AIRPORT SAFETY RESEARCH
Published Papers and Technical Notes
The following documents are in Adobe Acrobat (*.pdf) format and are
available for download. You will need Adobe Reader software to view these
documents. Adobe Reader is free and available for download by clicking on
the following icon:
![getacro.gif](https://webarchive.library.unt.edu/web/20130219213205im_/http://www.airporttech.tc.faa.gov/images/getacro.gif)
The Federal Aviation Administration (FAA) initiated the Bird Radar
Research Program in the 1990s when prototype systems for detecting
birds at airfields were being introduced. Studies that focused on
the performance of commercially available bird radar detection
systems began in 2005. For nearly two decades, the FAA Airport
Technology Research and Development Branch has directed research on
an extensive and varied list of radar technologies. This interim
report summarizes the Bird Radar Research Program to date and
describes future planned bird radar research activities.
Bird radars have demonstrated valuable functionalities that support
various end users in the aviation community. Currently, the primary
role of bird radar is a tool to support wildlife hazard assessments
at airports and control of hazardous wildlife at or near airport
property. However, implementation and application of bird radar
detection systems is continually evolving amidst accelerated
technological improvements, systems integration, and robust data
analysis capabilities. Bird radar manufacturers continue to develop
improved equipment that can provide higher-fidelity data on target
location, speed, and mass amounting to a potential role in civil air
traffic control.
The FAA Bird Radar Research Program is expected to continue for a
number of years with a focus on extending bird radar’s role to
support air traffic control on a local level and augmenting bird
radar with other longer-range radar assets to provide coverage on a
regional, and perhaps even a national, scale.
Research On Bird-Detecting Radar
DOT/FAA/TC-13/3
Author: Ryan E. King
Format: Adobe Acrobat
File Size: .1 MB
In 2007,
the Federal Aviation Administration (FAA) Airport Technology Branch
conducted a performance assessment of the FODetect®, a hybrid radar
and electro-optical foreign object debris (FOD) detection system
developed by Xsight Systems, Ltd. This assessment included the
system’s capability to detect objects of various shapes, sizes, and
materials at all locations on the runway surface. The system’s
capability to detect FOD during both nighttime and daytime
conditions, in periods of sun, rain, mist, fog, and snow, was also
assessed.
The FODetect system was initially demonstrated in January 2008.
Following the demonstration, a more comprehensive performance
assessment of the technology was conducted at the Boston Logan
International Airport. The performance assessment was initiated in
June 2008 with a test schedule that continued until May 2009.
Researchers conducted several test sessions to assess the FODetect’s
capability to detect selected FOD items. The tests focused on hybrid
sensor characteristics, specifically the joint capabilities of radar
and electro-optical sensors operating together.
The FODetect system was able to detect the objects of various
shapes, sizes, and materials on runway surfaces and perform
satisfactorily in nighttime, daytime, sun, rain, mist, fog, and snow
conditions, as required by FAA Advisory Circular 150/5220-24,
“Airport Foreign Object Debris (FOD) Detection Equipment.”
Performance Assessment of a Hybrid Radar
and Electro-Optical Foreign Object Debris Detection System
DOT/FAA/TC-12/22
Authors: Edwin E. Herricks, Elizabeth Woodworth, and James Patterson, Jr.
Format: Adobe Acrobat
File Size: 1 MB
Magnetrons
are a critical component of current avian radar technologies,
providing avian radar systems with the radio energy that is
transmitted and received to identify targets. The current avian
radar systems used in an avian radar performance assessment use
X-band marine radars that are based on magnetron technology.
Manufacturers recommend regular replacement of magnetrons to
maintain radar detection effectiveness. The University of Illinois
Center of Excellence for Airport Technology (CEAT) examined the
operational life of magnetrons in 12 avian radar systems deployed as
a part of an avian radar performance assessment program. Based on
typical marine radar use, manufacturers recommend replacing
magnetrons between 2,000 and 6,000 transmitting hours. However, CEAT
found that magnetrons used in avian radar typically could be used
for 12,000 hours of continuous operation before needing replacement.
Therefore, CEAT recommends that avian radar users schedule magnetron
replacement at approximately 12,000–15,000 hours, or every 18–24
months.
Avian Radar Maintenance:
Magnetron Life Assessment
DOT/FAA/TC-TN12/60
Authors: Wendell Bunch and Edwin E. Herricks
Format: Adobe Acrobat
File Size: .1 MB
Aviation signal lighting systems are increasingly replacing filtered and
unfiltered incandescent lamps with light-emitting diode (LED) sources to create
various signal light colors. As LED sources produce spectral distributions that
can differ in color appearance from incandescent signal lights, it is important
to understand how the characteristics of LEDs influence color identification.
The objective of this research was to provide chromaticity regions for
aviation signal lights that maximize the likelihood of correct identification
while minimizing the potential for confusion with other colors.
Three color identification studies of aviation signal lights were conducted
to produce white, yellow, red, blue, and green colors using filtered and
unfiltered incandescent lamps and LEDs. The objectives of these studies were to
(1) identify chromaticity regions resulting in a high probability of correctly
identifying aviation signal lights as white; (2) compare the color
identification performance of color-normal and color-deficient observers in
response to incandescent and LED signal lights of each nominal color (white,
yellow, red, blue, and green); and (3) identify chromaticity regions resulting
in a high probability of correctly identifying aviation signal lights as yellow,
red, or blue.
