Since the Wright Brothers’ first flight 100 years

ago, aviation researchers have worked to improve

navigation tools and field critical safety

technologies. Today that legacy continues as the

Federal Aviation Administration’s (FAA)

researchers and scientists lay the groundwork for

future free flight operations and develop the

technologies, tools, and procedures to ensure that

the Agency accomplishes critical safety, efficiency,

and environmental goals.

Charting the Next Century of Flight

Contents

From the Administrator 1

Our Vision 2

Safety 3

System Efficiency 15

Human Factors 16

Environment 23
I want to thank our domestic and international research partners for their

continued support and collaborative efforts. Combined with the hard work

and dedication of the FAA’s researchers, several R&D products described in

this report are already paying dividends in the safety, capacity and efficiency of

the aerospace system.* 

This year’s report includes some exciting developments, such as those made by

the Office of Commercial Space Transportation in predicting how reusable

launch vehicles will affect national airspace system operations. 

We will continue to ensure the safety, efficiency, and environmental 

compatibility of this nation’s aerospace system through an aggressive R&D program. To help guid

current and future research, we issued the FAA R&D Strategy in FY 2002. This blueprint ensures 

the FAA’s R&D resources remain customer-focused and targeted toward the highest priority activi

A copy of the report and the Agency’s annual National Aviation Research Plan are available online 

http://research.faa.gov.

We look forward to celebrating the Centennial of Flight and our continued development of the 

technologies and procedures that will enhance and improve the national aerospace system. Our str

commitment to R&D will afford numerous successes for the future of aviation.

Marion C. Blakey

Administrator

* Fiscal Year 2002 saw some significant changes in the FAA’s R&D program. In the wake of the tragic events of September 11, 20

responsibility for aviation security R&D moved to the newly created Transportation Security Agency. For this reason, security R&

accomplishments are not highlighted in this report.

“The FAA is la

groundwork fo

and developme

This strong com

research will en

secure, efficien

environmentall

global aviation 
2

Our Vision

The FAA’s Research and Development (R&D) program stands committed to

improve the safety of the flying public through collaboration with and support of

the entire aviation community.

This program, in partnership with the aviation community, helps the Agency

meet its goals by providing world leadership in the conduct of high-priority

research and the development of innovative technologies. The FAA’s continuing

leadership will assure and enhance the continued success of a safe, efficient, and

environmentally acceptable global aviation system.

The R&D program responds to the needs of FAA activities, such as aircraft and

airmen regulation and certification, airport operations, and air traffic services. It

is through these activities, and the impact of R&D on the aerospace community,

that the FAA’s goals are achieved. 

To ensure both short-and long-term R&D, continuous investment in a strong

multi-faceted R&D program is vital to meeting the Agency’s mission in an efficient and timely manner.
g

In FY 2002 the FAA

made significant

progress in the development of an inerting

system to prevent fuel

tank explosions.

Building on previous

research on groundbased inerting, FAA

researchers designed

and installed an 

on-board inerting 

system in the FAA’s

747SP test aircraft. The design was driven by the challenge of developing a practical and reliable 

that could be installed in commercial aircraft within the next several years. FAA fire safety resear

and the National Research Specialist for Fuel System Design worked together to develop and dem

a clever and relatively simple dual flow design for generating nitrogen enriched air in flight. By u

high purity/low flow nitrogen enriched air NEA during ascent and cruise, and lower purity/high flo

during descent, analytical modeling showed that most aircraft models and flight regimes would rem

inert upon landing, negating the need for a system

operation on the ground which was expected to be

costly and complicated. During the fiscal year,

researchers further streamlined the inerting system design by experiments, showing that the concentration of oxygen required to inert was higher

than previously thought, significantly reducing the

size (and weight) of the system. Simulated flight

tests in an altitude chamber, initially on an air

separation membrane, followed by 1⁄4-scale model

tests of a 747 center wing tank, provided consistent data with the modeling predictions. Although

flight tests are planned in FY 2003, the 

combination of modeling predictions, air 

Through its R&

the FAA is dev

technologies th

and improve sa

evolving, and d

aviation enviro

improvements 

injuries, aircra

create better ai

designs, and im

maintenance an

procedures.

