

support equipment to air quality impacts at airports. The report presents an inventory of ground 

support equipment (GSE) at airports, identifies potential strategies to reduce emissions from 

powered GSE, and provides a tutorial that describes GSE operations and emission reduction 

technologies for use by GSE owners and operators.

	Published a handbook titled Guidelines for Integrating Alternative Jet Fuel into the Airport Setting

for airport operators and others associated with “drop-in” jet fuel production and delivery that 

summarizes issues and opportunities associated with locating (on or off-airport) an alternative jet 

fuel production facility and its storage and distribution requirements. The handbook identifies the 

types and characteristics of alternative jet fuels; summarizes potential benefits; addresses legal, 

financial, environmental, and logistical considerations and opportunities; aids in evaluating the 

feasibility of alternative jet fuel production facilities; and summarizes issues and opportunities 

associated with locating on- or off-airport alternative jet fuel production facilities and their fuel 

storage and distribution requirements.

	Published a report titled Winter Design Storm Factor Determination for Airports, which identifies 

the relevant factors in defining a winter design storm for use in sizing airport deicing runoff 

management systems and components. The guidebook provides a decision support tool for 

identifying an appropriate winter design storm for an airport-specific project; a review of regulations 

as they pertain to deicing runoff; and suggestions for target levels of service, including the 

acceptable level of risk of the designed system not meeting performance standards.

	Published the Guidebook for Incorporating Sustainability into Traditional Airport Projects, which 

describes sustainability and its potential benefits, and identifies different applications of sustainable 

initiatives in traditional airport construction and everyday maintenance projects. The report includes 

an airport sustainability assessment tool that may be used to assist in identifying sustainability 

initiatives that might be most applicable to an airport project.

	Published a document titled Alternative Fuels as a Means to Reduce PM2.5 Emissions at Airports, 

which describes the potential impacts that alternative fuels could have on emissions and ambient air 

pollution concentrations of fine particulate matter at airports.

	Published a report titled Assessing Opportunities for Alternative Fuel Distribution Programs, which 

consists of a guidebook and toolkit designed to help airports introduce and market alternative fuels 

to their airport community, including tenants and consumers off airport. The guidebook includes 

a step-by-step process to evaluate opportunities and constraints for alternative fuel distribution 

programs.
Chapter 3 - Reduce Environmental Effects 113

2013 NARP

3.2.2 Airport Technology Research Program – Environment (AIP)

The Airport Technology Research Program – Environment supports this R&D goal by establishing upto-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 2012 towards achieving this R&D goal.

Table 3.2.2: Airport Technology Research Program – Environment Milestones

Year Milestone Status Notes

2012 Initiate the Aircraft Noise and 

Annoyance Study Completed

This milestone was changed to specify 

the name of the study.

Old wording: “Initiate a project to 

study aircraft noise annoyance data 

and sleep disturbance around airports”

2012 NARP Status: On schedule

2013

Develop the test plan and selection 

of surveyed airports for the Aircraft 

Noise and Annoyance Study

On schedule New milestone

2014

Develop and gain approval for a 

survey instrument to collect data for 

the Aircraft Noise and Annoyance 

Study

On schedule New milestone

2015 Complete data collection for the 

Aircraft Noise and Annoyance Study 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 New milestone

Airport Technology Research Program – Environment Progress in FY 2012:

	Initiated the national Aircraft Noise and Annoyance Study, an extensive multi-year data collection 

effort to survey communities’ level of annoyance in response to aircraft noise. The FAA’s current 

noise policy is based on human response and noise exposure data from the 1960’s and 1970’s. 

Since noise is the most immediately objectionable community impact of aviation and requires the 

most Federal resources to mitigate, it is important the FAA update the scientific evidence of the 

relationship between aircraft noise exposure and annoyance. The results of the multi-year study will 

provide the FAA with the additional confidence that a given metric and level of noise are indicative 

of today’s population as well as guide national aviation noise policy and determine community noise 

impacts and land-use guidelines.
114 Chapter 3 - Reduce Environmental Effects

2013 NARP

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 this R&D goal 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 2012 towards achieving this R&D goal.

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

Year Milestone Status Notes

2016

Develop engine and fuel test methods 

to evaluate the performance, safety, 

durability, and operability of unleaded 

aviation gasoline

On schedule

NextGen - Alternative Fuels for General Aviation Program Progress in FY 2012

	Completed research that characterized, quantified, and documented the effects of engine deposits 

containing elemental lead on the antiknock performance of alternative unleaded fuels. Results 

showed significant improvement in antiknock performance of unleaded fuels in an engine containing 

lead deposits. As a result of the research, certification officials now understand that any engine 

tested for unleaded fuel must be purged of lead deposits prior to testing, thus ensuring an adequate 

margin of operating safety.

	Completed initial full-scale engine tests on reduced-lead aviation gasoline. Unleaded and leaded 

aviation gasolines with similar specification properties perform differently in full-scale aircraft 

engines. The research addressed mis-fueling concerns related to performance differences of the two 

fuels. Test results will be used in an effort to establish a minimum lead requirement in the existing 

leaded aviation fuel specification.

Chapter 4

R&D Business Management
Chapter 4 - R&D Business Management 117

2013 NARP

This chapter reviews the FAA R&D portfolio according to the FY 2014 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, 

Commercial Space Transportation, NextGen, and Policy, International Affairs and Environment. The 

Research and Development Management Division under the Assistant Administrator for NextGen manages 

the FAA R&D portfolio for the Agency.

4.1 Appropriation Accounts

All four of the FAA’s appropriation accounts fund the R&D portfolio: RE&D; F&E; AIP; and Ops. The 

following sections provide a summary of the FAA appropriation accounts7 and how the R&D portfolio is 

derived from each.

4.1.1 Research, Engineering and Development (RE&D)

The RE&D appropriation account funds R&D programs that improve the NAS by increasing its safety, 

security, productivity, capacity, and environmental compatibility to meet the expected air traffic demands of 

the future. The RE&D appropriation account funds roughly 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 NextGen – System Development. In general, programs from these groups are in the 

concept development and demonstration phase prior to an FAA investment decision.

Advanced Technology Development and Prototyping R&D programs develop and validate technology and 

systems that support air traffic services, to include the requirements associated with the evolving air traffic 

system architecture and improvements in airport safety and capacity. NextGen - System Development 

R&D programs comprise the other half of the NextGen R&D portfolio and have broad applicability across 

the NextGen solution sets and to NextGen overall.

