AIRPORT SAFETY RESEARCH
Published Papers and Technical Notes
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Due to the harsh
conditions of airport environments, frequent repainting of existing
waterborne pavement markings is required. This painting is expensive and
affects life-cycle costs. A thermoplastic marking material has been
identified as an alternative to the existing waterborne material. The
purpose of this research effort was to determine if this thermoplastic
marking material is as effective as the current waterborne material in terms
of its retro-reflectivity, chromaticity, friction properties, and its
adherence to the airport pavement surface.
Two types of thermoplastic materials were applied on asphalt and concrete
surfaces at the Federal Aviation Administration William J. Hughes Technical
Center and were evaluated for 1 year starting in June 2006. These materials
were also applied on concrete pavement surfaces at the Newark Liberty
International Airport and evaluated for 1 year starting in August 2006. One
thermoplastic material was 60-mil thick with Type I and III beads and was
applied on a heated surface; the other material was 90-mil thick with Type I
and IV beads and was applied on cold surface. Retro-reflectivity was
measured using a retro-reflectometer; a spectrophotometer was used to
measure chromaticity, a Dyna-Meter Pull-Off tester was used to measure
adherence strength, and a Saab Surface Friction Tester was used to measure
friction properties. Most measurements were taken on a monthly basis.
The results showed that the retro-reflectivity characteristics of
thermoplastic marking materials were acceptable. The chromaticity of the
thermoplastic was within tolerance for white, red, yellow, and black. The
average friction readings recorded on thermoplastic were significantly lower
than those taken on bare pavement and about 50% less than waterborne paint.
The adherence showed that preparation is necessary for a good bond. The
tensile strength of the bond between the thermoplastic marking material and
hot-mix asphalt was acceptable. The tensile strength of the bond between the
thermoplastic marking material and Portland cement concrete was acceptable
when an additional adhesive was applied.
Based on the result of this evaluation, thermoplastic marking material is
recommended for taxiways.
Evaluation of Thermoplastic Marking Materials
DOT/FAA/AR-TN08/22
Authors: Holly Cyrus and Anthony J. Previti
May 2008
Format: Adobe Acrobat
Size: 2.74MB
This
study was conducted to determine how light emitting diode (LED) taxiway edge
lights affect the operation of Constant Current Regulators (CCR). Some CCRs turn
off due to overvoltage or overcurrent because of LED taxiway edge lights.
A test bed was developed to measure and record the voltage and current supplied
to an LED taxiway edge fixture as power was applied. The test bed setup
consisted of an LED taxiway edge fixture, circuit current control subsystem for
constant current to the taxiway edge fixture, and a data acquisition subsystem,
which collected the data for analysis. Five types of LED taxiway edge fixtures
were used for the testing.
The baseline incandescent taxiway edge fixture had a smooth power curve. Two of
the five LED taxiway edge light fixtures showed significant peak power volt
ampere (VA) loading after power-up compared to the loading during normal
operation. The highest peak power VA was 163% of the nominal VA required.
Based on the results of this study, the following are recommendations for future
operation of LED taxiway edge lighting fixtures.
-
The peak power VA required by an LED taxiway edge
lighting fixture should not exceed the nominal operating power VA by more than
10% for the fixture. When the peak load is limited to 10%, the CCR will have
enough reserve capacity to support the load and should easily adjust so that
it will not trip off due to an overvoltage condition.
-
The LED taxiway edge light fixture should not drop the
power VA required at a given step by more than 10%. When the power VA load
suddenly drops, the CCR can trip off due to overcurrent. By limiting the power
VA drop to 10%, the overcurrent protection function of the CCR should easily
adjust so that it will not trip off due to an overcurrent condition.
Light Emitting Diode Taxiway Lighting Effects on
Constant Current Regulator Stability
DOT/FAA/AR-TN08/29
May 2008
Authors: Holly M. Cyrus and Jess Nadel
Format: Adobe Acrobat
Size: 221KB
Airports generally
use two common strategies for keeping snow and ice buildup on aircraft
movement areas to a minimum. The practice of anti-icing is primarily
preventive, where the formation or development of bonded snow and ice is
minimized by timely applications of a chemical freezing-point depressant (FPD)
in advance and sometimes during each winter precipitation event. Deicing on
the other hand is a primarily reactive practice because the FPD is not
applied until snow or ice has already accumulated and formed a bond to the
pavement surface. There are advantages and disadvantages to both practices.
Anti-icing has the potential of lower costs due to less chemical being used
than in deicing; however, a more systematic approach is often needed.