DIAGRAM OF THE FUEL TANK INERTING FLIGHT WORTHINESS

VIEW OF THE FUEL TANK INERTING FROM THE UNDERSIDE OF AIRCRAFT
damage (MSD) initiation, distribution, and linkup in an 

initially undamaged curved fuselage panel containing a 

longitudinal lap joint. Researchers used the Full-Scale

Aircraft Structural Test Evaluation and Research facility for

these tests. The researchers initially conducted quasi-static

tests to ensure a proper load introduction to the panel. They

then subjected the curved panel to fatigue loading with a

marker band spectrum. During the fatigue test, the researchers

periodically inspected the rivets in the panel with a rotating

eddy-current probe system – a remote control crack 

monitoring system. The researchers initially observed all the skin cracks along rivet row A at a di

from the edge of the rivet hole, possibly because of the high residual stress field in the vicinity of 

head resulting from the riveting process. These cracks propagated back towards the rivets and even

grew into the rivet holes. Other MSD cracks were observed at rivets holding the shear clips to the 

the shear clip cutouts located at the frame-stringer intersections.

Repair of Transport Aircraft 

Using Composite Doublers

Bonded composite doublers offer airline maintenance 

facilities a cost-effective way to safely extend the lives of

aircraft. Instead of riveting multiple steel or aluminum

plates to repair an aircraft, it is now possible to bond a 

single boron-epoxy composite doubler to the damaged

structure. During the fiscal year, researchers at the FAA’s

Airworthiness Assurance Nondestructive Inspection

Validation Center (AANC) completed an experimental 

project where they installed composite repair doublers on

in-service commercial aircraft. The project validated a family of generic composite patches used t

various types of damage to metallic structures caused by dents, dings, lightning strikes, corrosion, 

certain cracks in non-pressurized areas. Researchers also identified necessary guidance data neede

assure the continued airworthiness of composite doublers.

4

LOCATION OF REPAIR SITE ON AIRCRAFT

ILLUSTRATION OF CRACK IN FUSELAGE
completed an experiment to assess the reliability of a sliding probe eddy-current procedure for its 

effectiveness in finding second-and third-layer cracks in certain Boeing 737 lap splice joints. Lap 

joints are an area on the fuselage of an aircraft where two sheets of aircraft skin overlap and are ri

together. The findings will be taken into consideration in the development of revised and new lap 

inspections.

Composite Material Control and Standardization

In recent years, FAA researchers, NASA, and industry have worked together to develop a cost-effe

method of qualifying composite material systems by sharing central material qualification databas

as the MIL-HDBK-17 and the Advanced General Aviation Transport Experiment (AGATE). Thro

these shared databases, a manufacturer can select an approved composite material system to fabric

parts and perform a smaller subset of testing to a specific application. To review the technical rep

Material Qualification and Equivalency for Polymer Matrix Composite Material Systems, on-line 

visit http://aar400.tc.faa.gov/aar-430/reports/00-47.pdf .

Inspection Development 

for Nickel Billet

One of the current activities of the Engine

Titanium Consortium (ETC) is the development

of improved ultrasonic inspection capability for

nickel alloys used in jet engines. The ETC is an

FAA-funded consortium consisting of General

Electric Aircraft Engines, Honeywell, Iowa State

University, and Pratt & Whitney. As a result of

this effort, researchers demonstrated a significant

improvement in inspection sensitivity. Billets of both Waspaloy and Inconel 718 were inspected. 

are the primary nickel alloys used in critical rotating jet engine components. The program goal wa

develop a 4-fold improvement in inspection sensitivity over conventional practice for billets up to 

inches in diameter. The researchers not only met this goal, but also substantially exceeded it. 

NICKEL BILLETS
International, Honolulu International, and Heathrow International

airports, into a single database and presented the data to the

Advisory Committee so it could assess whether or not to

increase the limit load design sink speed for the new generation of super heavy widebody airplane

Increasing Flight Safety easing Flight Safety

The FAA’s flight safety researchers find new ways to protect aircraft from both natural and manma

atmospheric hazards including: aircraft in-flight icing; aircraft ground deicing; aircraft ice detectio

electromagnetic environmental effects, such as high intensity radiated fields, lightning, and hazard

generated by portable electronic devices; and digital system validation technologies for flight cont

and other critical avionics systems. 

