2004

R&D

Annual

Revi

ew

A Fiscal Year Review of the Federal Aviation Administration’s

Research & Development Program

Critical Research for Aviation’s Future
2004 R&D Annual Review

contents: from the

administrator1

aeromedicalresearch2

humanfactors6

safeflight21/alaskacapstone14

aircraft&airportsafety18

weatherresearch26

environment&energy30

capacityresearch34

commercialspace

transportation38

informationtechnology42
A Message

Every day, the aviation community faces a number of challenges that range from ensuring the health and

safety of passengers and crew to protecting the environment, increasing capacity and efficiency, and creating an aviation system that is performance-based and human-centered. As the Federal Aviation

Administration's approximately 38,000 controllers and maintenance specialists work to keep the system

operating safely, they do so with the confidence that the FAA's researchers are working in the background

to develop the next generation of technologies and procedures that will help them keep the system safe

and efficient.

FAA researchers, scientists, and engineers have generated the tools and technologies that continue to

improve the global aerospace system. Their cutting-edge research is reducing the rate of commercial accident and building an air traffic control system capable of efficiently meeting future demand. Drawing upon

their work, and the work of their domestic and international research partners, the aviation community will

meet future challenges and surpass the remarkable success it has achieved to date.

The FAA is able to achieve its goals through the dedicated work of research and development (R&D)

organization and the impact of that research on the aerospace community. Some of the activities supported by the R&D program include:

l Licensing, regulation, certification, and standards development;

l Modernization, operation, and maintenance of the national airspace system;

l Aerospace policy formulation, planning, and analysis;

l Effective response to incidents, special situations, and emerging issues; and

l Guidance, coordination, and collaboration across the global aerospace transportation community.

The Fiscal Year (FY) 2004 R&D Annual Review highlights another successful year. This Review addresses

some of their ongoing work in support of the FAA's strategic goals and mission as described in the

Agency's Flight Plan 2005-2009. For additional information on our research and development program,

please see the 2005 National Aviation Research Plan, where you will find R&D budget information,

research partners, past accomplishments, expected results, and a description of every R&D project over

the five years.

Marion C. Blakey

FAA Administrator

From the Administrator

“The support, diligence, and committed service of the FAA

researchers and scientists have generated innovations that

continue to improve upon a safe, secure, efficient, and 

environmentally-sound global aerospace system.” 

1

From the Administrator
Certification procedures for transport airplanes require the

manufacturer to demonstrate that all passengers can evacuate onto land within 90 seconds. These requirements do

not specify how passengers must evacuate the aircraft into

life rafts or into the water. Instead, certification criteria for

ditching have generally been demonstrated through a flotation-time analysis for each new airplane type. Differences

in the proposed design and operation of very large transport airplanes, such as the Airbus 380, may be very different from the historically assumed passenger flow rates into

water. In FY 2004, cabin safety researchers at the Civil

Aerospace Medical Institute conducted a series of tests to

evaluate the rate at which passengers evacuate into water

from simulated Type A (42 inches wide) and Type 1 (24

inches wide) exits. The tests evaluated exit heights of 9

inches, 2 feet, 4 feet, and 6 feet above water level in tests

that required the subjects to use either their flotation seat

cushions or life preservers inflated prior to or after water

entry. Results indicated that passengers exit the aircraft

into the water more slowly as exit heights above the water

increased. The researchers also found that evacuation

rates for subjects using flotation seat cushions were slower

than evacuations with subjects wearing life vests.

Researchers presented these findings at the 2004 Annual

Scientific Meeting of the Aerospace Medical Association

and the 4th Triennial International Aircraft Fire and Cabin

Safety Research Conference.

Prevent adverse health impact to passengers, flight

crew, and ground personnel.

Evacuation into Water

Center of Excellence for Airliner Cabin Environment 

The FAA recently established the Air Transportation Center

of Excellence for Airliner Cabin Environment Research.

This Center, led by Auburn University, includes Purdue

University, Harvard University, Boise State University,

Kansas State University, the University of California at

Berkeley, and the University of Medicine and Dentistry of

New Jersey. The consortium will research cabin air quality

and assess chemical and biological threats. The FAA will

contribute at least $1 million to the center in FY 2005 and

then $500,000 both the second and third year. The universities and the private sector partners will provide matching

funds.

2

2004 R&D Annual Review

Aeromedical Research

Aeromedical Research
Enhanced Cocaine Analysis

The National Transportation Safety Board routinely submits

pilot and flight crew specimens from fatal aviation accident

to FAA's Civil Aerospace Medical Institute for toxicological

analysis. During these evaluations, a search is always

made for drugs such as cocaine, one of the most widely

abused illicit drugs in America. Because of its direct

absorption into the blood stream from the lungs, smoked

crack cocaine is a particularly dangerous form of narcotic.

Also, the reaction of cocaine with alcohol in the body produces a longer lasting and more toxic effect. Demonstrating the presence or absence of cocaine-related molecules

in postmortem fluids and/or tissues may help determine the

cause of impairment and/or death in pilots. Such evidence

can have serious legal consequences. Aeromedical

researchers have developed a method for simultaneously

determining the presence of cocaine, cocaine metabolites,

methyl esters (a unique by-product of cocaine smoking),

coca-ethylene (a molecule formed by the concurrent use of

cocaine and ethanol), and other related metabolites. In FY

2004, researchers applied the methodology to five aviation

pilot/crew fatality cases and concluded that it was simple,

robust, and accurate. The new process will simplify postmortem analysis from multiple, cumbersome tests, to a single, highly accurate test that can provide detailed information on the source of the cocaine and its metabolites.

3

Aeromedical Research
Current rules and guidelines for the certification of aircraft

passenger seats can require full scale testing of certain,

relatively minor, design or materials changes. The FAA

has initiated a program to improve and simplify the methods used to test and certify aircraft seats that have been

manufactured with these minimal design changes. The

FAA's aeromedical research program conducted a test program that compared data from a proposed head-impact criteria component tester, developed by the National Institute

for Aviation Research at Wichita State University, with the

results of testing done on a dynamic sled track. The headimpact component tester was designed to simulate the

motion and forces that result from occupant head impact

on an aircraft structure or seat back. To complete the evaluation of the test equipment, the Civil Aerospace Medical

Institute's Biodynamic Research Team worked with university researchers conducting 11 sled tests and six component tests. Researchers are compiling the results of these

tests, which will be used to support timely policy making

decisions. 

Head-Impact Criteria Component Tester (HCT)

Anti-Hypertensive Medication Analytical Specificity

Vision Threat Safety Standard

Pilots being treated with anti-hypertensive medications can

be medically certified to fly civilian aircraft if they can successfully control their high blood pressure with diet, weight

control, and/or medications. In fact, approximately 8 percent of active pilots are considered "hypertensive with

medication." Beta-blockers are one type of FAA-acceptable antihypertensive medication that is frequently prescribed to pilots. Examples of beta-blockers include

atenolol, metoprolol, and propranolol. Over the 10-year

period, 1993-2002, researchers detected beta-blockers in

the postmortem samples of 50 pilots involved in fatal accidents. They found atenolol in 24 pilots, metoprolol in 19

pilots, and propranolol in 7 pilots. Although the initial

analysis of some of these cases suggested the presence of

both atenolol and metoprolol, researchers could find no

medical history supporting the simultaneous use of both of

these drugs. Because it is unusual for patients to take

more than one beta-blocker simultaneously (whether per

prescription or on their own volition), researchers undertook further examination of these cases to verify the initial

analysis. New testing techniques now make it possible to

identify definitively each beta-blocker without the uncertainty previously associated with atenolol and metoprolol interference. These improved research methods have significantly enhanced the FAA's and the scientific community's

ability to define specific medications and conditions that

may be associated with an aircraft accident fatality.

The Vision Research Team at the FAA's Civil Aerospace

Medical Institute collaborated with national agencies and

international organizations to help develop standards and

draft vision guidance materials for aviation personnel.

Research activities included assisting the Society of

Automotive Engineers (SAE) in the development of Control

Measures for Laser Safety in the Navigable Airspace and

the development of the American National Standards

Institutes' outdoor laser safety standard. Team members

also assisted the International Civil Aviation Organization's

(ICAO) Laser Emitters & Flight Safety Study Group with

development of a manual on laser emitters and flight safety. ICAO contracting states will use this document to guide

establishment of outdoor laser safety programs to improve

aviation safety.

4

Aeromedical Research

2004 R&D Annual Review
Civilian Aircrew Exposure to Radiation

In evaluating the health aspects of airline crew exposure to

galactic radiation (which originates from sources beyond or

solar system and from the sun), risk estimates are normally based on occupational exposure. This is important

because air crews spend most of their time on the ground.

Based on an analysis of 6,737 flights from three U.S. airlines, researchers assessed the risk of cancer from of ionizing radiation exposure from all natural sources received

annually by pilots, both on and off the job. Ionizing radiation is any form of radiation that has enough energy to

knock electrons out of atoms or molecules, creating ions.

This can cause changes in the chemical balance of cells,

which can cause cell damage. The results of this study

indicated that pilot concerns about cancer caused by occupational exposure may be unjustified. For 65 percent of

the flight profiles in this study, the estimated annual dose

of ionizing radiation received by the pilots was less than

the annual does to residents of an Environmental

Protection Agency (EPA) Region (for example, EPA Region

8, which includes Utah, Wyoming, Colorado, Montana, and

North and South Dakota). Researchers found that,

although airlines pilots as a group are at an increased risk

of developing cancer, perhaps other environmental factors

are involved. 