Based on the results of these studies, recommendations for each of the
nominal signal colors are provided in the Commission Internationale de
l’Éclairage 1931 chromaticity space.
Nonincandescent Source Aviation Signal Light Colors
DOT/FAA/TC-TN12/45
Authors: John D. Bullough, Nicholas P. Skinner, Andrew Bierman, Nelda J.
Milburn, Rachel T. Taranta, N. Narendran, and Donald W. Gallagher
Format: Adobe Acrobat
File Size: 2.2 MB
Following the in-flight cargo fire accident involving United Parcel
Service (UPS) flight 1307 at the Philadelphia International Airport
on February 7, 2006, the National Transportation Safety Board
determined that the Aircraft Rescue and Firefighting personnel did
not have adequate training in fighting freighter aircraft fires. A
post-incident, on-aircraft analysis by UPS personnel suggested the
cargo liner interfered with the aircraft skin-penetrating nozzle’s (e’s (ASPN)
ability to discharge firefighting agent on the fire. The UPS
analysis suggested that the firefighting agent became trapped
between the cargo liner and the fuselage, implying that the liner
separated from the fuselage and acted as a shield, which prohibited
the firefighting agent from controlling the cargo fire. The research
described in this report evaluates the role of cargo liner in
penetration of an aircraft with an ASPN.
Small-scale scoping tests identified the penetration behavior of heated
cargo liner within an area of approximately 480 square inches. The cargo
liner was mounted in a frame and penetrated with an ASPN that was fitted to
a hydraulic ram. Initial penetration tests were conducted with cargo liner
intact. Heated tests involved penetration while the material was directly
exposed to a kerosene burner flame. Full-scale tests examined the role of
cargo liner mounting hardware in ASPN penetration. The full-scale test
article was composed of a mockup section of the freighter aircraft. This was
created by mounting the cargo liner in a section of a modified C-133
aircraft. A cargo liner mounting frame was duplicated from an example
freighter aircraft. The frame used normal aircraft construction techniques
and materials. Electric radiant heaters and liquid fuel pool fires served as
heat sources. An ASPN mounted on a high-reach extendable turret (HRET) was
used to penetrate the aircraft.
Penetration results were evaluated based on the number of unblocked ASPN
holes on the interior side of the cargo liner. Under ambient conditions, the
cargo liner did not significantly stretch or otherwise impede penetration. The
heated cargo liner exhibited limited stretching or sagging, but not enough to
obstruct the ASPN. Only 1 of the 45 full-scale heated tests demonstrated
significant nozzle obstruction. Small-scale heated tests indicated that
incomplete penetration or reduced penetration depth could lead to obstruction of
33% to 77% of the nozzle. Overall, tests indicated that cargo liner material
does not normally hinder the use of an ASPN for application of firefighting
agent. Given sufficient penetration length, it was observed that the ASPN is
capable of penetrating through the cargo liner into the interior of the
aircraft.
AIRCRAFT SKIN-PENETRATING NOZZLE TESTING OF A FREIGHTER AIRCRAFT CARGO LINER
DOT/FAA/TC-12/48
Author: William Doig
Format: Adobe Acrobat
File Size: 1 MB
The Federal Aviation Administration Airport Technology Research and
Development Branch conducted a literature review of technology and
technological solutions that could be used to prevent runway
incursions and surface accidents involving vehicles with authorized
access to the aircraft movement area. The objective was to identify
a technology that would be optimal for this purpose and would
warrant further evaluation.
The optimal technology was defined as a complete system that
provides an alert to ground vehicle operators when approaching a
sensitive or restricted area, while having minimal equipment
installation requirements that could impact the airport
infrastructure.
The components needed for an alerting system are (1) reliable ground
vehicle position information as to where it is on an airport, (2) a
device is needed to provide the visible and audible alerts to the
vehicle operator, and (3) the most critical, the logic necessary to
take and send the alert directly to the device in the ground
vehicle. A literature search was conducted to identify technologies
and systems that have the potential to provide a visible and audible
alert to ground vehicle operators when approaching a restricted
area, such as runways, runway safety areas, etc.
A number of technologies have components that could be used in an
alerting system; however, only three were identified that
constituted a complete system. They were (1) the Incursion Collision
Avoidance System (ICAS), (2) The Runway Incursion Monitoring
Detection Alerting System (RIMDAS), and (3) The Asset Tracking and
Incursion Management System (ATIMS).
The analysis of the literature search showed that the RIMDAS did not
provide an alert when approaching a sensitive or restricted area.
The lack of this feature is a disadvantage compared to the ICAS and
ATIMS systems, which provide this capability. Both the ICAS and
RIMDAS systems required equipment to be installed on the airport in
addition to the equipment needed in the ground vehicle. For these
reasons, the ICAS and RIMDAS were not recommended for further
evaluation.
The analysis of the literature search showed that the ATIMS met the
optimal criteria, and a version of the ATIMS is already being used
on airports. The only equipment needed is in the ground vehicle.