This report documents a study that was conducted on a new pavement coating
that offers unique anti-icing characteristics that have the potential to
reduce the costs and environmental impact associated with airport pavement
anti-icing. The purpose of this study was to evaluate the effectiveness of
the anti-icing coating in terms of its anti-icing performance compared to
adjacent pavement surfaces that did not have the coating. In addition, the
durability and friction characteristics of the coating were measured and
observed over the course of the evaluation. The anti-icing coating was
applied to a 200-foot section of pavement on taxiway Kilo at Chicago O’Hare
International Airport. The evaluation was conducted from November 2004
through July 2005.
Anti-icing Pavement Coating Study at
Chicago O'Hare International Airport
DOT/FAA/AR-06/58
Authors: Nathan M. Carroll and Barry J. Dempsey
March 2007
Format: Adobe Acrobat
Size: 2.06MB
The National
Transportation Safety Board accident/incident database and the Aviation
Safety Reporting System have reported pilots mistakenly landing on the
taxiways adjacent to runways. As of August 23, 2007, 267 such events have
occurred at 110 airports in the United States. These inadvertent landings
create a safety hazard that must be eliminated. This technical note provides
guidance on techniques that can be implemented at airports to reduce or
eliminate this problem. Two scenarios were considered during this research
effort: (1) prevent the pilot from inadvertently lining up with the taxiway
during the approach, and (2) prevent the pilot from landing on the taxiway
if the first effort fails. Four visual aid enhancements were tested at
Seattle-Tacoma International Airport and Palm Beach International Airport:
an elevated lighted X, artificial turf, omnidirectional runway end
identifier lights, and an in-pavement lighted X. Each piece of equipment was
placed on the taxiway and was evaluated one at a time while making final
approaches to the runway with the exception of the artificial turf and
omnidirectional lights, which were turned on constantly. Based on the
results, it was concluded that an elevated lighted X and an in-pavement
lighted X were seen at an average distance of 4.5 nm. Omnidirectional lights
and green artificial turf were seen at a distance of 5.0 nm.
To eliminate similar occurrences at Lincoln Airport, the Airport Authority
has implemented installation of nonstandard taxiway markings, such as
surface-painted A, surface-painted TAXI ONLY, and a painted serpentine
marking. This investigation found that all solutions have some deficiencies:
the painted A looks similar to a displaced threshold chevron, the word TAXI
in the painted TAXI ONLY is sufficient to perform the intended task, and the
serpentine markings were not clearly visible from the air. It was concluded
that airport geometry is a major causal factor in all these incidents and
should be eliminated in the early design phases of the airport.
Identification Techniques to Reduce Confusion
Between Taxiways and Adjacent Runways
DOT/FAA/AR-TN07/54
Authors: James W. Patterson, Jr. & Renee N. Frierson
September 2007
Format: Adobe Acrobat
Size: 1.7MB
Note: Changes
have been made to this report, click the link below for the updated version.
Technological
advances and firefighting research have helped improve new firefighting
systems on large and small aircraft rescue and firefighting vehicles at
airports. One such technology is a quad-agent firefighting system that has
the capability to discharge four firefighting agents, i.e., water, foam, dry
chemical (potassium bicarbonate (PK)), and clean agent (Halotron),
individually or simultaneously. Water by itself is typically not used for
aviation fuel firefighting. The water in the quad-agent system is used to
mix with foam concentrate solution to create firefighting foam. The
quad-agent firefighting system attempts to advance the concept of multiple
agents simultaneously applied to the fire to affect a more rapid
extinguishment of pool and flowing fuel fires, and maximize fire fighter
safety by extending the distance needed to properly apply agent to the fire
using its pulse delivery technology.
This research evaluated the capabilities and effectiveness of a quad-agent
firefighting system. The research was done in terms of using different
combinations of firefighting agents from the same discharge point during an
agent flow duration test, agent discharge distance test, engine nacelle
flowing fuel fires, and large-scale pool fires.
The results showed that during the agent flow duration tests, using aqueous
film forming foam (AFFF) only, the quad-agent system produced an average
flow duration of 155 seconds in compressed air foam (CAF) mode. Agent
discharge distance results, using AFFF only, showed that the system produced
its greatest average distance at a 20° discharge angle. The results from the
engine nacelle with 30-ft-diameter ring and concrete pad flowing fuel fires
showed the quad-agent system was capable of extinguishing the fires using
AFFF only and its agent combinations with AFFF. Individual test results and
agent combination averages differed throughout testing. Discharging AFFF, PK,
and Halotron agents simultaneously did not significantly decrease the
extinguishment time compared to the AFFF and PK combination. The results
from the large-scale pool fires showed that the quad-agent system was
capable of extinguishing the fire using AFFF only and its agent combinations
with AFFF. Individual test results and agent combination averages differed
throughout testing. Discharging AFFF, PK, and Halotron agents simultaneously
did not significantly decrease the total extinguishment time or total agent
discharge times compared to other agent combinations. During the engine
nacelle flowing fuel fires and large-scale pool fires, discharging, AFFF, PK,
and Halotron agents simultaneously was a less efficient use of available
firefighting agent based on average test results. However, the quad-agent
system’s ability to discharge its agents at the same discharge point will
allow a fire fighter to adapt a fire attack as to what agent or agents they
could use when extinguishing a fire.