5

Aeromedical Research
Night Vision Imaging System Lighting Compatibility Assessment 

Aircraft cockpit lighting can interfere with the proper operation of night vision goggles (NVGs). Military researchers

determine whether lighting system is NVG compatible by

comparing NVG-aided visual acuity both with and without

the cockpit lighting activated. Because this military procedure requires expensive illumination sources and radiometric measurement equipment that can cost in excess of

$100,000, the FAA and U.S. Air Force have collaboratively

started to develop an inexpensive alternative way to

assess NVG cockpit lighting compatibility. During the first

phase of this project, researchers successfully demonstrated an assessment method that uses inexpensive illuminators and illuminance meters. A second study compared

results from the alternative method with data based on the

military's classic visual acuity-based method. The research

team instructed trained subjects in the specific methods of

making lighting compatibility assessments using visual acuity and using the illuminance meter. Using both methods,

each subject determined what acuity pattern they could

resolve when viewing through the NVGs. The results indicate the alternative method can provide a definitive method

of accepting or rejecting an NVG cockpit lighting system.

A concurrent visual inspection method is still required, however, to ensure that objectionable reflections are minimized

or eliminated.

6

Ensure technologies and procedures are human performance-based and human-centered.

2004 R&D Annual Review

Human Factors

Human Factors

Aircraft Certification Job Aid for Flight Deck Human Factors

Aircraft certification assures new aircraft designs will be

safe for current and future pilots. Although studies have

shown that design-induced human performance errors

have contributed to many aviation incidents and accidents,

only a few methods have been available to help certification personnel predict the future occurrence of such errors

based on analysis of the flight deck design. The FAA's

Aircraft Certification Job Aid, a computerized decision-support tool, is now helping aircraft certification personnel

ensure aircraft flight deck technologies are user friendly.

Funded by the FAA, Research Integrations, Inc., is developing the tool, which currently focuses on air transport category aircraft. In 2004, researchers added an advanced

search function to allow keyword searches of all Part 25

regulatory and guidance information, as well as all the

summaries of human factors information that address the

design of flight deck displays, controls, and systems.

These additions greatly enhance the speed with which certification personnel can access the extensive human factors information found in this decision support tool.

Researchers also reviewed FAA regulatory information and

other human factors literature for human factors systemsrelated information to update the databases. They developed a hierarchy of human factors considerations pertinent

to the design and certification of flight deck systems and

expanded the three databases to address systems-related

human factors. A limited number of certification personnel

continue to use the fielded version of the job aid, providing

researchers important feedback for future tool enhancements.
Electronic Flight Bags (EFBs)

In 2003, the FAA issued a streamlined field approval

process for EFBs in Advisory Circular (AC) 120-76A.

Although the AC addresses human factors considerations, it

does not specify a procedure for doing human factors evaluation. To aid FAA Aircraft Certification Specialists in conducting structured and comprehensive EFB usability evaluations in the field, aviation human-factors experts evaluated

vendor supplied EFBs through co-discovery with a "thinkaloud" protocol. This FY 2004 evaluation consisted of taskbased exploration and a tool-based review using two different paper assessment tools. Researchers discovered that

the language used in the assessment tools is especially

important for evaluating EFB usability. The tools need to be

understood by a wide range of users, only some of whom

may have a human factors background. In addition, having

an observer dedicated to the task of keeping detailed notes

about the evaluation enhanced the quality of the evaluation

significantly. Results from several evaluations have yielded

tools and procedures that show great promise for evaluating

EFBs. Some manufacturers are beginning to test these

tools and are considering how to fit the tools into existing

design and development processes. Using the evolving

tools and methods could provide a relatively inexpensive

way to find human factors problems with the EFBs early in

the development process.

Simulator Fidelity Requirements

FAA-funded research is underway at the Volpe National

Transportation Systems Center to optimize the affordability

and effectiveness of regulatory flight simulator qualification

standards for pilot training and evaluation equipment. In

2004, researchers compared and consolidated earlier studies that used different types of statistical analyses, summarized relevant findings based on a literature review for a

simulator qualification review, expanded the simulator

motion electronic database to almost 600 titles, and suggested directions for future research to improve the guidelines. They developed a systematic approach to aid the

interpretation of past studies and influence the design of

future studies. They also briefed airline training centers on

their findings, generating interest from several airlines for

participation in a planned study on the effect of platform

motion on initial pilot training. This and future motion simulation requirements research continues the FAA's effort to

improve qualification standards by providing a sound scientific basis for decisions. 

7

Human Factors
The Threat and Error Management Model (TEM)

Researchers at the University of Texas, under a grant from

the FAA, are investigating the relationships between operational complexity, flight crew performance, and flight crew

error during normal flight operations. They have developed

the TEM as the framework for two proactive data collection

programs: the Line Operations Safety Audit (LOSA) and

the Aviation Safety Action Program (ASAP). LOSA captures data from the observer's perspective, and ASAP documents the crew's perspective. By combining data from

these complementary approaches, researchers expect to

gain a more complete picture of system safety. 

During 2004, FAA researchers expanded their collaboration

on ASAP from working with a single airline to partnering

with three airlines. They began the ASAP Data Sharing

Project, a demonstration project in which airlines share

ASAP data that do not identify the source of origin. All participating airlines use common software developed by the

researchers specifically for the project. The research staff

also created a LOSA archive containing more than 3,000

jump seat observations, 11,000 threats, and 7,000 errors to

enable industry-wide analyses of safety vulnerabilities and

strengths. Detailed phase-of-flight narratives documenting

threat and error type, crew action, and outcome supplement the archive's quantitative data. Researchers have

begun data analysis and will report their results in safety

digests, at industry meetings, and on-line. An international

study group is now investigating the feasibility of adapting

the LOSA methodology to the air traffic control environment.

Human Error and General Aviation Accidents

The Human Factors Analysis and Classification System

(HFACS) is a theoretically based tool for investigating and

analyzing human error associated with high-risk environments such as aviation. Previous research has shown that

HFACS can be used reliably to conduct human factors

analysis of commercial and general aviation accidents/incidents. Analyses have identified general tendencies in the

types of human errors that have contributed to civil aviation

accidents. In 2004, researchers from the Civil Aerospace

Medical Institute and the University of Illinois identified specific types of recurring errors and began to measure the relative importance of each error type in the genesis of accidents.

Using records maintained by the National Transportation

Safety Board and the FAA, seven pilot subject matter

experts used HFACS to determine the human error categories associated with human causal factors for each aviation accident that occurred between 1990 and 2000. They

examined over 17,000 accidents associated with human

error, yielding nearly 34,000 causal factors. They identified

aircrew skill-based errors as the most frequent unsafe act,

followed by decision errors, violations, and perceptual

errors. A key result of this research involved the development of the human factors intervention matrix (HFIX) to

complement the HFACS framework. HFIX maps the causal

categories of HFACS against five approaches to human

factors intervention (organizational/ administrative,

human/crew, technology/engineering, task/mission, operational/physical environment).

Development of a Web-Based Surveillance and Auditing Tool (WebSAT)

FAA and Clemson University researchers are now working

with FedEx to develop a web-based tool that will identify

potential inspection and maintenance problem areas and

devise strategies to minimize them. To standardize collection, data must be tied to the measurement of recognized

variables in maintenance processes and must impose reliable controls to eliminate certain inconsistencies. In 2004,

Clemson University researchers identified process measures to incorporate relevant data obtained from surveillance, auditing, and airworthiness directives work functions.

They launched an on-line survey to validate the identified

process measures with the help of partnering airlines. The

input from this survey will allow the team to continue to

refine the process measures.

8

Human Factors

2004 R&D Annual Review
Human Factors Workbench

Tower Siting/Visibility

The Human Factors Workbench provides FAA employees,

system developers, human factors researchers, and other

associated individuals easy access to human factors information that supports aviation-related activities. It provides

a compendium of essential information in an easily accessible framework on the Web. 

This information is categorized under four human factors

components: (1) system development and process descriptions; (2) more than 100 human factors tools; (3) Human

Factors Awareness Course; and, (4) more than 1,200 publications, studies, and other papers with embedded search

tools. Creation of this Workbench promotes the sharing of

knowledge about best practices and human-system performance challenges in the aviation community. To access

the Human Factors Workbench online visit:

www.hf.faa.gov/Portal/default.aspx 

The FAA currently has no means to measure potential

improvements in air traffic controller visibility that might be

gained by changing a tower's height and location on the

airport surface. Because tower height and location affects

airport safety and construction costs, it is critical that the

FAA develop a means to determine optimal tower location

prior to construction. In FY 2004, a team of researchers

from the FAA, U.S. Army Research Laboratory, and the

University of Nevada-Reno conducted tests to quantify

what improvements can be gained by increasing the height

of the air traffic control tower at Deer Valley Airport in

Phoenix, Arizona, from 110' to 130' or 150'. This and previous studies of tower siting procedures revealed that additional visibility analyses and criteria, such as those for

observer line-of-sight (look-down angle) and object obscuration, could enhance the objectivity of tower construction

decisions. Many factors determine tower height and location, and visibility analysis provides additional quantitative

data to assist in acquisition and construction decisions.

Research results will be used in future tower construction

projects, enhancing safety and protecting the nation's airport investments. 

9

Human Factors
Air Traffic Control Specialist Selection 

The Air Traffic Selection and Training (AT-SAT) examination battery is used to screen applicants and identify those

candidates with the appropriate knowledge, skills, and

abilities to enter the Air Traffic Control Specialist (ATCS)

career field. The current version of AT-SAT is based on a

single test for each component in the battery. Having only

one version of the AT-SAT could introduce vulnerabilities,

such as coaching and practice effects in its use, so

researchers have started to develop alternative versions.

In FY 2004, they began evaluation of those tests using

Department of Defense participants. Once this study is

completed, two equivalent versions of AT-SAT (both running on a Windows 2000 operating platform) will be available for operational use. 

Researchers also continued collecting and archiving ATSAT data. After granting their consent, students at the

FAA Air Traffic Academy were given the test, and

researchers logged their experimental personality measures. Researchers will now track the occupational

progress of these newly hired ATCSs and compare their

progress with archived AT-SAT data. 