Because of these advantages, the ATIMS is recommended for further
evaluation.
GROUND VEHICLE RUNWAY INCURSION PREVENTION ALERTING SYSTEM LITERATURE REVIEW
DOT/FAA/TC-TN12/46
Authors: William Doig, William Allen, and Donald W. Gallagher
Format: Adobe Acrobat
File Size: 1 MB
For nearly 40
years, the National Fire Protection Association, the Federal Aviation
Administration, and the International Civil Aviation Organization have used
mathematical models, such as the Theoretical Critical Area and Practical
Critical Area (TCA/PCA) method, to determine Aircraft Rescue and Firefighting (ARFF)
requirements at commercial airports throughout the world. These models used the
length and width of the aircraft fuselage to determine a rectangular area in
which extinguishing the fire was critical to safely evacuate passengers. They do
not consider the plausible amount of fuel that could be released in survivable
crash events.
There has been growing concern that the ARFF requirements may not be sufficient
for modern aircraft designs that include larger fuel capacities and varied
crashworthiness. This research program is being conducted to establish an
alternative methodology for evaluating the quantity of fuel dispersed during
various types of survivable aircraft accidents and ultimately to contribute to
the development of an alternative to the TCA/PCA method. The approach is to
simulate survivable crashes using high-fidelity nonlinear dynamic finite element
analysis of these events with fuel explicitly modeled in the wing tanks. The
simulated, time-dependent fuel distribution will serve as input to fire modeling
efforts for determining ARFF requirements.
This research is being conducted in multiple phases. The first phase is a
methodology validation phase in which a full-scale crash test of a Lockheed
Constellation Model L-1649 is simulated. The objective of this phase was to
demonstrate that this modeling approach can produce accurate results. Subsequent
phases will implement the validated methodology for assessing fuel dispersal
from two different transport aircraft.
This report describes the analysis methodologies and results of the first phase
of the research program. The analyses successfully demonstrated that accurate
predictions for fuel release in survivable accidents can be achieved by using
high-fidelity nonlinear dynamic finite element analysis of these events.
Overall, simulated and test results for the liquid released are in good
agreement. Refinements of modeling methods to more accurately simulate
full-scale crashes of modern transport aircraft for predicting fuel release were
also determined.
CRASH SIMULATION OF TRANSPORT AIRCRAFT FOR PREDICTING FUEL RELEASE
FIRST PHASE—SIMULATION OF THE LOCKHEED CONSTELLATION MODEL L-1649 FULL-SCALE
CRASH TEST
DOT/FAA/TC-12/43
Authors: R.T. Bocchieri, R.M. MacNeill, C.N. Northrup, and D.S. Dierdorf
Format: Adobe Acrobat
File Size: 10 MB
The current method
for determining required firefighting agent quantities at an airport is based on
the concept of a “critical area” rectangular box defined by the aircraft length
and fuselage width. Aircraft size and construction materials have evolved to an
extent that the concepts of critical area, which consists of Theoretical
Critical Area and Practical Critical Area need to be studied to ensure they are
still valid methodologies for determining the firefighting agent requirements
for airports. This analysis addressed various factors in assessing current
aircraft rescue and firefighting (ARFF) agent requirements. These factors
included the historical development of the existing methods and the recent
fire-related loss history. The recent loss history includes the effectiveness of
the ARFF response and a fire hazard analysis for threats to occupants in an
aircraft and those who have escaped the aircraft. The National Fire Protection
Association 403 methodology was found to be acceptable and appropriate for
establishing agent quantities.
Methodologies for Calculating Firefighting Agent Quantities Needed to Combat
Aircraft Crash Fires
DOT/FAA/AR-11/29
Author: Joseph L. Scheffey, Robert L. Darwin, and Sean Hunt
Format: Adobe Acrobat
File Size: 4.07 MB
This project was
initiated to develop a live fire test protocol that could determine if the
amounts of fire extinguishing agent currently carried on Aircraft Rescue and
Fire Fighting vehicles are sufficient to extinguish fires involving aircraft
built with advanced composite material fuselages. Currently two advanced
composite materials are used in construction of commercial aircraft fuselages;
GLAss-REinforced Fiber Metal Laminate, commonly called GLARE, and carbon fiber
composite. The objective of this series of tests was to assess the fire behavior
of carbon fiber composites. These tests focused on the following specific fire
behaviors: (1) if either self-sustained burning or smoldering exist after fire
exposure, (2) the extent of heat propagation through the carbon fiber composite,
(3) how long it takes for the carbon fiber composite to naturally cool below
300°F (150°C), and (4) if there are any physical indicators that would help
firefighters determine that the carbon fiber composite had cooled sufficiently
to prevent reignition. These tests comprise the first phase of a two-phase
approach to assess the fire behavior of aircraft fuselage advanced composite
materials. The second phase will determine the amount of firefighting agent
needed to extinguish and cool the composite.