Dependence of Aerodynamic Effects of Ice on

Aircraft Wing Geometry

The aerodynamic efficiency of an aircraft wing can be 

seriously affected by ice accretions which disrupt the normal

smooth airflow over the wing. The severity of these 

aerodynamic effects such as loss of lift, or increase in drag

depends on the ice accretion, and the aerodynamic 

characteristics of the wing cross section (airfoil). Recent accidents and incidents in icing conditions underscored the need

for a systematic study of the sensitivity of different airfoil

types to ice accretion and of the most critical ice shape 

locations for different types of airfoils. In response to these

and related concerns, the FAA sponsored a long-term research

investigation at the University of Illinois at Urbana-Champaign. The program includes 

aerodynamic testing in the University’s wind tunnel and in NASA’s low-pressure turbulence tunne

Langley Research Center in Hampton, Virginia, as well as extensive computational fluid dynamics 

investigations. An important conclusion of this investigation, reveals that the severity of the aerod

penalty of the ice is strongly dependent on the geometry of the airfoil as reflected in its pressure 

distribution and lifting characteristics.

6

ICE ON THE AIRCRAFT WING
There are more than 5,300 public use airports, heliports, and vertiports in the United States, and tr

demand at these landing areas is steadily increasing. As early as 2013, U.S. enplanements are proj

reach nearly 1.1 billion passengers a year. Because the possibilities for expanding or building airp

limited, FAA researchers develop and evaluate technologies that will result in new safety standard

ria, and guidelines for those who use, design, construct, operate, and maintain this nation's airfield

Engineering Material Arresting System

(EMAS)

Research into jet blast resistant aircraft arrestor beds continued in FY 2002. A second demonstration bed at LaGuardia

Airport, set back only 35 feet from the runway, 4-departure

end is under construction. Success of this test bed will open

opportunities for arrestor bed deployment at airports with very

limited safety overrun areas. The two decks that support the

runway 4 and runway 31 safety areas at LaGuardia are likely

candidates.

Wildlife Hazard Mitigation

The presence of wildlife on and near airports creates a serious

hazard to operating aircraft. In 2002, over 6,000 strikes were

reported, verified and entered into the FAA National Wildlife

Strike Database. As a result, the FAA entered into a partnership with the U.S. Air Force Research Laboratory and

WaveBand, Inc. to develop and test a small portable radar

designed to detect birds in the vicinity of airports and military

airfields. Development efforts for a prototype radar are well

under way and preliminary testing was conducted in the Fall

of 2002. The prototype radar will be tested at a major commercial airport in the upcoming months.

WILDLIFE STRIKE

ENGINEERING MATERIAL ARRESTING SYSTEM
, gy pp

titled, Reentry Maneuverability: Public Safety and Technical

Concerns Regarding Maneuvering Reentries, with a

Maneuver Analysis Tool (MAT) and a MAT operation manual. MAT is currently designed to study the unpowered flight

of reentry vehicles within the Earth’s atmosphere. This study

identifies issues associated with the reentry vehicle, reentry

corridor, size of landing area, and reentry site boundary

requirements.

Researchers also conducted a Reusable Launch Vehicle

Operations and Maintenance (O&M) study to determine the

best practices and lessons learned from the Space Shuttle

and airline O&M.

Using Flashing PAPI Lights to Increase Surface Situational Awareness

Under the Runway Incursion Reduction Program, the FAA explores and evaluates

current and emerging technologies that show potential for increasing runway safety

in the National Airspace System (NAS). Within the scope of this program, evaluation projects are underway to assess the technical and operational suitability of new 

concepts in surface traffic surveillance and pilot and controller situational awareness 

tools. Current technology evaluation initiatives underway include the evaluation 

of runway status lights (RWSL), research and demonstration of ground marker beacons, light emitting diode (LED) lighting, and laser technologies.

One project, the flashing Precision Approach Path Indicator (PAPI) initiative, aims at 

reducing runway incursions and enhancing surface situational awareness. The PAPI 

includes a series of lights that provide the pilot with a safe and accurate glide slope 

on final approach to the runway. A row of PAPI light housing assemblies placed 

perpendicular to the approach path are seen by the pilot in combinations of red and 

white to indicate a path that is too high, too low, or correctly on slope. The FAA

successfully demonstrated this concept of flashing the PAPI lights to improve inbound aircraft flig

crew situational awareness on September 9-12, 2002 at Long Beach Municipal Airport, CA (LGB)

Demonstration observers included airport management, volunteer pilot observers, air carrier and g

aviation industry, and FAA air traffic controller and management representatives.

8

CALIFORNIA SPACEPORT

PAPI LIGHT

PLANNED REUSABLE LAUNCH VEHICLE
Convective Weather Forecast (NCWF), the Current Icing Potential, the Forecast Icing Potential pr

and the Rapid Update Cycle 20, all new products designed to enhance aviation safety and efficienc

The AWRP’s Aviation Digital Data Service (ADDS), a user-friendly, web-based, dissemination sys

used to access several of the products, was also a recipient of this year’s National Weather Associa

award.