Evaluation of Quad-Agent Small Firefighting System
DOT/FAA/AR-TN06/13
Authors: Keith Bagot & Nick Subbotin
May 2006
Format: Adobe Acrobat
Size: 1.5MB
This report describes a research effort that was
accomplished to correct a safety deficiency with a Visual Approach Slope
Indicator (VASI) system at the Pearson Field Airpark in Vancouver,
Washington. During a recent inspection flight, the VASI system was found to
be emitting signals that could potentially draw an approaching aircraft
dangerously close to an obstruction near the final approach path. As a
result, the system was shut down. Engineers from the Airport Technology
Research and Development Branch visited the site to analyze the problem,
collect data on the geometry of the obstruction, the baffles, and the
general layout of the airport, and finally install and test the new baffles
to make sure they operate properly. Engineers designed, constructed, and
installed aluminum baffles that blocked the signal from the obstruction
area, and provided a 2 degree margin of safety between the obstruction and
the visible signal of the VASI.
Modification of Visual Approach Slope
Indicator Baffles at Pearson Field Airpark, Vancouver, WA
DOT/FAA/AR-TN-07-12
Author: James W. Patterson, Jr.
June 2007
Format: Adobe Acrobat
Size: 700KB
Paint markings on runways and taxiways are damaged from
ultraviolet rays, stained by aircraft fuel, and discolored. Glass coatings,
used as a sealant for the paint, have shown promise as a possible solution
to these problems.
The research effort described in this report investigates the effectiveness
of an Anchored Dendritic Silicate Interactive Linkages (Adsil) Ambient
Temperature Cure glass coating material in protecting the color and
retro-reflectivity of the paint markings. The paint markings in this study
included two types of beads for better visual acquisition.
Testing was conducted at the Jacksonville Naval Air Station and Whitehouse
Outlying Landing Field. The tests measured resistance to abrasion, mildew,
rust staining, oil staining, and ultraviolet weathering.
The results of the tests showed Adsil glass coating reduced
retro-reflectivity. The white markings with type I beads and Adsil reduced
the retro-reflectivity by 66% from 318 to 109 millicandelas per meter
squared per lux (mcd/m2/lx). The white markings with type III beads and
Adsil reduced the retro-reflectivity by 57% from 1270 to 549 mcd/m2/lx. The
yellow marking with type I beads and Adsil reduced the retro-reflectivity by
34% from 144 to 94 mcd/m2/lx. The yellow markings with type III beads and
Adsil reduced the retro-reflectivity by 44% from 475 to 265 mcd/m2/lx. The
combination of Adsil coating with type I beads was not recommended due to
the very low retro-reflectivity of 109 mcd/m2/lx for white and 94 mcd/m2/lx
for yellow. When using type III beads, the retro-reflectivity, while still
reduced (549 mcd/m2/lx for white and 265 mcd/m2/lx for yellow), was not as
low as with type I beads. In the second case, Adsil should only be
considered when other benefits such as resistance to mildew, rust staining,
and oil staining would make the reduced retro-reflectivity an acceptable
compromise.
The following research paper is available in Adobe Acrobat Reader format if
you click on the document description below.
Adsil Glass Coating Study
DOT/FAA/AR-TN05-43
Author: Holly Cyrus
Format: Adobe Acrobat
Size: 266KB
Contact Project Lead: Holly Cyrus, AAR-411
This research was conducted to determine if polyester marking
material would be an acceptable addition to the existing paint materials
specified in the Federal Aviation Administration (FAA) Advisory Circular
150/5370-10A Item P-620, Runway and Taxiway Painting. The polyester marking
material was applied on the FAA William J. Hughes Technical Center at the FAA
ramp, Pangborne Road, and the Pavement Test Facility for an evaluation period of
1 year starting in August 2004. Three different types of pavement were used
during the tests: Hot-Mix Asphalt, Aged Portland Cement Concrete, and New
Portland Cement Concrete. The chromaticity, retro-reflectivity, baseline,
pull-off strength, and friction tests were performed on the polyester marking
material.
Based on the test results, the polyester marking material maintained its
retro-reflectivity, but the chromaticity level for yellow was not acceptable.
When simulated in a high-traffic airport environment, the polyester marking
material failed (disintegrated) after less than a day’s worth of operations.