Development of a Firefighting Agent Application Test Protocol for Aircraft
Fuselage Composites, Phase I—Carbon Fiber
DOT/FAA/TC-12/6
Author: John C. Hode
Format: Adobe Acrobat
File Size: 1.00 MB
The Federal
Aviation Administration (FAA) has an ongoing research program that evaluates
new technologies for increasing postcrash fire survivability on aircraft and
determines methods to increase the performance capabilities of aircraft
rescue and firefighting (ARFF) vehicles. Excessive tire wear on hard
surfaces is a concern on ARFF vehicles with more than four wheels. The FAA
ARFF research program evaluated a six-wheeled ARFF vehicle with rear-wheel
steering (RWS).
The objectives were to evaluate an ARFF vehicle for turning diameter, tire
tread wear, and estimated tire life. A six-wheeled ARFF vehicle was used
with a prototype RWS system that allowed comparisons with the RWS function
disabled and enabled. Tests were conducted according to FAA Advisory
Circular 150/5220-10C, which specifies turning diameter procedures. Tire
tread wear was achieved by driving the test vehicle on a figure-eight course
for 60 miles, which generated a faster and more aggressive tire tread wear
than normal driving patterns. Tire tread depth was measured according to the
tire manufacturer. The data from the tread wear results were used to
calculate estimated tire life.
The results showed the ARFF vehicle with RWS decreased the turning diameter
by 18.7% in the clockwise direction from 116.0 feet to 94.3 feet and 18.2%
in the counter clockwise direction from 108.2 feet to 88.5 feet compared to
vehicle operations without RWS. Without RWS, the rear tires wore the fastest
by approximately 0.406 (13/32) inch over the 60 miles. With RWS, the middle
tires wore the fastest by approximately 0.121 (4/32) inch over the 60 miles.
The data from the tire tread wear tests were used to calculate the estimated
tire life using linear regression calculations. RWS extended the estimated
tire life by 1.9 to 2.6 times on the front tires and 7.9 to 9.0 times on the
rear tires compared to vehicle operations without RWS enabled. However, the
middle tires showed better tire life without RWS, 5.3 to 7.3 times that of
tire life with RWS.
Test and
Evaluation of Rear-Wheel Steering for Aircraft Rescue and Firefighting
Vehicles—Part 2
DOT/FAA/TC-TN12/34
Author: Nicholas Subbotin, Kris Cozart, and John Hawk
Format: Adobe Acrobat
File Size: 1.54 MB
Wildlife hazard
assessments are regularly performed to support the development of wildlife
hazard management plans (WHMP) for airports. Current assessments use visual
observations of wildlife, with particular attention paid to birds. As a
tool, avian radar can supplement visual observations of birds on and around
airports and can provide useful data sets for analyses to support the
development of WHMPs. A test of avian radar was conducted to demonstrate its
usefulness as a supplement to a
scheduled monthly observation that was part of a year-long wildlife hazard
assessment at Cedar City Regional Airport in Utah. The avian radar
consistently observed more bird targets than were identified by visual
observation and provided a useful data set for analyses that supported the
development of the airport’s WHMP.
USING AN AVIAN RADAR TO
SUPPLEMENT AN AIRPORT WILDLIFE HAZARD ASSESSMENT
DOT/FAA/TC-TN12/27
Author: Edwin E. Herricks, Wendell Bunch, Steve Osmek, and Frank Svoboda
Format: Adobe Acrobat
File Size: 1.83 MB
The objective of
this effort was to identify airport design factors that may have been
responsible for causing incidents and accidents, which could then be
mitigated. A database was created, which was populated with accidents and
incidents from January 1, 2006 through September 30, 2011. This database is
maintained as a searchable database and updated as new events are reported.
The database includes data from the following sources: National Aeronautics
and Space Administration, National Transportation Safety Board, Federal
Aviation Administration (FAA) Office of Runway Safety, FAA Air Traffic
Quality Assurance, and FAA Service Difficulty Reporting System. There were
approximately 7200 events analyzed, which included accidents, incidents,
runway incursions (including those caused by vehicles and pedestrians), and
takeoffs and landings from or on taxiways and wrong runways.
The analysis indicated that there were no events in which an airport design
factor was the primary cause of the accident. However, there were events in
which an airport design factor may have contributed to the severity of the
event. Based on the analysis, the top five areas of concern relevant to
airport design are runway incursion prevention; maintenance of airport
surface markings, signage, and lighting; obstacles near runway safety areas;
retention of runway protection zones; and mitigation of runway overrun risks
at airports with obstructions or steep drops near overrun areas.
Airport
Surface Event Analysis for Airport Design January 2006—September 2011
DOT/FAA/TC-12/28
Author: Michael Derrick, Emily Dziedzic, Donald W. Gallagher, and
Lauren Vitagliano
Format: Adobe Acrobat
File Size: 470 KB
The Federal
Aviation Administration (FAA) Airport Technology Research and Development
Branch initiated research to evaluate a new trapezoidal-shaped pavement
groove configuration. The purpose of this evaluation was to determine if the
new trapezoidal-shaped pavement groove configuration offered any benefits
over the current FAA standard groove configuration, specifically in the
areas of water evacuation, rubber contamination, integrity, longevity, and
friction values.
The new trapezoidal-shaped groove is 1/4 in. deep, 1/2 in. wide at the top,
1/4 in. wide at the bottom, and spaced 2 1/4 in. apart. The current FAA
standard groove is 1/4 in. deep, 1/4 in. wide, and spaced 1 1/2 in. apart.