Current Icing Potential

On March 27, 2002, the FAA reached a

milestone in ensuring the safety of the

flying public. The Current Icing

Potential (CIP) weather safety product

became fully operational at the

National Weather Service (NWS)

Aviation Weather Center in Kansas

City, Missouri. This product, which

generates around-the-clock support,

provides information on current inflight icing conditions and is used for

flight planning, determining route

changes, and altitude selection. The

CIP, developed by the National Center

for Atmospheric Research (NCAR) in

Boulder, Colorado, with funding from

the FAA’s Aviation Weather Research

Program, is derived from radar and

satellite data, surface observations,

numerical models and pilot reports. Users can access CIP information on the Internet via the Aviatio

Digital Data Service (ADDS) web site at http://adds.aviationweather.gov/icing/.

CURRENT ICING POTENTIAL MAP
aviation-weather applications. Developed by

researchers from the National Oceanic and

Atmospheric Administration’s Forecast Systems

Laboratory, with funding from the FAA’s Aviation

Weather Research Program, the RUC20 is run 

operationally by the National Weather Services’ National Center for Environmental Prediction. 

Tools for ools for the Futur the Future: Free Flight Pr ee Flight Program

The FAA’s Free Flight Program encompasses two Phases:

Free Flight Phase 1 (FFP1)

FFP1 studies overall improvements to the efficiency of the National Aviation System (NAS). In 

accordance with industry recommendations, between 1998 and 2002, FFP1 deployed a number of 

such as the User Request Evaluation Tool (URET), Traffic Management Advisor (TMA), and Surf

Movement Advisor (SMA). 

Free Flight Phase 2 (FFP2)

FFP2 maintains the momentum and continuity in the deployment of Free Flight tools to provide u

benefits. Beginning in FY 2000, FFP2 served as a vehicle for further deployment and enhancemen

URET, TMA, and Collaborative Decision Making. FFP2 also has a mandate to pursue research in

automation tools. During 2002, the FFP2 research program had several successes to include:

Problem Analysis, Resolution and Ranking (PARR), developed by the MITRE Center for Advance

Aviation System Development, is an extension of the Free Flight Phase 1 User Request Evaluation 

(URET). The Initial PARR Assisted Resolution Tool (ART), being developed as part of Free Fligh

2 (FFP2), will provide the radar associate controller (D-side) with a set of tools to support the 

development of strategic resolutions to URET-predicted aircraft-to-aircraft and aircraft-to-airspace 

problems. In fiscal year 2002, the FAA conducted controller-in-the-loop simulations of initial PAR

to further refine the operational concept of use for ART. 

Traffic Management Advisor-Multi-Center (TMA-MC) is an extension of the Free Flight Phase 1 

Management Advisor tool to a multi-facility environment. The purpose of TMA-MC is to assist tr

management coordinators in planning and managing streams of traffic into selected airspace, as w

10

RUC20 DISPLAY
preparation for the TMA-MC field evaluation planned for fiscal year 2003, data feeds were establi

from New York, Washington, Cleveland, and Boston Air Route Traffic Control Centers to laborato

both NASA Ames Research Center and the FFTIL. 

In June of 2002, the FAA/NASA Interagency Air Traffic

Management Integrated Product Team Surface Area Work Team

hosted an airport surface traffic management conference at the

NASA Ames Research Center. This meeting brought together

government and industry stakeholders to discuss airport surface

research topics, and provided an opportunity for participants to

reinforce networks and coordinate related projects and activities.

Participants included representatives from Delta Airlines, United

Parcel Service, NAV Canada, EuroControl, ARINC, Raytheon,

Computer Sciences Corporation, Sensis, Metron, Seagull,

MITRE/Center for Advanced Aviation System Development,

Massachusetts Institute of Technology (MIT) International Center for Air Transportation, MIT/Lin

Laboratories, and Volpe National Transportation Center. The work team seeks to develop a unified 

and concept for airport surface traffic management, and identify enabling technologies for the futu

port Surface Management System (SMS). SMS is expected to address the air traffic controllers’ n

while providing the airlines with collaborative decision-making information that should make both 

traffic control and airline operations more efficient. In January 2002, researchers conducted a SM

evaluation in conjunction with air traffic controller teams. They demonstrated selected SMS funct

at airline ramp towers in Memphis, TN in August 2002.

