Federal Aviation Administration

Airport Technology
Research and Development Branch

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