7

 FAA Order 2500.8B, Funding Criteria for Operations, Facilities and Equipment (F&E), and Research, Engineering and Development 

(RE&D) Accounts, dated October 1, 2006
118 Chapter 4 - R&D Business Management

2013 NARP

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 MOA that was signed by the U.S. Secretary of Transportation, the President 

of the National Academy of Sciences, and the Administrator of the FAA. The purpose of the ACRP is to 

research problems shared by airports 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.

4.1.4 Operations (Ops)

The Ops appropriation is the primary appropriation account from which the air traffic control operations 

services and annual operating and maintenance expenses are paid. Items appropriately budgeted and 

executed from this account include the cost of administration, operation, repair; and maintenance of FAA 

activities supporting the NAS. The Ops appropriation account funds R&D conducted in the Commercial 

Space Transportation Safety Program.
Chapter 4 - R&D Business Management 119

2013 NARP

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 2013 CR Annualized and FY 2014 

President’s Request, and planned funding for FY 2015 through 2018, 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 23.5 percent in FY 2013.

4.2.1 Appropriation Account

Table 4.2.1 shows the FAA R&D FY 2013 CR Annualized and FY 2014 President’s Request budgets and 

the estimated funding through FY 2018, grouped by appropriation account. The F&E budget in Table 4.2.1 

includes three programs: Advanced Technology Development and Prototyping (ATDP) (1A01), NextGen -

System Development (1A07), and CAASD (4A08A). The ATDP and NextGen - Systems Development line 

items have several programs under them, as shown in the tables. Both the F&E and the Ops appropriations 

have 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 2013 CR Annualized and FY 2014 President’s Request budgets and 

the estimated funding through FY 2018, grouped by requesting organization. Requesting (also known as 

sponsoring) organizations include Aviation Safety; Air Traffic Organization; Airports; Commercial Space 

Transportation; NextGen; and Policy, International Affairs and Environment.

4.2.3 Research Category

The FAA R&D portfolio includes both applied research and development as defined by the OMB Circular 

A-118. Applied research is the systematic study to gain knowledge or understanding necessary to determine 

the means by which a recognized and specific need may be met. Development is the systematic application 

of knowledge or understanding directed toward production of useful materials, devices, and systems or 

methods, including design, development, and improvement of prototypes and new processes to meet 

specific requirements. Table 4.2.3 shows the FAA R&D portfolio according to these categories with the 

percent of applied research and development for FY 2013 through 2018. In Table 4.2.3, the Commercial 

Space Transportation Safety Program is 50 percent applied research and 50 percent development.

8

 OMB Circular A-11, Preparation, Submission and Execution of the Budget, August 3, 2012, section 84, page 11 (http://www.whitehouse.gov/OMB/circulars).
120 Chapter 4 - R&D Business Management

2013 NARP

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 2014. 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 one goal. The table provides information on 

contract costs and personnel costs requested for FY 2014. 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 40 percent of the total requested R&D budget reported in the NARP for FY 2014, 

and it represents 12 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.
Chapter 4 - R&D Business Management 121

2013 NARP

Table 4.2.1: Planned R&D Budget by Appropriation Account

2014 

BLI Program Appropriation Account

2013 CR 

Annualized

($000)

2014

Request

($000)

2015

Estimate

($000)

2016

Estimate

($000)

2017

Estimate

($000)

2018

Estimate

($000)

Research, Engineering and Development (RE&D)

A11.a Fire Research and Safety RE&D 7,202 8,313 8,423 8,597 8,728 8,902

A11.b Propulsion and Fuel Systems RE&D 2,314 1,974 2,002 2,045 2,078 2,121

A11.c Advanced Materials/Structural Safety RE&D 2,550 2,607 2,650 2,713 2,760 2,823

A11.d Aircraft Icing/Digital System Safety RE&D 5,437 7,582 7,709 7,904 8,050 8,245

A11.e Continued Airworthiness RE&D 11,671 8,167 8,290 8,483 8,628 8,821

A11.f Aircraft Catastrophic Failure Prevention Research RE&D 1,154 1,652 1,683 1,728 1,761 1,805

A11.g Flightdeck/Maintenance/System Integration Human Factors RE&D 6,200 5,000 4,993 5,048 5,092 5,148

A11.h System Safety Management RE&D 10,088 11,583 11,818 12,145 12,389 12,717

A11.i Air Traffic Control/Technical Operations Human Factors RE&D 10,427 6,000 7,449 7,524 7,584 7,659

A11.j Aeromedical Research RE&D 11,067 8,672 8,714 8,820 8,903 9,008

A11.k Weather Program RE&D 16,141 15,279 15,651 16,153 16,524 17,025

A11.l Unmanned Aircraft Systems Research RE&D 3,525 7,500 7,669 7,897 8,067 8,296

A11.m NextGen - Alternative Fuels for General Aviation RE&D 1,995 5,571 5,663 5,800 5,903 6,040

A11.n NextGen - Advanced Systems and Software Validation RE&D 0 1,021 1,039 1,065 1,085 1,111

A12.a Joint Planning and Development Office (JPDO) RE&D 5,031 12,057 12,222 12,487 12,684 12,944

A12.b NextGen - Wake Turbulence RE&D 10,739 9,267 9,418 9,643 9,813 10,039

A12.c NextGen - Air Ground Integration Human Factors RE&D 10,564 10,329 10,455 10,710 10,901 11,157

A12.d NextGen - Weather Technology in the Cockpit RE&D 8,049 4,169 4,227 4,321 4,391 4,483

A13.a Environment and Energy RE&D 15,166 14,542 14,851 15,279 15,597 16,025

A13.b NextGen - Environmental Research - Aircraft Technologies, Fuels, and RE&D 23,644 18,979 19,296 19,771 20,128 20,606

Metrics

A14.a System Planning and Resource Management RE&D 1,728 2,289 2,303 2,341 2,369 2,406

A14.b William J. Hughes Technical Center Laboratory Facility

RE&D TOTAL 

Facilities & Equipment (F&E)

RE&D

RE&D

3,800 3,447 3,474 3,526 3,566 3,618

168,492 166,000 170,000 174,000 177,000 181,000

1A01A Runway Incursion Reduction Program F&E 2,810 5,000 5,000 5,000 5,000 5,000

1A01B System Capacity, Planning and Improvements F&E 5,430 5,600 6,000 6,000 6,500 6,500

1A01C Operations Concept Validation and Infrastructure Evolution F&E 4,170 4,000 4,000 4,000 4,000 6,000