In 2002, researchers successfully prototyped and evaluated the Slot Credit Substitution tool in con

with participating airlines. This tool allows airlines greater flexibility in swapping aircraft between 

that have been allocated to them in the ground delay program. SCS is anticipated to transition to 

implementation into the traffic flow management system in FY 2003.

The Integrated Aircraft Data Collection and Reporting project is a prototyping effort to evaluate th

benefits and advisability of collecting and down linking operating data to a ground station for real

near real-time monitoring and post-flight analysis. Technology assessments, feasibility studies, an

series of prototype systems will be developed over a 3-year period. The year 2002 also marked th

generation of program plans, concept of operations documents, conduct of technical assessments a

evaluations, and assembly of an initial prototype.

SURFACE MANAGEMENT SYSTEM DISPLAY
National Airspace System secondary surveillance radar function. In FY 2002, the FAA developed 

prototype system test bed in partnership with NASA and conducted a series of demonstrations 

between July and September 2002.

WAAS Providing Solutions

Finding solutions to integrity shortfalls followed by 

validation and verification of those solutions is the p

focus of the researchers in the Wide-Area-Augmenta

System (WAAS) program. During the fiscal year, th

research and development efforts by Stanford Unive

Boston University, JPL, and ZETA Associates on iss

associated with integrity, validation, continuity, and 

availability to users supported this focus. Validation

included analysis that provides proof that the algorit

developed for detecting and mitigating anomalous 

ionosphere activity and ensuring bounding of user error would satisfy the system integrity requirem

The FAA currently provides testing and analysis services for global positioning system (GPS-L5) u

wideband compatibility, studies on ionosphere effects on satellite based augmentation systems, and 

develops a full-scale engineering model prototype WAAS L1/L5 Signal Generator, which will be u

evaluate the proof of concept for dual-independent operating WAAS Signals-in-Space.

In addition, researchers continued work on interference detection, mitigation, radio frequency thre

scenario development, signal quality monitoring, minimum operations performance standards and 

standards and recommended practices validation, time synchronization, and research into the 

compatibility of GPS and existing ground-based navigation aids. Researchers also modified and ad

key global positioning system software packages, such as the WAAS Ionosphere Software.

12

WIDE AREA AUGMENTATION SYSTEM DISPLAY
the data needed on ground infrastructure and avionics 

performance to enhance surveillance using ADS-B. 

In 2002, SF-21 expanded its Memphis test bed to include wide-area multilateration and installed A

technology on ten airport vehicles. Flight demonstrations using ADS-B avionics from four differe

vendors, conducted in May, validated the avionics performance and interoperability. Data also wa

collected on the use of traffic information broadcast services, terminal multilateration, and vehicle 

tracking performance with this equipment. The findings and results from these efforts will guide f

ADS-B application demonstration and testing.

Enhancing Flight Safety in Alaska Using

ADS-B and Other Technologies

Under the Safe Flight 21 program, Alaska Capstone is a

joint industry and Federal Aviation Administration (FAA)

initiative to reduce the high rate of aviation accidents in

Alaska by implementing new communications, navigation,

and surveillance (CNS) technologies. The program’s 

primary focus is to improve aviation safety through the

introduction of new aircraft avionics and ground 

infrastructure that improve the pilot’s situational awareness about traffic, terrain, and weather. 

Under this initiative, the concept of remote, ADS-B 'radar-like services' through data link transceiv

and terrain awareness using electronic multifunction displays is being validated in the Bethel and 

Yukon-Kuskokwim Delta area of southwestern Alaska. The use of ADS-B in mountainous areas a

areas with limited or no radar coverage is one of several ambitious goals of this program.

The Capstone program is now being extended to the southeast region of Alaska, around Juneau, th

capital. This second phase improves upon earlier efforts through the enhancement of ADS-B avio

their installation on up to 200 commercial aircraft in the Juneau area. Advanced, real-time three-d

sional terrain features will be integrated into the primary flight display, along with an expanded 

ground-based infrastructure.

ALASKA CAPSTONE INITIATIVE
highly integrated, secure common information netw

(CIN) for use in air traffic management and data 

distribution to requiring organizations, and a broad

secure communications capability that provides sec

digitized data communications between aircraft and the ground, as well as the real-time submissio

flight and voice data.