Longitudinal Assessment of Age and Performance

Working with FAA's Air Traffic Organization, Civil

Aerospace Medical Institute researchers conducted three

studies in 2004 to assess the relationship of age to controller performance. In the first study, researchers

reviewed the scientific literature published both before

and after Congress passed legislation mandating the separation of controllers at age 56. They found that the

research conducted prior to passage of the legislation

provided only weak objective support for the rationale

behind the age 56 retirements and that the research conducted after enactment of the rule did not provide adequate support for the inherent stress rationale articulated

for age 56 retirements. 

Researchers also examined the relationship of en route

operational errors (OEs) to controller age. They matched

records of en route operational errors with air route traffic

control center staffing data to determine the likelihood that

controllers' experience and age might influence their

involvement in an OE. This analysis did not support the

hypothesis that the likelihood of involvement in an en

route OE increases with age. Rather, it appeared that if

there is a relationship between age and involvement in an

en route OE, it is weak and negative. In a third study, 659

air traffic control supervisors participated in an on-line survey in which they identified seven factors distinguishing

"exceptional" controllers, including technical skill and reliability/adaptability as an employee. The results of this survey will be used to help define criteria for granting

waivers.

Optimizing Human Performance to Reduce ATC Operational Errors

Researchers at the Civil Aerospace Medical Institute are

using the JANUS technique, jointly developed by the FAA

and EUROCONTROL, to understand how individual, situational, and work-related factors influence air traffic controller performance and the occurrence of OEs. The

JANUS technique uses a computerized questionnaire to

gain a better understanding of the situational context in

which a series of critical decisions, or a chain of events

results in error. Researchers conducted a preliminary test

of the JANUS technique at 12 facilities to evaluate scientific validity and operational use of the technique and to

make further enhancements to the research technique.

As a result of this test, as well as positive feedback from

the facilities, researchers developed an e-JANUS application for the Internet and began testing this electronic tool

in September 2004.

10

Human Factors

2004 R&D Annual Review
11

Human Factors

Human Factors Research on Runway Incursions

Researchers developed the Runway Incursion Severity

Categorization (RISC) model as a tool to assign more

objective and reliable ratings to the severity of runway

incursions. The model incorporates expert knowledge in

the form of specific incursion scenarios and relevant factors to provide an independent estimate of the severity of

an incursion. In FY 2004, researchers at the Volpe

National Transportation Systems Center validated the

model using data reported from 324 runway incursions.

They developed a runway incursion rating system database to capture data from incursion reports and created a

natural language processing method for determining

incursion scenarios from report narratives. Relevant data

included weather, time-of-day, type of aircraft involved, the

activity of the aircraft (i.e., takeoff, landing, or taxiing),

phase of operations (e.g., final approach), location on the

airport (e.g., runway-taxiway intersection), and resulting

actions (e.g., crossed the hold short line but did not enter

the runway). The model categorized the severity of runway incursions similarly to the way the human evaluators

in the FAA Office of Runway Safety rated them at the time

of the incursion. 
Communication and Coordination between Technical Operations and Air Traffic Control (ATC)

Researchers are working to assess and improve communication and coordination between Technical Operations

and ATC. Technical Operations specialists provide operations and maintenance support services for the National

Airspace System. These specialists must communicate

and coordinate with a variety of people both within and

external to their organizations. When this communication

fails, there is the potential for service interruptions, equipment outages, and delays of aircraft. In FY 2004,

researchers collected and analyzed data on communication and coordination within Technical Operations'

Operations Control Centers and made recommendations

for improvements. 

Future En Route Workstation

Better systems engineering is needed to meet the

demands of projected increases in air traffic and to ensure

that the workstations of future en route air traffic controllers are designed for all of their operational needs. For

several years, human factors researchers have examined

what can happen when automation tools that were developed independently are used together at the en route sector workstation. Predictable human factors issues, such

as display clutter, problems with access to critical information, distracting lists, and multiple windows management,

all have surfaced. 

Currently, researchers are studying what the en route

workstation should be in the 2015 timeframe. To ensure

that the workstation will support controllers beyond the

2015 timeframe, they are estimating a 33 percent

increase in traffic levels by 2015, and then an additional

66 percent increase. The project also assumes that by

2015, the aviation community will be in the middle of a

transition to advanced capabilities in the cockpit and on

the ground. In FY 2004, researchers completed a test

plan for a human-in-the-loop experiment planned for early

FY 2005 to validate new workstation concepts. In preparation for this experiment, researchers are determining the

number of steps and the amount of time an air traffic control specialist needs to either retrieve or input data - and

implemented those concepts into the air traffic simulator. 

12

Human Factors

2004 R&D Annual Review
Weather Information Needs in the Terminal Radar Approach Control (TRACON) Facility

In FY 2004, human factors researchers began to assess

controller weather information needs and weather display

designs for TRACON controllers. Researchers completed

a literature review on controller and pilot weather information needs and the current use of tactical weather displays. Previous research has suggested that tactical displays should be designed to minimize the amount of data

on the screen. In a second project phase, researchers

performed a cognitive work analysis to assess

controller/pilot weather information needs and the flow of

weather information within the terminal domain. Based on

the data collected, researchers developed a simulation

capability that allows empirical evaluations of advanced

weather information and display formats. They also created dependent system measures of how having advanced

weather information affects efficiency and tactical operations and how the location of weather information on the

display affects controller workload. Human-in-the-loop

simulations using weather scenarios are currently underway.

13

Human Factors
Implement new technologies that will provide increased safety in an 

ever-changing aviation world.

14

2004 R&D Annual Review

Safe Flight 21

Safe Flight 21/Alaska Capstone

Ohio River Valley

Safe Flight 21/Alaska Capstone

Under the Safe Flight 21 program, the FAA is conducting

an ambitious demonstration and test program in partnership with the Cargo Airlines Association (CAA), the Aircraft

Owners and Pilots Association (AOPA), with the aviation

departments of several states and regional airport authorities, NASA, the Helicopter Association International,

Continental Airlines, and Rockwell Collins. 

Nine operational technologies selected by the RTCA are

being demonstrated and validated in real-world environments to understand the capabilities of advanced surveillance systems and air traffic procedures. The enabling

technologies under evaluation include: ADS-B; traffic information services broadcast (TIS-B), which uses ground

based radar to determine an aircraft's position and broadcasts this information to other suitably equipped aircraft;

flight information services broadcast (FIS-B), which supplies real-time weather information and other flight advisory

information to pilots for enhanced situational awareness,

24 hours a day, seven days a week; and surface moving

maps.

Safe Flight 21 is a joint government/industry effort to improve the safety, efficiency, and capacity of the National Airspace

System using automatic dependent surveillance-broadcast (ADS-B) technology. ADS-B allows pilots in the cockpit and

air traffic controllers on the ground to see aircraft traffic much more precisely than has been possible ever before. ADS-B

equipped aircraft broadcast their precise position in space via a digital datalink along with other data, including airspeed,

altitude, and whether the aircraft is turning, climbing, or descending. ADS-B receivers that are integrated in the air traffic

control system or installed aboard other aircraft provide users an accurate depiction of real-time aviation traffic both in the

air and on the ground. FAA's program goals include:

l Providing common, real-time traffic information to both air traffic controllers and flight crews; and 

l Working to improve the safety, efficiency, and capacity of the National Airspace System.

Automatic Dependent Surveillance-Broadcast

In 2004 the Safe Flight 21 program added a test bed on

the east coast and continued to operate ADS-B surface

and terminal area domain test beds in Memphis, TN,

Louisville, KY, and in the Gulf of Mexico. Thirteen

Continental Airlines 737-800 aircraft began operating with

active extended squitter transponders in support of ongoing flight tests in the Gulf of Mexico. In partnership with

NASA, researchers successfully conducted nine high and

low altitude flight tests in the Gulf of Mexico to evaluate

ADS-B and multilateration technologies. 

United Parcel Service (UPS) completed equipping 107 aircraft with ADS-B avionics. Garmin Aviation received

approval to produce its Universal Access Transceiver and

to install the system on general aviation fixed and rotarywing aircraft. Rockwell Collins obtained approval for its

transponder and its installation on Boeing 737-800 aircraft. 

The FAA completed agreements with Embry-Riddle

Aeronautical University to establish an ADS-B network on

its Prescott, AZ, and Daytona Beach, FL, campuses as

well as with the North Carolina State Department of

Transportation (DOT), Division of Aviation. The Agency

also signed new agreements with Maryland DOT and

Virginia DOT. Initial deployment of an East Coast

Broadcast Services network has begun to support those

agreements. 
15

Safe Flight 21

The Traffic Information Service-Broadcast

During 2004, the FAA continued development of Traffic

Information Service-Broadcast Minimum Aviation System

Performance Standards. Safe Flight 21 researchers

received approval to use best sensor timing on a Common

Automated Radar Terminal System at Louisville to evaluate

ADS-B and radar performance. This evaluation and data

collection effort will continue into 2005. FAA researchers

also developed a ground station at the William J. Hughes

Technical Center that will centralize processing of all the

surveillance source information for TIS-B and FIS-B. Plans

are underway to expand the system to approximately 40

ground stations in 2005.
16

Safe Flight 21

Digital Airport Map Database

Surface Management System (SMS)

During FY 2004, researchers finalized specifications for a

digital airport map database in preparation for a formal

process certification. Once this certification is completed,

the data previously produced for the 82 airports having the

greatest risk of runway incursions will be reprocessed

against the approved process and specifications. These

improvements will enable the airport map data to be used

in certified avionics applications, such as surface moving

maps to enhance pilot and vehicle operator situational

awareness. 

FAA researchers installed the NASA-developed Surface

Management System (SMS) at Louisville, KY for use by

the Louisville Regional Airline Association and its aircraft.

The SMS display is currently used to monitor the airport

surface situation and to better react to emergencies.