Therefore, the polyester marking material is not suitable for the airport
environment.
The research paper entitled “Polyester Marking Material Study” can be obtained
in adobe format if you click on this link. This document describes the research
performed concerning the suitability of polyester on the airport environment.
Polyester Marking Material Study
DOT/FAA/AR-TN06-33
Author: Holly Cyrus
Format: Adobe Acrobat
Size: 550KB
Contact Project Lead: Holly Cyrus, AAR-411
Pavement markings must endure the harsh airport environment.
Standard waterborne, epoxy, methacrylate, and solvent base markings require
frequent repainting causing the life-cycle cost to increase significantly. An
elastomer material used on highways, called polyurea, has been identified as a
potential alternative to existing standard pavement marking materials.
This research effort was undertaken (1) to determine the effectiveness of the
polyurea marking material for use on airport surfaces, (2) to determine if
retro-reflective beads are compatible with the polyurea marking material, (3) to
determine if grading or sieving the beads during application results in a better
retro-reflectivity, and (4) to determine how well polyurea marking material
bonds to the pavement if a seal coat is applied first.
Three manufacturers’ products were applied at two locations: the Federal
Aviation Administration William J. Hughes Technical Center and Newark Liberty
International Airport. Both asphalt and concrete test surfaces were chosen. The
polyurea marking material was applied at a thickness of 20 mil on each test
surface. The Four types of beads applied to the polyurea marking material during
the evaluation were Type I – 1.5 Index of Refraction (IOR), Type III – 1.9 IOR,
Ceramic – 1.8 IOR, and Plus 9 – 1.9 IOR. During the 1-year test period,
retro-reflectivity, chromaticity, pull-off strength, friction, and water
recovery tests were conducted.
The results showed that:
-
Polyurea is not effective in a high-traffic area on both
asphalt and concrete surfaces when using Type III beads based on
retro-reflectivity. Polyurea tested on concrete with Type I beads was still
effective after 6 months, based on retro-reflectivity.
-
Ceramic beads are not compatible with polyurea marking
material in a high-traffic area. Plus 9 beads were found to be compatible with
polyurea marking material when installed in a low-traffic area.
-
Sieving the beads does not improve the retro-reflectivity.
-
Polyurea marking material does not bond well to pavements if a
seal coat is applied first.
It is recommended that additional tests be conducted to determine if polyurea
marking material using Plus 9 beads is effective in high-traffic areas.
Polyurea Paint Marking Material Study
DOT/FAA/AR-TN06-46
Author: Holly Cyrus
Format: Adobe Acrobat
Size: 817KB
Contact Project Lead: Holly Cyrus, AAR-411
This report describes the evaluation of L-853 cylindrical
retro-reflective markers that are used on airports to increase night
identification of runway edges, centerline, and taxiway edges. Approved
retro-reflective markers use either retro-reflective sheeting or tape, which are
mounted on plastic-molded material that are cylindrical or flat surfaces. The
minimum standard size for a cylinder-mounted marker is 96 square inches. This
evaluation was performed to determine if increasing the standard size to 200
square inches would improve the markers’ conspicuity to aircraft and ground
vehicles and to determine if the location of aircraft-mounted landing lamps have
any effect on the visibility of the retro-reflective markers. Based on the
results, it was determined that 96-square inch retro-reflective material is
adequate. The results of this study also indicated that aircraft landing lamps
mounted closer to the observer’s eye gave the best visibility of the
retro-reflective markers, whereas the aircraft landing lamps mounted at the wing
tips gave the worst visibility of the retro-reflective markers.
The research paper entitled “L-853 Cylindrical Runway and Taxiway
Retro-Reflective Markers Study” is available in Adobe Acrobat Reader format if
you click on the document description below.
L-853 Cylindrical Runway and
Taxiway Retro-Reflective Markers Study
Author: Holly Cyrus
Format: Adobe Acrobat
Size: 715KB
Contact Project Lead: Holly Cyrus, AAR-411
Taxiways that go around the runway ends are called End Around Taxiways, or
EAT. Airports with dual and triple parallel runways can have increased
operational capacity and reduced risk of potential runway incursions when
EATs are created. EAT visual screens are generally required at the end of
the operational runway to clearly indicate to the pilot if an aircraft is in
the process of crossing the active runway, or if they are on the EAT. This
report describes the best design characteristics of an EAT visual screens.
It was determined that a 13 foot high screen consisting of engineering grade
reflective material with 12 foot wide red and white diagonal striping proved
most effective, and that the use of the reflective material prevents the
need for additional external lighting to enhance screen visibility at night.
End - Around Taxiway Screen Evaluation
DOT/FAA/AR-TN06/59
Author: James W. Patterson, Jr.