This 21-month proof-of-concept effort between the FAA and Boeing’s Air Traffic Management sub

was awarded in July 2002. The program office’s primary goal for GCNSS is the demonstration of 

developed collaboratively with team partners. An integrated baseline for the program has been 

established, and the first flight demonstration took place in Seattle in January 2003, using Boeing’

Connexion test bed aircraft.

Special emphasis will be placed on conducting activities and analysis related to the Gulf of Mexic

(GOM) to identify any potential near-term solutions to GOM CNS issues. These analyses will inc

extensive trade studies, scenario developments, modeling and simulation, and an architecture revie

analysis study. Flight tests will demonstrate how new concepts, technologies, systems and proced

be integrated with the existing FAA CNS/ATM architecture. 

14

SATELLITE DISH
Pavement Test Facility

(NAPTF) is a unique test

facility collecting full-scale traffic data under controlled loading conditions. The

NAPTF is fully enclosed in a building 1,200 feet long by 100 feet wide. Its test

vehicle can simulate up to 75,000 pounds per wheel on two landing gears (total

of 12 wheels) at speeds of up to 15 mph, with lateral wander patterns and fully

automatic operations. In FY 2002, FAA researchers completed the first series of

full-scale traffic tests at the NAPTF under simulated loading by B-777 and 

B-747 aircraft, and initiated an analysis of the pavement life data. After the 

completion of the first stage of testing, a number of trenches were opened to

take measurements and to directly observe the mode of failure. Beginning in

July 2002, new pavement test sections were constructed and also tested to 

failure. Improved design standards based on these data will provide substantial

cost savings to the AIP by better predicting pavement life and reducing costly premature failures. O

gigabytes of data have been collected. A searchable database has been created and is on the web at

http://www.airporttech.tc.faa.gov/naptf/.

In-pavement Runway Guard Lights at Chicago O'Hare International

In FY 2002, the FAA began a research effort to investigate operational problems resulting from the 

installation of in-pavement Runway Guard Lights (RGL) at entrances to the runways at Chicago O

International Airport. Specifically, pilots exiting the runways at locations where flashing yellow R

were located reported seeing considerable reflected light from the recessed fixtures. As a result of 

evaluation, the FAA changed its specification for the inset runway guard light system.

Pavement Marking Research

The Airport Safety Technology Section, AAR-411 conducted two evaluations concerning pavemen

marking research. The goals of this research are to enhance the day/night visibility of the paveme

markings and to develop a criteria establishing when to repaint the surface marks. To determine th

effectiveness of this test, three sets of paint lines were placed at the Atlantic City International Air

the evaluations. Final results of the evaluations will be available between the latter part of 2002 a

2003 fiscal year.

NATIONAL AIRPORT TEST FACILITY

developing tec

procedures tha

system delays, 

performance in 

provide air tra

wider range of 

satellite-based 

positioning tec

increase system 

adaptability.
enhancing the speed, accuracy, and repeatability with which

certification engineers can access relevant regulatory and

human factors information to make their decisions, this tool

also helps designers identify possible design changes to alleviate human performance issues and e

researchers to identify gaps in current human factors knowledge. This PC-based software, designe

three major databases, addresses regulatory information, flight deck components, and human facto

considerations. In the current version, the information in the databases focuses on transport catego

airplane flight deck displays. In the next version, which will be completed in 2003, the databases 

expanded to address transport category airplane flight controls.

Human Factors Considerations in the Design

of Surface Map Displays

The FAA and aviation community develop surface map 

displays that provide real-time information regarding traffic

positions on the airport surface. In FY 2002, Human Factors

researchers completed a draft report entitled, Human Factors

Considerations in the Design of Surface Map Displays. This

document captures all the human factors issues relevant to the

design and development of surface map applications, and 

supports Aircraft Certification in review and evaluation of 

surface map displays. The report was used as source material

for human factors guidance in the development of the RTCA SC-181 draft revision of the Minimum

Operational Performance Standards for the Depiction of Navigational Information on Electronic 

Maps (DO-257).

SURFACE MAP DISPLAY

16

JOB AID SOFTWARE
customized to the trainee and his/her 

training needs and includes customized training materials such situation reports,

maps, and weather data. The FAA delivered the tool to over 40 air carriers and

other aviation organizations. In the past year, researchers updated RRLOS twice

and reengineered the tool to give it increased functionality. Additionally, the

FAA provided training to multiple airlines in the use of the tool. 