Test sections of the new trapezoidal-shaped pavement grooves, along with
sections of FAA standard grooves, were installed at the FAA National Airport
Pavement Test Facility, the Atlantic City International Airport, Marine
Corps Air Facility Quantico, and Chicago O’Hare International Airport.
Researchers conducted water evacuation measurements, analysis of rubber
contamination, width measurements, and surface friction tests on the
trapezoidal-shaped pavement groove test sections under a variety of
conditions and compared the results directly to those of the current FAA
standard grooves.
The results showed that the trapezoidal-shaped pavement groove configuration
offered several benefits over the current FAA standard grooves, including
improved water evacuation capability, greater resistance to rubber
contamination, better integrity, and improved longevity. The friction values
for the trapezoidal grooves were comparable to the FAA standard grooves.
Analysis of the data collected during this evaluation indicates that the new
trapezoidal-shaped pavement groove should be considered an acceptable
alternative for pavement grooving on airports.
Evaluation
of Trapezoidal-Shaped Runway Grooves
DOT/FAA/TC-TN12/7
Author: James W. Patterson, Jr.
Format: Adobe Acrobat
File Size: 2.84 MB
Wildlife biologists
have conducted extensive research to better understand how migratory birds are
negatively affected by
obstruction lights, which are used at night to warn pilots that they are
approaching an obstruction hazard. The research concluded
that migratory birds appear to be attracted to the steady-burning (i.e.,
nonflashing) obstruction lights on communication towers
and, as a result, thousands of birds are killed annually through collisions with
these obstructions. Wildlife organizations, the
telecommunication industry, and the Federal Communication Commission
collectively approached the Federal Aviation
Administration (FAA) and requested that the FAA consider redefining their
standards for obstruction lighting to either omit or
flash the normally steady-burning red lights to reduce their impact on the
mortality rates of migratory birds.
In the research reported here, the FAA Airport Technology Research and
Development Team evaluated the proposal to omit or
flash the normally steady-burning red lights. In addition, researchers evaluated
the potential benefit of using light-emitting diode
obstruction lights instead of conventional incandescent obstruction lights as a
way to mitigate their impact on birds, due to their
unique color and flash pattern. A series of flight evaluations was conducted to
compare the obstruction lighting on several
communication towers in the northern Michigan area. A tower that was equipped
with a nonstandard lighting configuration in
which the steady-burning red lights were programmed to flash in unison with the
red flashing lights was also included in the
flight evaluation.
The results showed that flashing the steady-burning lights was acceptable for
small towers (151 to 350 feet in height) and that
they could be omitted on taller towers (over 351 feet) so long as the remaining
brighter, flashing lights were operational. The
optimal flash rate for the brighter lights to flash simultaneously was
determined to be between 27 and 33 flashes per minute
(fpm). Flashing at slower speeds (under 27 fpm) did not provide the necessary
conspicuity for pilots to clearly acquire the
obstruction at night without the steady-burning lights, and flashing at faster
speeds (over 33 fpm), the lights were not off long
enough to be less of an attractant to migratory birds.
Based on the results of this research, the FAA proposes to make specific changes
to the obstruction lighting standards, including
a proposal to omit or flash steady-burning red lights from several obstruction
lighting configurations.
EVALUATION OF NEW OBSTRUCTION LIGHTING
TECHNIQUES TO REDUCE AVIAN FATALITIES
DOT/FAA/TC-TN12/9
Author: James W. Patterson, Jr.
Format: Adobe Acrobat
File Size: 1.08 MB
Airport sponsors
who accept federal funding are obligated to make the aircraft facility
available to all aeronautical activities, including parachuting and
skydiving. Due to the lack of guidance concerning parachute landing areas (PLA)
for airports that are able to accommodate nontraditional aeronautical
activities (such as skydiving), research was conducted to determine the
recommended size and location of PLAs on airports and provide guidance
material.
To do this, transition data were collected from airports currently
supporting parachute operations, and international and military standards
were examined. Site visits were conducted and subject matter experts were
consulted.
It was determined that the experience of the parachutist and type of
parachute used should be considered in developing the size of the PLA. It
was also determined that the edge of the PLA should be located no closer
than 40 feet from a hazard. In addition, the report includes recommendations
for operational procedures and practices.
Development of
Criteria for Parachute Landing Areas on Airports
DOT/FAA/AR-11/30
Author: Lauren Vitagliano, Donald W. Gallagher, and Holly Cyrus
Format: Adobe Acrobat
File Size: 577 KB
In 2008, the
Federal Aviation Administration (FAA) Airport Technology Research and
Development Team conducted a performance assessment of the iFerret™,
electro-optical, foreign object debris (FOD) detection system. This assessment
included the system’s capability to detect objects of various shapes, sizes, and
materials at all locations on the runway surface. The system’s capability to
detect FOD during both nighttime and daytime conditions, in periods of sun,
rain, mist, fog, and snow was also assessed.