March 2007
Format: Adobe Acrobat
Size: 1.43MB
Runway Guard Lights
(RGL), both in-pavement and elevated, when used in conjunction with FAA
approved illuminated signs and painted hold position markings, have
successfully reduced the potential for runway incursions at major air
carrier airports. RGLs have not yet, however, been recommended for use at
general aviation (GA) airports.
The purpose of this research effort was to determine if RGLs, either in the
in-pavement, elevated, or “T” configuration, could offer the same safety
enhancement to general aviation airports as they do to air carrier airports,
despite the fact general aviation airports are smaller in size, are far less
complex in design, and have closer separations between runways and taxiways.
Eight test locations were selected at the North Las Vegas Airport for
evaluation. Subject pilots were asked to navigate a vehicle on the airport
surface, and indicated the distances at which selected lights, signs, and
markings were visible, and to clearly indicate the point at which they must
stop until clearance to enter or cross an active runway is received from Air
Traffic Control.
Evaluation of Runway Guard Light Configurations at
North Las Vegas Airport
DOT/FAA/AR-TN06/19
Authors: James W. Patterson
January 2007
Format: Adobe Acrobat
Size: 840KB
The Federal Aviation Administration (FAA) Advisory Circular (AC)
150/5340-30, “Design and Installation Details of Airport Visual Aids,” requires
that properly installed taxiway centerline fixtures should, when placed on a
taxiway curve with radii between 75 and 399 feet, maintain that three lights are
visible from the cockpit, provide information to the pilot on how sharp the
curve is, provide the pilot with an indication of how far off the taxiway
centerline the aircraft might be, and visually look the same from both
directions of travel.
Typically, the FAA type L-852D taxiway centerline fixture is spaced at 12.5 feet
when placed on a taxiway curve with radii between 75 and 399 feet. The
International Civil Aviation Organization (ICAO) version of the taxiway
centerline fixture, which is designed specifically for curved applications, is
spaced at 25 feet when placed on the same taxiway curve.
The objective of this research was to determine what would happen if the FAA
type L-852D taxiway centerline fixture was placed at a spacing of 25 feet; the
same spacing as the ICAO fixture.
Installation Criteria for Taxiway Centerline Lights
DOT/FAA/AR-TN06/6
Authors: James W. Patterson
May 2006
Format: Adobe Acrobat
Size: 275KB
This report
describes a research effort that was conducted to investigate and validate
the feasibility of installing alternating yellow and green taxiway
centerline lights on taxiway segments located between the runway hold
position markings and the runway centerline in the direction approaching the
runway. This lighting configuration would serve as a visual cue to pilots
and vehicle drivers that they are about to enter the runway
environment/runway safety area (RSA). The objective of this research effort
was to determine how the proposed lighting configuration would appear to
pilots approaching the hold line (runway environment/RSA), to determine if
presently available lighting fixtures are adequate for the purpose, if
present spacing standards are adequate for the purpose, if pilots interpret
the purpose of the new configuration correctly, and the cost factors
involved in making such a change.
After considering all of the data and information gathered during the
evaluation effort, the concept of illuminating the runway environment area
with alternating yellow and green centerline fixtures was found to be a
cost-efficient, easy to deploy tool that will have an impact on reducing
runway incursions at those airports that have existing taxiway centerline
lights.
Alternating Yellow and Green Taxiway Centerline as a
Runway Safety Enhancement
DOT/FAA/AR-TN05-51
Authors: James W. Patterson
November 2005
Format: Adobe Acrobat
Size: 146KB
Wind turbines are
being utilized in 32 of the 50 states in America, with predictions that
turbines will at one time be constructed in all 50 states. The U.S.
Department of Energy has mandated that renewable energy sources, such as
wind turbines, will provide six percent of the nation’s electricity by the
year 2020. With mandates such as this, it is almost certain that the country
will see the rate of turbine construction greatly increase over the next
several years.
Since these giant structures are considered obstructions, of the greatest
concerns is how they will affect air navigation. Standing at heights of up
to 442 feet, the turbines have now become obstructions, as they exceed the
200 foot height limit as defined by the Federal Aviation Administration
(FAA) Federal Aviation Regulations (FARS). At heights above 200 feet, the
FARS require that obstructions to air traffic be illuminated with the
appropriate FAA approved flashing red, flashing white, or steady burning red
light lighting as described in FAA Advisory Circular AC 70/7460-1K, titled
Obstruction Lighting and Marking. The document includes some provisions for
lighting or marking a single wind turbine, but does not provide any guidance
for lighting a large group, or farm, of wind turbines.