Human Factors Considerations in the Design and

Evaluation of Electronic Flight Bags (EFBs)

Electronic flight bags are quickly becoming multi-function devices supporting

an array of applications beyond those of a traditional flight bag, from electronic

messaging to display of live weather. To help FAA evaluators, system 

designers/manufacturers, and users understand the human factors considerations

that may be associated with EFBs, the Volpe National Transportation System Center developed, H

Factors Consideration in the Design and Evaluation of EFBs, Version 2.0 for the FAA. This publ

supports FAA EFB Advisory Circular (AC 120-76) and covers human factors system consideration

four EFB functions: electronic documents; electronic checklists; flight performance calculations; a

electronic charts. 

each critical st

development, a

advanced techn

duced into the 

System. Throu

areas such as s

workload, and 

the Agency ide

effective proce

in combination 

technology app

in a more capa

make the globa

transportation 

future safer an
like telephone wires, towers, etc., have been documented in

a Technical Report currently in the review process.

Loss of Primary Instruments

The FAA completed a collaborative study with the Air

Safety Foundation of the Aircraft Owners’ and Pilots’

Association (AOPA) assessing the effects of 

vacuum-system/ attitude-indicator failures on pilot 

performance. Results indicated more problems with 

high-performance (complex) aircraft than with simple 

aircraft, and were consistent with the baseline data from

simulator studies. The International Symposium on

Aviation Psychology accepted a manuscript detailing this

effort for publication and the FAA plans to publish a 

technical report on the research findings. In addition, the

FAA is incorporating the findings into an advisory circular. To read the results of this research on

please visit: http://www.cami.jccbi.gov/aam-400a/Abstracts/2002TechRep.htm

Free Flight Phase I Evaluation

During the fiscal year, researchers conducted a study to determine the potential human

factors issues of co-locating some of the

Free Flight Phase I technologies. Four 

primary human factors issues emerged from

the analysis, including human-computer

interface consistency, radar information

presentation, roles and responsibilities for

the Radar and Radar Associate controller

positions, and updating the National Airspace System database. The FAA will address these poten

issues in the course of the Free Flight Program’s development plans.

18

FREE FLIGHT PHASE I DIAGRAM

PLANE CAUGHT ON WIRES
Training for Runway Safety

The FAA, working with the Department of Transportation's Volpe National Transportation System

Center, developed a prototype CD-ROM training tool for tower controllers. This interactive CD is 

on the highly successful booklet, Runway Safety: It's Everybody's Business. The tool contains “le

doing” modules on memory, communications, attention and perception, teamwork, and fatigue.

Air Traffic Control Operational Errors/Runway Incursions

FAA researchers and NATCA representatives conducted a

beta test of JANUS, a technique for analyzing causal

human factors in operational errors. As a part of this

process, the FAA and NATCA signed a national memorandum of understanding for the beta test and validation

processes. Researchers trained in the use of the JANUS 

taxonomy collected data from 79 operational errors at

towers, TRACONs, and ARTCCs.

Additionally, researchers provided support to the Runway

Safety Program during review of the runway incursion at

Linate Airport in Milan, Italy. The researchers used ATC

voice transcripts and other available information to identify and classify potential human and cont

factors using the JANUS technique. The FAA also completed a draft version of JANUS for ground 

tions and are currently using data from existing FAA databases to assess the sufficiency of the ava

human factors information.

RUNWAY SAFETY
has direct implications for the design of tools that transition controllers from a tactical focus on a s

sector to a more strategic focus spanning several sectors. 

Improving Efficiency through Visual Symbols

Standardization

During FY 2002, a research team collected data on visual symbols used

at maintenance control centers through site visits to six centers, review

of computer-based instruction programs for various systems, interaction

with subject matter experts, and a review of software documentation

manuals. The complete study, including recommendations toward 

standardization, is contained in the new technical report titled, A

Catalog of Graphic Symbols Used at Maintenance Control Centers:

Toward a Symbol Standardization Process. This report can be found online at http://www.hf.faa.gov/docs/508/docs/wjhtc/tn0202.pdf.

The Human Factors Design Guide for Acquisition

The Human Factors Design Guide for Acquisition of Commercial Off-the-Shelf Subsystems, 

Non-Developmental Items, and Developmental Systems is a comprehensive compilation of human 

standards, principles, and guidelines integral to the procurement, design, development, and testing 

systems, facilities, and equipment. The FAA is updating this important human factors reference to

Soon to be released as a design “standard,” the document will provide a single, easy-to-use source 

human factors design criteria oriented to the needs of the FAA mission and systems. The new doc

called the, Human Factors Design Standard, updates and clarifies the previously published materi

broadens the focus to include both air traffic and airway facilities systems and has been modified i

set of standards instead of a set of guidelines, providing a common source of FAA-specific design 

requirements. The recently revised Chapter 5: Automation Guidelines is now on-line at

http://acb220.tc.faa.gov/hfdg/

20

VISUAL SYMBOLS
gy q

traffic controllers. The brochure can be found on-line at

http://www.cami.jccbi.gov/aam-400A/Brochures/Laser_eye.htm. 