1A01D Major Airspace Redesign

Subtotal

1A07A Air Traffic Control/Technical Operations Human Factors (Controller 

F&E

Line 1A01

F&E

5,915 5,000 5,000 5,000 5,000 5,000

18,325 19,600 20,000 20,000 20,500 22,500

4,165 5,000 5,400 5,900 6,000 6,500

Efficiency and Air Ground Integration)

1A07B New Air Traffic Management Requirements F&E 18,320 22,000 19,700 21,700 29,000 33,300

1A07C Operations Concept Validation Modeling F&E 4,165 5,000 4,500 4,900 5,000 6,000

1A07D Environment and Energy - Environmental Management Systems and F&E 7,915 10,000 8,900 9,900 10,000 10,900

Advanced Noise and Emissions Reduction

1A07E Wake Turbulence - Re-categorization F&E 1,250 1,500 1,300 1,500 3,000 3,400

1A07F Safety, Security, Environment – Operational Assessments F&E 7,000 8,000 7,200 7,900 8,000 8,700

1A07G Safety, Security, Environment – Systems Safety Management F&E 6,250 8,000 7,200 7,900 8,000 9,700

Transformation

1A07H Networked Facilities - Staffed NextGen Towers

Subtotal

4A08A Center for Advanced Aviation System Development (CAASD)

F&E TOTAL

Grants-In-Aid for Airports (AIP)

F&E

Line 1A07

F&E

F&E

2,915 2,000 5,400 5,900 6,000 6,900

51,980 61,500 59,600 65,600 75,000 85,400

18,330 16,450 17,625 17,625 17,625 18,800

88,635 97,550 97,225 103,225 113,125 126,700

-- Airport Cooperative Research Program - Capacity AIP 5,031 5,000 5,000 5,000 5,000 5,000

-- Airport Cooperative Research Program - Environment AIP 5,031 5,000 5,000 5,000 5,000 5,000

-- Airport Cooperative Research Program - Safety AIP 5,030 5,000 5,000 5,000 5,000 5,000

-- Airport Technology Research Program - Capacity AIP 12,571 12,607 12,607 12,607 12,607 12,607

-- Airport Technology Research Program - Environment AIP 1,500 1,500 1,500 1,500 1,500 1,500

-- Airport Technology Research Program - Safety

AIP TOTAL 

Operations (Ops)

AIP

AIP

15,358 15,393 15,393 15,393 15,393 15,393

44,521 44,500 44,500 44,500 44,500 44,500

-- Commercial Space Transportation Safety

Ops TOTAL

GRAND TOTAL

Ops

Ops

1,000 1,000 1,000 1,000 1,000 1,000

1,000 1,000 1,000 1,000 1,000 1,000

$302,648 $309,050 $312,725 $322,725 $335,625 $353,200
122 Chapter 4 - R&D Business Management

2013 NARP

Table 4.2.2: Planned R&D Budget by Requesting Organization

2014 

BLI Program Appropriation Account

2013 CR 

Annualized

($000)

2014

Request

($000)

2015

Estimate

($000)

2016

Estimate

($000)

2017

Estimate

($000)

2018

Estimate

($000)

Aviation Safety (AVS)

A11.a Fire Research and Safety RE&D 7,202 8,313 8,423 8,597 8,728 8,902

A11.b Propulsion and Fuel Systems RE&D 2,314 1,974 2,002 2,045 2,078 2,121

A11.c Advanced Materials/Structural Safety RE&D 2,550 2,607 2,650 2,713 2,760 2,823

A11.d Aircraft Icing/Digital System Safety RE&D 5,437 7,582 7,709 7,904 8,050 8,245

A11.e Continued Airworthiness RE&D 11,671 8,167 8,290 8,483 8,628 8,821

A11.f Aircraft Catastrophic Failure Prevention Research RE&D 1,154 1,652 1,683 1,728 1,761 1,805

A11.g Flightdeck/Maintenance/System Integration Human Factors RE&D 6,200 5,000 4,993 5,048 5,092 5,148

A11.h System Safety Management RE&D 10,088 11,583 11,818 12,145 12,389 12,717

A11.j Aeromedical Research RE&D 11,067 8,672 8,714 8,820 8,903 9,008

A11.l Unmanned Aircraft Systems Research RE&D 3,525 7,500 7,669 7,897 8,067 8,296

A11.n NextGen - Advanced Systems and Software Validation

AVS TOTAL

NextGen (ANG)

RE&D 0 1,021 1,039 1,065 1,085 1,111

61,208 64,071 64,990 66,446 67,541 68,997

A11.m NextGen - Alternative Fuels for General Aviation RE&D 1,995 5,571 5,663 5,800 5,903 6,040

A12.a Joint Planning and Development Office (JPDO) RE&D 5,031 12,057 12,222 12,487 12,684 12,944

A12.b NextGen - Wake Turbulence RE&D 10,739 9,267 9,418 9,643 9,813 10,039

A12.c NextGen - Air Ground Integration Human Factors RE&D 10,564 10,329 10,455 10,710 10,901 11,157

A12.d NextGen - Weather Technology in the Cockpit RE&D 8,049 4,169 4,227 4,321 4,391 4,483

A14.a System Planning and Resource Management RE&D 1,728 2,289 2,303 2,341 2,369 2,406

A14.b William J. Hughes Technical Center Laboratory Facility

Subtotal

1A07A Air Traffic Control/Technical Operations Human Factors (Controller 

RE&D

RE&D

F&E

3,800 3,447 3,474 3,526 3,566 3,618

41,906 47,129 47,763 48,828 49,627 50,689

4,165 5,000 5,400 5,900 6,000 6,500

Efficiency and Air Ground Integration)

1A07B New Air Traffic Management Requirements F&E 18,320 22,000 19,700 21,700 29,000 33,300

1A07C Operations Concept Validation Modeling F&E 4,165 5,000 4,500 4,900 5,000 6,000

1A07E Wake Turbulence - Re-categorization F&E 1,250 1,500 1,300 1,500 3,000 3,400

1A07F Safety, Security, Environment – Operational Assessments F&E 7,000 8,000 7,200 7,900 8,000 8,700

1A07G Safety, Security, Environment – Systems Safety Management F&E 6,250 8,000 7,200 7,900 8,000 9,700

Transformation

1A07H Networked Facilities - Staffed NextGen Towers

Subtotal

ANG TOTAL

Air Traffic Organization (ATO)