A comprehensive performance assessment of the technology was
demonstrated at the Chicago O’Hare International Airport (ORD). Installation of
iFerret sensors was completed at ORD in late 2008, and extensive data collection
was conducted from June 2009 through July 2010. These were supplemented by an
assessment of an iFerret installation at Singapore’s Changi International
Airport in May 2009. At the conclusion of the data collection process, the FAA
had sufficient data to conclude the performance assessment. The iFerret FOD
detection system was able to detect objects of various shapes, sizes, and
materials on runway surfaces, taxiways, and aprons and was able to perform
satisfactorily in nighttime, daytime, sun, rain, mist, fog, and snow conditions,
as required by FAA Advisory Circular 150/5220-24, “Airport Foreign Object Debris
(FOD) Detection Equipment.”
Performance Assessment of an Electro-Optical-Based Foreign
Object Debris Detection System
DOT/FAA/AR-11/13
Author: Edwin E. Herricks*, Peter Lazar III*,
Elizabeth Woodworth*, and James Patterson, Jr.**
Format: Adobe Acrobat
File Size: 628 KB
Since the
introduction of the High-Reach Extendable Turret (HRET) to the Aircraft
Rescue and Firefighting (ARFF) industry, approximately 400 HRET, have been
retrofitted into existing ARFF vehicles or purchased with new ARFF vehicles
worldwide. Some advantages and benefits of this technology include increased
throw range performance, increased range of turret motion, more efficient
agent application by applying agent at the seat of the fire, faster
extinguishment of two-dimensional pool and three-dimensional flowing fuel
fires, and the ability to penetrate inside an aircraft to cool the interior
cabin and extinguish the fire. This added capability can increase passenger
survivability, protect property, and extinguish fire faster during an
aircraft postcrash incident.
The purpose of this research was to document the effects of the installation
of the 65-ft HRET on the predelivery inspection test of the Federal Aviation
Administration (FAA) Striker ARFF research vehicle (FAA Striker). The second
key objective was to evaluate the performance and firefighting effectiveness
of the 65-ft HRET in and around new large aircraft, such as the Airbus A380
and the Boeing 747-8.
TEST AND EVALUATION OF NEXT GENERATION 65-FOOT, HIGH-REACH EXTENDABLE TURRET
DOT/FAA/AR-11/15
Author: Keith Bagot and John Hawk
Format: Adobe Acrobat
File Size: 1.77MB
This report
describes the details of a theoretical analysis of the firefighting agent
amounts carried by aircraft rescue and firefighting (ARFF) equipment. The report
is a detailed heat transfer and suppression analysis of fuel spill fires on
exposed aircraft. This analysis addressed various factors in assessing current
ARFF agent requirements. The amount of firefighting agent necessary to prevent
interior aircraft ignition and allow for safe egress is presented for
representative fuel spill fire scenarios and ARFF arrival times. The scenarios
consider wind conditions, aircraft and fuel spill sizes, aircraft skin
thickness, and aircraft insulation/construction. For example, fires burning in
wind conditions will have a different flame shape and flame length than a fire
burning under calm conditions with all other parameters held constant. The
analysis also found that the time required to melt the aluminum skin is strongly
dependent on the exposure heat flux and on the skin thickness but not on the
insulation thickness.
Analysis of Suppression Effects on Aviation Fuel Fires Around an Aircraft
DOT/FAA/AR-11/27
Author: Joseph L. Scheffey, Robert L. Darwin, and Sean Hunt
Format: Adobe Acrobat
File Size: 1.63MB
The Federal
Aviation Administration (FAA) continues to assess ways to prevent runway
incursions and other airport operational incursions, especially during
ground vehicle operations at airport. The FAA Airport Technology Research
and Development Team conducted research for the development of an airport
ground vehicle runway incursion warning system. The objectives were to
evaluate navigation devices and their technology for use in airport vehicles
to prevent airport incursions, provide recommendations for criteria for the
design and operation of a system defining both minimum and optimal features,
and provide cost estimates for the procurement of the equipment.
DEVELOPMENT OF AN AIRPORT GROUND VEHICLE RUNWAY INCURSION WARNING SYSTEM
DOT/FAA/AR-11/26
Author: Nicholas Subbotin
Format: Adobe Acrobat
Size: 1.40 MB
In 2008, the
Federal Aviation Administration (FAA) Airport Technology Research and
Development Team initiated research to conduct a performance assessment of
the Trex Enterprises FOD Finder™, a mobile, radar-based foreign object
debris (FOD) detection system. This assessment included the system’s
capability to detect objects of various shapes, sizes, and materials at all
locations on the runway surface. The system’s capability to detect FOD
during both nighttime and daytime conditions, in periods of sun, rain, mist,
fog, and snow was also assessed.
Performance Assessment of a Mobile, Radar-Based Foreign Object Debris
Detection System
DOT/FAA/AR-11/12
Author: Edwin E. Herricks, Elizabeth Woodworth, Sid Majumdar, and
James Patterson, Jr.