When fully developed, SMS will provide UPS ramp controllers with a tactical display of aircraft, both on the surface and in the vicinity of the airport, and serve UPS as a

vital tool in efficient ramp management.

Alaska Capstone

Small aircraft accidents in Alaska occur at nearly five times

the national average. To improve aviation safety, capacity,

and efficiency in Alaska, the Safe Flight 21 program's

Alaska Capstone initiative is introducing new surveillance

technologies that will enhance the abilities of pilots in the

state to cope with weather, terrain hazards, and potential

traffic conflicts. Participating commercial aircraft are being

equipped, on a voluntary basis, with a government-furnished combined data link and Global Positioning System

(GPS)-based avionics package designed to increase the

situational awareness of pilots in averting mid-air collisions

and controlled flight into terrain. A simple, high capacity,

multifunction broadcast data link known as the Universal

Access Transceiver (UAT) supports all air-air, air-ground,

and ground-air data link communications in Capstone.

Capstone activities are having a positive impact on safety,

creating an infrastructure to develop procedures to familiarize flight crews, controllers, and avionics/ground system

installers with modern equipment and future National

Airspace System concepts and to address certification

issues. 

In FY 2004, the Capstone Program issued The Safety

Impact of Capstone Phase 1-Summary Report through

2003 (University of Alaska Anchorage and The MITRE

Corporation, May 2004) highlighting these significant safety

and efficiency results:

l Capstone-equipped aircraft have had a consistently lower accident rate than aircraft operating

before Capstone and non-equipped aircraft during Capstone. From 2000 through the end of

2003, the rate of accidents for Capstoneequipped aircraft dropped by 40 percent. 

l The rate of accidents for major carriers and air

taxi operations has been falling since 2001 and

is now at the lowest rate since 1990.

l In villages where Capstone technology has

allowed instrument approaches, the fraction of

time that weather makes air travel unavailable

has been reduced by 50 percent.

2004 R&D Annual Review
17

Safe Flight 21

In FY 2004, the Capstone program continued preparing for

the initial ADS-B infrastructure (avionics/ground) in

Southeast Alaska. Planning efforts focus on: 

l Expanding those technologies that have been

proven on a statewide basis to continue

upgrading the Alaska aviation infrastructure;

l Pursuing the development of affordable

equipment so that aircraft owners will have a

range of choices appropriate to their operational needs - whether they operate under

visual or instrument flight rules; and

l Prototyping and demonstrating a satelliteground infrastructure for communication, navigation, and surveillance. 

ADS-B Infrastructure Planning 

The FAA began an effort to install a wide area multilateration system for the Juneau, Alaska, airport in FY 2004.

This prototype system will demonstrate multilateration

technology in a harsh weather region and terrain that rises

from sea level to 3,300 feet elevation in an approximately

15-mile radius of the city. Multilateration measures and

displays three-dimensional position, velocity, and identification of equipped aircraft. This technology will enable situational awareness in an area that has no radar coverage

today. 

Juneau Wide Area Multilateration System
Statistical Loads Data for the Boeing B-747

In FY 2004, the University of Dayton Research Institute,

funded by the FAA, completed the collection and analysis

of flight loads data from 11,066 flights of Boeing 747-400

airplanes operated in overseas, commercial service. The

data, consisting of 95,883 flight hours, included typical inservice flight and ground loads data, such as accelerations,

air and ground speeds, altitudes, flight duration and distance, gross weights, speed brake and spoiler cycles,

thrust reverser usage, and gust velocities. The 747-400 is

the first heavy widebody model added to the FAA's operational loads monitoring research program. The

International Aviation Rulemaking Advisory Committee

(ARAC) has used these results extensively in their efforts

to harmonize the rulemaking process for Airbus's new 380

airplanes. Of particular use are the generation of typical

flight profiles and the characterization of all of the special

ground handling operations. This research will be used to

provide the technical data to substantiate selected loadsrelated Federal Aviation Regulations. Boeing is also using

these data to design its new fuel inerting system for the

747. For this effort, researchers processed the flight loads

data to establish a vertical velocity descent profile at each

operational altitude level. These statistics established the

pressure regulation design requirements for the nitrogen

generating system to provide acceptable fuel tank inerting. 

Center of Excellence for Advanced Materials

In December 2003, the FAA established the new Center of

Excellence for Advance Materials. Led by the University of

Washington and Wichita State University, the center will

conduct research, engineering, and prototype development

toward the safe and reliable use of advanced materials and

composites in large commercial aircraft. The new center's

work will focus primarily on the safety and certification of

existing and emerging applications of composites and

advanced materials in commercial transport aircraft. Other

academic institutions participating in the new center are

Washington State University, Northwestern University,

Oregon State University, Purdue University, Tuskegee

University, University of California at Los Angeles,

University of Delaware, and Edmonds Community College,

Washington.

Identify and prevent accidents due to known, unknown, emerging, or 

previously unrecognized factors.

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2004 R&D Annual Review

Aircraft & Airport Safety

Aircraft & Airport Safety
19

Aircraft & Airport Safety

Arc Fault Evaluation Laboratory

For the past several years, the FAA, the Naval Air Systems

Command, and the Office of Naval Research have been

conducting joint research to develop arc fault circuit breakers suitable for the protection of aircraft electrical wiring.

Since the completion of the FAA's arc fault single-phase

program, most aerospace circuit breaker manufacturers

have developed arc fault detection devices. In FY 2004, to

provide a means to evaluate the performance of these

devices, the FAA established the Arc Fault Evaluation

Laboratory. Using this lab, researchers can simulate

known aircraft faults in a realistic configuration to evaluate

protection devices. The lab provides researchers the flexibility to develop new arcing scenarios derived from actual

incident reports.
Visual Inspection of Dual Load Path Flight Control Components

FAA researchers are assessing the condition of aging flight

control linkages to determine if failure in the component

could result in an accident. Of particular interest are a

type of safety-critical integrated or co-located hardware

components - designed to last the life of the aircraft, but

difficult to inspect visually - known as single component

dual load path elements. In FY 2004, researchers at

FAA's Airworthiness Assurance Nondestructive Inspection

Validation Center cooperated with the manufacturer to

assess single element, dual load path linkages from primary flight control systems on Boeing 737 and 747 commercial aircraft that had been retired in the previous six

months. The team identified 21 dual load path components, and acquired three of each component from the aircraft. Aided by a fiberscope when appropriate, they visually inspected each component in three stages: as installed

on the aircraft, after removal and cleaning, and when completely disassembled. The researchers looked for any

visual signs of erosion, corrosion, excessive wear, cracks,

impact damage, or other signs of mechanical degradation,

and inspected some components against the manufacturer's specifications. As a result of this work, they recommended that visual inspections be supplemented with an

eddy current inspection and a reference standard to investigate and validate results from areas that are visually inaccessible. Researchers plan to acquire additional aged

dual load path inspection specimens to verify these results. 

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Aircraft & Airport Safety

2004 R&D Annual Review

The extreme damage tolerance and high strength-toweight ratio of composites motivates designers to expand

the role of glass and graphite fiber reinforced composites

in aircraft structures, most notably in principal structural

elements. The use of these composites necessitates the

development of nondestructive inspection methods

designed for these new composite structures. FAA

researchers at the Airworthiness Assurance Nondestructive

Inspection Validation Center located at Sandia National

Laboratory, are developing better ways to inspect composite structures. 

In FY 2004, researchers completed an experiment assessing the performance of both conventional and advanced

nondestructive inspection techniques to detect various

flaws within typical aircraft honeycomb panels.

Researchers inspected a series of composite honeycomb

specimens with statistically relevant flaw profiles using

both tap test equipment and more sophisticated techniques introduced to automate and improve composite

nondestructive inspection. (Tap testing uses an audible

change in acoustic response to locate flaws, to detect

voids, disbonds, and delaminations in adhesively bonded

composite aircraft parts). The researchers then took these

specimens to a number of airline maintenance shops and

third party repair facilities for inspection by actual inspectors. From the collected data, the researchers established

a baseline of current inspection techniques, determined a

wide array of nondestructive inspection methods, and identified limitations and optimum applications for specific

inspection methods.

Assessment of Inspection Techniques for Detecting Flaws in Composite Structures

Metallic Materials Properties Development and Standardization (MMPDS)

The Metallic Materials Properties Development and

Standardization is an effort led by the FAA to continue

updating and validating the Metallic Materials and

Elements for Aerospace Vehicle Structures handbook (formerly MIL-HDBK-5). The handbook is recognized worldwide as the most reliable source of data on aircraft materials, such as the metallic materials, fasteners, and joints

used in the design and maintenance of aircraft, missiles,

and space vehicles. The objective of the MMPD is to

maintain and improve the standardized process for establishing statistically based data that comply with regulations.

To ensure the handbook is current, researchers continue to

collect, analyze, and present statistically based aircraft and

aerospace material and fastener properties to the global

community. The next release of the handbook is scheduled for February 2005. The FAA plans to proceed with

commercial licensing of the handbook at the Seventh

MMPDS Coordination Meeting in April 2005.
Assessment of Aircraft Wiring Inspection Tools

The continued safe operation of aircraft well beyond their

expected service life depends on the safe and effective

transfer of power and electrical signals between aircraft

electrical components. In FY 2004, FAA researchers validated a new tool suite, ArcSafe, for the inspection and testing of aircraft electrical wiring interconnect systems.

General Dynamics developed ArcSafe, consisting of the

Micro-Energy Tool and the Insulation Fault Probe, to aid an

operator in identifying and locating breaches in wiring insulation. 

Researchers at the FAA Airworthiness Assurance

Nondestructive Inspection Validation Center conducted laboratory and on-aircraft tests to validate the technology.

They found the ArcSafe tools able to find and locate some

faults. The geometry of the wire-harness (i.e., how loosely

wires are packed in the harness) and the number of breakouts (terminations) on a given harness, however, influenced the reporting accuracy of the Micro-Energy Tool.