F&E

F&E

2,915 2,000 5,400 5,900 6,000 6,900

44,065 51,500 50,700 55,700 65,000 74,500

85,971 98,629 98,463 104,528 114,627 125,189

A11.i Air Traffic Control/Technical Operations Human Factors RE&D 10,427 6,000 7,449 7,524 7,584 7,659 

A11.k Weather Program

Subtotal

1A01A Runway Incursion Reduction Program

RE&D

RE&D

F&E

16,141 15,279 15,651 16,153 16,524 17,025

26,568 21,279 23,100 23,677 24,108 24,684

2,810 5,000 5,000 5,000 5,000 5,000

1A01B System Capacity, Planning and Improvements F&E 5,430 5,600 6,000 6,000 6,500 6,500

1A01C Operations Concept Validation and Infrastructure Evolution F&E 4,170 4,000 4,000 4,000 4,000 6,000

1A01D Major Airspace Redesign F&E 5,915 5,000 5,000 5,000 5,000 5,000 

4A08A Center for Advanced Aviation System Development (CAASD)

Subtotal

ATO TOTAL

Airports (ARP)

F&E

F&E

18,330 16,450 17,625 17,625 17,625 18,800

36,655 36,050 37,625 37,625 38,125 41,300

63,223 57,329 60,725 61,302 62,233 65,984

-- Airport Cooperative Research Program - Capacity AIP 5,031 5,000 5,000 5,000 5,000 5,000

-- Airport Cooperative Research Program - Environment AIP 5,031 5,000 5,000 5,000 5,000 5,000

-- Airport Cooperative Research Program - Safety AIP 5,030 5,000 5,000 5,000 5,000 5,000

-- Airport Technology Research Program - Capacity AIP 12,571 12,607 12,607 12,607 12,607 12,607

-- Airport Technology Research Program - Environment AIP 1,500 1,500 1,500 1,500 1,500 1,500

-- Airport Technology Research Program - Safety

ARP TOTAL

Policy, International Affairs, and Environment (APL)

AIP 15,358 15,393 15,393 15,393 15,393 15,393

44,521 44,500 44,500 44,500 44,500 44,500

A13.a Environment and Energy RE&D 15,166 14,542 14,851 15,279 15,597 16,025

A13.b NextGen - Environmental Research - Aircraft Technologies, Fuels, and RE&D 23,644 18,979 19,296 19,771 20,128 20,606

Metrics

Subtotal

1A07D Environment and Energy - Environmental Management Systems and 

RE&D

F&E

38,810 33,521 34,147 35,050 35,725 36,631

7,915 10,000 8,900 9,900 10,000 10,900

Advanced Noise and Emissions Reduction

Subtotal

APL TOTAL

Commercial Space Transportation (AST)

F&E 7,915 10,000 8,900 9,900 10,000 10,900

46,725 43,521 43,047 44,950 45,725 47,531

-- Commercial Space Transportation Safety

AST TOTAL

GRAND TOTAL

Ops 1,000 1,000 1,000 1,000 1,000 1,000

1,000 1,000 1,000 1,000 1,000 1,000

$302,648 $309,050 $312,725 $322,725 $335,625 $353,200
Chapter 4 - R&D Business Management 123

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Table 4.2.3: Planned R&D Budget by Research Category

2014 

BLI Program Appropriation Account

2013 CR 

Annualized

($000)

2014

Request

($000)

2015

Estimate

($000)

2016

Estimate

($000)

2017

Estimate

($000)

2018

Estimate

($000)

Applied Research

A11.a Fire Research and Safety RE&D 7,202 8,313 8,423 8,597 8,728 8,902

A11.b Propulsion and Fuel Systems RE&D 2,314 1,974 2,002 2,045 2,078 2,121

A11.c Advanced Materials/Structural Safety RE&D 2,550 2,607 2,650 2,713 2,760 2,823

A11.d Aircraft Icing/Digital System Safety RE&D 5,437 7,582 7,709 7,904 8,050 8,245

A11.e Continued Airworthiness RE&D 11,671 8,167 8,290 8,483 8,628 8,821

A11.f Aircraft Catastrophic Failure Prevention Research RE&D 1,154 1,652 1,683 1,728 1,761 1,805

A11.g Flightdeck/Maintenance/System Integration Human Factors RE&D 6,200 5,000 4,993 5,048 5,092 5,148

A11.h System Safety Management RE&D 10,088 11,583 11,818 12,145 12,389 12,717

A11.i Air Traffic Control/Technical Operations Human Factors RE&D 10,427 6,000 7,449 7,524 7,584 7,659

A11.j Aeromedical Research RE&D 11,067 8,672 8,714 8,820 8,903 9,008

A11.k Weather Program RE&D 16,141 15,279 15,651 16,153 16,524 17,025

A11.l Unmanned Aircraft Systems Research RE&D 3,525 7,500 7,669 7,897 8,067 8,296

A11.m NextGen - Alternative Fuels for General Aviation RE&D 1,995 5,571 5,663 5,800 5,903 6,040

A11.n NextGen - Advanced Systems and Software Validation RE&D 0 1,021 1,039 1,065 1,085 1,111

A12.a Joint Planning and Development Office (JPDO) RE&D 5,031 12,057 12,222 12,487 12,684 12,944

A12.b NextGen - Wake Turbulence RE&D 10,739 9,267 9,418 9,643 9,813 10,039

A12.c NextGen - Air Ground Integration Human Factors RE&D 10,564 10,329 10,455 10,710 10,901 11,157

A12.d NextGen - Weather Technology in the Cockpit RE&D 8,049 4,169 4,227 4,321 4,391 4,483

A13.a Environment and Energy RE&D 15,166 14,542 14,851 15,279 15,597 16,025

A13.b NextGen - Environmental Research - Aircraft Technologies, Fuels, and RE&D 23,644 18,979 19,296 19,771 20,128 20,606

Metrics

A14.a System Planning and Resource Management RE&D 1,728 2,289 2,303 2,341 2,369 2,406

A14.b William J. Hughes Technical Center Laboratory Facility

Subtotal

-- Airport Cooperative Research Program - Capacity

RE&D

RE&D

AIP

3,800 3,447 3,474 3,526 3,566 3,618

168,492 166,000 170,000 174,000 177,000 181,000

5,031 5,000 5,000 5,000 5,000 5,000

-- Airport Cooperative Research Program - Environment AIP 5,031 5,000 5,000 5,000 5,000 5,000

-- Airport Cooperative Research Program - Safety AIP 5,030 5,000 5,000 5,000 5,000 5,000

-- Airport Technology Research Program - Capacity AIP 12,571 12,607 12,607 12,607 12,607 12,607