Format: Adobe Acrobat
Size: 1.03 MB
In 2004, the
Federal Aviation Administration (FAA) Airport Technology Research and
Development Team initiated a research program to conduct a performance
assessment of the QinetiQ, Ltd. Tarsier Foreign Object Debris (FOD)
detection radar system. The purpose of this assessment was to identify key
operational characteristics and limitations of the system at an active air
carrier airport, including the system’s ability to detect objects of various
shapes, sizes, and materials at all locations on the runway surface. The
system’s ability to detect FOD during both nighttime and daytime conditions,
in periods of sun, rain, mist, fog, and in light and heavy snow was also
assessed. In January 2005, the FAA developed plans for a comprehensive
performance assessment of the technology at the Providence T. F. Green
International Airport. Installation of the Tarsier system was completed in
April 2007. Extensive data collection campaigns were conducted from June
2007 to March 2008. At the conclusion of the data collection process, the
FAA had sufficient data to conclude the performance assessment. The QinetiQ
Ltd. Tarsier FOD detection radar system was found to detect the necessary
objects of various shapes, sizes, and materials on the runway surface and
was able to perform satisfactorily in nighttime, daytime, sun, rain, mist,
fog, and snow conditions, as required by FAA Advisory Circular 150/5220-24,
“Airport Foreign Object Debris (FOD) Detection Equipment.”
Performance
Assessment of a Radar-Based Foreign Object Debris Detection System
DOT/FAA/AR-10/33
Author: Edwin E. Herricks, Elizabeth Woodworth, Sid Majumdar, and
James Patterson, Jr.
Format: Adobe Acrobat
Size: 1.97 MB
The objective was
to evaluate the performance of the FAA 6x6 ARFF research vehicle with and
without the RWS system. The performance was measured in terms of changes in
turning diameter, tire deflection, tread wear, and actual tire life data from
U.S. airports operating 6x6 ARFF vehicles. The results show RWS improved the
turning diameter in both the clockwise and counterclockwise directions. Tire
deflection analysis did not show any significant differences with or without RWS.
Tread wear
results showed that the front and rear tires on both sides had significantly
less tread wear over an equivalent 40-mile test distance compared to the wear
measured without RWS. Responses to the airport fire department customer survey
indicated that vehicles equipped with RWS showed less tire wear, resulting in
extended tire life and increased stability/handling of the vehicle.
Test and
Evaluation of Rear-Wheel Steering for Aircraft Rescue and Firefighting Vehicles
Report Number: DOT/FAA/AR-TN08/43
Author: Keith Bagot, Jennifer Kalberer*, and Michael McDonald*
Format: Adobe Acrobat
Size: 352 KB
Five types of retro-reflective beads were evaluated: three are currently
approved by the Federal Aviation Administration (FAA) for use on airfield
markings, as indicated in FAA Advisory Circular 150/5370-10D and two are the
newly proposed retro-reflective beads. This evaluation covered a 1-year
period starting in August 2008.
This research validates previous research performed on Type I, Type III, and
Type IV retro-reflective beads. No previous research was performed on the
two newly proposed retro-reflective beads.
The initial application tests concerning coverage, water, and pull-off
strength were deemed successful.
On new HMA, the test marking with Type IV retro-reflective beads remained
conspicuous for the longest period of time. Type I, Type III, and
Manufacturer B retro-reflective beads remained conspicuous for approximately
half that time, and Manufacturer A for approximately one-quarter of the
time.
All the approved retro-reflective beads proved suitable for use on aged HMA
and aged PCC over a 1-year period. The proposed retro-reflective beads from
Manufacturer A and Manufacturer B also proved suitable for use on aged HMA
and aged PCC.
Evaluation of
Retro-Reflective Beads to Increase Airport Surface Marking Conspicuity
DOT/FAA/AR-TN10/10
Author: Anthony J. Previti*, Holly Cyrus, and Donald W. Gallagher
Format: Adobe Acrobat
Size: 1.45 MB
Retro-reflective
beads are designed to redirect and return light back to its source. The
inclusion of retro-reflective beads in painted surface markings can increase
their conspicuity. It has been suggested that Type III retro-reflective
beads, which have a higher index of refraction (IOR) compared to Type I
beads, will substantially increase the conspicuity of paint markings and
could help prevent runway incursions. The FAA uses Federal Specification
TT-B-1325D, “Beads (Glass Spheres) Retro-Reflective,” to specify
retro-reflective beads.
The majority of the test subjects involved in the tests at both ACY and SAV
stated they do not use runway markings as a visual cue on approach to a
runway at night. They focus on the runway lights. Of the subjects
participating, all but one reported no difference in ease of detection
between Type I and Type III bead markings.
Airborne Evaluation of
Retro-Reflective Beads
DOT/FAA/AR-TN10/8
Author: Anthony J. Previti*, Holly Cyrus, and Donald W. Gallagher
Format: Adobe Acrobat
Size: 793 KB
As part of a
multiple-year Federal Aviation Administration (FAA) Airport Safety
Technology Research & Development Program, avian radar units were deployed
at the Seattle-Tacoma International Airport and the Naval Air Station
Whidbey Island, Oak Harbor, Washington, by the University of Illinois Center
of Excellence in Airport Technology. This report provides a general protocol
for avian radar deployment and addresses a wide range of issues associated
with radar use in the complex environment of a typical civil airport. The
actual activities that must be completed for avian radar deployment will be
site- and situation-specific.