Procedurally, this can be managed in the manner that tests

are conducted.

21

Aircraft & Airport Safety
Dry-Coupled Probes For Ultrasonic Inspections

Effectiveness of Hand-Held Extinguishers Against Hidden Fires

The connection that transfers the sound energy between

the ultrasonic inspection probe and the inspected structure

is an important part of any ultrasonic inspection procedure.

Oil- or water-based gels are commonly used as the coupling for manual inspections, while water immersion or bubbler systems maintain a constant level of coupling for automated units. Liquid couplants, however, can be a detriment

to numerous inspection procedures. The majority of the

common problems are related to the time-consuming application and removal of the couplant. In addition, some

advanced aircraft structures prohibit the application of couplants. To overcome the problems associated with liquid

coupling, FAA-sponsored researchers at Northwestern

University are developing dry-coupled probes for ultrasonic

inspections. Dry-coupled probes have advantages for

inspections of aircraft components with limited access and

various spatial orientations. The researchers demonstrated

very stable coupling, minimal fluctuations, and high

repeatability of the ultrasonic signals regardless of spatial

orientations of the aircraft components using dry-coupled

rolling probes for manual scanning. They also developed a

dry-coupled rolling probe procedure to inspect the DC-10

horizontal stabilizer. Even though the dry-coupled rolling

probes are fairly new ultrasonic inspection tools, recent

field tests have demonstrated the probes are highly effective for a number of applications on advanced aircraft materials and structures.

FAA researchers are addressing the problem of hiddenarea fires in aircraft by developing newer, more stringent

fire tests for materials, such as ducting, wires, panel closeouts, clamps, and other hardware. Since the area above

the cabin ceiling represents the largest inaccessible area in

a transport aircraft, researchers are developing and testing

fire suppression techniques and technologies to extinguish

fires in these areas. Since one of the main challenges

associated with fire suppression in the cabin overhead is

accessibility, researchers hope to devise a method of

allowing quick overhead area access. One approach is the

use of panel-mounted ports that would allow insertion of

the extinguisher nozzle. 

In FY 2004, researchers performed 20 handheld extinguisher tests in the overhead space of both narrow and

wide body aircraft, simulating a typical hidden fire in the

inaccessible area above the cabin ceiling. The tests

helped determine the performance of FAA-required handheld Halon 1211 extinguishers against a fire. Tests indicated that handheld extinguishers are incapable of providing

adequate protection against fires in large overhead area

volumes typical of wide body aircraft, regardless of the port

design. However, the use of ceiling-mounted discharge

ports in combination with handheld extinguishers is quite

effective against fires in the more-confined overhead area

typical of a narrow body aircraft.

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Aircraft & Airport Safety

2004 R&D Annual Review
23

Aircraft & Airport Safety

Smoke Detectors Certification

Federal Aviation Regulations require manufacturers to flight

test cargo compartment fire detection systems to ensure

proper system performance. Because of safety issues during the flight test, theatrical smoke generators are frequently used to simulate fire during the test. In FY 2004, the

FAA published Comparison of Actual and Simulated Smoke

for the Certification of Smoke Detectors in Aircraft Cargo

Compartments (DOT/FAA/AR-03/34), which documents

work conducted by Sandia National Laboratory, under contract with the FAA, to characterize the differences between

smoke particles from flaming fires and the particles produced by theatrical smoke generators. In this study,

researchers found the particle size from artificial and smoldering smoke sources to be much larger than the particles

from flaming fires. This proved significant because the

detection technology used in the vast majority of aircraft

smoke detectors depends on the scattering of a light beam

to produce an alarm. This implies that current detectors

would be much more sensitive to artificial smoke than to

smoke from actual flaming fires. 

Fire safety researchers conducted a series of tests in several different aircraft cargo compartments to investigate the

validity of this finding. They instrumented the compartments with laser based smoke meters, installed several

models of current smoke detectors, and exposed the

detectors to smoke from flaming fires, smoldering fires, and

theatrical smoke generators. In all cases, the detector

response time was longer with flaming fires than with either

smoldering or artificial smoke sources and the smoke

meter readings indicated a significantly greater quantity of

smoke at the time of detector alarm for the flaming fires

compared to the smoldering or artificial smoke sources.

Inerting System Flight Test

Last year, the FAA, with the assistance of several industry

partners, developed and successfully tested an onboard

inert gas generation system with air separation modules

that use aircraft bleed air to generate nitrogen-enriched air

at varying flow and purity (oxygen concentration). In FY

2004, during a commercial transport airplane flight cycle,

researchers performed a series of ground and flight tests

designed to prove the effectiveness of a simplified inerting

concept. They mounted the FAA-developed system in the

cargo bay of an Airbus 320, operated by Airbus for the purposes of research and development, and used it to inert

the aircraft center-wing fuel tank during testing. They

instrumented the system and fuel tank to analyze the system performance and the inerting capability. The FAA's

onboard oxygen analysis system continuously measured

the oxygen concentration in the fuel tank during the test

flights. The results of the tests proved the validity of the

simplified inerting system concept.
Retro-Reflective Markers Study

Retro-reflective markers are used to mark the edges of

highways and traffic lanes. Since this type of reflector is

inexpensive, relatively efficient, and easy to install, it is also

used on airports to increase night identification of runway

edge, centerline, and taxiway edges. Airport approved

retro-reflective markers use either retro-reflective sheeting

or tape, which are mounted on plastic-molded material that

is either cylindrical or a flat surface. The minimum standard size for a cylinder-mounted marker is 96 square inches. In FY 2004, researchers conducted an experiment to

determine if increasing the standard size to 200 square

inches would make the markers more visible to aircraft and

ground vehicles, and if the location of aircraft-mounted

lights relative to the pilot's eyes effected the visibility of the

markers. Based on the results of this evaluation, the

researchers determined that increasing the size of the

maker to 200 square inches would provide only slight

improvement over the standard marker size for most aircraft types, and even less of an improvement for aircraft

having their lights mounted farthest from the pilot. Study

results can be found in L-853 Cylindrical Runway and

Taxiway Retro-Reflective Markers Study (DOT/FAA/AR04/10). 

Aerodynamic Effects of Ice Formed in Super-Cooled Large Drop Conditions

At the request of representatives of airworthiness authorities, manufacturers, pilot groups, and research organizations in North America and Europe serving on the Ice

Protection Harmonization Working Group, the FAA is considering the expansion of certification requirements to

encompass super-cooled large drop (SLD) conditions

(freezing drizzle and rain). FAA researchers began a collaborative effort with the University of Illinois and the NASA

Glenn Research Center to understand better the meteorological characterization of the ice accretions that form in

super-cooled large drop conditions and the aerodynamic

effect of these conditions on aircraft. In FY 2004,

researchers carried out ice accretion testing in the NASA

Glenn Icing Research Tunnel to generate super-cooled

large drop ice accretions representative of in-flight accretions. They documented the ice accretions with photographs, tracings, and ice-thickness measurements, and

made moldings of these accretions to generate castings.

An analysis of the data showed that the accretions could

be classified as having combinations of two or more key

shapes. Examination of the limited flight test data in SLD

conditions showed similar features. Researchers also conducted aerodynamic performance testing at the University

of Illinois.

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Aircraft & Airport Safety

2004 R&D Annual Review

Evaluation of Halon Replacement Agents in Protecting Against an Aerosol Can Explosion

Fire safety researchers evaluated two halon replacement

fire suppression agents to determine their effectiveness in

protecting against an aerosol can explosion. Researchers

tested bromotrifluoropropene and pentafluoroethane,

agents selected by the International Aircraft Systems Fire

Protection Working Group as possible candidates to

replace Halon 1301 as the suppression agent used in an

aircraft cargo compartment. Researchers conducted simulated aerosol can explosion tests to determine if the candidate agents had any unusual behavior before proceeding

with the other required minimum performance standard

tests. They found that at concentrations below the inerting

level, both agents created higher overpressures than

measured in air alone, enhancing the possibility of an

explosion. In contrast, Halon 1301, mitigated the explosion. Unless a means can be found to avoid the problem

of subinerting concentrations of extinguishing agent, neither tested agent would be a suitable candidate for halon

replacement extinguishing agents in the cargo compartment. Researchers documented these findings in Behavior

of Bromotrifluoropropene and Pentafuoroethane When

Subjected to a Simulated Aerosol Can Explosion

(DOT/FAA/AR-TN04/4). 
Runway Status Lights

The Runway Status Light (RWSL) system is an array of

red lights deployed at taxiway entrances that are automatically driven by airport surveillance sensors to warn pilots

and vehicle operators that a runway is unsafe to enter.

During FY 2004, the FAA made great progress in assembling an operational evaluation ready RWSL system at

Dallas/Ft. Worth (DFW) International Airport. Working

closely with Lincoln Laboratory and Sensis Corporation,

the FAA developed key system improvements to address

technical issues identified during initial field testing; completed construction and installation of Siemens' airfield

lighting equipment for the RWSL system; and conducted a

successful field re-test of at DFW.

25

Aircraft & Airport Safety

Evaluation of Light Emitting Diode (LED) Linear Source Devices

To determine if LEDs are practical for airport use,

researchers have evaluated a flexible strip of encapsulated

LEDs and a rigid encapsulated LED fixture. In recent tests,

they configured the light emitting diode in a linear array to

enhance painted markings on the airport surface. They

then developed photometric testing standards for LED linear sources to provide data needed to formulate specifications and advisory circulars. Researchers found that both

light sources have the potential to further enhance visual

aids. However, when installed in airport pavement, they do

not remain operational for long. Industry must develop

these technologies further before they can be considered

for airport use. The results of these tests can be found online at http://www.airporttech.tc.faa.gov.
Aviation Digital Data Service (ADDS)

Accurate, timely, and user-friendly forecasts of icing, turbulence, thunderstorms, and clouds are required to support

safe and efficient flight operations. The availability of

weather data on the Internet has made the acquisition of

current weather information from sophisticated numerical

models readily available to users. Developed by the FAA's

Aviation Weather Research Program, ADDS is operated

and maintained by the National Weather Service's Aviation

Weather Center in Kansas City, Missouri. The system

enables a wide variety of users, such as airline dispatchers, meteorologists, flight planning systems, weather vendors, and private and commercial pilots, to access critically

needed weather information, in a variety of formats. 