-- Airport Technology Research Program - Environment AIP 1,500 1,500 1,500 1,500 1,500 1,500

-- Airport Technology Research Program - Safety

Subtotal

-- Commercial Space Transportation Safety

Subtotal

Applied Research TOTAL

Applied Research PERCENT

AIP

AIP

Ops

Ops

15,358 15,393 15,393 15,393 15,393 15,393

44,521 44,500 44,500 44,500 44,500 44,500

500 500 500 500 500 500

500 500 500 500 500 500

213,513 211,000 215,000 219,000 222,000 226,000

70.5% 68.3% 68.8% 67.9% 66.1% 64.0%

Development

1A01A Runway Incursion Reduction Program F&E 2,810 5,000 5,000 5,000 5,000 5,000

1A01B System Capacity, Planning and Improvements F&E 5,430 5,600 6,000 6,000 6,500 6,500

1A01C Operations Concept Validation and Infrastructure Evolution F&E 4,170 4,000 4,000 4,000 4,000 6,000

1A01D Major Airspace Redesign F&E 5,915 5,000 5,000 5,000 5,000 5,000 

1A07A Air Traffic Control/Technical Operations Human Factors (Controller F&E 4,165 5,000 5,400 5,900 6,000 6,500

Efficiency and Air Ground Integration)

1A07B New Air Traffic Management Requirements F&E 18,320 22,000 19,700 21,700 29,000 33,300

1A07C Operations Concept Validation Modeling F&E 4,165 5,000 4,500 4,900 5,000 6,000

1A07D Environment and Energy - Environmental Management Systems and F&E 7,915 10,000 8,900 9,900 10,000 10,900

Advanced Noise and Emissions Reduction

1A07E Wake Turbulence - Re-categorization F&E 1,250 1,500 1,300 1,500 3,000 3,400

1A07F Safety, Security, Environment – Operational Assessments F&E 7,000 8,000 7,200 7,900 8,000 8,700

1A07G Safety, Security, Environment – Systems Safety Management F&E 6,250 8,000 7,200 7,900 8,000 9,700

Transformation

1A07H Networked Facilities - Staffed NextGen Towers F&E 2,915 2,000 5,400 5,900 6,000 6,900

4A08A Center for Advanced Aviation System Development (CAASD)

Subtotal

-- Commercial Space Transportation Safety

Subtotal

Development TOTAL

Development PERCENT

F&E

F&E

Ops

Ops

18,330 16,450 17,625 17,625 17,625 18,800

88,635 97,550 97,225 103,225 113,125 126,700

500 500 500 500 500 500

500 500 500 500 500 500

89,135 98,050 97,725 103,725 113,625 127,200

29.5% 31.7% 31.2% 32.1% 33.9% 36.0%

GRAND TOTAL $302,648 $309,050 $312,725 $322,725 $335,625 $353,200
124 Chapter 4 - R&D Business Management

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

2014 

BLI Program Appropriation Account

2014 Contract 

Costs

($000)

2014 Personnel 

Costs

($000)

2014 Other Inhouse Costs

($000)

2014 Total 

Request

($000)

1. Safety

A11.a Fire Research and Safety RE&D 4,826 3,333 154 8,313

A11.b Propulsion and Fuel Systems RE&D 1,209 752 13 1,974

A11.c Advanced Materials/Structural Safety RE&D 1,771 785 51 2,607

A11.d Aircraft Icing/Digital System Safety RE&D 5,543 1,950 89 7,582

A11.e Continued Airworthiness RE&D 5,448 2,560 159 8,167

A11.f Aircraft Catastrophic Failure Prevention Research RE&D 1,264 373 15 1,652

A11.g Flightdeck/Maintenance/System Integration Human Factors RE&D 1,446 3,386 168 5,000

A11.h System Safety Management RE&D 9,375 2,146 62 11,583

A11.i Air Traffic Control/Technical Operations Human Factors RE&D 0 5,797 203 6,000

A11.j Aeromedical Research RE&D 2,660 5,884 128 8,672

A11.k Weather Program RE&D 14,536 674 69 15,279

A11.l Unmanned Aircraft Systems Research RE&D 6,586 831 83 7,500

A11.m NextGen - Alternative Fuels for General Aviation RE&D 5,267 296 8 5,571

A11.n NextGen - Advanced Systems and Software Validation RE&D 1,000 21 0 1,021

A14.a System Planning and Resource Management RE&D 576 661 61 1,299

A14.b William J. Hughes Technical Center Laboratory Facility

 Subtotal

1A01A Runway Incursion Reduction Program

Subtotal

-- Airport Cooperative Research Program - Safety

RE&D

RE&D

F&E

F&E

AIP

991 1,400 82 2,473

62,498 30,850 1,344 94,692

5,000 0 0 5,000

5,000 0 0 5,000

4,903 97 0 5,000

-- Airport Technology Research Program - Safety

Subtotal

-- Commercial Space Transportation Safety

Subtotal

1. Safety TOTAL

2. Economic Competitiveness

AIP

AIP

Ops

Ops

13,654 1,739 0 15,393

18,557 1,836 0 20,393

1,000 0 0 1,000

1,000 0 0 1,000

87,055 32,686 1,344 121,085

A12.a Joint Planning and Development Office (JPDO) RE&D 9,799 2,150 108 12,057

A12.b NextGen - Wake Turbulence RE&D 8,673 368 226 9,267

A12.c NextGen - Air Ground Integration Human Factors RE&D 9,929 364 36 10,329

A12.d NextGen - Weather Technology in the Cockpit RE&D 3,503 618 48 4,169

A14.a System Planning and Resource Management RE&D 227 261 24 512

A14.b William J. Hughes Technical Center Laboratory Facility

Subtotal

1A01B System Capacity, Planning and Improvements

RE&D

RE&D

F&E

390 552 32 974

32,521 4,312 474 37,308

5,600 0 0 5,600

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

1A07A Air Traffic Control/Technical Operations Human Factors (Controller F&E 5,000 0 0 5,000

Efficiency and Air Ground Integration)

1A07B New Air Traffic Management Requirements F&E 22,000 0 0 22,000

1A07C Operations Concept Validation Modeling F&E 5,000 0 0 5,000

1A07D Environment and Energy - Environmental Management Systems and F&E 10,000 0 0 10,000

Advanced Noise and Emissions Reduction

1A07E Wake Turbulence - Re-categorization F&E 1,500 0 0 1,500

1A07F Safety, Security, Environment – Operational Assessments F&E 8,000 0 0 8,000