Working jointly with the U.S. Department of Energy (DOE), the FAA conducted
an evaluation to develop standards that would provide necessary guidance for
air traffic to easily acquire, identify, and avoid the wind turbines, yet at
the same time, minimize any impact to the surrounding community or to any
nearby wildlife. Researchers visited eleven wind turbine sites to document
how the lighting was installed, how it appeared from the air during both
daytime and nighttime conditions, and how it was perceived from the
surrounding community.
This report describes the research that was conducted to provide the
foundation for the creation of new guidelines for lighting wind turbine
farms as obstructions. It includes information on the site visits, various
research activities, and the construction and evaluation of a test site in
Lawton, Oklahoma that was used to validate the new suggested guidelines.
Finally, it provides specific recommendations on how wind turbines should be
illuminated.
Development of Obstruction Lighting Standards for Wind
Turbine Farms
DOT/FAA/AR-TN05-50
Authors: James W. Patterson
November 2005
Format: Adobe Acrobat
Size: 451KB
A new liquid
fire-extinguishing agent for combustible metal fires was evaluated. Aircraft
rescue fire fighters may confront metal fires, such as magnesium and
titanium, in aircraft brake assemblies, landing gear components, aircraft
engines, and other structural components of aircraft. A combustible metal on
fire could be a possible ignition source or a continuing source of ignition
in an aircraft fire. The standard method for extinguishing combustible metal
fires consists of using sodium chloride dry powder to smother the burning
metal.
This evaluation determined the optimum chemical formulation and best
extinguishing method using FEM-12 SC in hand-held extinguishers during the
Federal Aviation Administration (FAA) Aircraft Rescue and Firefighting (ARFF)
Research Program’s combustible metal fire-testing protocol. A further
evaluation included aquatic-toxicity testing of FEM-12 SC, and the
extinguishing performance of FEM-12 SC compared to sodium chloride dry
powder in accordance with the parameters set forth in the American National
Standards Institute/Underwriters Laboratories Incorporated 711 “Rating and
Testing of Fire Extinguishers,” Section 10.2, Magnesium Fire Tests, Section
10.2.28, Magnesium Casting Fire Tests.
The tests conducted by the FAA ARFF Research Program determined optimum
chemical formulation, FEM-12 SC, and the best extinguishing method using 240
pounds per square inch, high-pressure extinguishers in a straight-stream
configuration. The aquatic-toxicity test results showed that FEM-12 SC was
tested at 675 parts per million (ppm) median lethal concentration and was
within the acceptable accuracy range of greater than 500 ppm. The
extinguishing performance comparison results showed that sodium chloride
extinguished a magnesium fire in an average of 102 seconds, twice as fast as
FEM-12 SC. However, it created a potential long-term fire hazard due to its
inability to cool the metal, which could redevelop into a fire if the sodium
chloride-covered metal was disturbed. FEM-12 SC provided better cooling than
sodium chloride so that the magnesium could be handled with bare hands
within minutes of extinguishment. However, when FEM-12 SC came in direct
contact with the burning magnesium, violent flare ups of the fire and flying
magnesium sparks created potential fire hazards. Once the fire was
extinguished, the fire hazards were eliminated.
Evaluation of New Liquid Fire-Extinguishing Agent for
Combustible Metal Fires
DOT/FAA/AR-TN06-26
Authors: Keith Bagot & Nicholas Subbotin
November 2006
Format Adobe Acrobat
Size: 425KB
New tools like the high reach
extendable turret (HRET) and aircraft skin penetrating nozzle are innovative
devices that could potentially increase survivability of aircraft accidents,
extinguish fires faster, and save lives. The evaluation was to determine the
capabilities of a HRET, compare the results with the capabilities of a
United States Air Force’s (USAF) P-19 Crash Truck, and to gain insight into
the complexities of interior cabin suppression and extinguishment in a
variety of possible postcrash aircraft fire scenarios. The high reach
extendable turret and aircraft skin penetrating nozzle performed
extraordinarily well in both research efforts. The HRET proved to be
superior to the P-19 in its ability to use various attack modes, increased
accuracy, faster extinguishing times, and safer delivery system. The
penetrator nozzle demonstrated the control, suppression, and elimination of
interior fire dynamics, fire growth, and reduced high interior cabin fire
temperatures, including the ability to provide rapid positive pressure smoke
ventilation. The HRET and penetrator nozzle presented new tools that will
increase cabin survivability.
High-Reach Extendible Turrets With Skin
Penetrating Nozzle
DOT/FAA/AR-05/53
Authors: Keith Bagot & Nicholas Subbotin
November 2005
Format Adobe Acrobat
Size:1.28MB
The medium intensity approach
lighting system with runway alignment indicator lights operating on runway
32 at the Acrata/Eureka Airport in McKinleyville, California, was causing a
severe glare hazard to motorists driving on a nearby highway that crossed
through the system, approximately 1400 feet from the end of the runway.