DEPLOYMENT OF AVIAN RADARS AT CIVIL AIRPORTS
DOT/FAA/AR-09/61
Author: Edwin E. Herricks*, Elizabeth Woodworth*, and Ryan King**
Format: Adobe Acrobat
Size: 4166 KB
This report is the
first of a two-part study focused on the subject of reporting wildlife
strikes with civil aircraft in the U.S. and examines current strike
reporting trends to determine if the current voluntary system is providing a
sufficient quantity of data to support an accurate, statistical
understanding of the national wildlife strike issue.
TRENDS IN WILDLIFE STRIKE REPORTING, PART 1—VOLUNTARY
SYSTEM 1990-2008
DOT/FAA/AR-09/65
Author: Richard A. Dolbeer, Ph.D.*
Format: Adobe Acrobat
Size: 468 KB
This report is Part
2 of a two-part study to determine if changes are needed in the way wildlife
strike data are collected by the FAA, and in particular, if mandatory strike
reporting is needed.
WILDLIFE STRIKE REPORTING, PART 2—SOURCES OF DATA IN
VOLUNTARY SYSTEM
DOT/FAA/AR-09/63
Author: Richard A. Dolbeer, Ph.D.*
Format: Adobe Acrobat
Size: 277 KB
The Benefit
of Runway Grooving
Presentation slides by Hector Daiutolo providing a synopsis of the information
in the three reports listed below.
A Runway Grooving Video is embedded in
the above presentation. If you want to download the presentation make sure you
also download the video.
Introduction of
transverse grooves on runways improves braking and cornering performance of
aircraft during operations In wet weather conditions and helps to alleviate
hydroplaning. The Federal Aviation Administration (FAA) has recommended
1/4-inch
square grooves spaced at 1-1/2 inches for installation on runways where the
potential of hydroplaning exists. However, a large number of runways remain nongrooved. The major reasons are the high cost of groove installation and
limited evidence as to the
effectiveness of the grooved surfaces at the touchdown speeds of modern
aircraft.
THE BRAKING
PERFORMANCE OF AN AIRCRAFT TIRE ON GROOVED PORTLAND CEMENT CONCRETE SURFACES
DOT/FAA/RD 80-78
Author: Satish K. Agrawal and Hector Daiutolo
Format: Adobe Acrobat
Size: 30.6 MB
Runway grooving is
an effective surface treatment that reduces the danger of hydroplaning to an
aircraft landing on a water covered runway. Grooves are usually cut by
diamond-tipped rotatory blades; square grooves of l/4-inch size are widely used.
Other surface treatments include grooving by a reflex-percussive cutting
process, Grooving while the concrete is in plastic state, and the porous
friction overlays. Grooving in plastic state is limited to portland cement
concrete runways only while the other treatments can be applied to both the
portland cement concrete and the asphaltic concrete surfaces. The effectiveness
of some of these treatments has not been evaluated on asphaltic concrete
surfaces prior to the initiation of this study.
Braking of an Aircraft Tire on Grooved and Porous Asphaltic Concrete
DOT/FAA/CT-82/147
Author: Satish K. Agrawal
Format: Adobe Acrobat
Size: 26.7 MB
Runway surface
treatments, such as grooves, can minimize the danger of aircraft hydroplaning by
reducing the water buildup on the runway and by facilitating forced water escape
from the tire-runway interface. Square saw-cut grooves of 1/4-inch size with
spacing between 1 inch and 2 1/2 inches have been widely used, the former
providing a higher resistance to hydroplaning. Other surface treatments that
have been reported as being effective in minimizing aircraft hydroplaning
include porous friction overlay and reflex-percussive grooves. The latter being
offered as a potential cost-effective alternative to square saw-cut grooves.
Modified Reflex-Percussive Grooves for Runways
DOT/FAA/CT-84/7
Author: Satish K. Agrawal
Format: Adobe Acrobat
Size: 15.6 MB
Takeoff hold lights
(THL) are positioned along the runway centerline, and when illuminated, they
are visible to an aircraft pilot at the beginning of the runway preparing
for takeoff. Normally, these lights are off. A Runway Status Light (RWSL)
System monitors the runway occupancy status and conveys this information to
the pilots, ground vehicle operators, and others using special lighting
components such as the THLs. Specifically, when a runway is occupied, the
RWSL System turns on the THLs and provides a conspicuous visual warning to
pilots preparing for takeoff that they should not continue.
Project personnel from the Federal Aviation Administration (FAA) Airport
Safety Technology Research and Development Subteam evaluated four THL
configurations on Runway 13 at the Atlantic City International Airport.
Three configurations contained a double row of red lights and one contained
a single row of red lights. Project personnel collected data on the
appearance of each configuration and recorded their findings on
questionnaires.
The results of this evaluation validated previous findings by the FAA
Airport Safety Technology Research and Development Subteam that the
double-row THL configuration spaced 6 ft from the runway centerline was more
effective than the other three configurations. The 6-ft spacing created very
distinct lines that did not, at any time, blend with the runway centerline
fixtures. As a result, this configuration created a more conspicuous signal
that was easily acquired by the pilots. Using double-row THLs significantly
enhanced the THL system.
Runway Status Lights: Takeoff Hold Lighting System
Evaluation
DOT/FAA/AR-TN09/25
Author: James Patterson
August 2009
Format: Adobe Acrobat
Size: 1.58 MB
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:
02/06/13
|