Researchers developed several user enhancements to

ADDS in FY 2004. These enhancements include faster

access to critical weather information, the capability to customize weather information (saving preferences), and the

ability to print the entire screen display. By providing current and forecast information on key weather hazards to

support the needs of users, the Aviation Digital Data

Service enhances aviation safety and helps to reduce

delays. Access to the service via the Internet has ensured

that enhancements are available to users quickly and in a

cost-effective manner. ADDS data can be obtained from

http://adds.aviationweather.gov.

Achieve increased safety and efficiency by deploying new technologies that

mitigate the adverse effects of weather.

Weather Support to Decision Making (WSDM)

A very thin layer of ice on a wing surface can increase drag

and reduce airplane lift by 25 percent. Funded by the FAA,

WSDM provides deicing decision makers and airport plowing crews with up-to-the-minute information on potentially

hazardous freezing precipitation. WSDM uses data from

Doppler radars, surface weather stations, and snow gauges

located near the airport to measure accurately the amount

of water in the snowfall. A "Hotplate" snow gauge and wireless communications capability makes the WSDM system

low in cost and high in reliability. In FY 2004, researchers

increased the two-hour WSDM precipitation forecast to four

hours enhancing safety and efficiency by providing users

longer lead times for more effective strategic decisions.

WSDM is currently operational at Denver International

Airport and will be operational at New York airports later

this year. An independent assessment estimated the annual benefit of an operational WSDM system at the New York

airports to be $12.7 million and $1.36 million at Denver. 

26

2004 R&D Annual Review

Weather Research

Weather Research
27

Weather Research

San Francisco Marine Stratus Forecast System

Pilots flying the approach zone at San Francisco

International Airport (SFO) are not able to use the closely

spaced parallel runways in the presence of marine stratus

(a thin layer of low level clouds that from over coastal

areas). This decreases the allowable arrival rate by up to

50 percent resulting in delays, airborne holds and diversions, and loss of capacity. The FAA's Aviation Weather

Research Program developed a 1-6 hour forecast system

to predict the time when the marine stratus will dissipate in

the SFO approach zone. This system enables air traffic

decision makers to release ground holds prior to actual

clearing and allows the arrival rate to match the acceptance rate in an efficient and effective manner. During the

early summer of FY 2004, the FAA transferred this technology to the National Weather Service to implement operationally at SFO.
Oceanic Weather Improvements

Volcanic Ash Forecast

At present, aircrews for long-range oceanic flights receive a

general weather briefing before departure, including a summary of flight level winds and expected en route weather

conditions. Over the ocean, little or no information is available about rapidly changing weather systems that may be

encountered. In FY 2004, two products entered into the

test phase of research, oceanic turbulence forecast and

convective (thunderstorm) diagnosis. The turbulence forecast product provides up to a 12-hour forecast of clear air

turbulence conditions over the ocean, while the convective

product provides current locations of convective activity. 

When volcanic ash is ingested into aircraft engines it can

result in engine failure. For example, in 1989, a Boeing

747 en route to Anchorage, Alaska, with 231 passengers

on board encountered volcanic ash, resulting in failure of

all four engines. Although the aircraft landed safely, it

required $80 million in repairs. Aircraft flying North Pacific

air routes, which carry over 10,000 passengers per day,

and up to 50,000 aircraft per year, could be similarly affected if a volcanic eruption occurred in the region. In FY

2004, the FAA's weather research program responded to

this problem, testing a volcanic ash forecast product that

provides detection information, along with a forecast of the

ash plume dispersion so that dispatchers can help aircraft

avoid hazardous volcanic ash clouds. 

28

Weather Research

2004 R&D Annual Review
29

Phased Array Radar (PAR)

The FAA, DoD, Office of Naval Research, the National

Oceanic and Atmospheric Administration's National Severe

Storms Laboratory, Oklahoma State Regents for Higher

Education, the University of Oklahoma School of

Meteorology and Engineering, and Lockheed Martin have

partnered to determine if phased array radar technology

can provide improved, less costly information on the

growth of thunderstorms. This technology also has the

potential to provide aircraft surveillance and tracking capabilities. In FY 2004, researchers tested this technology at

the National Weather Radar Testbed located in Norman,

Oklahoma, and are now analyzing the collected data. In

addition, they modified the testbed to enable 360-degree

continuous rotation of the antenna. This will allow meteorologists and engineers to conduct studies to compare the

performance of the phased array radar system to the

weather radar currently used in the United States with this

modification, meteorologists can rapidly position the radar

in the quadrant of severe storms for data collection.

Researchers also continued development of the track

processor, that to track aircraft simultaneously while gathering meteorological data, and they expect to conduct

operational tests in FY 2005. 

Weather Research
FAA's Integrated Noise Model (INM)

The FAA's Integrated Noise Model is used worldwide to

evaluate aircraft noise impacts in the vicinity of airports.

This modeling system is designed to help airports meet

federal legal requirements on noise exposure and to facilitate long-term aviation planning. It is also the lead technology for the more complex models used by ICAO's

Committee on Aviation Environmental Protection to assess

international noise stringency and in systems for analyzing

broad area air traffic redesigns. Research and development for INM continues to challenge FAA as research

leads to new algorithms that must be merged into the fielded system. INM distribution grew over 20 percent in use

both domestically and internationally. INM is distributed to

850 users in over 40 countries to aviation stakeholders in

government, industry, universities, and commercial engineering firms. Companies regularly offer training in the

use of the model and some universities, both domestic and

international, provide INM instruction as part of their curriculum. 

In FY 2004, FAA researchers continued development of

both a fielded system of the Integrated Noise Model (INM

6.2) and a research system (INM 7.0). INM 6.2 supports

improved modeling of terrain and expands the noise/performance modeling capability to include much more fidelity

on aircraft procedures. INM 7.0 incorporates the algorithms proposed for the European Civil Aviation

Conference, Society of Automotive Engineers, and ICAO.

Groups studying Continuous Decent Approaches are also

using INM 7.0. This INM 7.0 tool serves as a harmonized

platform for making use of detailed approach noise/performance data from Boeing and Airbus. In the U.S. and

Europe, researchers will use these data to assess benefits,

including airport-wide level studies for up to four European

airports.

In addition, FY 2004 marked the beginning of a new generation of noise modeling recommended practices beginning

with the final draft of European Civil Aviation Conference

Document 29 for Europe. The FAA played a major role in

developing this document and initiated R&D to ensure that

FAA methods support current best practice. FAA, NASA,

and Eurocontrol continue to conduct joint R&D programs

with aviation manufacturers to validate INM algorithms

Expanded efforts with Boeing and Airbus and a new R&D

effort with Bombardier, will broaden validation within the

growing regional jet industry. Projects are also in development to conduct programs with Embraer and Dassault during FY 2005.

Ensure aviation remains a good neighbor.

Aviation Environmental Design Tool (AEDT)

In 2004, the FAA, in collaboration with NASA, initiated a

long-term, strategic effort to develop analytical tools to

address the relationship between noise and emissions and

between different types of emissions. Current analytical

tools focus on noise or emissions; however, noise and

emissions are interdependent phenomena. In FY 2004, at

the request of the FAA, the Transportation Research Board

(TRB) of the National Research Council completed a study

to assess the proposed Aviation Environmental Design Tool

(AEDT) that will allow integrated assessment of noise and

emissions impact at the local and global levels. The TRB

assembled a committee to analyze the AEDT requirements

and conducted a workshop in March/April 2004. At this

workshop, nearly 80 stakeholders (including manufacturers, airlines, airports, academia, and the international community) actively engaged in refining the AEDT process.

The FAA and NASA received substantial input to guide

development of AEDT. The FAA and NASA used the comments to refine the conceptual foundation of AEDT and to

formulate a comprehensive work plan and are now fully

engaged in development of this new product. The agencies also plan to develop the Aviation Environmental

Portfolio Management Tool (APMT), which will allow costbenefit analyses. The TRB will also help define APMT.

30

2004 R&D Annual Review

Environment & Energy

Environment & Energy
31

Environment & Energy

Continuous Decent Approach (CDA)

FAA's Center of Excellence, Partnership for AiR

Transportation Noise and Emissions Reduction (PARTNER), is leading the U.S. effort to develop Continuous

Descent Approach procedures. CDA is a type of noise

abatement procedure where aircraft descend continuously

(with no level flight segments) at idle, or near-idle, thrust

from cruise altitude to the runway. The primary testbed for

this development effort is Louisville international Airport,

the home of industry partners UPS and the Regional

Airport Authority of Louisville and Jefferson County. In FY

2004, researchers conducted a flight test to demonstrate

two sets of area navigation (RNAV) procedures that may

eventually lead to CDA approval. In preparation for the

flight test, researchers developed models for airport weather conditions and conducted both flight simulator studies

and limited test flights to develop the cockpit procedures

for both the Boeing 757 and 767 aircraft. The researchers

used analytic studies to predict the performance of the aircraft in the expected range of weather conditions. Boeing,

NASA, and UPS conducted the real-time flight simulator

studies. Massachusetts Institute of Technology

researchers used a newly developed fast-time Monte-Carlo

simulation program to determine the variation in performance that is likely to occur and the corresponding capacity

impacts when using the procedures. Next, PARTNER

researchers will work with the FAA to determine the feasibility and cost/benefit of widespread implementation of

CDA procedures in the National Airspace System. 
PARTNER Expands

In the spring of 2004, Transport Canada joined the FAA

and NASA as a sponsor of PARTNER. Canada is working

to reduce smog-forming pollutants from the aviation sector

and sees the partnership in the COE as a means of

advancing the state of knowledge in many key areas. 