1A07G Safety, Security, Environment – Systems Safety Management F&E 8,000 0 0 8,000

Transformation

4A08A Center for Advanced Aviation System Development (CAASD)

Subtotal

-- Airport Cooperative Research Program - Capacity

F&E

F&E

AIP

16,450 0 0 16,450

90,550 0 0 90,550

4,903 97 0 5,000

-- Airport Technology Research Program - Capacity

Subtotal

 2. Economic Competitiveness TOTAL

4. Environmental Sustainability

AIP

AIP

11,183 1,424 0 12,607

16,086 1,521 0 17,607

139,157 5,833 474 145,465

A13.a Environment and Energy RE&D 12,295 1,986 261 14,542

A13.b NextGen - Environmental Research - Aircraft Technologies, Fuels, and RE&D 18,394 509 76 18,979

Metrics

A14.a System Planning and Resource Management

Subtotal

1A07H Networked Facilities - Staffed NextGen Towers

Subtotal

-- Airport Cooperative Research Program - Environment

RE&D

RE&D

F&E

F&E

AIP

213 244 22 479

30,902 2,739 359 34,000

2,000 0 0 2,000

2,000 0 0 2,000

4,903 97 0 5,000

-- Airport Technology Research Program - Environment

Subtotal

AIP

AIP

1,331 169 0 1,500

6,234 266 0 6,500

4. Environmental Sustainability TOTAL

GRAND TOTAL

39,136 3,005 359 42,500

265,348 41,524 2,178 309,050
Chapter 4 - R&D Business Management 125

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Table 4.2.5: NextGen R&D Funding

2014 

BLI Program Appropriation Account

2013 CR 

Annualized

($000)

2014

Request

($000)

2015

Estimate

($000)

2016

Estimate

($000)

2017

Estimate

($000)

2018

Estimate

($000)

NextGen - System Development

1A07A Air Traffic Control/Technical Operations Human Factors (Controller F&E 4,165 5,000 5,400 5,900 6,000 6,500

Efficiency and Air Ground Integration)

1A07B New Air Traffic Management Requirements F&E 18,320 22,000 19,700 21,700 29,000 33,300

1A07C Operations Concept Validation Modeling F&E 4,165 5,000 4,500 4,900 5,000 6,000

1A07D Environment and Energy - Environmental Management Systems and F&E 7,915 10,000 8,900 9,900 10,000 10,900

Advanced Noise and Emissions Reduction

1A07E Wake Turbulence - Re-categorization F&E 1,250 1,500 1,300 1,500 3,000 3,400

1A07F Safety, Security, Environment – Operational Assessments F&E 7,000 8,000 7,200 7,900 8,000 8,700

1A07G Safety, Security, Environment – Systems Safety Management F&E 6,250 8,000 7,200 7,900 8,000 9,700

Transformation

1A07H Networked Facilities - Staffed NextGen Towers

F&E TOTAL

NextGen RE&D

F&E

F&E

2,915 2,000 5,400 5,900 6,000 6,900

51,980 61,500 59,600 65,600 75,000 85,400

A11.m NextGen - Alternative Fuels for General Aviation RE&D 1,995 5,571 5,663 5,800 5,903 6,040

A11.n NextGen - Advanced Systems and Software Validation RE&D 0 1,021 1,039 1,065 1,085 1,111

A12.a Joint Planning and Development Office (JPDO) RE&D 5,031 12,057 12,222 12,487 12,684 12,944

A12.b NextGen - Wake Turbulence RE&D 10,739 9,267 9,418 9,643 9,813 10,039

A12.c NextGen - Air Ground Integration Human Factors RE&D 10,564 10,329 10,455 10,710 10,901 11,157

A12.d NextGen - Weather Technology in the Cockpit RE&D 8,049 4,169 4,227 4,321 4,391 4,483

A13.b NextGen - Environmental Research - Aircraft Technologies, Fuels, and RE&D 23,644 18,979 19,296 19,771 20,128 20,606

Metrics

RE&D TOTAL

NextGen R&D TOTAL

RE&D 60,022 61,393 62,321 63,798 64,904 66,381

112,002 122,893 121,921 129,398 139,904 151,781
126 Chapter 4 - R&D Business Management

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4.3 R&D Evaluation

Since R&D tends to be far-term in nature, it does not lend itself to traditional return-on-investment 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.

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.
Chapter 4 - R&D Business Management 127

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Research, Engineering, and Development Advisory Committee

Established in 1989, the 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 government 

agencies and industry.9 The REDAC considers aviation research needs in five areas: NAS operations, 

airport technology, aviation safety, human factors, and environment and energy. During 2012, the REDAC 

held two committee meetings and 10 subcommittee meetings and produced two reports documenting their 

recommendations. The following link provides the recommendations from these reports and the Agency 

responses. http://www.faa.gov/about/office_org/headquarters_offices/ang/offices/ac_td/research_planning/

redac/.

Commercial Space Transportation Advisory Committee

Established in 1984, the Commercial Space Transportation Advisory Committee (COMSTAC) provides 

information, advice, and recommendations to the FAA Administrator on matters concerning the U.S. 

commercial space transportation industry. Currently, the Committee has 27 members. Members’ 

professional affiliations constitute a broad cross-section of the commercial space transportation field, 

including such domains as: commercial expendable and reusable launch vehicle activities, commercial 

launch site operations, satellite manufacturing and operations, space policy and education, space law, 

insurance and finance, state government and economic development programs, space advocacy, and trade 

as well as technical associations. The COMSTAC provides recommendations, findings, and observations 

concerning commercial space transportation initiatives and may comment as appropriate on R&D reports 

and activities. For more information, 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/.

9

 49 USC § 44508 - Research advisory committee
Chapter 5

Partnership Activities
Chapter 5 - Partnership Activities 129

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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.

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 (MOU), Memoranda of Agreement (MOA), 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.

The National Aeronautics and Space Administration (NASA) and the DoD are the FAA’s closest R&D 

partners in the federal government. Both agencies cooperate on research with the FAA through an MOU. 

The FAA also works closely with the Transportation Security Administration (TSA). FAA provides $5 

million per year to the TSA through an MOA that establishes the procedures to conduct research in the 

areas of intruder detection, baggage screening, and equipment evaluation. The MOA also provides for the 

ability of the ACRP to provide security research topics to TSA for consideration of funding under this TSA 

research airport program.
130 Chapter 5 - Partnership Activities

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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/.