The report, The Aviation Accident Experience of Civilian Airmen with

Refractive Surgery, can be found on-line at

http://www.cami.jccbi.gov/aam-400a/Abstracts/2002TechRep.htm

Getting out Over the Wing

The 2002 Access to Egress Study was the largest cabin evacuation

study ever conducted by the FAA. A total of 2,544 people 

participated in various group trials to determine passageway 

configuration, hatch disposal location, and aircraft evacuation

through a Type III exit (over the wing). Findings indicate that hatch

disposal location slowed egress in some access aisle width 

configurations but not in others. Waist size, gender, and age all

affected individual exit time. The findings are consistent with prior

research showing that passageway configuration has only minimal

effects on emergency egress as long as ergonomic minimums 

involving hatch removal are respected. In contrast, differences in 

the physical characteristics and lack of knowledge of individual 

participants produce large differences in emergency evacuation 

performance. The results of this research can be found on-line at

http://www.cami.jccbi.gov/aam-400a/Abstracts/2002TechRep.htm.

EXITING OVER THE WING

VISION TESTS
http://www.cami.jccbi.gov/aam-400a/Abstracts/2001/am01-18.htm.

MADYMO

(MAthematical DYnamic MOdel) Implementation

The FAA’s Biodynamics Research Team initiated a project to use the

MAthematical DYnamic MOdel (MADYMO) computer program to

support impact testing of aircraft occupant seats and restraints. The

team completed an initial model of a double-occupant passenger seat

and conducted a dynamic test to compare the results derived from the

model with the actual impact test results.

Additional MADYMO seat models will be developed and actual seat testing will be conducted to 

capability and improve accuracy in the seat and restraint system modeling process. The long-term 

objective of this project is to determine potential areas of model applicability in the aircraft seat 

certification process. 

22

EVACUATION OF INFANTS

MADYMO SERVO-HYDRAULIC S
which the FAA and NASA build

programs to achieve the joint 

long-term national goal of 

containing objectionable aircraft

noise within airport compatible land use areas. In August 2002, the FAA

executed a new interagency agreement with NASA to commit to the tasks 

outlined in the MOA focusing on advancing the technology readiness level of

noise-reduction technologies. 

Emissions and Dispersion Modeling

System (EDMS) Updated

The FAA released version 4.1 of the Emissions and

Dispersion Modeling System (EDMS). EDMS assesses

the air quality impacts of airport emission sources, 

particularly aviation sources, which consist of aircraft, 

auxiliary power units, and ground support equipment. The Environmental Protection Agency (EP

accepts this model as a "Preferred Guideline" model and is crucial to the performance of the air qu

analyses of aviation emission sources for airport expansion projects. Version 4.1 incorporates enha

ments resulting from a landmark aircraft plume study conducted by the FAA in coordination with 

Department of Transportation's Volpe National Transportation System Center, the University of Ce

Florida, and the National Oceanic and Atmospheric Administration. The study provided the first-e

measurements of aircraft plume rise and spread from aircraft engine exhaust. The results allow a 

significantly enhanced model of aircraft plume behavior, which enables more accurate prediction o

concentrations of pollutants and greatly increase the validity of current aircraft engine exhaust disp

modeling.

Particulate Matter (PM) Emissions Approximation Methodology

The FAA completed a review and analysis of available data and research findings on particulate m

emissions from aircraft engines. The effort enabled the FAA to develop a first-order approximation

methodology to estimate particulate matter emissions from aircraft engines. Following peer review 

EPA adoption for use, this methodology will fill the critical data gap that currently exists for aircra

engine particulate matter emissions and potentially remove constraints on air port capacity expans

providing a presently nonexistent capability for environmental assessment.

g

constrain the a

aviation system 

nation’s need f

increased trade

and sustained e

growth.

The FAA’s env

energy program 

develop superi

support tools, 

response strate

protect the env

aviation’s econ

AIRCRAFT NOISE REDUCTION
Research 
Development