ICAO Committee on Aviation Environmental Protection (CAEP)

ICAO is the only internationally recognized body charged

with setting environmental standards for civil aviation. The

FAA plays a critical role in developing these standards

through active participation in ICAO's Committee on

Aviation Environmental Protection (CAEP). For example,

at the CAEP sixth plenary meeting held in February 2004,

FAA analyses efforts assessing the technological, scientific,

and economic aspects associated with maintaining international standards and recommended practices for aircraft

noise and engine exhaust emissions played key roles in

the CAEP's work. 

CAEP has agreed to a significant new NOx standard, and

has an aggressive program to explore long-term goals,

develop better modeling, gather better technical and scientific data, and explore ways to address interdependencies

of various environmental factors. (NOx is the generic term

for a group of highly reactive gases, all of which contain

nitrogen and oxygen.) ICAO has adopted guidance that

helps give the international community a more uniform

approach to managing aircraft noise at the world's airports.

CAEP also adopted the FAA-developed System for

Assessing Aviation's Global Emissions (SAGE) for use as a

global emissions model. SAGE is FAA's analytical tool to

estimate and assess aircraft emissions on a technological,

operational, and geographic basis, considering emissions

levels through all phases of flight. Emissions from international aviation are of continuing interest to the United

Nations Framework Convention on Climate Change

(UNFCCC). At the request of ICAO, FAA informed UNFCCC of SAGE's capability. The FAA also worked with ICAO

to update the Intergovernmental Panel on Climate Change

(IPCC) 2006 Guidelines for National Greenhouse Gas

Inventories. Finally, the FAA served as a Lead Author, a

highly competitive role, for aviation issues in the Energy

Chapter of this IPCC report. 

32

Environment & Energy

2004 R&D Annual Review

Future capacity expansion may be difficult if aviation cannot keep pace with other transportation and industrial sectors in controlling emissions. The FAA has established a

national voluntary program to reduce airport ground emissions at commercial service airports located in air quality

nonattainment and maintenance areas. The new Voluntary

Airport Low Emissions (VALE) program allows airport sponsors to obtain grants to finance low emission vehicles, refueling and recharging stations, gate electrification, and other

airport air quality improvements.

To support the launch of the VALE program, in FY 2004,

the FAA upgraded its Emissions and Dispersion Modeling

System (EDMS) to allow assessment of emission savings

from actions to reduce ground emissions. EDMS calculates emissions from airport sources and models the air

quality at an airport. The EDMS enhancements enable

computation of on-road and off-road vehicle emission factors. This version also includes more accurate techniques

for computing Total Hydrocarbon and Volatile Organic

Hydrocarbon emissions. These enhancements were needed to facilitate airport applications for FAA program funding

and emissions reduction credits from the EPA. 

Emissions and Dispersion Modeling System (EDMS) Enhanced to Support VALE
Aircraft Noise Monitoring

Particulate Matter Research 

Most airports worldwide must first evaluate the effects of

development using a noise model before beginning a

development project. The majority of airports use a modeling tool developed by the Society of Automotive Engineers.

In FY 2004, the FAA, in collaboration with NASA, sponsored several projects that will help update the SAE best

practice documents. To address aircraft noise issues, the

FAA has sponsored noise monitor collection efforts and

verification studies that support SAE-ARP-4721,

"Monitoring Aircraft Noise and Operations in the Vicinity of

Airports." In FY 2004, the FAA sponsored a noise monitoring study at Dallas-Fort Worth International Airport. The

study team provided SAE with statistical techniques for

assessing monitor data and performance metrics that

address how well a monitor is able to record a series of

noise events. 

The uncertainties surrounding the atmospheric and health

effects of aviation emissions complicate the development

of mitigation measures and lengthen airport environmental

assessments. Specifically, the impact of particulate matter

and hazardous air pollutants remains unknown because of

the lack of both experimental data and reliable models.

NASA, FAA, EPA, and DoD collaborated to take a major

step to address these issues through an emissions measurements effort in FY 2004. The Aircraft Particle Emissions

Experiment (APEX), led by NASA, is characterizing particle

and trace gas precursor species from a NASA-owned DC8. The FAA's primary research objective is to help airports

determine if their operations will comply with upcoming

National Ambient Air Quality Standards for particles sized

2.5 microns in diameter or below. The FAA hopes the

APEX data will enhance the ability of the Emissions and

Dispersion Modeling System to predict particle measurements and, eventually, hazardous air pollutant concentrations from aircraft engines. The FAA is also leading a comprehensive strategic activity to formulate a National

Particulate Roadmap. The Roadmap is a long-range

action plan to coordinate research, development, and regulatory activities of government, industry, academia, and the

public. The objective is to gain the necessary understanding of particle formation, composition, and growth and

transport mechanisms to assess aviation's particulate

emissions and understand their impact on human health

and the environment. Ultimately, the Roadmap activities

will guide aviation technology development and inform policy decisions.

Environment & Energy

33
Global Communications, Navigation Surveillance System (GCNSS)

During FY 2004, the FAA continued exploring the role of

satellites in providing a highly integrated and secure common information network and a broadband, two-way,

secure, communications capability for air traffic management (ATM) and in-flight security. The operational requirements necessary for a next-generation ATM system have

been defined through a strong systems engineering

process. Analysts conducted trade studies with associated

cost/benefit assessments to assure that proposed concepts

have transition plans and highly positive business cases.

As the result of a modeling effort, engineers developed initial versions of a national architecture flow model and a

regional traffic model that allow sensitivity assessments of

candidate operational and architectural concepts. During

2004, the FAA completed the first of two systems engineering studies and three demonstration projects. The first

demonstration examined the capability to up and down link

via satellite aircraft parameters, broadband video for cockpit ATM flight conflict monitoring, and air to ground in-flight

security monitoring for Federal Air Marshals. The second,

conducted in November 2003, demonstrated the use of

satellites as a means to provide communications and surveillance coverage in the Gulf of Mexico, where such services are unavailable. The final project demonstrated a

highly integrated, secure, networking capability that will

share precise information with other agencies (i.e.,

Department of Homeland Security, Department of Defense,

airline operation centers) and provide real-time, seamless

surveillance coverage for use in ATM. 

Create a flexible air transportation system that meets the needs of users.

34

2004 R&D Annual Review

Capacity Research

Capacity Research

En Route Descent Advisor (EDA)

Surface Management System (SMS)

The En Route Descent Advisor, developed by NASA Ames

Research Center, is an advanced decision support tool

intended for use by the en route controller to handle traffic

in transition airspace. EDA builds on NASA's Center-TRACON Automation System (CTAS). In FY 2004, the FAA

and NASA conducted a full evaluation of the prototype

EDA system. FAA operational air traffic control personnel

participated in the evaluation, and provided system design

reviews and recommendations periodically during the year.

This successful evaluation marked the completion of a

major development milestone. Although EDA is still in the

early stages of development, it is maturing rapidly into a

viable component of CTAS, with the potential to provide

significant system capacity, fuel, and workload benefits.

Future plans call for continued development with extensive

validation through simulation, followed by shadow evaluations in the field and eventual deployment.

The FAA/NASA Interagency Air Traffic Management (ATM)

Integrated Product Team (IAIPT) successfully completed

initial SMS research. Researchers demonstrated that this

technology could safely increase airport capacity and efficiency using traffic management technologies. The FAA

will now undertake analysis for an investment decision to

continue development and acquisition of an airport Surface

Traffic Management System. The final investment decision

is expected in FY 2005.
Capacity Research

35

Traffic Management Advisor MultiCenter (TMA-MC)

TMA-MC is an extension of the Single-Center TMA

Decision Support Tool in current use at some FAA Air

Route Traffic Control Centers. The FAA and NASA are

developing TMA-MC to enable TMA's time-based scheduling of arrivals to airports in the complex airspace of the

Northeastern United States. High traffic congestion, multiple merging routes, narrow airspace sectors, and terminal

airspace fed by more than one ARTCC characterize this

airspace. During FY 2004 the TMA-MC prototype field

evaluation continued with non-operational shadowing exercises conducted by NASA and the FAA at the New York,

Cleveland, Washington, DC, and Boston Centers. These

field exercises evaluated the distributed scheduling capability of TMA-MC and the interfacility procedures needed to

meter arrivals into Philadelphia Airport. Researchers are

planning an operational field evaluation of the system in FY

2005. 
36

Capacity Research

Airborne Alerts without Intervention

LEDFAA 1.3 Software Program Release

The FAA is conducting concept exploration and demonstrations of an Automated Airborne Flight Alert System

(AAFAS). This system will use existing aircraft equipment

to capture and transmit to the ground any data sent to an

aircraft's Flight Data Recorder (FDR). When an anomaly is

detected, existing aircraft communications circuits will be

used to send the "trigger" data to the ground. This innovation will enable possible ground intervention following an

incident and, in the worst case, provide data before the

FDR has been retrieved.

In FY 2004, the FAA released an updated version of its

Layered Elastic Design (LED) airport pavement design

software program. This program, designated LEDFAA

Version 1.3, incorporates many new features, including:

updated aircraft libraries; a general aviation aircraft category; and full 32-bit programming for faster speed and better

compatibility with current operating systems. The many

programming changes in the new model represent significant technical advances. The failure models (mathematical

models within the program that determine the pavement

design thickness) now reflect the results of the flexible

(asphalt) pavement, full-scale traffic tests conducted to

date at the National Airport Pavement Test Facility.

Structural models have been revised to capture the interaction between all landing gears in a multiple-gear assembly,

resulting in a more accurate strain analysis. Also, the new

version uses LEAF, a layered elastic analysis program

developed by the FAA to replace an older program. LEAF

has been designed to increase the efficiency of layered

elastic calculations, and is fully documented and supportable.