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 assist the Nation and the world 

to understand, assess, predict, and respond to human-induced and natural processes of global change.” 

Thirteen federal departments and agencies participate in the USGCRP including the DOT. The FAA 

contributes by assessing and identifying potential measures to reduce fuel consumption and greenhouse 

gas emissions 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/.
Chapter 5 - Partnership Activities 131

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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 NWS.

Cooperative Research and Development Agreements

A Cooperative Research and Development Agreement (CRDA) is collaborative in nature and allows the 

FAA to share facilities, equipment, services, intellectual property, personnel, and other resources with 

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

These 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, which is the actual research phase. 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 need to develop the nation’s technology base and to concurrently support related 

outreach goals through the efforts of the next generation of engineers and scientists. To accomplish this, 

the FAA establishes COEs through long-term cooperative agreements with the nation’s universities to 

conduct research and develop expertise in specific aviation-related technologies. The COE relationships 

encourage collaboration between government, academia, and industry to advance aviation technologies, 

and COE universities are legislatively required to match FAA grants, dollar for dollar, through partnerships 

with industry affiliates and state and local governments. COEs may also receive funds through cost-share 

contracts.
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The cooperative agreement allows the FAA to support a competitively established COE over a period 

of 10 years after which the agency intends for each entity to become a self-sufficient national aviation 

resource. Because of the developed expertise, COE members are expected to generate support from others 

and be able to compete for and conduct research activities with industry and other government entities. By 

being self-sufficient, the FAA may continue to utilize the COE members while others become the primary 

stakeholders and provide base funding.

Since the inception of the COE program, the FAA has competitively established 10 COEs and 

generated more than $250M in matching contributions to help off-set R&D costs. Three of the centers, 

Computational Modeling of Aircraft Structures, Aviation Operations Research (NEXTOR), and 

Airworthiness Assurance have satisfied requirements, and NEXTOR continues to operate as a national 

resource. In 2012, the FAA Administrator concurred with the request to establish a new COE for 

Alternative Jet Fuels and Environment, and with the addition of the new COE for GA safety team selected 

by the Administrator in 2012, the FAA currently sponsors seven active centers with academic institutions 

throughout the United States. These include:

•	 COE for Commercial Space Transportation

•	 COE for Research in the Intermodal Transport Environment

•	 Joint COE for Advanced Materials

•	 COE Partnership for AiR Transportation Noise and Emissions Reduction

•	 COE for General Aviation Research

•	 COE for General Aviation Safety, Accessibility and Sustainability

•	 COE for Airport Technology

COE for Commercial Space Transportation

On August 18, 2010, the U.S. Secretary of Transportation announced the establishment of the Center 

of Excellence for Commercial Space Transportation (COE CST) and announced the university team 

selected by the FAA Administrator. The COE CST is a partnership of academia, industry, and government 

developed to create a world-class consortium that addresses current and future challenges for commercial 

space transportation. The COE CST focuses on strategic research, education, and training to support 

commercial space initiatives over the next decade. The COE CST member universities include the Florida 

Institute of Technology, Florida State University, the New Mexico Institute of Mining and Technology, New 

Mexico State University, Stanford University, the University of Central Florida, the University of Colorado 

at Boulder, the University of Florida, and the University of Texas Medical Branch at Galveston. The COE 

CST R&D efforts include four major research areas: Space Traffic Management and Operations; Space 

Transportation Operations, Technologies and Payloads; Human Spaceflight; and Space Transportation 

Industry Viability. In FY 2012, the COE CST generated more than $2M in matching contributions. The 

Commercial Space Transportation Safety Program, funded by the Ops budget appropriation, is the FAA 

R&D Program associated with the COE CST. For more information, see: http://www.coe-cst.org/.
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COE for Research in the Intermodal Transport Environment

In 2004, the FAA Administrator selected the COE for Airliner Cabin Environment Research 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 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. The FAA expects this COE to become self-sufficient by 2014 and 

has entered into seven final cooperative agreements with members in preparation for the COE transition. 

The current team includes the COE administrative lead, Auburn University, the new technical lead, Kansas 

State University, and member universities: Harvard University, Purdue University, Boise State University, 

the University of California at Berkeley, and the University of Medicine and Dentistry of New Jersey. 

This center generated matching contributions in excess of $1.7M in FY 2012. The Aeromedical Research 

Program, funded by the RE&D budget appropriation, is the FAA R&D Program associated with RITE. For 

additional information, see: http://www.acer-coe.org/.

Joint COE for Advanced Materials

In 2003, the FAA Administrator 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. Together with the lead members, 

the FAA entered into twelve extended COE cooperative agreements with member universities: 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. This center generated matching contributions in 

excess of $2M in FY 2012. The Advanced Materials/Structural Safety Program, funded by the RE&D 

budget appropriation, is the FAA R&D Program associated with JAMS. For additional information, see 

http://www.jams-coe.org/.

COE Partnership for AiR Transportation Noise and Emissions Reduction

In 2003, the Administrator selected the COE Partnership for AiR Transportation Noise and Emissions 

Reduction (PARTNER) with Massachusetts Institute of Technology as the lead member. This FAA COE 

is 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. 

The FAA expects this COE to become self-sufficient by FY 2013. Funded through both grants and 

contract awards, 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, the 

University of Illinois, Boston University, and the University of Pennsylvania. This center generated 

matching contributions in excess of $6.5M in FY 2012. For additional information, see http://web.mit.edu/

aeroastro/partner/.
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COE for General Aviation Research

Established in 2001, Embry-Riddle Aeronautical University has served as the lead member for the COE for 

General Aviation Research. This COE conducts safety-related R&D with application to non-commercial 

aviation in the following areas: NextGen ADS-B, weather technology in the cockpit, safety management 

systems, remote airport lighting systems, training standards, and unmanned aircraft systems. The FAA 

issued extensions to each of the four cooperative agreements to allow an adequate transition for orderly 

phase down during 2013. Funded through both grants and contract awards, core university members 

include Wichita State University, University of North Dakota, and the University of Alaska - Fairbanks and 

Anchorage. This center generated matching contributions in excess of $1M in FY 2012. For additional 

information, see http://www.cgar.org/.

COE for General Aviation Safety, Accessibility and Sustainability

On September 27, 2012, the U.S. Secretary of Transportation announced the selection of the new COE 

for the general aviation team, the Partnership to Enhance General Aviation Safety, Accessibility and 

Sustainability. This COE will be fully operational in 2013 and will focus on the following GA topic areas: 

flight safety; communication, navigation and surveillance; human factors; weather; airport technology; 

propulsion and structures; continued airworthiness; system safety management, and other GA research 

areas. For additional information, see https://www.pegasas.aero/.