Engineers designed, developed, and constructed three different aluminum
baffles specifically for the situation at the airport. Ground and flight
evaluations were conducted to determine if the glare hazard had been
evaluated without effecting the usability of the lights for approaching
aircraft. The results of those evaluations have been released in the
following Technical Note.
Design and Installation of Flasher Baffles at the
Arcata/Eureka Airport
DOT/FAA/AR-TN05-41
Authors: James W. Patterson
August 2005
Format: Adobe Acrobat
Size: 259KB
Advances in firefighting
research have brought forth new concepts that have the potential for greatly
enhancing firefighting capabilities of airport fire fighters. The
following link to FAA Technical Note 05/18 describes research conducted to
evaluate various operating characteristics of a high-performance,
multiposition, bumper-mounted turret and compared those characteristics to a
roof-mounted turret.
Comparative Evaluation of the Effectiveness of a
High-Performance, Multiposition, Bumper-mounted Turret to the Performance of
a P-19 Roof-mounted Turret
DOT/FAA/AR-TN05/18
Authors: James Patterson, Charles Risinger, and Jennifer Kalberer
June 2005
Format: Adobe Acrobat
Size: 1.2MB
The following link to FAA
Technical Note 05/10 describes a study to to evaluate taxiway edge fixtures
using light emitting diode (LED) technology to determine (1) if electrical
emission levels from these fixtures are sufficient to cause interference to
airfield circuits and warrant further investigation and (2) if there is a
need to change the certification requirements for these electrical
emissions.
Light Emitting Diode Taxiway Edge Lights Emissions
Evaluation
DOT/FAA/AR-TN05/10
Author: Holly M. Cyrus
March 2005
Format: Adobe Acrobat
Size: 2.44MB
The following FAA Technical Note
describes the evaluation that was conducted to determine the effectiveness
and applicability of the LED configured in a linear array to enhance paint
markings on the airport surface, and to develop specifications and
certification procedures for these sources.
Evaluation of Light Emitting Diode Linear Source Devices
DOT/FAA/AR-TN05/2
Author: Donald W. Gallagher
January 2005
Format: Adobe Acrobat
Size: 5.7MB
The following FAA Technical Note
describes the evaluation of in-pavement runway guard lights, which are a
series of alternate-flashing yellow, unidirectional in-pavement lighting
fixtures equally spaced along a runway holding position marking that are
only visible to aircraft approaching the hold position from the taxiway side
of the fixture.
Evaluation of In-pavement Runway Guard Lights
DOT/FAA/AR-TN04/49
Author: James W. Patterson, Jr.
December 2004
Format: Adobe Acrobat
Size: 398KB
The following report describes
an evaluation of the L-853 cylindrical retro-reflective markers that are
used on airports to increase night identification of runway edges,
centerline, and taxiway edges. The evaluation was performed to determine if
increasing the standard size would improve the markers' conspicuity to
aircraft and ground vehicles and to determine if the location of aircraft
mounted landing lamps have any effect on the visibility of the
retro-reflective markers.
L-853 Cylindrical Runway and Taxiway Retro-reflective
Markers Study
DOT/FAA/AR-TN04/10
Author: Holly M. Cyrus
June 2004
Format: Adobe Acrobat
Size: 715KB
The following report describes an
evaluation conducted to determine the feasibility of equipping airport
vehicles with supplemental warning beacons that would be illuminated only
when the vehicle is on an active runway, ...
Development of Airport Active Runway Vehicle Lighting
DOT/FAA/AR-TN04/9
Author: James W. Patterson, Jr.
May 2004
Format: Adobe Acrobat
Size: 499KB
The following document describes
the glass bead and waterborne paint research performed at the Technical Center.
Paint and
Bead Durability Study
DOT/FAA/AR-TN02/128
Author: Holly Cyrus
May 2003
Format: Adobe Acrobat
Size: 25.2MB
The following document describes a test program to evaluate the
effectiveness of a low cost fire suppression system designed specifically
for combating aircraft fires at small airports.
Test and Evaluation of the Effectiveness of a Small
Airport Firefighting System (SAFS) in Extinguishing Two and Three
Dimensional Hydrocarbon Fuel Fires
DOT/FAA/AR-TN03/45
Authors: Charles Risinger, Jennifer Kalberer, Keith Bagot
May 2003
Format: Adobe Acrobat
Size: 7.4MB
The following document describes the research performed concerning when to
repaint airport pavement markings.