The FAA has incorporated LEDFAA 1.3 into Advisory

Circular 150/5320-6D, Airport Pavement Design and

Evaluation, making it the required FAA pavement thickness

design procedure whenever a triple-dual-tandem aircraft

(e.g., Airbus 380 or Boeing 777) is in the aircraft traffic

design mix. The Agency has also approved LEDFAA 1.3

as a valid alternate design procedure for all other traffic

mixes covered by the advisory circular. 

2004 R&D Annual Review
37

Capacity Research

In FY 2004, researchers completed construction of three

new rigid (concrete) pavement test items at the National

Airport Pavement Test Facility. The Facility's test vehicle

will continue trafficking the pavements until all of the concrete slabs of the test items have failed - that is, shattered

into many pieces. The results obtained from full-scale traffic testing will help the FAA to improve design procedures

for both conventional and stabilized rigid pavements.

Researchers also began full-scale traffic testing using

loads simulating fully loaded four- and six-wheel gears.

The FAA plans to use these test results to develop new airport pavement design standards applicable to next-generation heavy commercial aircraft, including the Boeing 777

and Airbus 380.

Reconstruction of National Airport Pavement Test Facility Rigid Test Pavements
Flight Safety Systems

Reentry Vehicle Hazard Model

Aeromedical Guidelines for Commercial Launch Vehicles

Facilitate and promote safe U.S. Commercial Space Transportation.

In FY 2004, FAA's Office of Commercial Space

Transportation began a follow-on study to earlier work on

non-traditional flight safety systems. Conventional flight

safety systems minimize the threat to public safety and

property posed by a malfunctioning launch vehicle. Nontraditional versions of these systems include fully

autonomous systems and semi-autonomous systems that

interface with pilots and/or ground controllers. In this

study, researchers are applying a new verification methodology to learn more about an autonomous flight safety system currently being developed by NASA. The results and

lessons learned during this trial application will provide

insight into the most appropriate methods for granting regulatory approval for use of these types of systems.

Commercial space transportation researchers completed

the draft handbook, Development of a Simplified Reentry

Vehicle Hazard Model, providing launch and reentry vehicle developers a reference guide that they can use to estimate, first-hand, the expected casualty for a given reusable

launch vehicle mission. For this handbook, researchers

developed a simplified method to estimate expected casualty for the aerothermal structural demise of a spacecraft. 

In FY 2004, FAA's commercial space transportation and

aeromedical researchers completed aeromedical guidelines

for environmental control and life support systems as well

as medical guidelines for assuring human survival during

commercial launch vehicle operations. The results of this

research effort will provide guidance to reusable launch

vehicle operators who propose to carry crew and passengers, and will assist the FAA in the evaluation of such proposals.

38

2004 R&D Annual Review

Commercial Space Transportation

Commercial Space Transportation
Casualty Criteria for Reusable Launch Vehicles

Researchers compared a new analytical methodology,

based on a traditional failure modes effects and criticality

analysis (FMECA) and reliability allocation methods, with

existing approaches for determining expected casualty

rates for reusable launch vehicles. The results of this

research will help FAA's Office of Commercial Space

Transportation develop future reliability and risk assessment guidelines in support of the reusable launch vehicle

license evaluation process. The researchers examined the

proposed methodology by 

l investigating the traditional FMECA process

and identifying its advantages and disadvantages, 

l assessing the current use of FMECA within

FAA for aircraft certification, expendable

launch vehicle licensing, and reusable launch

vehicle licensing efforts, and 

l comparing the proposed methodology to existing FAA processes. 

The researchers determined that, although potentially simpler than the existing approach, the proposed analytical

methodology does not demonstrate a sufficient level of

safety in comparison to existing approaches. Concepts

from this methodology that may warrant further consideration include setting vehicle reliability levels in support of

system safety and using analytical methods, such as reliability allocation, to demonstrate those reliability levels. 

39

Commercial Space Transportation
Debris Database

Reusable Launch Vehicle Inspection Techniques

Space Vehicle Reentry

FAA's Office of Commercial Space Transportation initiated

an interagency R&D effort with NASA to develop a database with detailed information on the fragments recovered

from the Space Shuttle Columbia. Researchers will use

the data to improve methods for conducting public risk

assessments that enhance public safety. In FY 2004,

researchers organized an inter-agency working group dedicated to establishing the requirements for this database,

developing it, and executing its first Implementation Plan

under an interagency memorandum of agreement. When

complete, this database will provide an important benchmark of real world data and will assist in the development

of credible launch and re-entry debris models appropriate

for hypersonic aerodynamic break-up conditions. This

effort also responds to safety recommendations made by

the Columbia Accident Investigation Board.

In FY 2004, researchers began studying the high temperature plasmas associated with space vehicle reentry, which

greatly affect radio frequency signal reception between

vehicle and ground control. Both voice communication and

data telemetry between reentry vehicle and ground can suffer severe degradation or total loss during the critical reentry phase of the flight. The resulting radio blackout, can

block controller communications and adversely affect safe

operations. Researchers seek to understand the phenomena and potential mitigation strategies, and they develop

recommendations for: minimizing communications outages

during reentry and enabling controller communications for

operation within national airspace system and near space

for civilian commercial space vehicles; developing techniques for reducing radio frequency reception errors; and

establishing the requisite frequency bands for uninterrupted

communications through plasma fields.

Researchers completed a project documenting the capabilities and limitations of current and potential non-destructive

evaluation methods for inspecting components beneath the

thermal protection systems of reusable launch vehicles.

They first identified the basic issues affecting the inspection

of structures protected by thermal protection systems and

then described the strengths and weaknesses inherent in

various nondestructive evaluation techniques. These

research efforts will help to ensure that reusable launch

vehicles are safe to re-fly by providing means to verify the

integrity of their structure.

40

Commercial Space Transportation

2004 R&D Annual Review
41

Commercial Space Transportation

California Spaceport
Ensure the availability, reliability, security, and usability of FAA systems.

A Model of Trust

Unintended Information Revelation

Data Fusion at the Computer Security Incident Response Center (CSIRC)

Funded by the FAA, Colorado State University researchers

began work to develop a new model of trust based on FAA

requirements. This model emphasizes integrity and availability. Researchers are also determining the limitations of

existing trust models when applied to FAA systems and

identifying different components of trust and factors that

influence trust. In the next phase of this project,

researchers will analyze the collected data using this new

trust model.

Under a FAA grant, researchers at the State University of

New York, Buffalo, are developing advanced information

retrieval representations that can facilitate "text mining."

The detection of certain types of unintended information is

a key focus. Often, the sum total of information generated

by multiple authors working independently, and at different

times, may reveal more than the authors individually or collectively intended. With web sites such as those maintained for the FAA, this phenomenon may lead to the organization's releasing more sensitive information than is justified under a need-to-know policy. Dealing with this key

effect of text mining becomes a critical component in the

cyber infrastructure needed to ensure the security of publicly disseminated information. While most research on

security has approached this issue from the data access

perspective, this new research is pursuing security from

the perspective of quantifying the total information revealed

through multiple outlets. In FY 2004, researchers analyzed

the FAA web page collection. The initial round of analysis

did not discover any release of sensitive information; however, the present state of concept mapping must be

improved before significant patterns can be detected.

Researchers at the FAA's Computer Security Incident

Response Center (CSIRC) and the Air Force Research

Laboratory (AFRL) are working together to correlate and

aggregate the capabilities of the current CSIRC database.

The correlation of this data will facilitate recommendations on how to reduce analyst workload. The goal is to

reduce the number of alarm records by an order of magnitude.

42

2004 R&D Annual Review

Information Technology

Information Technology
Information Systems Security Architecture

FAA researchers are continuing to develop essential inputs

to the Agency's National Airspace System Architecture and

the Enterprise Architecture. Version 4.0 of the Information

System Security Architecture (ISSA) now integrates the

results of the National Airspace System Information

System Security (ISS) Requirements Working Group. The

ISSA will provide security strategies and rules for physical,

data flow, and functional views for future system, domain,

functional areas and enterprise architectural-level diagrams. Its architectural diagrams will document key interfaces, functions, data, and networks vital to future NAS ISS

services, consistent with allocated ISS requirements, and

best practices.

43

Information Technology
Intrusion Quarantine

PKI Lab

FAA Logical Access Control Pilot Program

To develop a proactive response to malicious activity leading to a harmful cyber attack, FAA researchers are testing

a passive monitoring system at the FAA Command Center

Operational Internet Access Point (IAP) De-Militarized

Zone (DMZ).

In FY 2004, the FAA established a rapid prototyping laboratory at the William J. Hughes Technical Center to develop secure wireless communications solutions for use with

aircraft and in administrative settings. Researchers have

established the first of several planned wireless configurations in the lab, and are integrating additional systems to

provide scalable services that meet the needs of FAA customers. The current system is a full National Institute of

Standards and Technology Federal Information Processing

Standards 140-2 Level 2 compliant system which meets

the encryption requirements of the current DoD wireless

standard, and which will meet the forthcoming final FAA

wireless standard.

A pilot project is currently underway to adapt existing security technologies to control access to administrative areas

and assets both within the FAA itself and within the

National Airspace System operational structure. FAA

researchers are examining the feasibility of adapting biometrically enabled smart card and Public-Key Infrastructure

technologies to create a scalable, and affordable, common

credential and standard that can form the basis for these

controls. Pilot findings will be used to develop requirements and a business case for full-scale acquisition/implementation.

44

Information Technology

2004 R&D Annual Review
vi

si

t

us

on

the

web:

http://research.faa.gov
Federal Aviation Administration

Air Traffic Organization

Operations Planning Research & Development Office

800 Independence Ave, SW

Washington, DC 20591

http://research.faa.gov