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 the COE changed its name to the Center of Excellence for Airport Technology. This COE 

became self-sufficient in 2012 and has generated matching contributions in excess of $21M since inception. 

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. Canada, as a member state of the ICAO, works 

to reduce smog-forming pollutants from the aviation sector and participates in the COE partnership to 

advance the state of knowledge in many key areas. For additional information, see http://www.tc.gc.ca/

eng/menu.htm.
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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 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.aspire-green.

com/.

International Helicopter Safety Team

Attendees at the 2005 International Helicopter Safety Symposium agreed upon the need to reduce the 

helicopter accident rate by 80 percent by 2016. To achieve this goal, the attendees agreed to form an 

independent group known as the International Helicopter Safety Team (IHST). 

The IHST is co-chaired by the FAA and industry. Major industry participants include the Helicopter 

Association International, the American Helicopter Society International, the Helicopter Association 

of Canada, Bell Helicopter, Sikorsky Helicopter, Eurocopter, Shell Aircraft, CHC helicopter, and 

AgustaWestland. IHST members also established international partnerships in countries with significant 

helicopter operations and worked to encourage the overseas industries to carry out accident analysis 

and develop safety interventions. Worldwide partners now supporting the work of the IHST include 

government and industry participants from the United States, Canada, Brazil, Japan, Australia, India, 

Russia, and multiple countries in Europe and in the Middle East/North Africa region. To facilitate a datadriven 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=en-US.

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Acronyms and Abbreviations

Acronym Definition

1-9

4D Four-Dimensional

A

AA-IADS Aerospace Accident Injury and Autopsy Data System

AC Advisory Circular

ACAS-X Airborne Collision Avoidance System X

ACCRI Aviation Climate Change Research Initiative

ACRP Airport Cooperative Research Program

ADS-B Automatic Dependent Surveillance-Broadcast

AEDT Aviation Environmental Design Tool

AEROS Airport Emergency Response Operations Simulation

AIP Grants-In-Aid for Airports Appropriation

AIRE Atlantic Interoperability Initiative to Reduce Emissions

ANSP Air Navigation Service Provider

AOPA Aircraft Owners and Pilots Association

APM Automated People Mover

ASIAS Aviation Safety Information Analysis and Sharing

ASPIRE Asia and Pacific Initiative to Reduce Emissions

ATC Air Traffic Control

ATDP Advanced Technology Development and Prototyping

ATM Air Traffic Management

ATO Air Traffic Organization

ATRP Airport Technology Research Program

B

BOS Boston Logan International Airport

C

CAASD Center for Advanced Aviation System Development

CAST Commercial Aviation Safety Team

CDTI Cockpit Display of Traffic Information

CJ Congressional Justification

CLEEN Continuous Lower Energy, Emissions and Noise

CO2 Carbon Dioxide

COE Center of Excellence

COE CST Center of Excellence for Commercial Space Transportation

COMSTAC Commercial Space Transportation Advisory Committee

CR Continuing Resolution

CRDA Cooperative Research and Development Agreement
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Acronym Definition

CVF Ceiling and Visibility Forecast

D

DARWIN® Design Assessment Of Reliability With Inspection

Data Comm Data Communications

DFW Dallas/Fort Worth International Airport

DoD U.S. Department of Defense

DOT U.S. Department of Transportation

E

EDR Eddy Dissipation Rate

eFAROS Enhanced Final Approach Runway Occupancy Signal

EMS Environmental Management System

EUROCONTROL European Organisation for the Safety of Air Navigation

F

F&E Facilities and Equipment Appropriation

FAA Federal Aviation Administration

FAARFIELD FAA Rigid and Flexible Iterative Elastic Layered Design

FCI Future Communications Infrastructure

FY Fiscal Year

G

GA General Aviation

GAJSC General Aviation Joint Steering Committee

GEOSS Global Earth Observation System of Systems

GSE Ground Support Equipment

GTG Graphical Turbulence Guidance

H

H2O2 Hydrogen Peroxide

HAP Hazardous Air Pollutants

HSI Human-System Integration

I

ICAO International Civil Aviation Organization

IHST International Helicopter Safety Team

IROPS Irregular Operations

ISAM Integrated Safety Assessment Model

ITS Intelligent Transportation Systems

J

JAMS Joint COE for Advanced Materials

JPDO Joint Planning and Development Office

JRC Joint Resources Council

JUP Joint University Program
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Acronym Definition

L

LCGS Low Cost Ground Surveillance

LDACS L-band Digital Aviation Communications System

LED Light-Emitting Diode

M

MANTRA Medical Analysis TRAcking

MAP Mutual Aid Program

MEM Memphis International Airport

MOA Memorandum/a of Agreement

MOC Memorandum/a of Cooperation

MOU Memorandum/a of Understanding

N

N2O Nitrous Oxide

NARP National Aviation Research Plan

NAS National Airspace System

NASA National Aeronautics and Space Administration

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

NWS National Weather Service

O

OMB Office of Management and Budget

Ops Operations Appropriation

OSHA U.S. Occupational Safety and Health Administration

OST Office of the Secretary of Transportation

P

PAPI Precision Approach Path Indicator

PARTNER Partnership for AiR Transportation Noise and Emissions Reduction

PBN Performance-Based Navigation

PoD Probability of Detection

R

R&D Research and Development

RA Resolution Advisory

RE&D Research, Engineering and Development Appropriation

REB Research and Development Executive Board

REDAC Research, Engineering, and Development Advisory Committee

RIL Runway Intersection Lights
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Acronym Definition

RITE COE for Research in the Intermodal Transport Environment

RNAV Area Navigation

RNP Required Navigation Performance

RTCA Radio Technical Commission for Aeronautics

S

SAA Sense and Avoid

SAVI System Architecture Virtual Integration

SESAR Single European Sky ATM Research

SEVS Synthetic Vision Systems and Enhanced Flight Vision Systems

SFO San Francisco International Airport

SNT Staffed NextGen Towers

SSRI Selective Serotonin Reuptake Inhibitors

SWIM System Wide Information Management

T

TBO Trajectory-Based Operations

TCAS Traffic Alert and Collision Avoidance System

TFM Traffic Flow Management

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
Photo Credits

Kent Williams

Cover, iv, vi, viii, 6, 54, 92, 116, 139 

FAA

91, 115 

NASA

128