Development of Methods for Determining Airport Pavement Marking Effectiveness
DOT/FAA/AR-TN03/22
Author: Holly Cyrus
May 2003
Format: Adobe Acrobat
Size: 9.8MB
Evaluation of Retrofit ARFF Vehicle Suspension Enhancement to Reduce
Vehicle Rollovers DOT/FAA/AR-TN02/14
Author: Keith Bagot
March 2002
Format: Adobe Acrobat
Size: 10.9MB
The ARFF industry has experienced several vehicle rollovers in recent years. Emergency One Corporation and Davis Technologies, of Dallas, TX, collectively developed a prototype hydraulic suspension strut that replaces the standard shock absorber. This strut is intended to attenuate undesirable vehicle dynamics, thereby significantly reducing the potential for rollover. This evaluation compares the performance of the standard to the prototype system.
Aircraft Rescue and Firefighting Training Fuel Comparative Evaluation
DOT/FAA/AR-TN01/4
Author: Keith Bagot
February 2001
Format: Adobe Acrobat
Size: 7.5MB
The Federal Aviation Administration William J. Hughes Technical Center's ARFF research program conducted a comparative evaluation of one of the existing fuels for training (JP8) and two recently developed products produced specifically for fire fighting training by Exxon Chemical Company and Envirofuel Incorporated. Both of the new training products showed major improvements in reducing the production of environmentally harmful by-products. Data indicate that the Exxon product produced the least amount of smoke output and contaminated water runoff.
Temporary Installation Methods for
PAPI/A-PAPI Systems
DOT/FAA/AR-01/111
Author: Keith Bagot
January 2002
Format: Adobe Acrobat
Size: 2.2MB
Rescue and Firefighting Research Program
DOT/FAA/AR-00/67
Author: Joseph Wright
January 2001
Format: Adobe Acrobat
Size: 7MB
The Airport Technology Research and Development Branch's Aircraft Rescue and Fire Fighting (ARFF) Research Program works to advance firefighting state of the art to provide an increase in passenger survivability under the extreme harsh conditions of a postcrash fire.
In-Pavement Light Emitting Diode (LED) Light Strip Evaluation
DOT/FAA/AR-01/139
Author: Donald W. Gallagher
August 2001
Format: Adobe Acrobat
Size: 8.1MB
Evaluation of a Prototype Advanced Taxiway Guidance System
(ATGS)
DOT/FAA/AR-TN00/9
Author: Eric S. Katz
February 2000
Format: Adobe Acrobat
Size: 301KB
Evaluation of Conductivity Meters for
Firefighting Foams
DOT/FAA/AR-02/115
Author: Keith Bagot
March 2002
Format: Adobe Acrobat
Size: 1.5MB
Five conductivity meters were evaluated against the standard refractometer. There were some variations to the operation and calibration of the conductivity meters that made some meters slightly better than others. It was determined, however, that all five conductivity meters were more accurate and easier to use for conducting tests on foam-proportioning systems than the
refractometer.
Evaluation of Wind-Loading on Airport Signs
DOT/FAA/AR-TN00/32
Author: Keith Bagot
June 2000
Format: Adobe Acrobat
Size: 1.2MB
Airport signs at certain critical locations at O’Hare International Airport and other major U.S. airports are being sheared off their mounting legs at the frangible coupling from aircraft jet engine blast and/or wake turbulence forces. This damage to the sign increases the chance of foreign object damage (FOD) as well as the loss, of visual guidance for other aircraft. There is a need to better understand and more precisely determine the forces on the signs at these locations.
Evaluation of Alternative Pavement Marking Materials
DOT/FAA/CT-94/119
Author: Keith W. Bagot
January 1995
Format: Adobe Acrobat
Size: 3.4MB
Airport Pavement Marking Evaluation for Reducing
Runway Incursion
DOT/FAA/AR-TN01/2
Author: Holly M. Cyrus
February 2001
Format: Adobe Acrobat
Size: 23MB
Reduced Approach Lighting Systems
(ALS) Configuration Simulation Testing
DOT/FAA/AR-02/81
Author: Donald W. Gallagher
July 2002
Format: Adobe Acrobat
Size: 1.8MB
This report describes evaluation of two candidate agents tested by the FAA
as alternatives to Halon 1211. These agents were Halotron I and
perfluorohexane. The objective was to evaluate these extinguishing agents in
terms of extinguishment time and quantity of agent required to extinguish
unique flight line type test fires. The test results showed that Halotron I
required an average of 1 1/2 pounds of agent to perform the same
extinguishment as 1 pound of Halon 1211.
Full-Scale Evaluation of
Halon 1211 Replacement Agents for Airport Fire Fighting
DOT/FAA/AR-95-87
Author: Joe Wright
October 1995
Format: Adobe Acrobat
Size: 1.43MB
Last Update:
06/04/08
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